CMA9000 - RRJ - Operating - Manual - v360 PDF

DRAFT
OPERATOR'S MANUAL
FLIGHT MANAGEMENT SYSTEM
CMA-9000
OPERATIONAL PROGRAM
S/W 169-614876-050-RRJ
Esterline CMC Electronics

600 Dr. Frederik Philips Boulevard
Ville Saint-Laurent, Quebec, Canada
H4M 2S9
DRAFT
OPERATOR'S MANUAL
FLIGHT MANAGEMENT SYSTEM
CMA-9000
OPERATIONAL PROGRAM
S/W 169-614876-050-RRJ
Esterline CMC Electronics

600 Dr. Frederik Philips Boulevard
Ville Saint-Laurent, Quebec, Canada
H4M 2S9
Publication No. 9000-GEN-0137 August 17, 2010

Item No.: 930-600139-000
DRAFT
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DRAFT OPERATOR’S MANUAL
CMA-9000 FLIGHT MANAGEMENT SYSTEM
LIST OF EFFECTIVE PAGES
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Appendix A - CMA-9000 FMS Display Pages - Detailed Descriptions A-i Aug 17/10
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Appendix A - CMA-9000 VNAV RRJ Display Pages - Detailed Descriptions RRJ-A-i Aug 17/10
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RECORD OF REVISIONS On receipt of revisions, insert pages and record

date inserted and initial.
ASSIGNED TO (JOB TITLE) LOCATION
REV. REVISION INSERTION REV. REVISION INSERTION

NO. DATE DATE BY NO. DATE DATE BY
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TABLE OF CONTENTS
Subject Section/Appendix
Introduction Section 1
CMA-9000 FMS Control and Display Section 2
Preflight Section 3
Departures Section 4
Enroute Section 5
Arrivals Section 6
Approach Section 7
Post-Flight Procedures Section 8
Direct-To/Intercept Section 9
Holding Pattern Navigation Section 10
Tactical Functions Section 11
Navigation Sensors Section 12
CMA-9000 FMS Pages - Radio Tuning Section 13
Performance Functions Section 14
RNP Capability Section 15
MCDU Functions Section 16
Abnormal Procedures Section 17
CMA-9000 FMS Pages - Detailed Descriptions Appendix A
Navigation Leg Type Definitions Appendix B
Navigation Displays Appendix C
CMA-9000 FMS Display Pages Flow Diagrams Appendix D
System Messages and Remote Annunciations Appendix E
CMA-9000 FMS RRJ VNAV Appendix F
Index INDEX
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Page TC-2
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PURPOSE OF OPERATOR'S MANUAL

This Operator's Manual applies only to CMA-9000 Flight Management Systems (FMS) which incorporate the
specific operational program(s) indicated on the cover page.
This manual describes the capabilities, components, typical flight applications, and operating procedures for the
CMA-9000 family of the Flight Management Systems (FMS).
THIS MANUAL IS INTENDED TO BE A GENERIC MANUAL FOR ALL FMS APPLICATIONS. THE
PROCEDURES DESCRIBED HEREIN INCLUDE ALL THE AVAILABLE DISPLAYS AND CONTROLS. When the
CMA-9000 FMS is set up through the configuration procedures, as described in the installation manual, some of
the features described herein may be disabled and not displayed.
CAUTION
THE INFORMATION CONTAINED IN NAVIGATION DATABASES IS NOT CERTIFIED BY A

REGULATORY AUTHORITY; THEREFORE, THE USER IS ULTIMATELY RESPONSIBLE FOR
ENSURING THAT DATA IS CORRECT PRIOR TO USE.
ALL FMSs ARE CERTIFIED FOR IFR NAVIGATION UNDER THE CONDITION THAT ANY
INFORMATION TAKEN FROM THE DATABASE BE VERIFIED AGAINST AN INDEPENDENT SOURCE
PRIOR TO USE. IT IS ESSENTIAL THAT PILOTS COMPLY WITH THIS REQUIREMENT BY USING
APPROACH, TERMINAL AND ENROUTE CHARTS TO CHECK FOR DISCREPANCIES IN FMS
GENERATED NAVIGATION DATA.
IF THERE ARE ANY DISCREPANCIES BETWEEN THE INFORMATION FROM THE FMS DATABASE
AND THE OFFICIAL PUBLISHED HARD COPY, THE PILOTS MUST FOLLOW THE HARD COPY
PROCEDURE, AND ADVISE THE FMS DATABASE SUPPLIER OF THE DISCREPANCY.
Page OR-1
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OPERATIONAL APPROVAL
AND LIMITATIONS
OPERATIONAL APPROVAL
Approval of the CMA-9000 FMS for VFR/IFR operation must be obtained from the Civil Aviation Authority of the
country of registration of the aircraft.
When operated with any of the external GPS equipment listed in Figure 5B Approved Installation Configurations
with GPS Equipment of the Installation Flight Line Manual, the CMA-9000 FMS has been approved for VFR/IFR
GPS supplemental navigation in en-route, terminal and non-precision approach.
LIMITATIONS
Limitations on the operation of the system and its particular installation, are outlined in the Airplane Flight Manual
Supplement (AFMS).
In particular the operational manual is affected by the way the equipment has been configured with respect to its
installation. Instructions for installation and configuration are provided in the Installation Manual. It is expected
that the installer takes into account the “Installation Considerations and Limitations” provided in Section 1.J. of
the Installation Manual to plan the installation and operation of the aircraft and to obtain TC or STC approval.
Page OR-2
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SECTION 1 - INTRODUCTION
CONTENTS
Subject Page
SYSTEM OVERVIEW ........................................................................................................................................1-1
COMPONENT DESCRIPTION ..........................................................................................................................1-2
A. Flight Management System (FMS) with Embedded Display Unit..........................................................1-2
B. External Global Positioning System (GPS) Receiver.............................................................................1-2
NAVIGATION MODES ......................................................................................................................................1-3
A. GPS..............................................................................................................................................................1-3
B. DME/DME ....................................................................................................................................................1-3
C. VOR/DME ....................................................................................................................................................1-3
D. Inertial .........................................................................................................................................................1-4
E. Dead Reckoning (DR) ................................................................................................................................1-4
WAYPOINT NAVIGATION ................................................................................................................................1-5
TERMINAL AREA OPERATIONS AND GPS INSTRUMENT APPROACHES................................................1-6
NAVIGATION DATABASE................................................................................................................................1-6
PHASES OF FLIGHT ........................................................................................................................................1-6
ACRONYMS AND ABBREVIATIONS ..............................................................................................................1-7
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SECTION 1
INTRODUCTION
SYSTEM OVERVIEW
The CMA-9000 Flight Management System (FMS) provides a complete Global Navigation System (GNS) and
area navigation (RNAV) solution for world-wide four-dimensional aircraft navigation in the oceanic/remote, en-
route, terminal and non-precision approach. It includes extensive flight management capabilities and a full
range of navigation and flight planning features, together with simple route and flight plan creation and
modification procedures. A world-wide subscription navigation database, stored in a non-volatile memory,
provides the FMS with information on waypoints, navaids, airports, terminal area procedures, airways... In
addition the database is capable of storing customer defined routes and waypoints. The CMA-9000 also
integrates the functionality of Radio Management System (RMS) and Multi-Function Control Display Unit
(MCDU) into a standalone, cockpit mounted enclosure.
In dual/triple FMS installations, the synchronization is established automatically on power-up.
Flight management capabilities include:

• Multi-sensor navigation modes
• Standard Instrument Departure (SID)
• Standard Terminal Arrival Routes (STAR)
• GPS instrument approaches
• Direct-to/intercept navigation, holding patterns, procedure turns, arcs and offset tracks
• Automatic waypoint sequencing, with and without turn anticipation
• Required and actual navigation performance (RNP/ANP)
• Required time of arrival (RTA)
• Fuel management and radio tuning functions
• Vertical flight planning and management of an overall vertical profile (VNAV)
The FMS accepts data from the following external navigation sensors, if installed:
• Distance Measuring Equipment (DME)
• VHF Omni-directional Range (VOR)
• External GPS
• Inertial Reference System (IRS)
• Air Data Computer
Information from these sensors is combined to determine aircraft position. This position is then used for
navigating along a programmed flight plan created by selecting procedures/waypoints from the navigation
database.
Page 1-1
August 17, 2010
COMPONENT DESCRIPTION
A. Flight Management System (FMS) with Embedded Display Unit
The CMA-9000 provides a color display of alphanumeric data. An alphanumeric keyboard allows data
entry, data editing and system control of the flight management functions.
The display is a sunlight readable color Active Matrix Liquid Crystal Display (AMLCD). Dedicated function
keys and line select keys allow easy operator control of flight management functions. The keyboard panel is
integrally lit from a panel light dimming bus. The front panel is illustrated in Section 2 along with an
explanation of the keys and their function.
For the control of the display brightness, two options are proposed. The first option consists in the
combination of light sensors and manual brightness setting. Two light sensors on the FMS front panel sense
any change in the cockpit ambient light level. This results in an increase or decrease in display brightness
relative to a manual brightness setting. The second option consists in an external dimming bus.
The Flight Management Unit (FMU) accepts data from external navigation sensors and performs all the
signal processing and computations required to generate high performance navigation data. The FMU
accepts operator’s commands from the alphanumeric keyboard, provides navigation, steering and status
data on its own display and to the primary navigation flight displays. The FMU also provides suitably
formatted outputs for the flight guidance system.
B. External Global Positioning System (GPS) Receiver
The external GPS Receiver receives signals transmitted by US DoD Global Positioning System satellites. It
provides all the signal processing and computational capability required to determine aircraft position,
velocity and time. The sensor continuously monitors the integrity of the satellites using a high performance
Receiver Autonomous Integrity Monitor (RAIM).
Page 1-2
August 17, 2010
NAVIGATION MODES
The FMS follows a hierarchical navigation mode system using TSO-approved sensors characterized by the
following decreasing priority order:
Navigation modes Sensor

GPS TSO-C129a B1/C1 GPS sensor
DME/DME TSO-C66c DME receiver
VOR/DME TSO-C66c DME receiver;
TSO-C40c VOR receiver
Inertial TSO-C4c, TSO-C6d IRS
Dead Reckoning Heading + TAS inputs
The FMS will use GPS data for navigation provided the GPS Horizontal Integrity Limit (HIL) meets the phase of
flight requirement. Otherwise, the FMS will select the next best navigation mode meeting the TSO-C115b
accuracy requirement (95% confidence factor) for the phase of flight, following the above priority order.
The civil navigation configuration option fully complies with TSO-C129a, TSO-C115b and AC20-130A. The
following navigation modes are supported:
A. GPS
GPS is the highest priority navigation mode of the FMS, and will be used when sufficient satellite coverage
exists in the phases of flight for which it is approved.
The GPS mode will be selected for navigation when its RAIM function computes a Horizontal Integrity Limit
(HIL) value which is less than the GPS Position Integrity Alert Limit (GPIAL). The latter is a function of the
current phase of flight and of the Required Navigation Performance (RNP). When the HIL exceeds the alert
limit, or if the GPS loses its RAIM function, then:
B. DME/DME
DME/DME is used in areas with sufficient DME coverage, provided the appropriate navigation database is
configured. In this mode the FMS automatically tunes the DME transceiver, acquiring distance information
from up to six DME (DME capable) ground stations. The DME distance is corrected for slant range error.
Information on the DME facilities in use is displayed on the DME STATUS page, and individual stations can
be inhibited from the navigation solution from the VHF NAV DESELECT page.
C. VOR/DME
VOR/DME navigation is used in areas with sparse DME coverage where there are less than three DME
stations available. This mode combines co-located DME distance and VOR bearing to determine position.
Tuned facility information is displayed on the VOR/DME STATUS page and individual stations can be
inhibited from the navigation solution from the VHF NAV DESELECT page..
Page 1-3
August 17, 2010
D. Inertial
The FMS inertial navigation mode is based on the following parameters:

• Present Position Latitude and Longitude;
• North-South velocity;
• East-West velocity.
The FMS uses the raw Inertial position and velocities provided by the IRS.
When the FMS is interfaced with 3 IRS, the resulting inertial navigation mode position will be a weighted
average of the 3 IRS raw inertial positions.
E. Dead Reckoning (DR)
When the external sensor data inputs become insufficient to maintain the normal navigation modes, the
FMS reverts to the dead reckoning mode of navigation. The FMS must then rely on the last known aircraft
position, combined with heading and TAS inputs, and the last valid computed wind, for its aircraft position
calculation. Prolonged DR operation will result in decreased position accuracy. Alerts are provided when
the estimated position accuracy exceeds the requirements for each phase of flight.
Refer to Section 12 for additional information on the various FMS navigation modes.
Page 1-4
August 17, 2010
WAYPOINT NAVIGATION
The FMS navigates from waypoint to waypoint sequentially, automatically changing the legs, and displays all
required navigation parameters, computed according to the relationships and direction sense illustrated in
Figure 1-1.
NORTH
WIND DIRECTION
(WD)
BEARING TO
WINDSPEED WAYPOINT (BRG)
(WS) D
IN
A DW
HE ND
DESIRED WI E D
E
TRACK SP S)
DRIFT (W
(DTK) ANGLE S
OS
(DA) CR IND
RIGHT W
TRACK ANGLE ERROR
GROUND (TKE) LEFT
TRACK ANGLE
(TK) S) (G S
)
(TA ED
D E
EE SP
SP ND
R OU
HEADING AI GR
(HDG) RUE
T
"TO"
WAYPOINT
CROSS-TRACK E .
E LIN POINTS
DISTANCE URS Y
(XTK) LEFT IRE D CO EEN WA
DES E BETW
IRCL
R EAT C
G
0012033
Figure 1-1 Navigation Relationships
Page 1-5
August 17, 2010
The FMS steering function anticipates the next leg prior to reaching the active (TO) waypoint so that the aircraft
turns are smooth without any overshoot. Waypoints may be defined as either fly-by (with turn anticipation) or
fly-over (no turn anticipation). For fly-over transition the aircraft is considered to have passed a given point when
it has crossed the perpendicular to the desired track at that point (wayline). Thus, for leg sequencing to occur,
the aircraft needs only to pass abeam the waypoint.
For fly-by leg transition, leg switching, in most cases, occurs when the aircraft passes the bisector of the active
leg and the next leg.
After the last defined waypoint is overflown, or when a route discontinuity is active, the FMS will provide
guidance along the extension of the last leg, but will prevent autopilot-coupled navigation by disengaging the
LNAV mode of the autopilot/flight director (AP/FD) system.
Angular inputs to the FMS may be referenced to either magnetic or true north. The input mode is installation
dependent as defined in the Airplane Flight Manual Supplement. The reference used for the FMS angular
displays and outputs to the flight instruments, can also be selected by the operator.
TERMINAL AREA OPERATIONS AND GPS INSTRUMENT APPROACHES
Standard Instrument Departures (SID), Airways, Standard Terminal Arrival Routes (STAR), STAR transitions,
GPS and GPS overlay instrument approaches, and approach transitions, can be selected from for the
departure/arrival airports. These procedure may be modified on the LEGS pages.
The implementation of the GPS instrument approach procedures is based, not only on TSO-C129a, but also on
the evolving Required Navigation Performance (RNP) airspace concept. The transition from en-route through
terminal to non-precision approach is effectively a seamless series of waypoints/legs with progressive increases
in HSI lateral deviation display sensitivity (to reduce flight technical error), and reductions in RNP value, and
appropriately-timed alert or advisory messages.
NAVIGATION DATABASE
The navigation database includes most of the information that the operator would normally determine by
referring to the navigation charts. The database may be tailored to specific customer needs and contains such
data as en-route and terminal VHF, NDB navigation facilities, airports, waypoints, named intersections, terminal
area procedures, ... All ARINC 424 procedural legs are implemented. These leg types and their corresponding
graphical representation are illustrated in Appendix B.
PHASES OF FLIGHT
The phases of flight are defined as follows:
Approach: When below 15,000 feet AGL and within 2 nm of the FAF, with all GPS instrument approach
conditions satisfied.
Terminal: For arrivals, when below 15,000 feet AGL and within 30 nm radial distance of the arrival airport,
but not in approach phase of flight. For departures, when below 16,000 feet AGL and less than
33 nm radial distance from the departure airport.
En-route: When in neither approach nor terminal phases of flight.
Page 1-6
August 17, 2010
ACRONYMS AND ABBREVIATIONS
A - Above (altitude)
AA - Air-To-Air
AAIM - Aircraft Autonomous Integrity Monitoring
AC - Aircraft
ACCUR - Accuracy
ACID - Aircraft Identifier
ACT - Active
ACMS - Aircraft Conditioning Monitoring System
ACQ - Acquisition mode
ADC - Air Data Computer
ADF - Automatic Direction Finder
ADIRS - Air Data Inertial Reference System
ADS - Automatic Dependent Surveillance
ADx - Primary (AD1) or Secondary (AD2) ADF radio
AF - Initial Approach Fix
AFCS - Automatic Flight Control System
AFMS - Airplane Flight Manual Supplement
AG - Air-To-Ground
AGC - Automatic Gain Control
AGL - Above Ground Level
ALT - Altitude
AMLCD - Active Matrix Liquid Crystal Display
AMU - Audio Management Unit
ANP - Actual Navigation Performance
ANT - Antenna
AP/FD - Autopilot/Flight Director
APPR - Approach
APU - Auxiliary Power Unit
ARC - Arc to Fix/Radius to Fix
ARINC - Aeronautical Radio Incorporated
ARPT - Airport
ARR - Arrival
ATA - Actual Time of Arrival
ATC - Air Traffic Control
ATK - Along Track Distance
ATT - Attitude
BARO - Barometric
BRT - Brightness
BRG - Bearing
BW - Back Course Marker
Cx - COM radio (primary : C1, secondary : C2)

CAP - Capable
CARP - Calculated Air Release Point
CDI - Course Deviation Indicator
CDU - Control Display Unit
CF - Final Approach Course to fix
CFG - Configuration
CHK - Checker
Page 1-7
August 17, 2010
CLR - Clear
CMx - Primary (CM1) or Secondary (CM2) COM radio
CMA - Canadian Marconi (Avionics)
CMD - Command
CMU - Communications Management Unit
COM - Communication
COMMS - Communication Radios
CON - Connection
CONC - Concentrator
COORD - Coordinates
CPS - Compass
CRP - Computed Air Release Point
CRS - Course (desired track) of route leg or to waypoint
CRZ - Cruise
CTR - Center
DA - Drift Angle
DEL - Delete
DEP - Departure
DES - Destination
DESEL - Deselected
DEST - Destination
DF - Direct To Fix
DGNSS - Differential Global Navigation Satellite System
DIFF - Differential
DISCON - Route Discontinuity
DIS - Distance
DIST - Distance
DLU - Data Loader Unit
DMAP - Digital Map
DME - Distance Measurement Equipment
DOD - Department Of Defense
DOP - Dilution of Precision
DR - Dead Reckoning
DTG - Distance To Go
DTK - Desired Track
DTO - Direct To
DTRA - Transition Distance
DTW - Distance To Waypoint
E - East
E/W - East/West
EDT - Edit
EFA - Estimated Fuel at Arrival
EFIS - Electronic Flight Instrumentation System
EHE - Estimated Horizontal Error
EHSI - Electronic Horizontal Situation Indicator
ENRT - En-Route
EQUIP - Equipment
ESC - Escape Point
EST - Estimated
ESS - External Sub-System
ETA - Estimated Time of Arrival
ETE - Estimated Time Enroute
EW - Electronic Warfare
Page 1-8
August 17, 2010
EXEC - Execute
FAF - Final Approach Fix

FDE - Failure Detection and Exclusion
FF - Final Approach Fix
FFK - Front panel Function Key
FL - Flight Level
FLT - Flight
FMS - Flight Management System
FMU - Flight Management Unit
F/O - First Officer
FOM - Figure of Merit
FPU - Floating Point Unit
FR - From
FREQ - Frequency
FSD - Full Scale Deflection
FT - Feet
FTE - Flight Technical Error
GD - Guard
GDOP - Geometric Dilution of Precision
GLNS - GLONASS
GLONASS - Global Navigation Satellite System (Russian)
GMT - Greenwich Mean Time
GNS - Global Navigation System
GNSSU - Global Navigation System Sensor Unit
GPIAL - GPS Position Integrity Alert Limit
GPS - Global Positioning System
GS - Ground Speed
GSM - Global Navigation System Sensor Module
GWT - Gross Weight
/H - Holding Pattern
HARP - High Altitude Release Point
HAT - Height Above Terrain
HDG - Heading
HDOP - Horizontal Dilution of Precision
HF - High Frequency
HFOM - Horizontal Figure Of Merit
HIL - Horizontal Integrity Limit
HOR - Horizontal
HR - Hour
HIS - Horizontal Situation Indicator
HT - Height
HW - Hardware
IAF - Initial Approach Fix

IAS - Indicated Airspeed
IC - Intercom
ICAO - International Civil Aviation Organization
ID - Identifier
IDENT - Identifier
IDT - Identifier
IF - Intermediate Fix
IFDS - Integrated Flight Display System
Page 1-9
August 17, 2010
IFR - Instrument Flight Rules

in Hg - Inches of Mercury
ILS - Instrument Landing System
IM - Innner Marker
INBD - Inbound
INACT - Inactive
INIT - Initialize
INT - Integrity
INTC - Intercept Course
INS - Inertial Navigation System
IP - Identification Point
IRS - Inertial Reference System
ITU - Telecommunication Union
JOY - Joystick
KG - Kilogram
KT - Knot(s)
L - Left
LAT - Latitude or Lateral
LB - Pound
LDA - Landing distance available
LDR - Light Detect Resistor
LIB - Library
LNAV - Lateral Navigation mode of the autopilot/flight director system
LOC - Localizer
LOCB - Localizer Backcourse approach
LONG - Longitude
LRU - Line Replaceable Unit
LSK - Line Select Key
LVL - Level
M - Meter
MA - Missed Approach Point when not RW
MAG - Magnetic
MAGVAR - Magnetic Variation
MAHP - Missed Approach Holding Point
MAINT - Maintenance
MAP - Missed Approach Point
MB - Millibars (hectopascal)
MC - Mission Computer
MCDU - Multipurpose Control and Display Unit
MDA - Minimum Descent Altitude
MDA-DA - Minimum Descent Altitude-Decision Altitude
MEW - Mean Effective Wind
MGRS - Military Grid Reference System
MHz - Mega Hertz
MID - Maritime Identification Digits
MIN - Minute
MLS - Microwave Landing System
MM - Middle Marker
MOD - Modified
MRK - Mark
MSG - Message
Page 1-10
August 17, 2010
MSLA - Mean Sea Level Altitude

MTBF - Mean Time Between Failures
N - North
Nx - NAV radio (primary : N1, secondary : N2)
NAV - Navigation or Navaid
NDB - Non-directional Beacon
NDBD - NDB approach with DME facility (GPS or NDB/(DME))
NM - Nautical Mile
NOTAMS - Notices To Airmen
NP - Navigation Performance
NPA - Non-Precision Approach
NVx - Primary (NV1) or secondary (NV2) NAV radio
NVM - Non-Volatile Memory
VNAV - Vertical Navigation
NVIS - Night Vision Imaging System
/O - Overfly Waypoint
OAT - Outside Air Temperature
OFST - Offset
OM - Outer Marker
OP - Operations (independent/synchronized)
ORIG - Origin
PBD - Place/Bearing/Distance
PBPB - Place/Bearing-Place/Bearing
PEE - Position Estimation Error
PERF - Performance
PG - Page
PIT - Programmable Interrupt Timer
PLS - Personnal Locator System
POF - Phase of Flight
POS - Position
PPOS - Present Aircraft Position
PREDEF - Predefined
PREV - Previous
PRN - Pseudo Range Number
PROG - Progress
P-T - Procedure Turn
PWR - Power
QFE - A method of setting the altimeter to compensate for changes in barometric pressure
and runway elevation. Pilot receives information from airfield and adjusts his
altimeter accordingly and it will read zero altitude at touchdown on the runway.
QNH - The more common method of setting the altimeter to compensate for changes in
barometric pressure. Pilot receives information from airfield, adjusts his altimeter
accordingly and the altimeter will read airfield elevation at touchdown.
/R - Radial-To
R - Right
RAD - Radial
RADALT - Radar Altitude
RAIM - Receiver Autonomous Integrity Monitor
RALT - Radio Altimeter
RCU - Remote Control Unit
Page 1-11
August 17, 2010
RCV - Receive only

REC - Flight Recorder
REF - Reference
REL - Relative
RES - Reserve
RESEL - Reselect
RF - Radio Frequency
RIB - Radio Interface Board
RMS - Radio Management System
RNAV - Required Navigation
RNG - Range
RNP - Required Navigation Performance
RTA - Required Time of Arrival
RTC - Real Time Clock
RTE - Route
RW - Runway Threshold
/S - Search Pattern
S/W - Software
S - South
SAR - Search and Rescue
SARSAT - Search And Rescue Satellite Aided Tracking
SAT - Satellite
SATCOM - Satelite Communication System
SD - Slowdown Point
SDF - Simplified Directional Facility
SEL - Selected
SID - Standard Instrument Departure
SMS - Short Message Service
SP - Space
SPD - Speed
SQK - Squawk
SSM - Sign Status Matrix
SSR - Secondary Surveillance Radar
STAR - Standard Terminal Arrival Routes
STAT - Status
STBY - Standby
STC - Supplemental Type Certificate
STS - Status
SURF - Surface
SYNC - Synchronization
/T - Tactical Direct-To
T - Angle referenced to True North
TACT - Tactical
TAS - True Air Speed
TD - Touchdown Fix when not RW
TE - Trailing Edge
TEL - Telephone
TEMP - Temperature
TERM - Terminal
TF - Track To Fix
TGL - Temporary Guidance Leaflet
TK - Track (Actual)
TKE - Track Angle Error
Page 1-12
August 17, 2010
TOGA - Take-Off/Go-Around
TP - Turn Point
TPDR - Transponder
TR - Transmit/Receive
TRANS - Transition
TRK - Track
TRG - Transmit on Guard
TSE - Total System Error
TSO - Technical Standard Order
TTFF - Time To First Fix
TTG - Time To Go
TTS - Time To Station
TX1 - V/UHF1 Transmitting
TX2 - V/UHF2 Transmitting
UF - UHF radio
UHF - Ultra High Frequency
UTC - Universal Time Coordinates
UTM - Universal Transverse Mercator
V - Velocity (VX, VY, VZ)

VAL - Value
VDOP - Vertical Dilution of Precision
VECT - Vector
VERT - Vertical
VFOM - Vertical Figure Of Merit
VFR - Visual Flight Rules
VHF - Very High (30-300 MHz) Frequency
VNAV - Vertical Navigation
VUHF - Very Ultra High Frequency
VIR - VOR ILS Receiver
VIS - Visible
VOR - VHF Omni-directional Radio Range
VORD - VOR/DME approach (GPS or VOR/DME)
W - West
WD - Wind Direction
WPT - Waypoint
WS - Windspeed
WT - Weight
WGS - World Geodetic System
WGT - Weight
WXR - Weather Radar
XFILL - Cross FMS Fill

XPDR - Transponder
XMT - Transmit
XTE - Extended Trailing Edge Point
XTK - Cross Track
Z - Zulu (UTC) time
Page 1-13
August 17, 2010
Page 1-14
August 17, 2010
SECTION 2 - CONTROL AND DISPLAY
CONTENTS
Subject Page
GENERAL .......................................................................................................................................................2-1
FMCDU FRONT PANEL .................................................................................................................................2-1
GENERAL RULES OF DISPLAY OPERATION.............................................................................................2-7
WAYPOINT NAMES AND OTHER CONVENTIONS ...................................................................................2-10
Page 2-i
August 17, 2010
Page 2-ii
August 17, 2010
SECTION 2
CONTROL AND DISPLAY
GENERAL
The CMA-9000 FMS is a Flight Management Computer (FMC) embedded within a Multipurpose Control Display
Unit (MCDU), thus becoming an FMCDU. The MCDU function can be interfaced with up to seven other ARINC-
739 capable LRUs (ACARS, SATCOM, ACMS,…). The display section of the MCDU is a color Active Matrix
Liquid Crystal Display (AMLCD) providing fourteen lines of twenty-four characters.
The unit’s front panel presents a full alphanumeric keyboard, with special function keys. These special function
keys are mostly dedicated to FMS operations (e.g. INIT/REF, RTE, DEP/ARR, etc.). There are six line select
keys (LSK) on each side of the display area. The functions of the LSKs are specific to each screen page.
FMCDU FRONT PANEL
The front panel arrangement of the FMCDU is illustrated in Figure 2-1. The data is presented on a 3 X 4 inch
Active Matrix Liquid Crystal Display (AMLCD). The display format is partitioned into specifically defined areas.
Page 2-1
August 17, 2010
Figure 2-1 FMS Front Panel, Hardware variation 045/445
Page 2-2
August 17, 2010
The item numbers 1 to 33 below refer to the annunciators and keys in Figure 2-1 and all subsequent figures.
Display Screen - Item 1:
1. Provides 14 lines of 24 characters.
Line 1 is always used for the page title & page number. Line 2 to 13 is always used for data. Line 14 is always
used for the scratchpad entry.
The color and font size conventions used in the display are configurable. Each item can be displayed with a
predefined color and a predefined font size. Under the approved STANDARD configuration, the color
convention is as follows:
AMBER: The AMBER color is used only in case of critical alert conditions requesting immediate
crew attention or action (e.g. alert scratchpad messages). The MESSAGE RECALL
page(s), provides the alert conditions.
CYAN: Page titles, prompts, inactive routes, GLONASS data, and related information. In
reverse video for certain status indications.
GREEN: Fixed data fields, field titles and waypoint names. In reverse video for temporary
states prompting crew attention (ex: erase, cancel, confirm, etc.). In reverse video for
navigation and guidance actions (e.g., manual waypoint sequence and hold exit
initiation).
MAGENTA: Depending on configuration, used in normal video, or reverse video, to identify the
active waypoint on ACT RTE LEGS 1/X, and PROGRESS pages.
RED: Reserved for maintenance purposes only. Major change (e.g. confirmation of system
re-configuration).
WHITE: Computed (dynamic) data, data units, scratchpad data, data entry error, and
advisory/maintenance messages. In reverse video for temperature compensated
altitudes, waypoint attributes designators (ex: FAF, MAP), radio status items (ex:
auto/manual, etc) and selected item (ex: nearest pages). Depending on configuration
in reverse video for active waypoint on PROGRESS, and ACT RTE LEGS 1/X pages.
Three different font sizes are used, as follows:
LARGE: Manual entries, and waypoint information from the navigation database.
MEDIUM: Computed or system generated data.
SMALL: Data field units.
Page 2-3
August 17, 2010
In brief, the color convention for the STANDARD configuration is as follows:
Items Font Color

Page Title Large Cyan
Active waypoint Large Reverse video magenta
Page prompt (with outward triangle) Large Cyan
Legs page waypoint Large Green
Fix caption Medium Green
Units Small White
Tuning in progress Large Reverse video white
Active waypoint being sequenced (fly-by transition) Large Reverse video white
Entered data Large White
Computed data Medium White
Temporary states pilot attention requested Large Reverse video green
Toggle option (with inward triangle) Large Green triangle with White text
Command prompt (with inward triangle) Large Green triangle with Green text
ANNUNCIATORS - Items 2-8, and items 11 and 32:
2. FAIL Annunciator - illuminates at maximum brightness with the display blank upon detection of a major unit
failure (e.g. system is halted).
3. MSG Annunciator - illuminates when a new alert message appears in the scratchpad. The annunciator stays
lit as long as the condition causing the alert message remains, or until the message is acknowledged by
pressing the CLR key, or until the message is viewed on the MESSAGE RECALL page. New alert messages
also cause the remote MSG annunciator to illuminate on the instrument panel in the pilot's field of view
(advisory messages do not). Any acknowledged alert message is available for recall on the MESSAGE
RECALL page as long as the condition causing it remains.
4. RNP Annunciator - illuminates when the FMS ANP exceeds the RNP.
5. OFST Annunciator - illuminates during offset (parallel track) navigation temporary position updates.
6. IND Annunciator - illuminates when the FMS operates on INDEPENDENT mode.
7. Annunciator - Not used.
8. ATC Annunciator – Illuminates when a connection is established with an Air Traffic Control Center.
11. EXEC Annunciator - illuminates when a modification to the active route is in process but has not been
executed. When the EXEC annunciator is lit, the impact of the data displayed on the LEGS page may be
reviewed on other FMS pages, except the PROGRESS pages, and may be made active for guidance of the
aircraft by pressing the EXEC key.
32. MENU Annunciator - Illuminates when a sub-system, other than the one the MCDU function is currently
connected to, is requesting the crew attention.
For example, if any of the installed subsystems that uses the FMCDU as control head (e.g. CMU, IFDMU,
SATCOM, ACMS, DFDAU) is requesting crew attention while the MCDU function is connected to the FMS,
the MENU light will be turned on. Converselly, if the MCDU fucntion is connected to any of the above
mentioned sub-systems and the FMS is requesting attention, the MENU annunciator will also be turned on.
The FMS requests attention (e.g. MENU light illuminated) when the MCDU is logged on a subsystem different
from the FMS and the FMS generated a new alert or maintenance message.
Page 2-4
August 17, 2010
NOTE: The annunciator layout depends on the selected Front Panel hardware variation (refer to Table 1).
Also, individual annunciators may be enabled/disabled via dedicated configuration options.
Front Panel
Position 2 Position 3 Position 4 Position 5 Position 6 Position 7 Position 8
Variation
045/445 FAIL MSG RNP OFST IND None ATC
Table 2-1 Annnunciator layout per Front Panel Variation
SENSOR - Item 9:
9. LDR Sensor - detects ambient light conditions in order to perform auto-brightness control of display screen
and annunciators.
KEYS - Items 10-33 (except 11, 14, 16-23 & 32):
10. Line Select Keys (LSK) - There are twelve LSKs on the front panel, six on either side of the display. LSKs
are identified by their location from top to bottom of the screen and as left or right, e.g. LSK 1L, LSK 6R.
Entry of data from the scratchpad into the selected field is accomplished by pressing the adjacent LSK
which moves the data from the scratchpad to the selected field. Data entries are permitted only on lines
adjacent to the LSKs.
Data can also be duplicated from a data field into the scratchpad by pressing the LSK adjacent to the
desired data line.
Inward pointing arrow symbols indicate that an option may be selected in that field.
Outward pointing arrow symbols indicate that a new page will be displayed when the adjacent LSK is
pressed, or that an action will be initiated.
12. EXEC Key - is used to accept modifications to the active route (flight plan) performed on the LEGS, RTE
(route), Departures/Arrivals, or HOLD pages or VNAV pages. Modifications to the active flight plan will turn
on the EXEC annunciator and display in reverse video a MOD status in the page title line and also an ERASE
prompt. When data entries have been made active (by pressing the EXEC key), the title MOD status will
revert to ACT (active). Until the MOD status is made active, the FMS will continue to use the previous active
data for navigation and guidance even though it is not displayed. Any modification can be erased (cancelled)
prior to EXECution by pressing the ERASE LSK.
13. BRT Key - controls the brightness of the screen and annunciators. After an elapsed time of 5 seconds, the
first press of this key will always increase brightness, each depression of the BRT key alternately brightens
or dims the display.
15. CLR Key - clears one character to the left during scratchpad data entry. When pressed and held for more
than 1 second, it clears the entire scratchpad.
The CLR key also acknowledges alert and advisory messages and clears them from the scratchpad.
To delete an entry made in a given field:
• Pressing the CLR key with the scratchpad empty will display DELETE in the scratchpad.
This DELETE message can be cleared by another press of the CLR key if the latter was inadvertantly
pressed.
• The delete process is completed by pressing the LSK next to the data to be deleted.
24. SP Key - provides a "space" character for separation of words.
25. Plus-Minus [+/-] Key - pressing the [+/-] will first display the "-" (minus) symbol. Pressing it a second time will
display the "+" (plus) symbol.
26. Slash (/) Key - separates data fields in scratchpad data entry.
Page 2-5
August 17, 2010
27. Decimal (.) Key - provides decimal point for numeric data entries.
28. Alpha-Numeric Keyboard - allows entry of alpha-numeric data.
29. NEXT Key - when multiple-page displays are indicated in the page title line, pressing the NEXT key advances
the display to the next higher page number or to page 1 if presently on the last page.
30. PREV Key - when multiple-page displays are indicated in the page title line, pressing the PREV key backs up
the display to the previous page or to the last page if presently on page 1.
31. MENU Key - Provides access to the MCDU MENU 1/2 page that allows access to other subsystems
connected to the MCDU (e.g. CMU, IFDMU, SATCOM, onside and cross-side FMS).
Function Keys - Items 14, 16-23 & 33
14. FIX key - provides access to FIX page for all fix and abeam waypoint functions.
16. PROG Key - accesses the PROGRESS pages for display of current flight and navigation status information.
17. HOLD Key - if no holding pattern exists in the flight plan, brings LEGS page in view with “/H” in the
scratchpad for line selection of the desired holding fix waypoint. If a holding pattern already exists in the flight
plan, accesses the HOLD page for the definition of holding pattern parameters at the designated waypoint or
present position.
18. LEGS Key - displays LEGS pages containing detailed data concerning each leg of the flight plan.
19. DEP ARR Key - provides access to the DEP/ARR page for the selection of departure and arrival procedures
and runways.
20. FMC COMM - provides access to the FMS datalink related pages.
Note: FMC COMM key is currently inactive in SW050 (reserved for FANS/CPDLC in SW060).
21. RTE Key - provides access to the ROUTE page for the definition of routes.
22. RADIO Key - provides access to RADIO tuning functions.
23. INIT REF Key - provides access to pages and various reference data pages.
33 VNAV - provides access to the vertical navigation functions.
Page 2-6
August 17, 2010
GENERAL RULES OF DISPLAY OPERATION
The operating procedures detailed in the following sections are governed by a general set of FMS operation
rules. Familiarity with these rules will greatly simplify the process of learning system operation.
A typical screen page is illustrated below as an aid in describing the various page layouts, page prompts, and
data entry rules.
PAGE
NUMBER
AND
ACT,MOD STATUS PAGE TITLE
NUMBER OF
FIELD [CYAN] [CYAN]
PAGES
[LARGE] [LARGE]
[CYAN]
[LARGE]
MOD RTE1 LEGS 1/2

BOX DATA 299o 2.25N M COMPUTED
FIELD CAFTA A AND RECEIVED
[GREEN] THEN DATA
[LARGE] [WHITE]

[MEDIUM]
-- ROUTE DISCONTINUITY -
YZP01
299o 10.6N M DATA FIELD
DASH YZP02 UNIT
DATA [WHITE]
FIELD [SMALL]
[GREEN] -----
[LARGE]
<ERASE LEGS ETA> PAGE
PROMPT
[BLUE
ERASE [LARGE]
PROMPT SCRATCHPAD
[WHITE] MESSAGES
[GREEN]
[LARGE] [LARGE] DISPLAYED IN THE
SCRATCHPAD
[AMBER]
[LARGE]
Figure 2-2 Basic Display Format
Page 2-7
August 17, 2010
Page Title - the name of the page is shown on the top line of the display.
Page Number - when a display consists of several pages (as indicated in the upper right of the page), the
additional pages may be displayed by pressing the NEXT or PREV keys.
Page Prompt - the LSK adjacent to a page prompt will display the associated screen page.
Scratchpad - the scratchpad is located on the bottom (14th) line of the display. Keyboard entries are displayed
in the scratchpad and then moved to the data field by pressing the appropriate Line Select Key (LSK). Error
checking for invalid format or data type, or out of range values, is performed when the LSK is pressed. Copying
data from a data field into the scratchpad is accomplished by pressing the appropriate LSK when the scratchpad
is empty. Data in the scratchpad remains there when a new page is selected, and can thus be carried over for
entry into other pages.
Messages - the System Alert messages can either be displayed in the scratchpad and placed on the “Message
Recall” list, or placed only on the “Message Recall” list depending on the system configuration. REFER TO
APPENDIX E OF THIS MANUAL FOR THE LIST OF MESSAGES.
ALERT MESSAGES
A. Sytem Alert
• Require immediate pilot action.

• Displayed in amber in the MESSAGE RECALL page.
• Displayed in amber in the scratchpad until acknowledged.
• Alert Messages are the highest priority scratchpad messages (cannot be typed over or overwritten by
any other message type or data entry), They must must be acknowledged by pressing the CLR key
before data entry can take place.
B. Maintenance Alert
• Indicates a particular FMCDU failure condition.
• Displayed in amber on the MAINT MESSAGES page.
• Never displayed on the scratchpad.
• Have priority over Maintenance Advisory messages.
ADVISORY MESSAGES
A. Maintenance Advisory
• Displayed in white on the MAINT MESSAGES page.
• Displayed on the scratchpad unless an associated collector message exists and is active (until
acknowledged).
B. Status Advisory
• Status Advisory messages are messages which do not require immediate pilot action but require pilot
awareness: Displayed in white on the scratchpad (until acknowledged).
• Never displayed on the MESSAGE RECALL or MAINT MESSAGES page.
• Second lowest scratchpad priority (can be typed over and overwritten by any message type except
maintenance advisory messages).
Page 2-8
August 17, 2010
C. Data Entry
• Entry error advisory messages are identified in the scratchpad by a leading "!".
Both the MESSAGE RECALL page and the MAINT MESSAGES page can be accessed via the [INIT REF] key,
via the MSG key or by pressing and holding the[ INIT REF] key for more than 1 second.
When more than one new alert message occurs, the FMS MSG annunciator will stay illuminated until all the
messages have been viewed in turn by pressing the [CLR] key which deletes the current message and displays
the next one. Alert messages are prioritized with the highest displayed first.
Messages may also be cleared from the scratchpad by viewing them on the MESSAGE RECALL page or
MAINT MESSAGES page. Some messages are cleared automatically when the condition causing the message
was corrected or no longer exist.
ERASE Prompt [LSK 6L] - Whenever a modification to the active flight plan is in progress, the ERASE prompt
appears. Pressing the ERASE prompt LSK erases all modifications and restores the display of the active flight
plan.
Dash Data Fields - a dash data field (-----) implies an optional data entry.
Box Data Fields - a box data field ( ) implies a mandatory data entry.
ACT, MOD Status - leg modifications to the active flight plan will display the MOD status (in reverse video)
ahead of the page title. Upon execution of modifications (by pressing the EXEC key) the MOD status will return
to ACT status in normal video.
Slash Rule [/] - the slash key " / " is used to separate two items of data entered in the same data field (such as
wind direction and speed).
If a single entry is made without being preceeded or followed by a slash, it will be entered into the data area
closest to the LSK (e.g., into the first area for a left side LSK, and into the second area for a right side LSK).
Otherwise, to force a single data item to be entered into the correct area of the field, it must be preceeded or
followed by a slash as appropriate.
Blank Fields - a blank field " " on certain pages implies that the data has not yet been computed.
Asterisk Fields - an asterisk field " **** " on certain pages implies that the data exceeds the maximum value for
that field, or that the information is not received by the external equipment.
Leading Zeros - leading zeros are only required during data entry for:
1. Angular data (bearing, course, wind direction, etc.)
2. Latitude/longitude coordinates
3. Runway identifiers
Cancellation of Slash Symbol Waypoint Legends (/H, /O) - any procedure attached to a waypoint and
identified by a legend consisting of the slash symbol followed by a single letter, such as a holding pattern (/H), or
a waypoint converted to fly-over (/O), can be cancelled by using the slash key alone without a letter and the
appropriate LSK. In the case of a holding pattern or search pattern, this should be performed prior to the
waypoint becoming the active waypoint.
NOTE: Cancellation of the procedure does not delete the waypoint.
Page 2-9
August 17, 2010
WAYPOINT NAMES AND OTHER CONVENTIONS
Terminal Area Waypoints - where specific identifiers have not been assigned, the following two-character
prefix codes are added to the runway identifier (number) to create terminal area and approach-related waypoints
in the navigation database:
AF - Initial Approach Fix

CF - Final Approach Course Fix
FF - Final Approach Fix
IF - Intermediate Fix
MA - Missed Approach Point when not RW
SD - Step-down Fix
RW - Runway Threshold
OM - Outer Marker
MM - Middle Marker
IM - Inner Marker
BM - Back Course Marker
TD - Touchdown Fix when not RW
Unnamed Turnpoints and Intersections - where no name has been assigned to a turnpoint or intersection,
the waypoint name in the navigation database is created by adding the distance of the point from the nearest
applicable navigation facility to the facility identifier, e.g. SEA77.
Temporary Waypoints - place/bearing/distance (PBD), place/bearing-place/bearing (PBPB) and along track

waypoints are automatically named by adding a sequence number to the first three characters of the reference
waypoint, e.g. ANC01. Similarly, the names of waypoints entered in latitude/longitude are created by adding a
sequence number to the prefix WPT.
DME ARC Waypoints - the waypoint name in the navigation database is created by adding the radial from the
DME station in degrees followed by the radius of the arc in nautical miles (represented by a letter: A = 1 nm, B =
2 nm, J = 10 nm, etc) to the prefix D, e.g. D173J.
Conditional Waypoints - a conditional waypoint is used in the navigation database when a route leg does not
terminate at a defined latitude and longitude. Such legs include radar vectors, intercepts, and course or heading
legs, or a leg with a manual or an altitude termination. Conditional waypoint names are displayed in
parentheses as shown below. Conditional waypoints cannot be used for direct-to navigation, nor as references
for temporary waypoint creation, and cannot be copied into the scratchpad.
(INTC) - Leg terminates at the interception of the next leg.
(3000) - Leg terminates at the altitude shown. When a conditional altitude waypoint is active and where
a suitable altitude input is not available, a NEXT LEG prompt is displayed at LSK 6R of
PROGRESS 1/4 page, and a MANUAL WPT SEQUENCE alert message is displayed.
Operator action is required to sequence to the next waypoint.
(VECT) - Leg is a radar vector. As described above, operator action is required to sequence to the next
waypoint.
Page 2-10
August 17, 2010
Course Legends - courses may be displayed with the following legends depending on the leg type, as listed
below:
CRS - Indicates a course leg inbound to the next waypoint
FR FIX - Indicates a course outbound from the FIX
HDG - Indicates a heading leg
HOLD AT - Replaces the TO WPT course on RTE LEGS 1/X and PROGRESS 1/4 pages when navigating a
holding pattern
P-T - Appended to the courses of the outbound legs of the procedure turn
Course Prefixes - the required turn direction (L or R) is added as a prefix to the displayed course, and is most
commonly used at the inbound turn of a procedure turn and in missed approaches.
Page 2-11
August 17, 2010
Page 2-12
August 17, 2010
SECTION 3 - PREFLIGHT
CONTENTS
Subject Page
CONDENSED PREFLIGHT PROCESS..........................................................................................................3-1
PREFLIGHT.....................................................................................................................................................3-2
START-UP AND INITIALIZATION..................................................................................................................3-3
ACTIVE DATABASE SELECTION.................................................................................................................3-4
FMS DISPLAY SETUP....................................................................................................................................3-5
SYSTEM POSITION, DATE AND TIME UPDATE..........................................................................................3-6
ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY ...................................................................3-7
ACTIVE ROUTE SELECTION USING THE CUSTOM ROUTE NAME..........................................................3-9
ROUTE SELECTION FROM THE LIST OF CUSTOM ROUTES .................................................................3-10
ACTIVE ROUTE SELECTION USING THE USER ROUTE NAME .............................................................3-11
ROUTE SELECTION FROM THE LIST OF USER ROUTES.......................................................................3-12
BUILDING A ROUTE VIA WAYPOINT INSERTION ....................................................................................3-13
BUILDING A ROUTE VIA AIRWAY INSERTION.........................................................................................3-14
BUILDING A DEPARTURE PROCEDURE ..................................................................................................3-15
VERIFYING ACTIVE ROUTE LEGS BY COURSE AND DISTANCE..........................................................3-16
INITIAL LEG ..................................................................................................................................................3-16
CANCELLING ANY PROCEDURE OR ROUTE MODIFICATION...............................................................3-16
ACCESSING INIT/REF INDEX PAGES........................................................................................................3-17
CRUISE PERFORMANCE PARAMETERS INITIALIZATION .....................................................................3-18
FUEL PERFORMANCE PARAMETERS INITIALIZATION..........................................................................3-18
FUEL AND WEIGHT PERFORMANCE PARAMETERS INITIALIZATION .................................................3-18
GPS SATELLITE DESELECTION................................................................................................................3-18
DUAL/TRIPLE FMS OPERATIONS .............................................................................................................3-19
SYNCHRONIZED OPERATIONS .................................................................................................................3-20
INDEPENDENT OPERATION.......................................................................................................................3-21
RADIO TUNING OPERATION – DUAL/TRIPLE FMS or FMS and RADIO HEAD.....................................3-21
EMBEDDED CALCULATOR/CONVERSION TOOL (if configured) ..........................................................3-21
Page 3-i
August 17, 2010
Page 3-ii
August 17, 2010
SECTION 3
PREFLIGHT
CONDENSED PREFLIGHT PROCESS
This page sequence gives an overview of the Preflight operations of the FMS. The intent of each step is
summarized on the next page.
If radios are used 8.

FMS1 IDENT 1/2
NAV DATABASE ACTIVE RADIO 1/4
K L M W W 0 6 9 7 OCT10-NOV06/03 04 05
POS INIT/REF S E C O N1/3 D <VOR1 117.40 ↔ 115.30
K L MFWMWS0 6P9O7S NOV07-DEC04/96 YMX M ---
DR
O P P R ON47 G R Ao26.28
M C F G o18.67
W122 NO <VOR2 116.70 ↔ 124.60
ACT RTE
6 1 4R0E0F0 -W0A0Y5P O I N T 1 0 0 7 71/3 7 IUL M ---
U SOTROIMNG4ID7NAo 3
CKBFI T1A.B8A0
SWE 1 2 2 oD1A8TD.EE0S0T <ILS 110.50 ↔ 111.00
E C -MKSEA
ROTDEES T M A R 2 1 / 0PANC 2 -- --
S ERRUACT
USTANDBY NDWAATYARTEB A S E1 LEGS DFALTTE N1/2 O <ADF1 40 0 ↔ 1500
E C ------
U D2T6E4SoT KL007
S E TM AIRN12S21./P80ON2SM
CO ROUTE OR <ADF2 200 ↔ 1500
JOH .
/H .
<SETUP o
U T C2 6 2 FMS1 SETUP POSKSEAPANC1
INIT>
1D1A3TNEM 1/1
D173J
1757:04z 280/1600A
OCT20/99 <XPDR 1200 ↔ 1500
DISPLAY
<RTE 2>MAG XFILL
o
6 3ACT A N C CO
R A R CRTE 0ROUTES>
1. <SETUP 1 1FUEL
.6N M 1/1
D233JT ITMOEG W KSEA O 1600
ROUTE> F FBSLEOA
TC K
5333o. 0CMRTS
0>UTC 1 0 . 0+5.0
N M1 0 .H0RMST
OFFSET
2. ANC C O O R D /oFAF D A TFUUME L
5 3 o CLONG
0>LAT_ RS 5 .---.- M1N0M. 0 M<T
0 9 NWGS84
RW06R D T G /oFAF ETE
3.
309NM 01+00.4
L D G LEGS
WT LEGS T O />
F U E L ETA AT
22.0M T 1 . 4 /0 . 8 M T
4. RESERVES EXTRA/TIME
<POS
2.0MT INIT ROUTE
5.0MT/0 >0
1+00.
FUEL FLOW
5. 600KG/HR
6.
Page 3-1
August 17, 2010
PREFLIGHT
1. IDENT - check software version number. Check Configuration Number. Check active database date and
interchange if necessary.
2. POS INIT/REF – If GPS is available, check aircraft present position, time and date. Otherwise, manually
enter the system and/or IRS position (for alignment).
3. MOD, ACT RTE, DEPARTURES - enter route, confirm FMS flight plan matches clearance.
4. ACT RTE LEGS - check all course and distances between waypoints of the active route.
5. SETUP - check display reference (MAGNETIC, TRUE).
6. GPS SAT DESELECT –check that GPS satellites are not deselected or deselected according to NOTAMs.
7. VHF NAV DESELECT – deselect any applicable VHF navaids as per NOTAMs.
8. RADIO - check frequencies.
9. PERFORMANCE VNAV – refer to VNAV section for additional VNAV related preflight steps
A detailed description of each display page is contained in Appendix A. Radio display pages are detailed in
Section 13.
Page 3-2
August 17, 2010
START-UP AND INITIALIZATION
1. Verify that all relevant circuit breakers are on.
2. Upon initial power-up, the FMS will test all the annunciators. After these tests, it displays the IDENT 1/2
page as the default power-up page.
FMS1 IDENT 1/2

NAV DATABASE ACTIVE
K L M W W 0 6 9 7 OCT10-NOV06/03
1L 1R
SECOND
2L KLMWW0697 NOV07-DEC04/03
2R
OP PROGRAM CFG NO
3L 614876-040 00777
3R
CUSTOM DATABASE DATE
4L EC-RTEST MAR21/04 4R
USER DATABASE DATE
5L EC-UDTEST MAR21/04 5R
6L <SETUP POS INIT> 6R
3. Adjust the intensity of the FMS display by pressing and holding the BRT key until a comfortable viewing
level is obtained.
Each depression of the BRT key alternately brightens or dims the display. On initial power up, or when a
time interval of more than 5 seconds has elapsed since the last time the [BRT] key was pressed, the first
press of this key will always increase brightness.
4. Verify the OP PROGRAM (software version) and CFG NO. (system configuration) against the Aircraft Flight
Manual Supplement.
If either software or configuration numbers are incorrect, maintenance action is required.
5. Verify the date of the active database cycle.
If all identification data is correct, system start up and initialization is complete.
Page 3-3
August 17, 2010
ACTIVE DATABASE SELECTION
CAUTION: When the active database is changed, any existing active route is deleted.
1. Copy the SECOND cycle date into the scratchpad, by pressing LSK 2R.
2. Move the cycle date into the ACTIVE field by pressing LSK 1R.
The active database cycle is replaced by the second database cycle, as shown by the interchange of cycle
dates. The active database cycle is displayed in large font. The active database can only be changed on
the ground.
Display the IDENT 2/2 page by pressing [INIT REF], <IDENT> and [NEXT].
This page displays the identification and model of the magnetic variation along with the aircraft, engine and
policy related parameters for performance VNAV.
FMS1 IDENT 2/2

AIRCRAFT ENGINES
SSJ100 SAM-146 G
1L 1R
MAGVAR MODEL POLICY
2L 2005 (DEF) SSJ100 POL
2R
3L 3R
4L 4R
5L 5R
Page 3-4
August 17, 2010
FMS DISPLAY SETUP
From the IDENT 1/2 page, go to DISPLAY 1/1 page, by pressing [INIT REF] and <DISPLAY> (LSK 4L).
DISPLAY 1/1
1L <PARALLAX 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <INIT/REF 6R
1. Press LSK 1L and adjust display PARALLAX for proper viewing angle.
2. Press <INIT/REF> (LSK 6L).
3. Press <IDENT> (LSK 1L) to return to the IDENT 1/2 page.
Page 3-5
August 17, 2010
SYSTEM POSITION, DATE AND TIME UPDATE
From the IDENT 1/2 page go to POS INIT/REF 1/3 page by pressing <POS INIT> (LSK 6R).
POS INIT/REF 1/3

FMS POS GPS
1L
N47o26.28 W122o18.67 1R
REF AIRPORT
o o
2L KLAX N47 26.28 W122 18.67 2R
GATE
3L 3R
4L 4R
UTC DATE
5L 1757:04z OCT20/10 5R
6L <SETUP ROUTE> 6R
NOTE: Position/time/date cannot be updated if the NAV mode is GPS.
At power up the system position is the last calculated position prior to shutdown, or the current GPS
position, if available. Initialization of position, date and time is not normally required. If GPS is available,
the FMS internal clock is updated to GPS-based UTC and date.
Unless an IRS is configured and the GPS position is available, a manual initialization of position, date,
and time is not normally required except during an initial aircraft installation, or possibly after a
maintenance action. In this case, if GPS position is unavailable, the alert message “SET IRS POS”
appears.
If the navigation mode is not GPS:
1. Enter the new time into the scratchpad, e.g. 175704.
2. Move the new time to UTC field by pressing LSK 5L.
and/or
3. Enter the new date to the scratchpad, e.g. OCT20/10.
4. Move the new date to the DATE field by pressing LSK 5R.
Page 3-6
August 17, 2010
To initialize the position use the POS INIT/REF 1/3 page:
POS INIT/REF 1/3

FMS POS GPS
1L
N47o26.28 W122o18.67 1R
REF AIRPORT
o o
2L KLAX N47 26.28 W122 18.67 2R
GATE
3L 3R
4L 4R
UTC DATE
5L 1757:04z OCT20/10 5R
6L <SETUP ROUTE> 6R
1. Enter the airport identifier into the scratchpad.
2. Move the airport identifier to the REF WAYPOINT field by pressing LSK 2L.
REF WAYPOINT and IRS mode fields blank on aircraft lift-off.
3. Line select airport or IRS position into the scratchpad (by pressing LSK 2R or LSK 4R, or enter any other
desired position into the scratchpad (e.g. N472628W1221867).
4. Move the new position to the POSITION field by pressing LSK 1R.
ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY
Display the INIT/REF INDEX 1/2 page by pressing [INIT REF]. From the INIT/REF INDEX 1/2 page, display the
SETUP 1/1 page by pressing <SETUP> (LSK 5L).
FMS1 SETUP 1/1

DISPLAY
1L >MAG 1R
2L 2R
3L 3R
4L 4R
FMS OPERATION
5L >SYNCHRONIZED 5R
6L <POS INIT ROUTE> 6R
The default angular reference of all NAVIGATION DISPLAYS (heading, course, actual track, and bearing) is
MAGNETIC NORTH (degree symbol), and that of WIND DIRECTION is TRUE NORTH (T symbol).
Page 3-7
August 17, 2010
The angle display reference DISPLAY (TRUE or MAGNETIC) is controlled via an external true/mag cockpit
switch.
CAUTION: For those installations where the FMS is the only source of magnetic information, it is possible to
configure the FMS to prevent invalidation of magnetic angles in high latitude regions. The purpose of
this feature is to enable operations in some airports charted in magnetic angles and located
marginally within the high latitude region. Special care should be taken at the aircraft level when
enabling this feature given that the magnetic data becomes less reliable when approaching the poles.
Page 3-8
August 17, 2010
ACTIVE ROUTE SELECTION USING THE CUSTOM ROUTE NAME
Display the RTE 1/X page by pressing the [RTE] function key.
MOD RTE 1 1/3

ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
6L <RTE 2 KJFK R0.0N M 6R
1. Key in the custom route identifier into the scratchpad, e.g.: KSEAPANC1.
2. Move the custom route name to the CO RTES field by pressing LSK 3R.
"MOD" status is displayed in the title line. A "!WAIT" advisory message appears in the scratchpad while the
route information is being extracted from the navigation database.
3. Verify the ORIGIN and DEST identifiers.
4. Enter flight number into the scratchpad. Move to the FLT NO field by pressing LSK 2R. The entered flight
number will also be displayed on the PROGRESS pages titles..
5. Accept the new active route by pressing [EXEC].
"MOD" status in the title line changes to "ACT". The selected route is now active.
NOTE: When loading a custom route in flight, the FMS will append a "+" to the custom route identifier on the
RTE page thus indicating that the custom route has been appended to the end of the current flight plan.
When a custom route is inversed, the route name is preceded by the prefix INV in reverse video.
Page 3-9
August 17, 2010
ROUTE SELECTION FROM THE LIST OF CUSTOM ROUTES
With the ACT or MOD RTE 1/X page displayed:
Display the custom routes by pressing <CO ROUTES> (LSK 4R).
SELECT CO ROUTE 1/1
1L
KSEAPANC KSEAPANC1 1R
2L KSEAPANC2 2R
3L 3R
4L 4R
LOAD
5L >DIRECT 5R
6L <ROUTE 6R
Custom routes are displayed left to right, sorted by origin identifier.
NOTE: If the display of the CO ROUTE is configured to ORIG_DEST, the entry of an ORIGIN or both
ORIGIN and DEST identifiers on RTE x 1/X page will reduce the custom routes list, when on
ground, to those specified in the ORIGIN or ORIGIN and DEST fields. When airborne, all custom
routes are displayed. If CO ROUTE is configured to ALL, every CO ROUTE in the custom database
will be displayed.
1. Display the desired route by pressing [NEXT] or [PREV] as often as required.
2. Select route identifier by pressing the appropriate LSK.
3. Select the direction in which the route is loaded by toggling DIRECT/INVERSE using LSK 5L.
4. The RTE 1/X page is re-displayed. Verify the ORIGIN and DEST identifiers.
When airborne, selecting a custom route will replace the destination with the selected custom route
destination and will insert a discontinuity after the active waypoint followed by the selected custom route
waypoints. If a procedure (for e.g. STAR or Approach) is part of the flight plan, the whole procedure is
replaced by the selected custom route.
Page 3-10
August 17, 2010
ACTIVE ROUTE SELECTION USING THE USER ROUTE NAME
Display the RTE 1/X page by pressing the RTE function key.
MOD RTE 1 1/3

ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
1. Press the <USER RTES> prompt (LSK 5R) the USER ROUTES 1/X page is displayed.
2. Select from the USER ROUTES 1/X page the user route identifier, e.g.: KSEAPANC1.
The RTE 1/X page is re-displayed with the user route identifier displayed at the ROUTE field, LSK 3R.
"MOD" status is displayed in the title line. A "!WAIT" advisory message appears in the scratchpad while the
route information is being extracted from the navigation database.
3. Verify the ORIGIN and DEST identifiers.
4. Enter flight number into the scratchpad. Move to the FLT NO field by pressing LSK 2R.
"MOD" status in the title line changes to "ACT". The selected route is now active.
NOTE: When loading a user route in flight, the FMS will append a "+" to the user route identifier on the ROUTE
page thus indicating that the user route has been appended to the end of the current flight plan.
When a user route is inversed, the route name is preceded by the prefix INV in reverse video.
Page 3-11
August 17, 2010
ROUTE SELECTION FROM THE LIST OF USER ROUTES
With the ACT or MOD RTE 1/X page displayed:
Display the user routes by pressing <USER ROUTES> (LSK 5R).
USER ROUTES 1/1
0001M0009M WPT01WPT09
1L 1R
2L WPT01WPT10 STATION010
2R
3L STATION015 ---------- 3R
4L 4R
LOAD
5L >DIRECT 5R
6L <ROUTE DELETE ALL> 6R
User routes are displayed left to right, in the order of entry.
1. Display the desired route by pressing [NEXT] or [PREV] as often as required.
2. Select route identifier by pressing the appropriate LSK.
3. Select the direction in which the route is loaded by toggling DIRECT/INVERSE using LSK 5L.
4. The RTE 1/X page is re-displayed. Verify the ORIGIN and DEST identifiers.
When airborne, selecting a user route will replace the destination with the selected user route destination
and will insert a discontinuity after the active waypoint followed by the selected user route waypoints. If a
procedure (for e.g. STAR or Approach) is part of the flight plan, the whole procedure is replaced by the
select user route.
Page 3-12
August 17, 2010
BUILDING A ROUTE VIA WAYPOINT INSERTION
When no custom route is available, a route can be created by first defining the origin and destination airports on
the ROUTE page, followed by entry of the individual waypoints on the RTE x LEGS page.
Display the ACT or MOD RTE x 1/X page by pressing [RTE].
ACT RTE 1 1/3

ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
1. Key the departure airport identifier into the scratchpad and move it to the ORIGIN field by pressing LSK 1L.
"MOD" status is displayed in the title line.
2. Key the destination airport identifier into the scratchpad and move it to the DEST field by pressing LSK 1R.
3. Display the MOD RTE x LEGS 1/1 page by pressing [LEGS].
The TO WPT identifier field contains boxes.
4. Key the identifier of the first waypoint into the scratchpad and move it to the TO WPT location by pressing
LSK 1L.
The direct course and distance from present position to the TO WPT is computed and displayed, and the
INTC CRS prompt is displayed at the LSK 6R location with dashes ("---") in the intercept course field.
NOTE: The minimum route comprises of the origin and destination airports and a single waypoint. If desired,
direct-to navigation from the present position to the first waypoint of the route can be initiated at this
time as described in Section 9 (Direct-To/Intercept).
5. Key in all subsequent waypoint identifiers in turn, inserting them into the route by pressing the appropriate
left hand LSK. Press [NEXT] as required to display a new RTE x LEGS page.
6. Additional temporary waypoints can be inserted into the route as described in Section 5.
Page 3-13
August 17, 2010
BUILDING A ROUTE VIA AIRWAY INSERTION
When no custom route is available, a route can be created by first defining the origin and destination airports on
the ROUTE page, followed by entry of the individual airway identifier on the ROUTE page.
1. Key the departure airport identifier into the scratchpad and move it to the ORIGIN field by pressing LSK 1L.
"MOD" status is displayed in the title line. The "ERASE" prompt is displayed at LSK 6L and the EXEC
annunciator illuminates.
2. Key the destination airport identifier into the scratchpad and move it to the DEST field by pressing LSK 1R.
3. Display the RTE x 2/X page by pressing [NEXT].
MOD RTE 1 2/3

VIA TO
1L
LACRE3 HUMPP 1R
2L 2R
3L J20 OCS 3R
4L J154 RAMMS 4R
5L DIRECT GWENS 5R
OFFSET
6L <ERASE R0.0N M 6R
4. Key the identifier of the first waypoint into the scratchpad and move it to the TO location by pressing
LSK 1R.
DIRECT is displayed below VIA, indicating that the first flight leg will be from Present Position direct to the
first waypoint of the desired airway.
5. Key in the airway identifier and move it to the airway field by pressing LSK 2L, a box data field appears
against LSK 2R.
6. Key in the next airway identifier and move it to the airway field by pressing LSK 3L, the waypoint at the
junction of the two airways appears in the box data field against LSK 2R and a box data field appears
against LSK 3R.
7. Key in all subsequent airway identifiers in turn, inserting them into the route by pressing the appropriate left
hand LSK. Press NEXT as required to display a new ROUTE page.
Page 3-14
August 17, 2010
NOTE: The route structure can be modified by defining the waypoint identifier at which the desired airway is
terminated and repeating the procedure for entering the following airways.
If a departure or an arrival is selected on the DEP/ARR page, the procedure and the transition name will
be displayed in the VIA and TO fields.
If a waypoint is inserted immediately before an already inserted waypoint, a DIRECT TO to the entered
waypoint will be created followed by a route discontinuity and a DIRECT TO to the already inserted
waypoint.
The route structure can also be modified by adding and/or erasing waypoints on the selected RTE x
LEGS page.
8. Display the first leg by pressing [LEGS] and [PREV] or [NEXT] as required.
9. Close-up any route discontinuity as described in Section 5.
10. Verify the course, distance, altitude/speed advisory of each airway leg in turn by pressing [NEXT] as
required to display all legs.
11. Make the selected route active by pressing [EXEC].
BUILDING A DEPARTURE PROCEDURE
For departures from an airport, Standard Instrument Departures (SID) can be incorporated into the route by
manual entry of the individual waypoint identifiers. Legs which are defined by course/heading legs rather than
by waypoints can be created by combinations of place/bearing/distance and place/bearing-place/bearing
waypoints as described in Section 5, or by direct-to or manual navigation once airborne.
Page 3-15
August 17, 2010
VERIFYING ACTIVE ROUTE LEGS BY COURSE AND DISTANCE
Display the MOD RTE x LEGS 1/X page by pressing [LEGS].
MOD RTE 1 LEGS 2/4

299o 39.6N M
1L
CAFTA 1R
298o 154N M
2L YZP 2R
307o 86.7N M
3L MOCA1 3R
306o 165N M
4L BKA 4R
282o 197N M
5L KILLA 5R
6L <ERASE LEGS ETA> 6R
1. Verify the course and distance of all route legs.
2. Display all route legs in sequence by pressing [NEXT] as often as required.
3. Return to the MOD RTE x LEGS 1/X page by pressing [LEGS] or [PREV] as required.
4. Make the route active by pressing [EXEC].
The "MOD" status in the title line changes to "ACT", the ERASE prompt disappears and the EXEC
annunciator extinguishes.
INITIAL LEG
Following the waypoint of a route, navigation and guidance is computed initially for the leg from present position
direct to the first waypoint. On takeoff, the FMS automatically re-computes a Direct-To to the first waypoint.
If a runway and SID are selected and the first leg is not a Direct-To leg, navigation and guidance is computed
initially from the runway threshold to the first waypoint. On take-off, the FMS automatically re-computes the
initial leg using the present position as the start of the leg.
To navigate a different first leg, follow any of the route modification procedures described in Section 5.
CANCELLING ANY PROCEDURE OR ROUTE MODIFICATION
During any procedure which involves a modification to the active route, an ERASE prompt is displayed at
LSK 6L. Prior to EXECuting the procedure, it can be cancelled and all route modifications deleted by pressing
<ERASE> (LSK 6L).
Page 3-16
August 17, 2010
ACCESSING INIT/REF INDEX PAGES
Display the INIT/REF INDEX 1/2 page by pressing [INIT REF].
FMS1 INIT/REF INDEX 1/2
1L
<IDENT NAV DATA> 1R
2L <POS INIT WPT LISTS> 2R
3L <PERF INIT NEAREST> 3R
4L <TAKEOFF FUEL> 4R
5L <APPR REF NAV STATUS> 5R
6L <MSG RECALL 6R
Display the INIT/REF INDEX 2/2 page by pressing [NEXT] or [PREV].
1L <SETUP DISPLAY> 1R
2L RTE DISCON> 2R
3L <CALC/CONV 3R
4L <FLIGHT LOG 4R
5L DATA LOAD> 5R
6L MAINT> 6R
NOTE: LSK 5R appears only when the aircraft is on ground for maintenance database loading and LSK 6R
appears only when the aircraft is on ground for maintenance operations.
Page 3-17
August 17, 2010
CRUISE PERFORMANCE PARAMETERS INITIALIZATION
Please refer to Appendix F, CMA-9000 FMS RRJ VNAV
FUEL PERFORMANCE PARAMETERS INITIALIZATION
FUEL AND WEIGHT PERFORMANCE PARAMETERS INITIALIZATION
GPS SATELLITE DESELECTION
If required by NOTAM deselect the indicated satellite(s). Refer to Appendix A, GPS SAT DESELECT 1/1 page
for the deselection commands.
Otherwise ensure that no satellites are deselected.
Page 3-18
August 17, 2010
DUAL FMS OPERATIONS
In dual FMS installations, the operator can set the FMS to operate in either synchronized or independent mode
from the SETUP 1/1 page. The operating mode can be configured to automatically startup in either
synchronized or independent mode.
From the INIT/REF INDEX 1/2 page, display the SETUP 1/1 page by pressing <SETUP> (LSK 5L).
FMS1 SETUP 1/1

DISPLAY
1L
>MAG 1R
2L 2R
3L 3R
4L 4R
FMS OPERATION
5L >SYNCHRONIZED 5R
1. Select either INDEPENDENT or SYNCHRONIZED mode of operation.
2. Press LSK 5L, confirm by pressing LSK 6R or cancel by pressing LSK 6L.
After confirming change to independent mode, the alert scratchpad message “FMS INDEPENDENT OP” is
displayed by all FMSs.
NOTE: Selection from independent to synchronized mode is prevented with the display of the alert message
“UNABLE FMS-FMS SYNC” when:
• communication between the FMSs has been lost,
• on-side FMS is in a holding pattern,
• on-side FMS is in a GPS approach,
• any FMS in a missed approach procedure,
• a conflicting operational s/w part number,
• FMSs have a different active navigation database,
• user databases are different.
NOTE: On synchronization, the flight plan is transferred from the FMS where the synchronization was initiated
to the other FMSs, overriding any existing flight plan.
Page 3-19
August 17, 2010
SYNCHRONIZED OPERATIONS
NOTE: To operate correctly in the synchronized mode the FMSs must contain the same databases.
Furthermore the active database must be the same in all FMSs.
In the synchronized mode of operation, the following items are automatically synchronized between all FMSs:
• FMS settings (e.g. UTC/Date entry, TRUE/MAG selection, etc).

• Flight-Plan related information (e.g. flight plan entries or changes)
• Navigation-related information (e.g. system position, RNP, etc.)
• Guidance-related information (e.g. Missed approach request, Hold exit request, etc.)
• Alert messages and their fault sources
• Radio-related information (e.g. self-test commands, tuning data, etc.)
• Etc.
Only one FMS can change an active flight plan at any time. If one FMS is already in MOD status (route
modifications in progress), any attempt to change the flight plan of another FMS will bring in view the “ !CDU
ENTRY CONFLICT” message in the scratchpad.
In synchronized mode, both FMS will use the best system sensor for navigation and guidance computations
(unless deselected on the DESELECT 1/1 page). Therefore, FMS present position, track and ground speed are
synchronized.
NOTE: In synchronized mode of operation, the GPS integrity annunciator will illuminate only if the GPS
integrity is lost on all GPS sensors.
When synchronized, an FMS will change to independent mode if its Phase of Flight is different from the
other FMS(s) for more than 30 seconds.
Page 3-20
August 17, 2010
INDEPENDENT OPERATION
In the independent mode of operation, all entries made on either FMS are not reflected on the other FMS.
However, the active or inactive flight plan can still be copied from one FMS to the other via the RTE XFILL
prompt (LSK 4L) on the RTE 1/1 page. If the navigation database or the operational program is not the same on
all FMSs when a flight plan transfer is attempted, the alert message “UNABLE FMS-FMS SYNC” is displayed on
the scratchpad line. When the flight plan transfer is completed, the copied flight plan appears as a modification
on the other FMS. The modified route becomes active by pressing [EXEC].
During independent operation and if the navigation mode is GPS, the alert message GPS-GPS POS
DISAGREE is displayed in the scratchpad if the FMS position is significantly different than that of the other FMS.
NOTE: Due to slight variations in the position computation made by each FMS, leg sequencing may not occur
at exactly the same time on all FMSs while in independent operation.
RADIO TUNING OPERATION – DUAL FMS or FMS and RADIO HEAD
The radio tuning feature may not use FMS cross talk to establish synchronization. Depending of the installation,
it may use burst tuning and the radios’ feedback to establish synchronization. Its operation will not be affected
by the selection of synchronized or independent mode of operation.
In a dual FMS architecture, when the standby frequency is entered, it is cross talked to the cross-side FMS
(both FMS always display the same standby frequency of the same radio).
EMBEDDED CALCULATOR/CONVERSION TOOL (if configured)
If any mathematical calculations are required, use the CALC/CONV 1/2 page.
Conversions from one unit to another (e.g.: Meters to Feet) can be performed using the CALC/CONV 2/2 page.
Refer to Appendix A for specific details.
Page 3-21
August 17, 2010
Page 3-22
August 17, 2010
SECTION 4 - DEPARTURES
CONTENTS
Subject Page
INTRODUCTION .............................................................................................................................................4-1
SID SELECTION WHILE IN FLIGHT..............................................................................................................4-3
CONDENSED SID AND SID TRANSITION PROCESS .................................................................................4-3
STANDARD INSTRUMENT DEPARTURE (SID) SELECTION .....................................................................4-4
ALTIMETER SETTING....................................................................................................................................4-6
Page 4-i
August 17, 2010
Page 4-ii
August 17, 2010
SECTION 4
DEPARTURES
CAUTION: In case of disagreement between the published SID information and FMS displayed information, the
operator MUST follow the published SID directives.
INTRODUCTION
The complete departure procedure, including Standard Instrument Departure (SID) and SID transition, can be
loaded into the route at the same time or in segments, depending on the ATC clearance received. The
segments are selected from lists of named procedures extracted from the navigation database for the specified
origin airport.
When a SID is selected, the waypoints and procedural legs are extracted from the navigation database,
procedural leg types are decoded, and all resulting waypoints are inserted into the route.
SID transitions are appended to the route after the SID and are usually separated from it by a route
discontinuity, unless the last waypoint of the SID and the first waypoint of the en-route portion of the route are
identical. Figure 4-1 shows a typical SID and SID transition.
The SID transition is linked to the appropriate waypoint of the en-route portion, and enroute waypoints preceding
the intersecting waypoints are deleted. If there is no SID transition, the SID is separated from the en-route
portion by a route discontinuity. For certain types of SID and transition, the waypoints may not be loaded into
the route until the runway is selected.
ATC clearances which modify the selected SID procedures can be incorporated by selection of the new
procedure while the aircraft is still on ground. This results in the automatic deletion of the waypoints associated
with the cancelled procedure.
Page 4-1
August 17, 2010
SAN MARCUS
D
(H) 114.9 RZS CHATY TWO DEPARTURE (CHATU2.CHATY)
N34 30.6 W119 46.3
(RWYS 6L/R AND 7L/R)(DME REQUIRED)
Expect clearance to filed altitude 3 minutes
after departure.
R1
0 9° TAKE-OFF
SA Runways 6L/R: Climb via a 040° heading for
(C N M vector to V-23. Thence via (transition or
HA A FILLMORE
V2 TY2. RCUS D assigned route).
5 R (L)112.5 FIM Runways 7L/R: Climb via a 070° heading for
60 - 18 ZS)
21 0 6 N34 21.4 W118 52.9 vector to V-23. Thence via (transition or
HENER assigned route).
N34 19.9 HENER
Transitions:
28
9° D 2. HE NE R)
D27 W119 13.7
(CHATY 25 0°
V1 86 R 097 San Marcus (CHATY2. RZS): From Chaty Int
V27- 186 ° 27
D 6000 V 1 7° N34 15.5 to RZS VOR: Via V-23, and FIM R-097 to FIM
DEANO 6000 17 W118 35.4 VOR, then FIM R-250 to Deano Int then RZS
D16
V 5 86
N34 19.0 D22 10 9 R-109 to RZS VOR. Cross Charty Int at or
600 7
1
W119 25.0 2 0 1 above 5400'.
600
31 1
89 16 D 00°
°
° 16
Direct distance from Los Angeles Intl to:
Chaty Int 20 NM
CHATY
N34 14.5 W118 35.0
D20
AT OR ABOVE
5400'
VENTURA
D
(L)108.2 VTU
N34 06.9 W119 03.0
V23
DRAFT
dg
3 23
7 DM
°h
°
0
E
04
LOS ANGELES
D
(H)113.6 LAX 070° hdg
N33 56.0 W118 25.9
CHATY TWO DEPARTURE (CHARTY2.CHARTY) (PILOT NAV)
LOS ANGELES INTL

126
Figure 4-1 Typical Standard Instrument Departure with Transition Procedure

9812020
August 17, 2010

Page 4-2
OPERATOR’S MANUAL
NOTE: When stringing a SID procedure to an Enroute Transition or Enroute segment at their common
waypoint, if speed and/or altitude constraints exist for this waypoint in both procedures, the constraint(s)
from the SID procedure are retained.
The SID altitude/airspeed constraint(s) will probably be lower/slower than the Enroute Transition or
Enroute constraints.
CAUTION: During Standard Instrument Departures, the FMS does not support the low speed flight regime of
aircraft in which the bank angle is limited by the autopilot to 15 degrees as a function of airspeed and
aircraft flap/slat configuration. Where required by the magnitude of the track angle change, the FMS
may use up to a maximum of 25 degree bank angle in computing the roll steering command to the
autopilot. Crews should therefore exercise caution when engaging LNAV in this flight regime and may
wish to use the heading select mode until sufficient airspeed is allowing bank angles larger than 15
degrees. No difficulties are anticipated for engaging LNAV when track angle changes are less than 15
degrees.
SID SELECTION WHILE IN FLIGHT
The FMS allows the activation in flight of an inactive route containing a SID, subject to the selection of the
inactive runway.
The FMS prefixes an inactive SID sequence with the corresponding inactive runway waypoint on activation in
flight.
CONDENSED SID AND SID TRANSITION PROCESS
This section provides an overview of the process of selecting the SID and SID transition procedures. The intent
of each step is summarized on the next page.
1. MOD, ACT ROUTE - Select departure/arrival index page.
2. DEP/ARR INDEX - Select departure.
3. DEPARTURES - Select SID, SID transition,and/or runway.
4. MOD, ACT LEGS - Confirm the SID, SID transition and/or runway procedure agrees with the clearance,
then execute the modified route.
A detailed description of each FMS page is contained in Appendix A.
Page 4-3
August 17, 2010
STANDARD INSTRUMENT DEPARTURE (SID) SELECTION
This procedure is based on the SID and SID transition depicted in Figure 4-1 and assumes that only these
portions of the departure are to be loaded at this time.
Display the DEP/ARR INDEX 1/1 page by pressing:

• [DEP/ARR] (if on ground).
• [DEP/ARR] (if airborne and midway point of active route not reached yet).
• From ARRIVALS 1/1 page.
• From DEPARTURES 1/1.
NOTE: If the FMS is configured for two routes (RTE 1 and RTE 2), the origin and destination of the inactive
route are also displayed. The active route information is displayed in white text. The inactive route
origin and destination airport codes are displayed in cyan.
DEP/ARR INDEX 1/1

ACT RTE 1
1L
<DEP KSEA ARR> 1R
2L PANC ARR> 2R
RTE 2
3L <DEP KSEA ARR> 3R
4L PANC ARR> 4R
5L 5R
6L 6R
1. Display the DEPARTURES 1/X page by pressing the DEP prompt at LSK 1L.
The DEPARTURES 1/X page is displayed, with the origin airport ICAO code included in the title line. Lists of
SIDs and runways for that airport are displayed
KBFI DEPARTURES 1/1

SIDS RTE 1 RUNWAYS
1L LACRES 13R 1R
2L QUIET1 31L 2R
3L 3R
4L 4R
5L 5R
6L <DEP/ARR ROUTE> 6R
Page 4-4
August 17, 2010
2. Display the desired RUNWAY by pressing the PREV or NEXT key as required, and select the RUNWAY by
pressing the appropriate right hand LSK.
NOTE: Once a runway is selected, then only those SIDs applicable to that runway will be displayed.
3. Display the desired SID by pressing the PREV or NEXT key as required, and select the SID by pressing the
appropriate left hand LSK.
The SID list is replaced by the selected SID, with the legend "<SEL>" beside the name. Transitions available
for the selected SID are listed below the SID, under the heading "TRANS". If no transitions are available, the
word "-NONE-" is displayed. If no runway was selected, a list of runways applicable to the selected SID
appears on the right hand side of the page.
KBFI DEPARTURES 1/1
SIDS RTE 1 RUNWAYS
1L LACRES<SEL> <SEL> 13R 1R
TRANS
2L HUMPPS 2R
3L ORTIN 3R
4L VAMPS 4R
5L 5R
6L <ERASE ROUTE> 6R
4. Display the desired SID transition by pressing the PREV or NEXT key as required, and select the transition
by pressing the corresponding left hand LSK.
KBFI DEPARTURES 1/1

SIDS RTE 1 RUNWAYS
1L
LACRES<ACT> <ACT> 13R 1R
TRANS
2L VAMPS <ACT> 2R
3L 3R
4L 4R
5L 5R
The list of transitions is replaced by the selected transition, with the legend "<SEL>" beside the name.
NOTE: Any selected element can be changed by pressing the appropriate left/right hand LSK to re-display the
desired list (toggles the selection).
5. Display the first SID leg by pressing LEGS and PREV or NEXT as required.
Page 4-5
August 17, 2010
NOTE: For certain types of SID and SID transition, the selection of the runway may also be required before the
SID waypoints are loaded into the route from the navigation database. The message “!SELECT
TRANS/RUNWAY” is then displayed in the scratchpad.
7. Verify the course, distance, altitude/speed advisory, and procedural leg type information of each SID leg in
turn by pressing NEXT as required to display all legs.
NOTE: Pressing ERASE (LSK 6L) at any time during this procedure will cause all selections made up to that
time to be deleted.
8. Make the selected SID and SID transition active by pressing EXEC.
On DEPARTURES page, the active SID and SID transition are now shown with the legend "<ACT>" beside
the name(s).
ALTIMETER SETTING
Baro-corrected altitude is required to ensure proper sequencing of attitude-terminated legs.
Display the PROGRESS 4/4 page by pressing PROG and PREV.
PROGRESS 4/4
HEADWIND CROSSWIND
1L
027K T R44K T 1R
HDG/DA TAS
2L
o
290 / L11 o
240K T 2R
MAGVAR
3L W015.6o
3R
4L 4R
ALT(CORR)
5L 34245F T 5R
QNH SET
6L >29.92INHG 6R
A baro-corrected altitude is computed and displayed next to LSK 5L.
Page 4-6
August 17, 2010
When the installation provides for pressure altitude, PROGRESS 4/4 page fields LSK 6L or 6R display the
calculated mean sea level QNH for reference.
NOTE: The FMS will select and use the altitude from the priority list below:
• baro corrected altitude
• pressure altitude
• IRS baro-inertial altitude
• GPS altitude
For entries, units are automatically detected and decimal point entry is not required.
NOTE: This altimeter setting will be used until after landing, or until leaving the terminal area. The altimeter
setting is cancelled and the field displays dashes ("--.--") on leaving the terminal area (distance from
the departure airport is greater than 33 nm, or the altitude is greater than 16,000 feet above airport
elevation).
When no altimeter setting is defined, field displays boxes ( . ) on entering the terminal area
(distance from the destination airport is less than 30 nm, or the altitude is less than 15,000 feet above
airport elevation). This indicates a mandatory input is required.
Page 4-7
August 17, 2010
Page 4-8
August 17, 2010
SECTION 5 - ENROUTE
CONTENTS
Subject Page
CONDENSED EN-ROUTE PROCESS ...........................................................................................................5-1
LEAVING THE TERMINAL AREA..................................................................................................................5-3
DISPLAYING THE LEGS OF THE ROUTE....................................................................................................5-3
INSERTING WAYPOINTS ..............................................................................................................................5-4
A. PLACE/BEARING/DISTANCE WAYPOINTS .........................................................................................5-4
B. PLACE/BEARING-PLACE/BEARING WAYPOINTS..............................................................................5-4
C. ALONG-TRACK WAYPOINTS ................................................................................................................5-5
D. LATITUDE/LONGITUDE WAYPOINTS...................................................................................................5-5
E. NAVIGATION DATABASE WAYPOINTS ...............................................................................................5-6
INSERTING A RADIAL-TO SEGMENT..........................................................................................................5-6
ROUTE DISCONTINUITIES............................................................................................................................5-8
ROUTE DISCONTINUITY CLOSE-UP ...........................................................................................................5-8
WAYPOINT DELETION ..................................................................................................................................5-9
A. BY CLOSE-UP METHOD ........................................................................................................................5-9
B. BY CLEAR KEY.......................................................................................................................................5-9
FLY-OVER AND FLY-BY WAYPOINTS.......................................................................................................5-10
A. TO CONVERT TO FLY-OVER FROM FLY-BY .....................................................................................5-10
B. TO CONVERT TO FLY-BY FROM FLY-OVER .....................................................................................5-10
LEG SEQUENCING ......................................................................................................................................5-11
A. FLY-BY WAYPOINTS............................................................................................................................5-11
B. LARGE COURSE CHANGES................................................................................................................5-11
C. FLY-OVER WAYPOINTS.......................................................................................................................5-11
ETA AND EFA...............................................................................................................................................5-13
4-LEVEL WIND OPTION...............................................................................................................................5-14
WAYPOINT LATITUDE/LONGITUDE DISPLAY..........................................................................................5-17
PROGRESS ALONG THE ROUTE (DISTANCE-TO-GO, ETA) ..................................................................5-17
REQUIRED TIME OF ARRIVAL COMPUTATION .......................................................................................5-17
WIND COMPONENTS, NAVIGATION ANGLES AND AIR DATA ..............................................................5-18
OFFSET TRACK INITIATION .......................................................................................................................5-18
OFFSET TRACK CANCELLATION .............................................................................................................5-19
POSITION FIX INFO DISPLAY.....................................................................................................................5-20
DOWNTRACK FIX CREATION ....................................................................................................................5-20
CURRENT NAVIGATION MODE STATUS ..................................................................................................5-23
GPS SENSOR AND SATELLITE STATUS ..................................................................................................5-23
PREDICTIVE RAIM REQUESTS ..................................................................................................................5-24
PREDICTIVE RAIM SATELLITE DESELECTION........................................................................................5-25
GLONASS STATUS 1/2................................................................................................................................5-26
GLONASS STATUS 2/2................................................................................................................................5-26
WAYPOINT INFORMATION FROM THE NAVIGATION DATABASE ........................................................5-27
DUPLICATE IDENTIFIER SELECTION .......................................................................................................5-27
RNP MODIFICATION....................................................................................................................................5-29
Page 5-i
August 17, 2010
SECTION 5 - ENROUTE
CONTENTS
Subject Page
ROUTE 2 OPTION ........................................................................................................................................5-30

A. INACTIVE ROUTE MANIPULATIONS (SUMMARY) ............................................................................5-31
B. INACTIVE ROUTE MANIPULATIONS (DETAILED STEPS)................................................................5-31
C. SWITCHING RTE 1 to RTE 2 ................................................................................................................5-33
NEAREST......................................................................................................................................................5-34
Page 5-ii
August 17, 2010
SECTION 5
ENROUTE
CONDENSED EN-ROUTE PROCESS
This page sequence gives an overview of the main FMS pages used enroute. The intent of each step is
ACT RTE 1 LEGS 1/2

299o 39.6N M
CAFTA
298o
ACT RTE 1 LEGS 154N M
ETA 1/2
ETA WIND
YZP FL350B
320
CAFTA
o 1916.4Z 300T/ 90
ACT RTE 415 .LEGS 0 N M POS 1/2
YZP01
YZP
THEN
1950.2Z 300T/ 90
CAFTA
PROGRESS 1/4
MOCA1 D I S22C08O00N0TT1.I87NTZU IY3TQD0YT03GT-6/N4M39 0 8 7E3T2A
- - R O U T EYZP
KILLA CAFTA1 8 T Y Q3 52T.224 0 16861772. 9 Z <
BKA 228004T 4 . 5 Z 3 0 0 /PROGRESS 90
MOCA1 2/4
TOU LEGS 1 9FTR OYM8POS>
Q
8 . 3 N M A L1T8F3T0 . 5 Z A T A
2 T2 2 2 8 7 3 2
KILLA 2 1 2 7 . 0WZI N3D0 0 / 9 0 T K / G S
BKA TRUE TSEA 1300 1803.1Z
1. >020 1
/9TT45O YKQTACT 3 6 4
28
3
1
DRTA
T
T8G7/ 2 2 8 K TE T E
3 2PROGRESS 3/4
<LEGS LEGS POS> K+ 1 7 . 9 <
KILLA ARRIE__ R T A W1P7 T. 2 NE M/ X 0
T K T0
RTA
N E X T R000T/L0.00N M
2. 19T Y CAFTA
Q 3643 8732 1
LPROGRESS
9 3 8.0Z
<LEGSR NETA
P / TOUANP H S.
R T A T6A8SLEGS>
I 7 NS MC A 0 E+ 3 0 . 5
0 DIS
4/4
1 . 0 0 / 0 D. E0 S5TN M H E A D W1I.N0DN M CROSSWIND
248K T 288N M
3. N A V PANC
MODE 027 KT
R T A W1I2N7D9 N M 0 5 + 4 7 . 2
R44K T
<G P S T HDG/DA TAS
0 2 0 / 4 5 Ko T
290 / L11o 240K T
4. MAGVAR
E019.9o
5.
ALT(CORR)
3424F T
6.
7.
Page 5-1
August 17, 2010
1. LEGS - displays each route leg and waypoint. Waypoints may be modified or created, and direct-
to/intercept, fly-over or holding procedures performed on these pages.
2. LEGS ETA - displays ETA for each waypoint on the corresponding LEGS page.
3. LEGS POS - displays position in latitude and longitude for each waypoint in the corresponding LEGS page.
Required Navigational Performance (RNP) is also displayed if a value is defined for a leg in the Navigational
Database.
4. PROGRESS 1/4 - displays current active waypoint, distance to go (DTG), course, estimated time of arrival
(ETA), next waypoint, wind, current track and ground speed (TK/GS), track angle error and cross track
(TKE/XTK), Required and Actual Navigation Performance (RNP/ANP), HSI scaling, and Navigation Mode. If
entered, the Flight Number is displayed on the page title.
5. PROGRESS 2/4 - displays identifier of the last (FROM) waypoint overflown, its crossing altitude (ALT) and
actual time of arrival (ATA). Displays the distance to go (DTG), estimate time of arrival (ETA), for the
ACTIVE, NEXT and DESTINATION waypoints of the route. If entered, the Flight Number is displayed on the
page title.
6. RTA PROGRESS 3/4 - used to compute the TAS required to reach a waypoint at a required time of arrival
(RTA). After entry of RTA waypoint, displays a RTA window computation of first to last time that is possible
with the curent operating parameters.
7. PROGRESS 4/4 - displays the wind components (HEADWIND or TAILWIND, CROSSWIND), Heading and
Drift Angle (HDG/DA), True Air Speed (TAS), Magnetic Variation, System Altitude in feet (ALT), System
Altitude in meters (when configured), QNH Altimeter setting (QNH SET) and QNH Altimeter Reference
(QNH REF). If entered, the Flight Number is displayed on the page title.
NOTE: Refer to the Performance VNAV section for additional VNAV-specifc en-route pages.
Detailed descriptions of each display page are contained in Appendix A. Sections 6 and 7 describe arrival and
approach procedures. Direct-to and holding pattern procedures are contained in Sections 9 and 10
respectively.
Page 5-2
August 17, 2010
LEAVING THE TERMINAL AREA
On leaving the terminal area, when the radial distance from the departure airport becomes greater than 33 nm
or the aircraft climbs above 16,000 feet above airport elevation, the FMS transitions from terminal to en-route
phase of flight, with the following indications:
1. HSI lateral deviation sensitivity changes from 1 nm to 2 nm full scale over a ten (10) second period.
NOTE: Enroute lateral deviation sensitivity may vary depending of the values supported by the HSI. Refer
also to Section 15, RNP.
2. On the PROGRESS 1/4 page the RNP value changes from 1 nm to 2 nm.
DISPLAYING THE LEGS OF THE ROUTE
Display the ACT RTE x LEGS 1/X page by pressing the [LEGS] functional key.
The active leg to the TO waypoint and the next four legs are displayed. The distance to the TO waypoint is the
distance-to-go from the present position; for subsequent legs it is the leg length.
NOTE: Depending on the configuration, the identifier of the TO waypoint is displayed in reverse video, magenta
or white.
Display all the legs in sequence by pressing [NEXT] as often as required.
NOTE: The maximum number of waypoints in a flight plan allowed by the system is 199 (e.g. maximum of 40
LEGS page can be used).
The legs of the inactive route (if the second and third route options are enabled) can also be viewed in the RTE x
LEGS 1/X page by pressing the <RTE x LEGS> prompt (LSK 6L) on the ACT RTE x LEGS page.
NOTE: The pages related to the inactive route are displayed in cyan.
Page 5-3
August 17, 2010
INSERTING WAYPOINTS
A. PLACE/BEARING/DISTANCE WAYPOINTS
With the desired reference waypoint identifier in the scratchpad by keyboard entry or LSK action:
1. Key the bearing and distance separated by a slash (/), into the scratchpad. e.g.: YZP320/45.
2. Display the desired insert location in the route by pressing [LEGS], and [NEXT] or [PREV] as required.
Move the waypoint to the desired place in the route by pressing the appropriate LSK.
The new waypoint is inserted ahead of the existing waypoint. The new waypoint identifier is created with a
name based on the first three characters of the reference waypoint identifier followed by a sequence number,
e.g.: YZP01.
3. Verify the waypoint entry by checking the course and distance of the previous and next legs.
MOD RTE 1 LEGS 2/4

299o 39.6N M
1L CAFTA 1R
298o 154N M
2L YZP01 2R
THEN
3L 3R
4L MOCA1 4R
306o 165N M
5L BKA 5R
4. Make the modified route active by pressing [EXEC].
NOTE: The system allows for a maximum of 99 temporary waypoints in a flight plan.
B. PLACE/BEARING-PLACE/BEARING WAYPOINTS
With the first reference waypoint identifier in the scratchpad:
1. Key into the scratchpad the bearing of the waypoint from the first reference waypoint followed by a slash
(/) and the second reference waypoint and bearing e.g. CAFTA268/YZP148.
2. Display the desired insert location in the route by pressing [LEGS] and [NEXT] or [PREV] as required.
3. Move the waypoint to the desired place in the route by pressing the appropriate LSK.
The new waypoint is inserted ahead of the existing waypoint. The new waypoint identifier is created based on
the identifier of the first reference waypoint as described in the previous procedure, e.g. CAF01.
Page 5-4
August 17, 2010
Waypoints entered by means of place/bearing-place/bearing will be displayed as place/bearing/distance

waypoints, based on the first reference waypoint.
NOTE: The system allows for a maximum of 99 temporary waypoints in a flight plan.
C. ALONG-TRACK WAYPOINTS
An along-track waypoint lies on the inbound (outbound) course to (from) the reference waypoint at the
selected distance. No course change occurs at the along-track waypoint.
With the reference waypoint identifier in the scratchpad:
1. To enter a new waypoint AFTER the reference waypoint, key in /, and distance, e.g. KILLA/20.
or:
2. To enter a new waypoint BEFORE the reference waypoint, key in /, [+/-], distance, e.g. KILLA/-20.
or:
3. To move an initial DME ARC fix along the arc, key in /, desired radial from the DME station, e.g.
D173J/203.
then:
4. Display the reference waypoint location in the route by pressing [LEGS] and [NEXT] or [PREV] as
required.
5. Move the waypoint to the reference waypoint in the route by pressing the appropriate LSK.
NOTE: All along-track waypoints must be inserted at the reference waypoint location, independently of their
actual relative position relative to that waypoint.
NOTE: If the leg created by the along-track waypoint overlaps an adjacent waypoint, such that a course
reversal is created, the along-track waypoint is not accepted and the data entry error message "!OUT
OF RANGE" is displayed.
D. LATITUDE/LONGITUDE WAYPOINTS
1. Key the coordinates into the scratchpad (LATITUDE, LONGITUDE) e.g. N60W146.
NOTE: Coordinates must be entered with whole degrees and optionally whole minutes with a resolution of up to
0.01 minutes.
3. Move the waypoint to the desired place in route by pressing the appropriate LSK.
4. Verify the waypoint entry by checking course and distance of the previous and next legs.
Page 5-5
August 17, 2010
The waypoint name is automatically named "WPT" followed by a sequence number (e.g. WPT01).
Alternatively, the waypoint name can be automatically named using the latitude and longitude degree
components (e.g. N60W120). This option is selectable through configuration pages.
NOTE: The system allows maximum 99 temporary waypoints in a flight plan.
E. NAVIGATION DATABASE WAYPOINTS
1. Key the new waypoint identifier into the scratchpad.
If the identifier is not found in the navigation database, the message "!NOT IN DATABASE" will be displayed in
the scratchpad.
4. Verify the waypoint entry by checking course and distance of the previous and next legs.
INSERTING A RADIAL-TO SEGMENT
A Radial-To segment is first defined in the RADIAL-TO, which is accessed by typing /R in the scratchpad and
pressing the LSK corresponding to the waypoint on which the operator wants to define a Radial-To procedure.
RTE 1 RADIAL-TO 1/1

FIX
1L
YUL 1R
INBD CRS
o
2L 016 2R
DISTANCE
3L 10.0N M 3R
4L 4R
5L 5R
6L <NEW RADIAL-TO 6R
Page 5-6
August 17, 2010
1. Enter the parameters defining a Radial-To procedure: waypoint identifier, inbound course (radial) and
distance.
2. Access the ACT RTE x LEGS or RTE x LEGS page(s) by pressing NEW RADIAL-TO at LSK 6L. The
corresponding RTE x LEGS page(s) is accessed with the Radial-To information in the scratchpad.
ACT RTE 1 LEGS 2/4

299o 39.6N M
1L
CAFTA 1R
298o 154N M
2L YZP 2R
307o 86.7N M
3L MOCA1 3R
306o 165N M
4L BKA 4R
282o 197N M
5L KILLA 5R
6L <RTE 2 KJFK LEGS ETA> 6R

YUL076/10.0/R
Press the LSK (1L, 2L, 3L, 4L or 5L) where the segment is to be inserted.
NOTES:
a) If the reference point is not part of the selected route, then the segment is inserted between the waypoint
corresponding to the LSK pressed and the following waypoint.
b) If the reference waypoint belongs to the route, the route is modified as follows:
1- The insertion waypoint is two places ahead. The Radial-To segment replaces the segment between the
insertion waypoint and the next.
2- The insertion waypoint is one waypoint ahead of the reference waypoint. Radial-To segment replaces the
segment between the insertion and the reference waypoints.
3- The insertion waypoint is the reference waypoint. The following segments replace the segment between
the preceding and the reference segment. The segment created between the preceding and the Radial-To
entry waypoints is followed by the Radial-To segment.
4- The insertion waypoint follows the reference waypoint. This is an abnormal situation, where the Radial-To
flight path is flown back and forth at the reference waypoint. A discontinuity is created at the next waypoint.
5- The insertion waypoint is more than one waypoint passed the reference waypoint. The Radial-To segment
is introduced as described for a reference waypoint that does not belong to the route. However the route
will be comprised of a closed loop section.
Page 5-7
August 17, 2010
ROUTE DISCONTINUITIES
Under normal conditions, the active route will form a continuous path of linked waypoints (legs). However, a
ROUTE DISCONTINUITY will be inserted into the flight plan if the end of a leg is indeterminate, or when the
entered waypoint is not part of the existing active flight plan.
Under these conditions, “THEN” followed by a boxed data field and ROUTE DISCONTINUITY lines are inserted
immediately after the new waypoint. Along-track waypoints do not create a ROUTE DISCONTINUITY.
ACT RTE 1 LEGS 2/4

299o 39.6N M
1L
CAFTA 300-320 1R
298o 154N M
2L YZP FL350B 2R
320o 45.0N M
3L YZP01 3R
THEN
4L 4R
5L KILLA 5R
A ROUTE DISCONTINUITY can be inserted into the flight plan by selecting RTE DISCON on the INIT/REF 2/2
page. The active or inactive RTE x LEGS page will be displayed with " " in the scratchpad. Insert the
" " into the flight plan by pressing the appropriate left LSK. The ROUTE DISCONTINUITY will be inserted
before the selected waypoint.
ROUTE DISCONTINUITY CLOSE-UP
CAUTION: Close-ups can occur only upwards, e.g. moving a downtrack waypoint to an earlier location. Moving a
waypoint downwards (e.g. to a later location) causes the waypoint to be DUPLICATED into the new
location.
With ACT (or MOD) LEGS page displayed showing "THEN" and "ROUTE DISCONTINUITY" lines:
1. Display the next desired waypoint in the route by pressing [NEXT] as required.
2 Key in, or copy the waypoint identifier into the scratchpad by pressing the appropriate LSK.
3. Display the page with the THEN box data field by pressing [PREV] as often as required.
4. Move the waypoint to the THEN field by pressing the appropriate LSK.
5. Verify the entry by checking course and distance of the previous and next legs.
NOTE: To minimize keystrokes, the close-up of a route discontinuity should be performed before EXECuting
the route modification which causes it.
Page 5-8
August 17, 2010
WAYPOINT DELETION
A. BY CLOSE-UP METHOD
1. Display the waypoint to be deleted by pressing [LEGS] and [NEXT] or [PREV] as required.
2. Copy the waypoint identifier following the one to be deleted into the scratchpad by pressing the
appropriate LSK.
3. Move the waypoint to the location of the waypoint to be deleted by pressing the appropriate LSK.
The selected waypoint is deleted from the route.
4. Verify the entry by checking the course and distance of the previous and next legs.
NOTE: In this case, a ROUTE DISCONTINUITY is not created.
"Close up" is the simplest method to delete a number of consecutive waypoints, but this can also be performed
by a series of [CLR] key operations.
B. BY CLEAR KEY
1. Start the deletion by pressing [CLR].
"DELETE" message is displayed in the scratchpad.
NOTE: "DELETE" is displayed only when the scratchpad is empty.
2. Display the desired waypoint by pressing [LEGS], and [NEXT] or [PREV] as required.
3. Delete the selected waypoint by pressing the appropriate LSK.
A "ROUTE DISCONTINUITY" is inserted in place of the deleted waypoint. Any holding pattern associated with
the deleted waypoint will also be deleted.
4. Verify the entry by checking course and distance of the previous and next legs.
Page 5-9
August 17, 2010
FLY-OVER AND FLY-BY WAYPOINTS
Waypoints are loaded into the route as fly-by (with turn anticipation) or fly-over (no turn anticipation) as coded in
the navigation database. By default, all waypoints, including manually-entered temporary waypoints, are initially
defined as fly-by unless specifically coded as fly-over. Any waypoint can be converted from one type to the
other, with the exception that the missed approach waypoint is always defined as a fly-over waypoint and cannot
be modified.
With any ACT or MOD RTE x LEGS page displayed:
A. TO CONVERT TO FLY-OVER FROM FLY-BY
1. Display the INIT/REF 2/2 page, and select "FLY-OVER" by pressing [INIT REF], [NEXT].
The ACT RTE x LEGS 1/X page is displayed with "/O" in the scratchpad.
or:
Key in "/O".
2. Display the desired waypoint by pressing [LEGS], and [PREV] or [NEXT] as required (on the active or
inactive route).
3. Move the "/O" to the waypoint location by pressing the appropriate left hand LSK.
The legend "/O" is displayed to the right of the waypoint name.
4. Make this route modification active by pressing [EXEC].
The waypoint is now defined as a fly-over waypoint and turn anticipation is inhibited for that waypoint only.
The switch to the next leg will occur automatically on crossing over or abeam the waypoint.
B. TO CONVERT TO FLY-BY FROM FLY-OVER
CAUTION: Special care should be taken if any fly-over waypoint extracted from the navigation database is
converted to fly-by (particularly the final approach fix and missed approach holding fix). The crew will
remain responsible at all times for remaining within protected airspace, and for compliance with all
altitude constraints.
1. Display the desired waypoint by pressing [LEGS] and [PREV] or [NEXT] as required.
2. Key in “/”, and move the “/" to the waypoint location by pressing the appropriate left hand LSK.
The legend "/O" is removed from the waypoint name.
3. Make this route modification active by pressing [EXEC].
The waypoint is now defined as a fly-by waypoint and turn anticipation will occur at the appropriate
distance prior to reaching that waypoint.
NOTE: An inactive route waypoint can also be converted to "FLY-OVER"
Page 5-10
August 17, 2010
NOTE: The missed approach waypoint is always defined as a fly-over waypoint, and cannot be converted to
fly-by. Any holding pattern defined at a waypoint is cancelled if that waypoint is converted to a fly-over
waypoint.
LEG SEQUENCING
A. FLY-BY WAYPOINTS
The FMS sequences fly-by waypoints when crossing the bisector of the active leg and next leg, or when
passing the wayline of the active leg, whichever occurs first. In certain exceptional cases where the next leg
is short, sequencing may occur based on crossing the wayline of the next leg, if that is the first situation to
occur. If the aircraft is performing a downwind approach to a runway, sequencing of the FAF will only be
possible after the aircraft has turned towards the runway.
During the first half of the fly-by leg transition, between the initial turn point and the leg switching point
(bisector), the active waypoint is displayed in white reverse video on the LEGS and PROGRESS pages.
CAUTION: If the active flight path presents unreasonable geometry (combination of ground speed, track
changes and closely located waypoints that prevent the definition of a flyable path) the crew
should be ready to disengage the LNAV.
B. LARGE COURSE CHANGES
Regardless of the phase of flight, a fly-by leg transition involving a course change greater than 125 degrees
that is not part of a published procedure, will trigger the COURSE CHANGE>125 AHEAD system alert
scratchpad message (via FMS configuration, this message can alternatively be configured as a system alert
message).
C. FLY-OVER WAYPOINTS
The FMS sequences fly-over waypoints when passing the wayline of the active leg.
ACT RTE 1 LEGS 2/4

299o 39.6N M
1L CAFTA 1R
298o 154N M
2L YZP /o 2R
307o 86.7N M
3L MOCA1 3R
306o 165N M
4L BKA 4R
282o 197N M
5L KILLA 5R
6L <RTE 2 KJFK LEGS ETA> 6R
NOTE: For both fly-by and fly-over waypoints, when the installed display system supports a turn
direction symbol, the FMS will display the turn point and direction for the active leg transition,
when the latter is not represented by a circular path and has a significant course change.
Depending on the installed EFIS model, the turn information may also be displayed for down-
path forced direction turns involving course change exceeding 170 degrees.
Page 5-11
August 17, 2010
Figure 5-1 Bi-sector and Circular transition
Page 5-12
August 17, 2010
ETA AND EFA
Display the desired waypoint in the route by pressing [LEGS], [PREV] or [NEXT] as required.
1. Display the ACT RTE x LEGS ETA 1/X or RTE x LEGS ETA 1/X page by pressing <LEGS ETA> (LSK 6R).
ACT RTE 1 LEGS ETA 1/4

ETA EFA (K G )
1L
CAFTA 1916.4Z 1328
1R
2L YZP 1950.2Z 1185

2R
3L MOCA1 2000.7Z 1179

3R
4L BKA 2044.5Z 950 4R
5L KILLA 2127.0Z 792 5R
6L <LEGS LEGS WIND> 6R
ETAs are based on measured wind and forecast waypoint winds (performance data is also used if it is
available).
While on ground, ETEs are displayed instead of ETAs.

2. Return to the previously displayed RTE x LEGS page by pressing [LEGS] or the <LEGS> prompt at LSK 6L.
Page 5-13
August 17, 2010
4-LEVEL WIND OPTION
The FMS provides a configurable option allowing entering forecast winds at four different flight levels. The
same four levels are used for all waypoints. However, each waypoint can have its specific wind entries.
1. Display ACT RTE LEGS WND 1/X page by pressing [LEGS], <LEGS ETA> and <LEGS WIND>.
ACT RTE 1 LEGS WND 1/4

ETE WIND
1L CAFTA 00+49.5 000T/ 0>
1R
2L YZP 01+05.2 300 / 90>

T
2R
3L MOCA1 01+15.6 300 / 85>

T
3R
4L BKA 01+22.3 290T/ 20> 4R
5L KILLA 01+42.8 280T/ 15> 5R
6L <LEGS ETA LEGS POS> 6R
2. Press the right hand side LSK corresponding to the waypoint where the wind entry is required, e.g. CAFTA.
ACT CAFTA WIND 2/17

ALT DIR/SPD
1L F L ---
1R
2L 2R
3L 3R
4L 4R
5L 5R
6L LEGS WIND> 6R
Page 5-14
August 17, 2010
3. Enter the flight level in the scratchpad, e.g. 100, and then press LSK 1L.
MOD CAFTA WIND 2/17

ALT DIR/SPD
FL---
1L 1R
2L 2R
3L 3R
T
4L F L 100 000 / 0 4R
5L 5R
6L <ERASE LEGS WIND> 6R
4. Enter the wind direction and speed at LSK 4R, e.g. 090/70.
5. Repeat the procedure for up to 4 winds. Press the EXEC key to complete the wind entry.
NOTE The first wind entry is displayed on line 4.

Upon entry of subsequent flight level, the entries get re-ordered by decreasing flight level from line 1 to
line 4.
ACT CAFTA WIND 2/17

ALT DIR/SPD
1L
F L 200 140T / 3 0 1R
T
2L F L 150 135 / 40 2R
T
3L F L 125 100 / 50 3R
T
4L F L 100 090 / 70 4R
5L 5R
6L LEGS WIND> 6R
NOTE: A wind entry at a given flight level is propagated forward at the same flight level to the end of the route,
or until the occurrence of the next forecast wind at the same flight level.
6. Use the NEXT key to advance to the next waypoint, e.g. page 2/5 YZP. Repeat the DIR/SPD entry
procedure if a change of wind is predicted at the specified flight level.
NOTE: The wind entry is shown in a large font size at the page where first entered. The propagated winds on
other pages are shown in normal font size.
Page 5-15
August 17, 2010
7. The flight level can be changed at any waypoint. Press the CLR key. DELETE is displayed in the
scratchpad.
Delete the flight level by pressing either LSK 1L, 2L, 3L, or 4L. Next, re-enter a new flight level and wind as
described above.
NOTE: The new flight level and wind is propagated throughout the flight plan. The same four flight levels are
used throughout the flight plan, but each waypoint can have its specific wind entries.
8. Return to the LEGS WIND page by pressing LSK 6R.
Waypoints where a wind entry was made have a filled-in prompt, whereas where no entry was made, the
prompt is a “greater than” symbol.
9. On the LEGS WND page, the displayed wind data is the result of the blending of measured wind at aircraft
position with waypoint wind. This blended wind is used for the calculation of ETAs.
ACT RTE1 LEGS WND 2/4

ETA WIND
CAFTA 1916.4Z 140T/ 30>
1L 1R
2L YZP 1950.2Z 140 / 30>

T
2R
3L MOCA1 2000.7Z 140 / 30>

T
3R
4L BKA 2044.5Z 140T/ 30> 4R
5L KILLA 2127.0Z 140T/ 30> 5R
Page 5-16
August 17, 2010
WAYPOINT LATITUDE/LONGITUDE DISPLAY
Display the coordinates for each waypoint by pressing [LEGS], <LEGS ETA> (LSK 6R), <LEGS POS>
(LSK 6R).
ACT RTE 1 LEGS POS 1/2
1L
CAFTA RNP 1.00N M .
1R
N51o17.72 W129o05.32
2L YZP RNP 1.00N M
2R
N53o15.13 W131o48.42
3L MOCA1 3R
N54o30.18 W133o01.90
4L BKA 4R
N56o51.57 W135o33.08
5L KILLA 5R
N58o44.98 W140o35.10
6L <LEGS WIND LEGS> 6R
Return to the LEGS page by pressing [LEGS] or the <LEGS> prompt (LSK 6R).
NOTES:
1. Flight plan waypoint modifications are not permitted on the RTE x LEGS POS Y/X page.
2. Required Navigational Performance (RNP) is also displayed if a value is defined for a leg in the
Navigational Database
PROGRESS ALONG THE ROUTE (DISTANCE-TO-GO, ETA)
REQUIRED TIME OF ARRIVAL COMPUTATION
Page 5-17
August 17, 2010
WIND COMPONENTS, NAVIGATION ANGLES AND AIR DATA
Display the PROGRESS 4/4 page by pressing [PROG] and [PREV].
PROGRESS 4/4 page includes the display of wind, aircraft heading, drift angle, true air speed, magnetic
variation, and altitude.
The HEADWIND (TAILWIND) field displays the present headwind or tailwind components in knots. The sense
of the CROSSWIND component is the side FROM which the wind is blowing.
PROGRESS 4/4
HEADWIND CROSSWIND
027K T R44K T
1L 1R
HDG/DA TAS
2L 290o/ L11o 240K T
2R
MAGVAR
3L E019.9o
3R
4L 4R
ALT(CORR)
5L 34245F T 5R
QNH SET
6L >29.92INHG 6R
OFFSET TRACK INITIATION
Display the ACT RTE x 1/X page by pressing [RTE].
ACT RTE 1 1/3

ORIGIN DEST
1L
KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
6L <RTE 2 CYVR R0.0N M 6R
1. Enter the desired track offset in nautical miles (e.g.: L10.0) and move the entry into the OFFSET field by
pressing LSK 6R.
Page 5-18
August 17, 2010
2. Initiate the capture of the offset track by pressing [EXEC].
Navigation and guidance will now be relative to the offset track. If the FMS is autopilot-coupled, the FMS
will capture the offset track at a 45 degree angle if the offset value is greater than the normal cross-track
limit. Offset route waypoints are located on the bisector of the angle between the original route legs. The
OFST annunciator of the FMS illuminates.
OFFSET TRACK CANCELLATION
Automatic Cancellation:
An active offset path is automatically cancelled upon any of the following conditions:
• Active leg is not a TF (track to fix) or DF (direct to fix) leg; or

• A direct-to/intercept is executed; or
• Active leg is part of an approach; or
• Holding Pattern defined on the active waypoint; or
• Next leg is a DME arc
• Active TO waypoint is designated as fly-over
Manual Cancellation:
Display the ACT RTE x 1/X page by pressing [RTE].
1. Set the offset value to zero by entering 0 (zero) into the scratchpad and moving it into the OFFSET field by
pressing LSK 6R.
or:
2. Delete the offset value by pressing [CLR] and then LSK 6R.
3. Initiate return to the original track by pressing [EXEC].
The advisory message "END OF OFFSET" is displayed in the scratchpad. The FMS OFST annunciator is
turned off. Navigation and guidance will now be relative to the original track. If autopilot-coupled, the FMS will
capture the original track at a 45 degree angle if the offset value was greater than the normal cross-track limit.
Page 5-19
August 17, 2010
POSITION FIX INFO DISPLAY
With the desired waypoint identifier in the scratchpad:
Display the FIX INFO 1/1 page by pressing [FIX] or [INIT REF], <FIX INFO>.
FIX INFO 1/1

FIX CRS/DIS REF
o
1L ANN 310 / 456N M TO< 1R
2L -- DOWNTRACK FIXES --
2R
RAD/DIS DTG ETA
3L ---o/ - - - N M 3R
4L --- / - - - N M
o
4R
5L <ABEAM 5R
6L 6R
1. Enter the waypoint identifier in the scratchpad and move it into the FIX field by pressing LSK 1L.
The bearing (radial) and distance FROM the FIX to the aircraft are displayed. The displayed reference of the
bearing (radial) (e.g. true or magnetic North) is consistent with the other navigation angles as described in the
SETUP page in Section 3.
2. Display the reciprocal by pressing REF (LSK 1R).
DOWNTRACK FIX CREATION
With the desired reference waypoint identifier in the scratchpad:
Display the FIX INFO 1/1 page by pressing [FIX] or [INIT REF], <FIX INFO>.
1. Move the waypoint identifier into the "fix" field by pressing LSK 1L.
FIX INFO 1/1

FIX CRS/DIS REF
o
1L ANN 310 / 466N M TO< 1R
2R
RAD/DIS DTG ETA
3L 175o/ 80 N M 4 2 0 N M 2 0 3 3 . 0 Z 3R
4L 4R
5L <ABEAM 5R
6L <ERASE FIXES 6R
ANN175.0/79.9
Page 5-20
August 17, 2010
2. To create a downtrack fix along the flight plan where the radial from the entered "fix" intersects, key in the
radial (e.g. 175) and press LSK 3L or LSK 4L. or:
3. To create a downtrack fix along the flight plan where the distance from the entered "fix" intersects, key in /,
distance (e.g. /80) and press LSK 3L or LSK 4L. or:
4. To create a downtrack fix along the flight plan where the aircraft will be directly abeam the entered "fix",
press <ABEAM> (LSK 5L).
The distance to go (DTG) and ETA to the intersection point are displayed. If the radial, distance or abeam fix
does not intercept the route ahead of the aircraft, or the intersection point does not lie within 500 nm of the
reference fix, then the advisory message "!INVALID INTERSECTION" is displayed. Figure 5-2 shows a typical
downtrack fix creation involving the radial, distance or abeam fix intercepting the route ahead of the aircraft.
The displayed reference of the bearing (radial) (e.g. true or magnetic North) is consistent with the other
navigation angles as described in the SETUP page in Section 3.
FIX INFO 1/1

FIX CRS/DIS REF
o
1L
ANN 310 / 456N M TO< 1R
2R
RAD/DIS DTG ETA
3L 175o/ 80 N M 5 4 7 N M 0 3 0 7 . 2 Z 3R
o
4L 163 / 100N M 520N M 0239.2Z 4R
5L ABEAM 5R
216o/ 6 0 N M 5 9 9 N M 0400.6Z
6L <ERASE FIXES 6R
ANN216.3/60.2
5. Line select the intersection to the scratchpad by pressing LSK 3L, LSK 4L, or LSK 5L.
The intersection is displayed as a Place Bearing/Distance in the scratchpad e.g. ANN216.3/60.2.
NOTE: When the FIX is a 7-character waypoint identifier, the intersection is displayed as a waypoint
coordinate.
6. Display the desired location in the route by pressing [LEGS] and [NEXT] or [PREV] as required.
8. Verify the waypoint entry and make the modified route active by pressing [EXEC].
NOTE: When no intersection is found with the active Flight Plan, the FIX INFO page will retain the radial or
distance entry.
If an ARINC 702 type EFIS is configured, it will display a green circle around the FIX waypoint. The
EFIS will display the radial as a line extending from the FIX. The distance is displayed as a circle with
its radius equal to the distance value entered.
ARINC 702 EFIS display capabilities may not support all of the features listed above. As a result, what
is actually displayed on the EFIS is installation dependent.
Page 5-21
August 17, 2010
M
100N
BKA
ABEAM CROSSING
ANN 216/60
ANN
M
60N
6°
R-21 REFERENCE
FIX
MOCA1 °
75
R-1
RADIAL CROSSING
ANN 175/80
DISTANCE CROSSING
ANN 163/100
YZP
4
G704127.cdr
Figure 5-2 Typical Downtrack Fix Creation
Page 5-22
August 17, 2010
CURRENT NAVIGATION MODE STATUS
Display the PROGRESS 1/3 or 1/4 page by pressing [PROG].
PROGRESS 1/4
280T DTGN M ETA
ARRIE 35.2 1817.9Z <
1L 1R
280T
2L TOU 88.3 1830.5Z
2R
TRUE W I N D TK/GS
3L >020T / 45K T 281T/228K T 3R
TKE/XTK
4L R000o/L0.00N M 4R
RNP/ANP HSI SCALES
5L 1.00/0.05N M 500FT/2.0NM 5R
NAV MODE
6L <G P S 6R
NOTE: The current navigation mode (NAV MODE) is displayed at LSK 6L. The Required Navigation
Performance (RNP) and the current estimated navigation performance (ANP) are expressed in nautical
miles. The Required Navigation Performance (RNP) can be manually overwitten by entering the desired
value in LSK 5L. If the manually entered RNP exceeds the configured RNP then the "VERIFY RNP
VALUE" alert message is raised. Refer to Section 15 RNP Capability for additional information.
More information on the navigation mode can be found on the POS INIT/REF 2/3. To access the POS INIT/REF
2/3 page press the <NAV MODE> (LSK 6L).
GPS SENSOR AND SATELLITE STATUS
Display the NAV STATUS INDEX 1/1 page by pressing [INIT REF], <NAV STATUS> (LSK 5R).
NAV STATUS INDEX 1/1
1L <PREDICT RAIM GPS> 1R
2L <GLONASS DME> 2R
3L VOR/DME> 3R
4L IRS> 4R
5L 5R
6L <INIT/REF DESELECT> 6R
Display the GPS STATUS 1/2 page by pressing GPS (LSK 1R).
Page 5-23
August 17, 2010
PREDICTIVE RAIM REQUESTS
CAUTION: It is not recommended to perform manual predictive RAIM requests when the aircraft is about to enter
the approach phase of flight as the FMS automatically sends predictive RAIM requests as well. No
manual predictive RAIM request should be done when the aircraft is within DTG=6 nm to the FAF
waypoint.
Display the NAV STATUS INDEX 1/1 page by pressing [INIT REF], <NAV STATUS> (LSK 5R).
Display the GPS PREDICT RAIM 1/1 page by pressing <PREDICT RAIM> (LSK 1L).
GPS PREDICT RAIM 1/1

IDENT 1145Z NONE
1L
PANC 1150Z ENRT
1R
ETA 1155Z TERM
2L 1200Z 1200Z APPR
2R
1205Z APPR
3L 1210Z TERM
3R
1215Z NONE
4L 4R
5L 5R
6L <NAV STATUS SAT DESEL> 6R
DISPLAYED PREDICTED HIL (NOTE 1)

APPR Less than or equal to 0.3 nm.
TERM Greater than 0.3 nm but less than or equal to 1.0 nm.
ENRT Greater than 1.0 nm but less than or equal to 2.0 nm.
(NOTE 2)
NONE Greater than 2.0 nm.
" **** " No computed HIL data due to lack of current almanac information, or due to
GPS sensor failure.
Page 5-24
August 17, 2010
1. To determine the predicted HIL for any waypoint, key the waypoint identifier into the scratchpad and move it
to the IDENT field by pressing LSK 1L.
The ETA field is replaced by dashes ("---"), and the right side of the display blanks.
2. Key the ETA for the new waypoint into the scratchpad and move it to the ETA field by pressing LSK 2L.
The range of arrival times appears on the right side of the display and after a short delay the predicted HIL
value for each arrival time is displayed.
NOTES:
1. A HIL prediction can be initiated at any time and for any waypoint stored in the system whether or not it is part
of the active route. If the identifier is that of an airport, and an approach has been selected, the integrity
computation is based on the missed approach waypoint, otherwise the airport reference location is used. If the
waypoint is not part of the route, the ETA must also be entered.
2. Also used for oceanic/remote phase of flight.
If the predictive RAIM function indicates that GPS instrument approach integrity will not be available at
the ETA, the operator should modify the ETA (new ETA attainable by flying at a different speed or making
a flight plan change), conduct the approach with other approved equipment, or discontinue IFR
operations.
PREDICTIVE RAIM SATELLITE DESELECTION
Display the GPS SAT DESELECT page by pressing <SAT DESEL> (LSK 6R) from the GPS PREDICT RAIM
1/1 page.
GPS SAT DESELECT 1/1

DESEL -SATELLITE PRN--
-- 01 02 03 04 05
1L 1R
RESEL 06 07 08 09 10
2L -- 11 12 13 14 15
2R
16 17 18 19 20
3L 21 22 23 24 25 3R
26 27 28 29 30
4L 31 32 4R
5L 5R
6L <PREDICT RAIM 6R
GPS Satellites can be excluded from the PRAIM calculations if a satellite is known to be providing erroneous
data. Satellite status information may be obtained from Notices to Airmen (NOTAM).
1. Key into scratchpad the satellite Pseudo Range Number (PRN).
2. Press LSK 1L to deselect the satellite. The corresponding number will appear in reverse video white color.
Or
3. Press LSK 2L to re-select the satellite. The corresponding number will reappear in medium font white color.
Page 5-25
August 17, 2010
GLONASS STATUS 1/2
Display the GLONASS STATUS 1/2 page by pressing [INIT/REF], <NAV STATUS>, <GLONASS>.
GLONASS STATUS 1/2
OP MODE
NAV
1L 1R
SAT VIS SAT TRK
2L 8 5
2R
HOR FOM VER FOM
3L 20 M 65M 3R
HOR DOP VER DOP
4L 1 2 4R
HOR INT
5L O.20N M 5R
6L <NAV STATUS 6R
NOTE: The GLONASS STATUS 1/2 page is only used to display the GLONASS transmitted parameters. The
field descriptions are identical to the GPS STATUS 1/2 page. The GLONASS page is displayed in cyan
color to emphasize the fact that GLONASS is not used by the FMS for navigation.
GLONASS STATUS 2/2
Display the GLONASS STATUS 2/2 page by pressing [INIT/REF], <NAV STATUS>, <GLONASS>.
GLONASS STATUS 2/2

POSITION
N45o30.91 W073o38.02
1L 1R
TK/GS VER SPD
2L 072o/600K T +220F T / M I N
2R
MSL ALT
3L +12000F T
3R
4L 4R
UTC DATE
5L 1506:24Z JUL11/99 5R
6L <NAV STATUS 6R
NOTE: The GLONASS STATUS 2/2 page is only used to display the GLONASS transmitted parameters. The
field descriptions are identical to the GPS STATUS 2/2 page. The GLONASS page is displayed in cyan
color to emphasize the fact that GLONASS is not used by the FMS for navigation.
Page 5-26
August 17, 2010
WAYPOINT INFORMATION FROM THE NAVIGATION DATABASE
1. Key in the desired identifier (waypoint, navaid, airport, temporary waypoint), or copy it into the scratchpad
from any other page.
2. Display the NAV DATA 1/1 page by pressing [INIT REF], <NAV DATA> (LSK 1R).
NAV DATA 1/1

YUL WPT POS
N45o28.08 W073o44.48
1L 1R
BRG/DIS 295T/91.0N M
2L 2R
DATABASE NAVIGATION
3L 3R
REGION CAN CY
4L TYPE/CLASS VORDME/H/C 4R
ELEVATION +230F T
5L FREQ 116.30M H Z 5R
DECLIN W016o
6L <NEW USER WPT 6R
3. Move the scratchpad entry to the ID field by pressing LSK 1L.
4. Detailed information appropriate to the selected identifier type is displayed. If the identifier is not contained
in the database, the "!NOT IN DATABASE" advisory message is displayed in the scratchpad.
DUPLICATE IDENTIFIER SELECTION
The SELECT WPT 1/X page is automatically displayed when multiple occurrences of the entered identifier are
found in the navigation database. The duplicated identifier is incorporated into the page title line. Duplicated
identifiers are listed on as many pages as necessary, in order of increasing distance from the previous waypoint.
NOTE: Display the desired coordinates by pressing [NEXT] as required and then select it by pressing the
appropriate left or right hand LSK.
SELECT WPT RNG 1/1

SAM SK VHF NAV
N05o59.50 W073o25.30
1L 1R
SPA AD WAYPOINT
2L S12o19.50 E134o53.30
2R
CAN CY AIRPORT
3L N45o27.00 W073o44.00 3R
4L 4R
5L 5R
6L 6R
Page 5-27
August 17, 2010
The display reverts to the page where the duplicated identifier was entered, with the selected identifier in the
data field.
When the operator enters in the flight plan (active or inactive) a waypoint identifier which is not unique, then the
"SELECT WPT" page is displayed if any of the two entry modalities was used:
1. Via the FMS keypad;
2. Via the FMS line select key from any page except the "RTE x LEGS" page(s) or the "PROGRESS" page(s)
or the "RTE x" page(s).
The operator selected waypoint via the "SELECT WPT" page is inserted in the flight plan followed by a
discontinuity.
When the operator enters a unique waypoint identifier in the flight plan (active or inactive) via the FMS keypad
or via the FMS line select key from any page except the RTE x LEGS page(s) or the "PROGRESS" page(s) or
the "RTE x" page(s), the waypoint is inserted in the flight plan followed by a discontinuity.
When the operator inserts a waypoint copied using the FMS line select key on the "RTE x LEGS" page or the
"PROGRESS" page or the "RTE x" page in the flight plan (active or inactive), a close up to that particular
waypoint will be done (if the waypoint is inserted before its current position in the flight plan) or the waypoint will
be inserted in the flight plan followed by a discontinuity (if the waypoint is inserted after its current position in the
flight plan).
If the operator inserts in the active route (inactive route) a waypoint copied from any inactive route (active route)
page then the behavior will be the same as when entering an identifier using the FMS keypad.
NOTE: The flight plan can contain waypoints with the same identifier but with different coordinates (a frequent
case being user waypoints named by the operator with an identifier already existing in the navigation
database).
The custom database (usually built using a navigation database) should not contain duplicate waypoints
compared with the navigation database.
If duplicate waypoints exist then the custom database occurrence will not be shown on the SELECT
WPT page.
Page 5-28
August 17, 2010
RNP MODIFICATION
Refer to Section 15 RNP Capability for a detailed description of the FMS RNP capability.
Display the PROGRESS 1/4 page by pressing [PROG].
PROGRESS 1/4
280T DTGN M ETA
ARRIE 35.2 1817.9Z <
1L 1R
280T
2L TOU 88.3 1830.5Z
2R
TRUE W I N D TK/GS
3L >020T / 45K T 281T/228K T
3R
TKE/XTK
4L R000o/L0.00N M 4R
RNP/ANP HSI SCALE
5L 1.00/0.05N M 500FT/2.0NM 5R
NAV MODE
6L <G P S 6R
1. The Required Navigation Performance (RNP) can be manually overwitten by entering the desired value in
LSK 5L. If the manually entered RNP exceeds the default RNP then the "VERIFY RNP VALUE" alert
message is raised.
2. Deletion of the manual entry will bring back the default RNP value.
Page 5-29
August 17, 2010
ROUTE 2 OPTION
When configured with RTE 2 option, two independent routes (RTE 1 and RTE 2) may reside in the FMS at the
same time. The FMS allows activation of one route as the active flight plan. The other flight plan is stored as
the inactive route. The default route at power-up, with both routes empty, is RTE 1.
The inactive route may be manually created or selected from the stored custom routes. It may also be copied
from the active route. The procedures to create, select, and/or edit the inactive route are identical to those of
the active route.
1. Display the ACT RTE x 1/X page by pressing [RTE] (a route has been previously entered and executed).
ACT RTE 1 1/2

ORIGIN DEST
1L
KSEA PANC 1R
RUNWAY FLT NO
2L 23R AS007 2R
ROUTE
3L KSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
6L <RTE 2 R0.0N M 6R
2. Access the inactive route by pressing LSK 6L (e.g. RTE 2).
NOTE: The inactive route pages are displayed in monochrome cyan to distinguish them from the active route
pages.
RTE 2 1/2
ORIGIN DEST

1L 1R
RUNWAY FLT NO
2L ----- -------- 2R
ROUTE
3L ---------- 3R
4L <COPY RTE 1 CO RTES> 4R
5L USER RTES> 5R
6L <RTE 1 PANC ACTIVATE> 6R
Page 5-30
August 17, 2010
A. INACTIVE ROUTE MANIPULATIONS (SUMMARY)
1. Using the procedures outlined in Section 3, enter the origin, destination, and waypoints, or select a
stored custom route as the inactive route. Next, press <CONFIRM>, (LSK 6R) to save the modifications
or <CANCEL> (LSK 6L) to delete them.
NOTE: In the case of a dual/triple FMS installation, the inactive route modification is cross-talked to the off-side
FMS upon pressing the <CONFIRM> prompt.
If the EFIS model permits, the EFIS displays the inactive flight plan in cyan when an inactive route page is
displayed on the FMS.
2. The inactive route is edited directly on the ROUTE, LEGS, DEP/ARR and HOLD pages. Both active and
inactive routes have their own independent set of ROUTE, LEGS, DEP/ARR and HOLD pages.
3. To ACTIVATE the inactive route, press LSK 6R on the inactive RTE page, followed by pressing the
[EXEC] key.
NOTE: The following RTE COPY procedures highlight the basic steps required to select, then activate a second
route.
B. INACTIVE ROUTE MANIPULATIONS (DETAILED STEPS)
1. To copy the active route, e.g. RTE 1, to the inactive route, press LSK 4L of the inactive RTE page. RTE
1 remains active and continues to be used for navigation.
RTE 2 1/2
ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L 23R AS007 2R
ROUTE
3L KSEAPANC1 3R
5L USER RTES> 5R
6L <CANCEL SAVE? CONFIRM> 6R
2. Press LSK 6R to CONFIRM copying of the route.
NOTES:
• The copied route contains the current active TO and subsequent waypoints. Overflown waypoints are
not copied.
• In the case of a dual/triple FMS installation, the inactive route is crosstalked to other FMU's upon each
CONFIRM of flight plan changes and upon synchronization.
• No trip predictions are performed on the inactive route.
Page 5-31
August 17, 2010
3. Press [LEGS] to display the RTE 2 waypoints. Modify the RTE x LEGS page as required to build a new
flight plan based on the current active route.
RTE 2 LEGS 1/5

299o 39.6N M
1L
CAFTA 1R
298o 154N M
2L YZP 2R
307o 86.7N M
3L MOCA1 3R
306o 165N M
4L BKA 4R
282o 197N M
5L KILLA 5R
6L <RTE 1 LEGS LEGS ETA> 6R
4. When changes are completed, press the [RTE] key to access the RTE 2 page.
RTE 2 1/2
ORIGIN DEST
1L
KSEA PANC 1R
RUNWAY FLT NO
2L 23R AS007 2R
ROUTE
3L KSEAPANC1 3R
5L USER RTES> 5R
RTE 2
6L <RTE 1 ACTIVATE> 6R
5. Press <ACTIVATE> (LSK 6R) to the inactive route.
6. The RTE 2 LEGS page is displayed. Press the [EXEC] key to confirm activation of RTE 2.
MOD RTE 2 LEGS 2/4

299o 39.6N M
1L
CAFTA 1R
298o 154N M
2L YZP 2R
307o 86.7N M
3L MOCA1 3R
306o 165N M
4L BKA 4R
282o 197N M
5L KILLA 5R
Page 5-32
August 17, 2010
7. Prior to pressing <ACTIVATE>, <ERASE> (LSK 6L), may be used to cancel activation.
8. The LEGS page title legend changes from MOD to ACT. The former inactive route, now active, is
displayed in multiple colors.
9. The previously active route’s TO and subsequent waypoints now form the inactive route (displayed in
cyan).
C. SWITCHING RTE 1 to RTE 2
Activation of the Inactive route results in a modified route consisting of the waypoints of the Inactive route,
starting at the Top waypoint location on the MOD RTE x LEGS page.
The previously active route becomes the inactive route but retains its route number. Either RTE 1 or RTE 2
may be either active or inactive. The route status is effectively toggled between the two.
NOTE: The system allows maximum 99 temporary waypoints in a flight plan.
Page 5-33
August 17, 2010
NEAREST
The FMS provides information about the current airspace by providing bearing and distance with respect to a
center reference waypoint of the 50 closest waypoints within a distance of 640 nautical miles for either of the
following categories of waypoints:
• AIRPORT
• Non Directional Beacon (NDB)
• VHF NAV
• CUSTOM WPT
• USER WPT
The respective waypoints are displayed in order of distance from the closest to the farthest. By default, the
reference point is selected to be the current position of the aircraft. The first time the NEAREST page is accessed
after a cold start, the center reference waypoint is set to the present position (PPOS). If the reference waypoint is
the present position, distance and bearing information are refreshed every 10 seconds, otherwise for any other
waypoint type, the bearing and distance are computed once (before the respective page is exited and entered
again). For the NEAREST USER WPTS page the bearing and distance of each displayed waypoint are updated
every 10 seconds regardless of the center reference waypoint type.
Display the NEAREST page by pressing [INIT REF] and <NEAREST>.
NEAREST 1/1
1L
<AIRPORT USER WPTS> 1R
2L <VHF NAV CUSTOM WPTS> 2R
3L <NDB 3R
4L 4R
5L 5R
6L 6R
A. Display NEAREST AIRPORT 1/X page:
NEAREST AIRPORT 1/13

ID/BRG/DIS/NAME
1L CFYF 125o/ 0.4NM
1R
FORT YOUTH
2L KPT0 205o/ 9.4N M
2R
POINTS ZERODE INTERNATIO
3L CYUL 125o/19.4N M
3R
DORVAL INTERNATIONAL
4L KBBF 165o/53.4N M 4R
BOX BAY
5L <DIRECT-TO 5R
6L <NEAREST 6R
Page 5-34
August 17, 2010
Press [INIT REF], <NEAREST> (LSK 3R) and <AIRPORT> (LSK 1L) to display the NEAREST AIRPORT
1/X page. Information for 4 airports is displayed on each page. To view the other pages press [NEXT] or
[PREV].
When entering any NEAREST AIRPORT page, the first entry of the respective page is displayed in reverse
video. By pressing any other LSK the corresponding identifier is displayed in reverse video and it is copied
in the scratchpad.
Any location contained in this page can be selected as a DIRECT-TO destination. The destination is
selected by pressing the corresponding LSK of the desired destination and then pressing <DIRECT-TO>
(LSK 5L). The MOD RTE x LEGS 1/X page is displayed and the selected waypoint identifier is inserted as
the first waypoint of the page.
Also any location displayed on one of the NEAREST AIRPORT pages can be selected as a new destination.
B. DISPLAY NEAREST VHF NAV:
NEAREST VHF NAV 1/5

ID/BRG/DIS ID/BRG/DIS
MRS ML
1L 1R
036o/0.09N M 306o/0.73N M
2L MBO MTG
2R
127o/5.99N M 242o/6.38N M
3L AN AVN
3R
335o/31.2N M 329o/39.2N M
4L LUC DGN 4R
094o/45.5N M 049o/50.8N M
5L <DIRECT-TO REF ID PPOS 5R
6L <NEAREST 6R
Press [INITREF], <NEAREST> and <VHF NAV > to display the NEAREST VHF NAV 1/X page. The
information for 8 waypoints is displayed on each page. To view the other pages press [NEXT] or [PREV].
Any location contained in this page can be selected as a DIRECT-TO destination. The destination is
selected by pressing the corresponding LSK of the desired destination and than pressing <DIRECT-TO>
(LSK 5L). The MOD RTE x LEGS 1/X page is displayed and the selected waypoint identifier is inserted as
the first waypoint of the page.
The center reference waypoint (LSK 5R) is set to the present position (PPOS) when the page is accessed
after a cold start. The center reference waypoint can be selected from any of the following databases:
Navigation Database, Custom Database, User Database, Temporary Waypoint List, Active Route or Inactive
Route.
To modify the source of the reference computation, press LSK 5R.

When the center reference waypoint is changed, the list is re-ordered by proximity using the entered
waypoint.
Page 5-35
August 17, 2010
Whenever one of the following conditions occurs, the center reference waypoint is set to PPOS and the
NEAREST waypoint list is refreshed.
1. The center reference waypoint is a User or Temporary or a Route waypoint and the waypoint is deleted.
2. The center reference waypoint is from the User database and the database is updated.
NOTE: The NEAREST NDB, NEAREST USER WPTS, and NEAREST CUSTOM WPTS pages are
similar to the NEAREST VHF NAV pages.
Page 5-36
August 17, 2010
SECTION 6 - ARRIVALS
CONTENTS
Subject Page
INTRODUCTION .............................................................................................................................................6-1
CONDENSED ARRIVAL PROCESS ..............................................................................................................6-2
STANDARD TERMINAL ARRIVAL ROUTE (STAR) SELECTION ...............................................................6-2
Page 6-i
August 17, 2010
Page 6-ii
August 17, 2010
SECTION 6
ARRIVALS
CAUTION: In case of disagreement between the published arrival information and the FMS displayed information,
the operator MUST follow the published arrival information.
INTRODUCTION
The complete arrival procedure, including Standard Arrival Route (STAR) and STAR transition can be loaded
into the route at the same time or in segments, depending on the ATC clearance received. The segments are
selected from lists of named procedures extracted from the navigation database for the destination airport.
When an arrival procedure is selected, the waypoints and procedural legs are extracted from the navigation
database, procedural leg types are decoded, and all resulting waypoints are inserted into the route in the correct
order.
The first waypoint of the STAR (or STAR transition) is linked to the coinciding waypoint of the en-route portion,
and subsequent en-route waypoints are deleted. If the first waypoint of the STAR (or STAR transition) does not
coincide with any en-route waypoint, then the STAR (or STAR transition) is separated from the en-route portion
by a route discontinuity. For certain types of STAR and transition, the waypoints may not be loaded into the
route until the approach is selected.
Approach transitions are appended to the route after the STAR and are usually separated from it by a route
discontinuity, unless the last waypoint of the STAR and the first waypoint of the approach transition are identical.
Arrival waypoints may include speed and altitude constraint advisories.
NOTE: When stringing STAR and Approach Transitions procedures at their common waypoint, if speed and/or
altitude constraints exist for this waypoint in both procedures, the constraint(s) from the Approach
transition are retained.
The Approach altitude/airspeed constraint(s) will probably be lower/slower than the STAR constraints.
Page 6-1
August 17, 2010
CONDENSED ARRIVAL PROCESS
This page provides an overview of the process of selecting the arrival procedures. The intent of each step is
1. MOD, ACT ROUTE - select departure/arrival index page.
2. DEP/ARR INDEX - select arrival at desired airport (origin or destination).
3. ARRIVALS - select STAR and STAR transition.
4. MOD, ACT LEGS - confirm the arrival procedure agrees with the clearance, then make the modified route
active.
A detailed description of each page appears in Appendix A.
STANDARD TERMINAL ARRIVAL ROUTE (STAR) SELECTION
This procedure is based on the STAR and STAR transition depicted in Figure 6-1 and assumes that only these
portions of the arrival are to be loaded at this time.
Display the DEP/ARR INDEX 1/1 page by pressing DEP/ARR.
DEP/ARR INDEX 1/1

ACT RTE 1
2L PANC ARR> 2R
RTE 2
4L PANC ARR> 4R
5L 5R
6L 6R
1. Display the ARRIVALS 1/1 page for either the origin or destination airport by pressing the ARR prompt at
LSK 1R or 2R respectively.
Page 6-2
August 17, 2010
The ARRIVALS 1/X page for the selected airport is displayed, with the airport name included in the title line.
Lists of STARs, approaches and runways for that airport are displayed.
PANC ARRIVALS 1/1

STARS RTE 1 APPROACHES
1L
AMOTT5 VORD06R 1R
RUNWAYS
2L ELLAM2 06L 2R
3L TAGER1 06R 3R
4L YESKA1 14 4R
5L 24L 5R
Page 6-3
August 17, 2010
ANCHORAGE, ALASKA
ANCHORAGE INTL ATIS 118.4 ANCHORAGE INTL
AMOTT FIVE ARRIVAL (AMOTT.AMOTT5)

ELMENDORF AFB
ALASKA
ANCHORAGE Intl
Direct distance from Amott Int to: 213
Anchorage Intl 43 NM 144
ANCHORAGE
Direct distance from ANC VOR to: ALASKA
Anchorage Intl 6 NM Merrill
213
ANCHORAGE
D
(H) 114.3 ANC
N61 09.0 W150 12.4
SPARREVOHN
D
(H) 117.2 SQA N
N61 05.9 W155 38.1 ctors
NOT TO SCALE r ve urse 221°
rada ach co R
ect
Exp l appro
SPA n a
079° RRE AMOTT to fi 37
VOH
N (SQ N60 53.9 W151 21.8
A. AM
V508 OTT5 D
)
(ENA
12000
.20 NAI
24
KE OTT5)
80'
18
106
. AM
° 7000
CARBU KENAI
00
114
112.8 AKN 0 T5) 041 D
7000
319°
1500 U. AMOT 117.6 ENA
(H)
21
008.8° / 107.1 B 56 R260
(CAR NEARR D27 ° N60 36.9 W151 11.7
N60 15.5 W154 58.1
RBU 117 2
CA D V46 N60 43.7
00
140
W152 04.8 N60 33.3
°
048° 041 W151 23.8
NONDA S 5)
CK OTT
N60 19.3 W153 48.0 TU . AM 14°
(HOM. AMOTT5
CK
S R2
0
5)
HOMER
TU 0
TT
4 ( 7 7
7000
D4 3
MO
51
.A
°
034
KN
KUCKS
(A
N
292
27
N60 13.4 W152 27.4

O
338°
°
LM
V4
13 000
SA
2
14
NG
HOMER
KI
D
(H) 114.6 HOM
N59 42.6 W151 27.4
0°
7000 66 4
R17
5
V43 TT5)
350° K. AMO K
1°
(OD ODIA
02
8
120
K
KING SALMON
D KODIAK
112.8 AKN
(H) D
N58 43.5 W156 45.1 (H) 117.1 ODK
N57 46.5 W152 20.4
AMOTT FIVE ARRIVAL (AMOTT.AMOTT5)

TRANSITIONS
Carbu (CARBU.AMOTT5): From Carbu W/P to Amott Int
Via a 048° course. Thence
Homer (HOM.AMOTT5): From HOM VOR to Amott Int:
Via Hom R-338. Thence
Kenai (ENA.AMOTT5): From ENA to Amott Int:
Via ENA R-319. Thence
King Salmon (AKN.AMOTT5): From AKN VOR to Amott Int:
Via AKN R-021 and ANC R-221 To Nearr Int, then ANC R-221.
Thence
Kodiak (ODK.AMOTT5): From ODK VOR to Amott Int:
Via ODK R-350 and HOM R-170 to HOM VOR, then via
HOM R-338. Thence
Sparrevohm (SQA.AMOTT5): From SQA VOR to Amott Int:
Via SQA R-079 and ENA R-260, then via ANC R-221. Thence
Tucks (TUCKS.AMOTT5): From Tucks Int to Amott Int:
Via ENA r-214 and HOM R-338. Thence
FOR
ARRIVAL
From Over Amott Int via ANC R-221 to ANC VOR.
ILLUSTRATION
Expect radar vectors to final approach course after
passing Amott Int.
PURPOSE ONLY
9804079
Figure 6-1 STAR, STAR Transition
Page 6-4
August 17, 2010
2. Display the desired STAR by pressing the PREV or NEXT key as required, and select the STAR by pressing
the appropriate left hand LSK.
The STAR list is replaced by the selected STAR, with the legend "<SEL>" beside the name. Transitions
available for the selected STAR are listed below the STAR, under the heading "TRANS". If no transitions are
available, the word "-NONE-" is displayed. A list of the approaches and runways applicable to the selected
STAR appears on the right hand side of the page.
NOTE: If an approach has already been selected, then only those STARs applicable to that approach will be
displayed.
PANC ARRIVALS 1/1

1L
AMOTT5<SEL> <SEL>VORD06R 1R
TRANS RUNWAYS
2L ODK <SEL> O6L 2R
3L 06R 3R
4L 14 4R
5L 24L 5R
6L <ERASE ROUTE> 6R
3. Display the desired STAR transition by pressing the PREV or NEXT key as required, and select the
transition by pressing the corresponding left hand LSK.
NOTE: The selected procedure can be changed by pressing the appropriate left hand LSK to re-display the
desired list (toggles the selection).
4. Display the first STAR leg by pressing LEGS and PREV or NEXT as required.
NOTE: For certain types of STAR and STAR transition, the selection of the approach or approach transition
may also be required before the STAR waypoints are loaded into the route from the navigation
database. The message !SELECT TRANS/APPR/RWY is then displayed in the scratchpad.
Page 6-5
August 17, 2010
MOD RTE1 LEGS 3/3

175o 213N M
1L ODK 1R
352o 119N M
2L HOM 2R
340o 71.4N M
3L AMOTT 3R
042o 36.8N M
4L ANC 4R
5L ----- 5R
6. Verify the course, distance, altitude/speed advisory, and procedural leg type information of each STAR leg
in turn, pressing NEXT as required to display all legs.
7. Make the selected STAR and STAR transition active by pressing EXEC.
On re-display of the ARRIVALS page, the active STAR and STAR transition are shown with the legend
"<ACT>" beside the name(s).
NOTE: Pressing ERASE (LSK 6L) at any time during this procedure cancels any modification currently in
progress.
Page 6-6
August 17, 2010
SECTION 7 - APPROACH
CONTENTS
Subject Page
SECTION 7-1 LATERAL NAVIGATION.................................................................................................................7-1
GENERAL .......................................................................................................................................................7-1
CONDENSED APPROACH PROCESS .........................................................................................................7-3
ENTERING THE TERMINAL AREA ...............................................................................................................7-7
ALTIMETER CORRECTION ENTRY FROM FMS PAGES............................................................................7-7
GPS INSTRUMENT APPROACH SELECTION .............................................................................................7-8
MISSED APPROACH INITIATION .................................................................................................................7-9
VECTORING TO FINAL APPROACH FIX ...................................................................................................7-10
CIRCLING APPROACHES ...........................................................................................................................7-11
VFR APPROACHES .....................................................................................................................................7-12
PRECISION APPROACHES.........................................................................................................................7-13
NEW APPROACH AFTER A MISSED APPROACH ...................................................................................7-13
MODIFYING APPROACH PROCEDURES ..................................................................................................7-14
APPROACH MODE DESELECTION............................................................................................................7-14
DME ARC INTERCEPTION ..........................................................................................................................7-15
PROCEDURE TURNS ..................................................................................................................................7-16
DELETION OF PROCEDURE TURNS .........................................................................................................7-17
Page 7-i
August 17, 2010
Page 7-ii
August 17, 2010
SECTION 7-1
LATERAL NAVIGATION
CAUTION: In case of disagreement between the published approach information and the FMS displayed
information, the operator MUST follow the published approach information.
The FMS is approved for instrument approach navigation (except ILS, LOC, LOC-BC, LDA, SDF and
MLS) provided the required sensor(s) outlined below is used.
GENERAL
The navigation database can contain GPS, GPS overlay, ILS approaches and non-precision approaches.
Approach types are identified by their prefix followed by the runway number:
GPS - GPS approach (GPS)

ILS - ILS approach (reference only)
LOC - Localizer approach (reference only)
LOCB - Localizer Backcourse approach (reference only)
NDB - NDB approach (GPS or NDB)
* NDBD - NDB approach with DME facility (GPS or NDB/(DME))
RNAV - RNAV approach (GPS or VOR/DME)
VOR - VOR approach (GPS or VOR)
VORD - VOR/DME approach (GPS or VOR/DME)
* Use of the DME for this approach type is optional

( ) Required sensor.
Approach transitions are appended to the route after the STAR and are usually separated from it by a route
discontinuity, unless the last waypoint of the STAR and the first waypoint of the approach transition are identical.
Approach transitions may include procedure turns. Missed approach procedures are loaded as part of the
approach. Arrival waypoints may include speed and altitude constraint advisories. Figure 7-1 shows a typical
approach involving a full procedure turn and missed approach.
If a runway is selected rather than an approach, only the runway threshold waypoint is loaded into the route.
Selecting a new arrival procedure results in the automatic deletion of the waypoints associated with the original
procedure.
NOTE: When stringing an Approach procedure to an Approach Transition or STAR procedure at their common
waypoint, if speed and/or altitude constraints exist for this waypoint in both procedures, the constraint(s)
from the Approach procedure are retained.
The Approach altitude/airspeed constraint(s) will probably be lower/slower than the Approach Transition
or STAR constraints.
Page 7-1
August 17, 2010
Figure 7-1 Typical Arrival Procedure
Page 7-2
August 17, 2010
CONDENSED APPROACH PROCESS
The following describes the process of selecting the approach procedures.
1. MOD, ACT ROUTE - select departure/arrival index page.
2. DEP/ARR INDEX - select arrival at desired airport (origin or destination).
3. ARRIVALS - select APPROACH and APPROACH transition.
4. MOD, ACT RTE x LEGS - confirm that the approach procedure agrees with the ATC clearance, then make
the modified route active.
A detailed description of each page is contained in Appendix A.
The procedure described below is based on the approach shown in Figure 7-2, and assumes that the STAR has
already been selected and made active.
Display the DEP/ARR INDEX 1/1 page by pressing [DEP/ARR].
1. Select the desired arrival by pressing LSK 1R or 2R.
PANC ARRIVALS 1/1

1L
AMOTT5 VORD06R 1R
RUNWAYS
2L ELLAM2 06L 2R
3L TAGER1 06R 3R
4L YESKA1 14 4R
5L 24L 5R
The ARRIVALS 1/X page is displayed, with the airport name included in the title line. Approaches are listed on
the right hand side of the page, followed by the runways. The selected STAR and STAR transition are
displayed on the left hand side of the page with the legend "<ACT>" beside the name. If a STAR has already
been selected, only those approaches applicable to that STAR are displayed.
2. Display the desired approach by pressing [PREV] or [NEXT] as required, and select the approach by
pressing the appropriate right hand LSK.
The approach list is replaced by the selected approach, with the legend "<SEL>" beside the name. Approach
transitions (initial approach fixes) available for the selected approach are listed below it. If no transitions are
available, the word "-NONE-" is displayed.
NOTE: Do not select a runway before the approach unless a VFR approach is planned, since this results in
only the runway threshold waypoint being loaded into the route.
3. Display the desired approach transition by pressing [PREV] or [NEXT] as required, and select the approach
transition by pressing the corresponding right hand LSK.
Page 7-3
August 17, 2010
PANC ARRIVALS 1/1

1L AMOTT5<SEL> <SEL>VORD06R 1R
TRANS TRANS
2L ODK <SEL> ANC 2R
3L D173J 3R
4L D350J 4R
5L 5R
6L <ERASE ROUTE> 6R
NOTE: For FMS arrivals, the selection of the approach transition may not be necessary in order to avoid
duplication of numerous legs. (The STAR procedure may lead up to the FAF already).
4. Display the first approach leg (normally the approach transition waypoint, if selected) by pressing [LEGS]
and [PREV] or [NEXT] as required.
Page 7-4
August 17, 2010
ANCHORAGE, ALASKA
5400' 5° ANCHORAGE INTL
085° 20
VOR or GPS Rwy 6R
8000'
VOR 114.3 ANC
2100'
MSA
340°
ANC VOR PANC Apt. Elev 144'
15
[D233J] D10.0 R-350 (IAF)
rc
10
EA
T
oP
DM
Lake
0N
Hood
(IAF) D5.1 Merrill
10
Strip
160
CAMPBELL LAKE
ANCHORAGE
338 CMQ [RWØ6R]
D
(H) 114.3 ANC
61-10
053° 356'
5
053°
568'
233°
10.0
8°
1 in = 5NM
1600
18
D10.0
8°
00
[D233J]
MISSED
ANC
g
.3
hd
°
APCH FIX
114
173
0°
g
20
hd
0°
0
20
16
10 00
173°
No
353°
DM
PT
E
D21.8
Ar
c
A
EN 7 °
61-00
150-30
(IAF)
[D173J] 150-10 150-00 0 3 .6
7
NAPTO
11
5
VOR
33°
2 D3.5
D5.1
1600' 1600' 053
15 NM (1476')
053°
(1476') °
V M
3.5 1.6 TDZE 124'
Climbing RIGHT turn to 2000' via 200° heading and
MISSED APPROACH:
outbound on ANC VOR R-173 to NAPTO INT and hold.
STRAIGHT-IN LANDING RWY 6R CIRCLE - TO - LAND

MDA(H) 620' (496')
Max 90
ALS out Kts MDA (H)
ATIS 118.4
ANCHORAGE Approach (R) 118.6
FOR ILLUSTRATION ANCHORAGE Tower 118.3
PURPOSE ONLY Ground 121.9
Alt Set: INCHES
9804077
Figure 7-2 GPS Overlay Approach
Page 7-5
August 17, 2010
5. Close-up the route discontinuity if present, as described in Section 5.
MOD RTE 1 LEGS 2/3

042o 36.8N M
1L
ANC 1R
233o P-T 3.00N M
2L ANCPTL 2R
188o P-T 2.25N M
3L ANCPTR 3R
R053o CRS 4.86N M
4L ANC FAF 4R
053o CRS 5.09N M
5L RW06R /oMAP 5R
6. Verify the course, distance, speed/altitude advisory (if displayed), and procedural leg type information of
each approach leg in turn, including the missed approach procedure, pressing [NEXT] as required to display
all legs.
MOD RTE 1 LEGS 3/3

053o CRS 0.74N M
1L
(544) 1R
R200o HDG 12.4N M
2L (INTC) 2R
173o CRS 13.5N M
3L NAPTO 3R
4L ----- 4R
5L 5R
7. Make the selected approach and approach transition active by pressing [EXEC].
On re-display of the ARRIVALS page, the active approach and approach transition are shown with the
"<ACT>" legend beside the name.
Page 7-6
August 17, 2010
ENTERING THE TERMINAL AREA
On entering the terminal area, the GPS instrument approach phase of flight (approach mode) will be armed
automatically. Refer to the AFMS for details.
When the radial distance from the destination airport becomes less than 30 nm; and the aircraft descends below
15,000 feet above airport elevation, then the following indication occurs:
• On the PROGRESS 1/4 page the RNP value changes from 2 nm to 1 nm.
• NOTE: The above indication will occur only if the RNP had not already been set manually to a value less
than or equal to 1 nm.
ALTIMETER CORRECTION ENTRY FROM FMS PAGES
Baro-corrected altitude is required by the FMS to enable automatic sequencing of procedure legs with altitude
terminations and help complying with altitude constraints in the terminal area.
Display the PROGRESS 4/4 page by pressing [PROG], [PREV].
PROGRESS 4/4
HEADWIND CROSSWIND
1L 027K T R44K T
1R
HDG/DA TAS
2L 290o/L11o 240K T
2R
MAGVAR
3L E019.9o
3R
4L 4R
ALT (CORR)
5L 5372F T 5R
QNH SET
6L >2 8 . 3 7 I N H G 6R
The altimeter barometric setting, in Inches of Mercury (inHg) or in Millibars (MB) is displayed at LSK 6L on
PROGRESS 4/4 page (read-only field).
Page 7-7
August 17, 2010
GPS INSTRUMENT APPROACH SELECTION
CAUTION: Straight line flight from waypoint to waypoint, as loaded from the navigation database, does not ensure
compliance with the published procedure. Should differences arise between the approach chart and
the navigation database, the published chart, supplemented by NOTAMS, takes precedence.
Provided the approach has been armed, when a valid approach has been selected and loaded into the active
flight plan from the navigation database, the approach phase of flight is activated automatically 2 nm prior to the
FAF, as described below.
NOTE: Selection of a new destination airport will result in the deletion of all approach and missed approach
waypoints from the flight plan.
NOTE: If a holding pattern is defined at the FAF, the FMS will stay in terminal phase of flight on entering the
hold and execute the approach on exiting the hold.
NOTE: Even in GPS navigation mode, the FMS will not enter approach mode when flying an ILS, LOC-BC,
LOC-circle to land, LDA, LOC, SDF and MLS type approach.
NOTE: This section is not applicable if the FMS Phase of Flight limit is configured to TERMINAL. Refer to the
Installation Manual for additional details.
At 3 nm inbound to the FAF: The advisory message HSI SCALES TO CHANGE is displayed.
At 2 nm inbound to the FAF: With GPS approach integrity predicted to exist at the FAF, the Missed Approach
Point (MAP), and the current aircraft position, the FMS transitions automatically to the approach mode, with the
following indications:
• HSI lateral deviation sensitivity smoothly changes from terminal to approach phase of flight (1 nm to 0.3 nm)
full scale.
• On the PROGRESS or 1/4 page the RNP value changes from 1 nm to 0.3 nm.
NOTE: The 3 nm and 2 nm inbound distances to the FAF are measured along the FMS-predicted path. These
distances may not necessarily coincide with the DTG (distance to go) to the FAF displayed on the
HSI/CDU. DTG is a direct distance to the waypoint.
At the missed approach point: If the missed approach procedure has not been initiated, the following
indications occur:
• TO/FROM flag on the HSI displays FROM indicating that the MAP waypoint has been overflown.
• Distance-to-go to the MAP displayed on the RTE LEGS 1/X and PROGRESS 1/4 pages starts to increase.
• Navigation and guidance continue along the extension of the final approach course.
If the FMS is configured for Approach VNAV, the Vertical Deviation disappears when crossing the runway
threshold.
NOTE: The missed approach point may not necessarily coincide with the runway threshold.
For details on the Approach VNAV page, refer to the “Vertical Navigation” sub-section.
CAUTION: The missed approach point (MAP) is not sequenced unless the pilot manually initiates the missed
approach by pressing the TOGA switch (when interfaced to the FMS).
Page 7-8
August 17, 2010
NO APPR INTEGRITY alert: The FMS determines the availability of approach integrity prior to the 2 nm point
along track to the FAF.
If the GPS sensor RAIM prediction determines that the approach integrity will not be available at the FAF and/or
the MAP, the FMS remains in the terminal phase of flight and the following occurs at 2 nm inbound to the FAF:
• Alert message NO APPR INTEGRITY is displayed, with illumination of the remote MSG annunciator.
• When configured, the MISSED APPR prompt (LSK 6R) is displayed on RTE x LEGS 1/X, VNAV 1/1 and
PROGRESS 1/4 pages.
• HSI lateral deviation sensitivity and RNP remains at 1 nm.
If the FMS is configured for Approach VNAV, the Vertical Deviation disappears.
For details on the Approach VNAV page and HSI indications associated to the VNAV Approach termination,
refer to the “Vertical Navigation” subsection.
NOTE: In GPS overlay approaches, there may be a difference between the distance-to-go displayed by the
FMS and the DME distance from the facility shown on the approach chart. Operators need to take this
into account when interpreting the FMS distance information.
NOTE: Operators should be aware that when flying a GPS overlay approach, a charted track defined by a VOR
radial may differ slightly from the FMS-displayed course due to differences in the magnetic variation
value used to define the VOR magnetic track and that computed by the FMS local magnetic variation
model. Both methods of navigation should result in the same track over the ground.
MISSED APPROACH INITIATION
Page 7-9
August 17, 2010
VECTORING TO FINAL APPROACH FIX
ATC (Air Traffic Control) clearance to the FAF can be handled by converting the loaded approach into a straight-in
approach. This is accomplished by direct-to navigation to intercept the inbound course to the final approach fix
(FAF).
With the ACT or MOD RTE LEGS 1/X page displayed:
ACT RTE 1 LEGS 1/3

042o 36.8N M
1L
ANC / 1R
233o P-T 3.00N M
2L ANCPTL 2R
188o P-T 2.25N M
3L ANCPTR 3R
R053o CRS 4.86N M
4L ANC FAF 4R
053o CRS 5.09N M
5L RW06R /oMAP 5R
1. Copy to the scratchpad, the FAF identifier, and move it to the TO WPT location by pressing LSK 1L.
2. Key-in the desired inbound course to the FAF and press <INTC CRS> (LSK 6R).
The intercept course changes to LARGE font and is copied to the TO WPT course.
3. Verify the course and distance of the leg to the TO WPT, and make the direct-to intercept active by pressing
EXEC.
Navigation and guidance to intercept the inbound course to the FAF on the current heading is provided.
A straight-in approach can also be created in advance by inserting a temporary waypoint into the route as an initial
approach fix (IAF) created as a place/bearing/distance waypoint based on, the FAF. On receipt of the ATC
clearance, direct-to navigation to this temporary IAF, or to intercept the new leg inbound to the FAF, can then be
performed.
Page 7-10
August 17, 2010
CIRCLING APPROACHES
Navigation and guidance to the landing runway during a circling approach procedure can be obtained, while
retaining the correct missed approach procedure waypoints, by using direct-to intercept navigation to the landing
runway threshold waypoint at the appropriate time.
With the primary GPS or GPS overlay instrument approach procedure loaded into the route and made active:
1. At a convenient time, prepare for the circling manoeuvre by entering the landing runway number in the
scratchpad.
NOTE: The prefix "RW" is not required, but a leading zero must be used (e.g. 14 or RW14, 06L or RW06L).
2. Display the ACT RTE x LEGS 1/X page by pressing [LEGS], and move the landing runway number identifier
to the TO WPT field by pressing LSK 1L.
The “INTC CRS" prompt is displayed at LSK 6R with dashes ("---") as the default inbound course. A route
discontinuity is inserted after the landing runway threshold waypoint.
3. Key in the landing runway heading as the intercept course, and select the direct-to intercept mode by
pressing <INTC CRS> (LSK 6R).
The inbound course is moved to the INTC CRS prompt field in LARGE font and is also copied to the to
waypoint course.
MOD RTE 1 LEGS 1/2

290o CRS 22.2N M
1L
RW29 /o 178 1R
THEN
2L
2R
3L YJN FAF 900 3R
051o CRS 2.66N M
4L RW06 /oMAP 183 4R
050o CRS 0.71N M
5L ( 536) 536A 5R
INTC CRS
6L <ERASE 290o 6R
4. Verify the course of the intercept leg and distance to the to waypoint.
NOTE: Do not press [EXEC] until visibility conditions permit the circling manoeuvre to the landing runway.
Navigation and guidance displays and autopilot/flight director operation will continue to be referenced to
the current leg of the original instrument approach procedure until [EXEC] is pressed.
5. When visibility conditions permit, make the direct-to course intercept to the landing runway active by
pressing [EXEC].
Navigation and guidance to the landing runway threshold waypoint on the selected inbound course is
provided.
NOTE: If a missed approach is necessary during the circling manoeuvre, direct-to navigation (with or without an
intercept) to the missed approach holding fix, or to an intermediate missed approach waypoint, will
initiate the required navigation and guidance.
Page 7-11
August 17, 2010
VFR APPROACHES
Display the ARRIVALS 1/X page for the desired airport by pressing DEP/ARR.
NOTE: If the DEP/ARR INDEX 1/1 page is displayed, select the desired arrival airport by pressing the
appropriate <ARR> prompt (LSK 1R or LSK 2R).
PANC ARRIVALS 1/1

1L AMOTT5<ACT> <SEL> 06L 1R
TRANS
2L ODK <ACT> 2R
3L 3R
4L 4R
5L 5R
6L <ERASE ROUTE> 6R
1. If an approach is already selected, delete it by pressing LSK 1R.
All approaches and runways are listed.
2. Display the desired runway by pressing [PREV] or [NEXT] as required and select it by pressing the
appropriate right hand LSK.
The APPROACHES field title is replaced by RUNWAYS with the selected runway displayed below it with the
legend "<SEL>".
3. Display the MOD RTE x LEGS 1/X page by pressing [LEGS].
The runway threshold waypoint is inserted into the route preceded by a route discontinuity.
4. Create an initial approach fix at a suitable distance from the runway threshold on the backwards extension
of the runway heading using a place/bearing/distance temporary waypoint.
NOTE: The temporary IAF is optional since direct-to navigation to the runway threshold intercepting the
inbound course will accomplish the same result.
Direct-to navigation to the temporary IAF, or to intercept the inbound leg to the runway threshold will provide
the necessary navigation and guidance.
Page 7-12
August 17, 2010
PRECISION APPROACHES
When configured accordingly, auto-tuning of the ILS/MLS receiver is possible if an ILS/(MLS) or LOC or LOC
Back-Course approach procedure is part of the active flight plan. The FMS will automatically tune the ILS/MLS
receiver to the ILS/LOC/(MLS) navaid corresponding to the approach runway when airborne and within 150 nm
(direct distance) of the runway threshold.
NEW APPROACH AFTER A MISSED APPROACH
When a Missed Approach is EXEC-uted, the current active approach (including the missed approach) is
automatically reloaded into the active flight plan, preceded by a discontinuity). Any selected STAR transition, STAR
or approach transition is deselected. For more information, refer to VNAV Operations, Transition to Go Around.
With the desired ARRIVALS 1/1 page displayed:
PANC ARRIVALS 1/2

1L
AMOTT5 <SEL>VORD06R 1R
TRANS
2L ELLAM2 ANC 2R
3L TAGER1 D173J 3R
4L YESKA1 D350J 4R
5L 5R
6L <ERASE ROUTE> 6R
1. Delete the "<ACT>" approach by pressing LSK 1R.
All approaches and runways are displayed.
2. Select the desired approach (and transition) by pressing the appropriate right hand LSK(s).
NOTE: If the same approach is to be flown a second time, delete and reselect the existing approach, or
approach transition, by pressing LSK 1R or LSK 2R and then pressing the appropriate right hand
LSK(s).
3. Display the MOD RTE x LEGS 1/X page by pressing [LEGS].
The waypoints of the new approach procedure are separated from the TO WPT by a route discontinuity.
4. Initiate navigation to the first waypoint of the new approach procedure by direct-to navigation, with or without
an intercept, as required by the clearance.
5. Verify the course and distance of the new approach procedure legs, pressing [PREV] or [NEXT] as required.
Page 7-13
August 17, 2010
6. Make the new approach procedure active by pressing [EXEC].
NOTE: EXECution of the new approach procedure causes all remaining waypoints of the current missed
approach procedure to be deleted, except the active waypoint. If automatic leg sequencing from the
active waypoint to the first waypoint of the new approach procedure is desired, simply close up the route
discontinuity by copying the first waypoint of the new approach procedure to the scratchpad and pressing
LSK 2L. Make the new route active by pressing [EXEC].
MODIFYING APPROACH PROCEDURES
To accommodate changes in approach clearances, new procedures can be selected at any time.
Display the ARRIVALS 1/1 page for the desired airport by pressing [DEP/ARR].
NOTE: The ARRIVALS 1/1 page for the destination airport will be displayed by default if the aircraft is more
than halfway to its destination. Otherwise, if the DEP/ARR INDEX 1/1 page is displayed, select the
desired arrival airport by pressing the appropriate <ARR> prompt (LSK 1R or LSK 2R).
1. Press the appropriate right LSK. Pressing LSK toggles the selection status between selected and not
selected.
The selected approach procedure (or portion thereof) is deleted. Repeat this process as required.
NOTE: Deleting the approach will re-display all approaches and runways. Deleting only the approach transition
results in display of only the transitions appropriate to the selected approach.
2. Select the new procedure(s) as described in previous sections.
3. Display the MOD RTE x LEGS 1/X page by pressing [LEGS], and verify the course and distance of the legs
of the modified approach procedure, pressing [PREV] or [NEXT] as required.
NOTE: Special care is required when verifying the legs of a modified approach procedure, particularly when
only a partial reselection has been made. Route discontinuities may exist, and certain waypoints of the
retained segment(s), which may have been deleted automatically as part of the loading of the original
approach procedure, may have to be re-inserted individually into the route by manual entry.
NOTE: Modifications to the approach procedure are only allowed on the missed approach section.
APPROACH MODE DESELECTION
If the approach mode is active (e.g. the transition to the approach phase of flight occurred at the 2 nm point
inbound to the FAF), it can be deselected, while retaining the waypoints of the approach and missed approach,
by:
1. initiating a missed approach procedure as described above or
2. executing direct-to navigation to any waypoint as described in Section 9; or
3. if not yet at the FAF, by defining a holding pattern at the FAF, as described in Section 10.
Page 7-14
August 17, 2010
DME ARC INTERCEPTION
ACT RTE 1 LEGS 1/2

264o 12.8N M
1L JOH 1R
262o 113N M
2L D173J 2R
263o RARCANC 10.6N M
3L D233J 3R
053o CRS 10.0N M
4L ANC FAF 4R
053o CRS 5.09N M
5L RW06R /oMAP 5R
The FMS provides automatic, autopilot-coupled interception of a DME arc at the arc's starting point.
Interception of the arc at an intermediate point on the arc must be accomplished manually, as follows:
1. Disengage LNAV.
2. Perform a Direct to the arc's starting waypoint.
3. Manually fly the intercept.
NOTE: When the arc capture criteria* are met, leg sequencing to arc navigation occurs automatically, indicated
by an automatic waypoint sequence to the waypoint terminating the arc, and rotation of the HSI course
pointer to the arc's tangential course at the aircraft position.
* For manual arc captures, arc capture criteria include a combination of XTK and TKE as well as being
within +/- 90 degrees of the tangent to the starting point of the arc.
NOTE: The display must be set to MAG (refer to Section 3, Angular References For Navigation And Display).
4. Re-engage LNAV.
or:
Autopilot-coupled interception of the arc at an intermediate point on the arc may be accomplished by moving the
arc's starting point along the arc to the desired radial from the DME station as follows:
With the arc's starting waypoint identifier in scratchpad:
1. Key in /, radial of the desired intermediate point on the arc from the DME station e.g. D173J/220.
2. Display the arc's starting waypoint location in the route by pressing [LEGS] and [NEXT] or [PREV] as
required.
Page 7-15
August 17, 2010
3. Line select the scratchpad entry to the arc's starting waypoint location.
ACT RTE 1 LEGS 1/2

264o 12.8N M
1L
JOH A 1R
264o 120N M
2L D220J 2R
3L D233J 3R
053o CRS 10.0N M
4L ANC FAF 4R
053o CRS 5.09N M
5L RW06R /oMAP 5R
NOTE: The display must be set to MAG (refer to Section 3, Angular References For Navigation And Display).
The new arc's starting waypoint is displayed with a new identifier derived from the entered radial e.g. D220J.
Once established on the arc, the HSI course pointer displays the tangential course along the arc path. Lateral
deviation is measured from this tangential course. Near the end of the arc, sequencing to the next waypoint
occurs automatically, with the turn anticipation point computed such that no overshoot of the next navigation leg
will occur up to maximum ground speed of 315 knots.
At any time on the arc, the message HIGH ARC EXIT SPEED may be generated to indicate that the
combination of true air speed and wind will cause an overshoot of the next navigation leg.
PROCEDURE TURNS
When the approach transition includes a procedure turn, the FMS creates two outbound legs based on the
procedure turn reference fix, followed by a turn in the correct direction to intercept the inbound course to the
final approach fix.
The still-air lengths of the procedure turn outbound legs are computed based on a time of 1 minute and 45
seconds respectively at a speed of 180 knots. The two outbound waypoints are named using the first three
characters of the procedure turn reference fix, with the suffix PT added. The last character (L or R) indicates the
direction of the turn at that waypoint. In addition, the courses of the two outbound legs have the legend P-T.
The FMS provides navigation and guidance in the normal fashion for the two outbound legs of the procedure
turn, followed by a turn to intercept the final approach course inbound to the final approach fix. When the
maximum allowable procedure turn distance is less than 10 nm, the length of the first outbound leg may be
reduced. As a result, navigation and guidance may sequence to the second outbound leg almost immediately
after crossing the procedure turn reference fix.
CAUTION: Even with VNAV guidance engaged, during the procedure turn, it is the responsibility of the crew to
ensure that the maximum distance from the procedure turn reference fix is not exceeded and that the
aircraft remains within protected airspace at all times. The distance-to-go shown on the PROGRESS
1/4 page cannot be used for this purpose, except when the FAF is the TO WPT. The distance from
the procedure turn reference fix can be monitored using the FIX page, as described in Section 5.
Page 7-16
August 17, 2010
Deletion of the procedure turn reference fix or the first outbound waypoint results in the deletion of the entire
procedure turn. The two outbound waypoints cannot be copied to the scratchpad, and cannot be used as
reference waypoints.
DELETION OF PROCEDURE TURNS
If an approach transition including a procedure turn has been loaded into the route, it can be readily deleted and
converted into a straight-in approach.
With the ACT or MOD RTE x LEGS 1/X page displayed:
1. Line select to the scratchpad (do not key in), the procedure turn reference fix LSK 4L.
ACT RTE 1 LEGS 1/3
042o 36.8N M
1L
ANC / 1R
233o P-T 3.00N M
2L ANCPTL 2R
188o P-T 2.25N M
3L ANCPTR 3R
R053o CRS 4.86N M
4L ANC FAF 4R
053o CRS 5.09N M
5L RW06R /oMAP 5R
2. Move the procedure turn reference fix to the TO WPT location by pressing LSK 1L.
The procedure turn reference fix and the two outbound waypoints are deleted from the MOD route, and the
FAF waypoint becomes the TO WPT, with the correct inbound course to the FAF displayed as the default
intercept course.
NOTE: The procedure turn also can be deleted by deleting the reference fix by means of the [CLR] functional
key. However, depending on the order of the deletion and direct-to navigation actions, the intercept
inbound course may have to be entered manually since the default value will be that of the original leg
inbound to the reference fix.
Page 7-17
August 17, 2010
Page 7-18
August 17, 2010
SECTION 8 - POST FLIGHT PROCEDURES
CONTENTS
Subject Page
POSITION ACCURACY CHECK - FLIGHT TERMINATION..........................................................................8-1
TAKE-OFF AND LANDING TIMES (if configured) .......................................................................................8-2
Page 8-i
August 17, 2010
Page 8-ii
August 17, 2010
SECTION 8
POST-FLIGHT PROCEDURES
POSITION ACCURACY CHECK - FLIGHT TERMINATION
1. With the INIT/REF INDEX 1/2 page displayed, press POS INIT (LSK 2L).
POS INIT/REF 1/3

FMS POS DR
1L
N47o26.28 W122o18.67 1R
REF WAYPOINT
2L KBFI N 4 7 o3 1 . 8 0 W 1 2 2 o1 8 . 0 0 2R
GATE
3L BF1 N 4 7 o 3 2 . 3 0 W 1 2 2 o 1 8 . 7 0 3R
4L 4R
UTC DATE
5L 1757:04z OCT20/10 5R
6L <SETUP 6R
2. Verify the present position.
NOTE: A position check can be performed, when over a known reference point, in flight by copying the present
position into the scratchpad by pressing LSK 1R. This frozen present position can be stored for later
analysis as a temporary waypoint at the end of the active route.
Page 8-1
August 17, 2010
TAKE-OFF AND LANDING TIMES (if configured)
FLIGHT LOG 1/1

TAKEOFF LANDING
1235.4Z 1335.4Z
1L 1R
INFLIGHT AIR MILES
2L 01+00.0 560N M
2R
LANDINGS
3L 1 3R
4L 4R
5L 5R
6L <INIT/REF 6R
1. Display the INIT/REF INDEX 2/2 page by pressing INIT REF, and then NEXT.
2. Display the FLIGHT LOG 1/1 page by pressing FLIGHT LOG (LSK 6L).
NOTE: The initial takeoff time should only be reset following a ground to air transition.
Page 8-2
August 17, 2010
SECTION 9 - DIRECT-TO/INTERCEPT
CONTENTS
Subject Page
INTRODUCTION .......................................................................................................................................................9-1
NAVIGATION OF DIRECT-TO A WAYPOINT WHEN FMS IS CONFIGURED
FOR A “STANDARD” DIRECT-TO ......................................................................................................................9-1
DIRECT-TO A WAYPOINT PROCEDURE..............................................................................................................9-2
A. DIRECT-TO A WAYPOINT IN THE ACTIVE ROUTE .............................................................................9-2
B. DIRECT-TO AN OFF-ROUTE WAYPOINT .............................................................................................9-3
C. DIRECT-TO A WAYPOINT IN THE INACTIVE ROUTE..........................................................................9-3
NAVIGATION OF DIRECT-TO WITH INTERCEPT ................................................................................................9-4
DIRECT-TO A WAYPOINT WITH AN INTERCEPT PROCEDURE.......................................................................9-7
A. ON THE DEFAULT INBOUND COURSE (LEG INTERCEPT) ...............................................................9-7
B. ON A MANUALLY ENTERED INBOUND COURSE (COURSE INTERCEPT) ......................................9-8
Page 9-i
August 17, 2010
Page 9-ii
August 17, 2010
SECTION 9
DIRECT-TO/INTERCEPT
INTRODUCTION
The active flight plan may be modified at any time by the entry of a direct-to procedure to navigate the aircraft
directly to a downtrack waypoint or to intercept a course inbound to a waypoint. The direct-to waypoint may be
an existing waypoint on or off the route. Entry of an off-route waypoint will create a discontinuity in the active
route which can be closed up as described in Section 5. When the direct-to waypoint is already part of the
current flight plan, all flight plan waypoints prior to the direct-to waypoint will be deleted.
The following describes the Direct-To a fixed course/Direct-To a heading and the Direct-To a waypoint
procedures.
NAVIGATION OF DIRECT-TO A WAYPOINT WHEN FMS IS CONFIGURED FOR A “STANDARD”

DIRECT-TO
When a Direct-to a waypoint procedure is executed the FMS calculates an intercept course to the waypoint based
on the aircraft velocity, present position, track, and wind velocity.
Roll steering command, track angle error (TKE), and lateral deviation (XTK) are provided to guide the aircraft to
intercept the calculated course.
Figure 9-1 illustrates the Direct-To a waypoint procedure.
Page 9-1
August 17, 2010
WP2
WP1
PPOS
00 03
33
30
06
27
09
24
12
21 15
18
0703001
Figure 9-1 “Standard” Direct-To a Waypoint Procedure
DIRECT-TO A WAYPOINT PROCEDURE
A. DIRECT-TO A WAYPOINT IN THE ACTIVE ROUTE
1. Display ACT RTE x LEGS 1/X page by pressing [LEGS].
2. Display the desired waypoint by pressing [NEXT] or [PREV] as required.
3. Key in, or copy the waypoint identifier into the scratchpad by pressing the appropriate LSK.
4. Return to the first ACT RTE x LEGS 1/X page by pressing [LEGS] or [PREV] as required.
5. Move the waypoint identifier to the TO WPT field by pressing LSK 1L.
"ACT" status on the title line is replaced by "MOD". The direct course and distance from aircraft present
position to the TO waypoint is displayed.
6. Verify the inbound course and distance of the leg to the TO WPT.
Information on any other page can be verified prior to making the direct-to leg active.
7. Make the direct-to leg active by pressing [EXEC].
Waypoints between the old TO WPT and new one are deleted from the active route. The "MOD" status in
the title line is replaced by "ACT". Navigation and guidance change to the new leg from present position to
the TO waypoint. If autopilot-coupled, the aircraft will immediately start to turn towards the direct-to
waypoint.
Page 9-2
August 17, 2010
B. DIRECT-TO AN OFF-ROUTE WAYPOINT
1. Key in the off-route waypoint identifier.
2. Display the ACT RTE x LEGS 1/X page by pressing [LEGS].
"ACT" status on the title line is replaced by "MOD". The direct course and distance from aircraft present
position to the TO waypoint is displayed.
"THEN" and "ROUTE DISCONTINUITY" lines are inserted immediately after the new TO waypoint.
5. Make the direct-to leg active by pressing [EXEC].
6. Close up the route discontinuity as defined by the ATC clearance.
NOTE: This procedure may result in the creation of an “orphan” waypoint. That is, an isolated waypoint with no
connection to the rest of the flight plan.
C. DIRECT-TO A WAYPOINT IN THE INACTIVE ROUTE
1. Display the ACT RTE x LEGS 1/X page by pressing [LEGS].
2. Display the inactive RTE 2 x LEGS 1/X page xxx by pressing LSK 6L.
3. Key in, or copy the waypoint identifier into the scratchpad by pressing the appropriate LSK.
4. The waypoint identifier is displayed in the scratchpad.
The direct course and distance from aircraft present position to the TO waypoint is displayed.
"THEN" and "ROUTE DISCONTINUITY" lines are inserted immediately after the new TO waypoint.
Information on any other page can be verified prior to making the direct-to leg active.
7. Insert the direct-to leg in the inactive route by pressing <CONFIRM>.
Page 9-3
August 17, 2010
NAVIGATION OF DIRECT-TO WITH INTERCEPT
When the Intercept Course function is executed (EXEC key pressed), which may be performed either on the
ground or airborne, the navigation and guidance data output by the FMS (desired track, track angle error,
crosstrack distance) are relative to the specified intercept course inbound to the waypoint. The mode used is
dependent on the aircraft installation. The FMS initially enters a Track Hold mode (TRK configuration) or a
Heading Hold (HDG configuration) mode or keeps the wings level (LEVEL configuration) prior to capturing the
intercept leg.
A. When configured for constant track (TRK), or constant heading (HDG), the FMS enters the Track/Heading
Hold mode when the following conditions are satisfied (refer to Figure 9-1):
• The direct-to/intercept function has been executed (EXEC key pressed).

• The aircraft is airborne and on a valid intercept track/heading.
• The LNAV mode of the autopilot/flight director (AP/FD) system is engaged.
The order in which the conditions occur is not important. When all three conditions are satisfied, the current
aircraft track/heading is maintained until the intercept leg is captured by the lateral steering function of the
FMS, or until LNAV is disengaged. If LNAV is disengaged and a new track/heading is established,
re-engaging LNAV will cause the FMS to maintain the new track/heading.
When the FMS is in Track/Heading Hold mode, continuous checks are performed by the FMS to determine
if the intercept is achievable. These checks are performed when Track/Heading Hold is first activated and
are repeated periodically until the leg is captured by the FMS steering function.
Cancellation of Track/Heading Hold occurs under the following conditions:
CAUTION: Paragraph 1. below may result in a small track/heading change.
1. If the predicted intercept point is very close (e.g. less than 0.1 nm) to the leg's termination waypoint and
the airplane is turned from a valid heading intercept, then a path is calculated direct-to the waypoint and
a DIRECT TO FIX alert message is displayed. The display of guidance data remains relative to the
intercept course.
Page 9-4
August 17, 2010
NEXT
WAYPOINT
INTERCEPT
FIX
INTERCEPT
COURSE
TO FIX
6
INTERCEPT
COURSE
CAPTURE
5
TRACK IS
MANTAINED
4
ENGAGE
LNAV
1
DISENGAGE
LNAV
3
FLY HEADING SELECT MODE
UNTIL ON DESIRED HEADING
2
SET UP DIRECT - TO INTERCEPT
LEG ON MCDU AND EXECUTE
PROCEDURE. 0703003
Figure 9-2 Direct-To/Intercept Phases (Heading Hold Mode)
2. If the present aircraft track/heading does not cross the intercept leg or the track angle error is larger than
135-degree, then:
a. If the cross-track distance is greater than the 45-degree leg capture distance, the FMS displays the
“NOT ON INTERCEPT TRK” message and disengages LNAV mode .
b. If the cross-track distance is less than the 45-degree capture distance, path capture is passed over
to the normal FMS steering function. No advisory message is displayed.
Page 9-5
August 17, 2010
3. If the track angle error relative to the intercept course is greater than 90-degree, and the aircraft present
position is past the abeam point to the intercept fix, the FMS displays the “NOT ON INTERCEPT TRK”
message and will not engage the LNAV AP/FD mode.
When the “NOT ON INTERCEPT TRK” message is displayed, the FMS is no longer in Track/Heading Hold
mode, and aircraft automatic guidance is controlled by the normal AP/FD modes. However, if LNAV is
disengaged and a new track/heading is established to intercept the course, re-engaging LNAV will cause
the FMS to return to Track/Heading Hold mode using the new aircraft track/heading.
If the FMS LNAV discrete is not configured, the information regarding the AFCS (Auto Flight Control System)
LNAV status is sent through other means to the FMS. When the FMS receives this information the roll
command output value changes to compute the value required to intercept the angle (value which was frozen
at the moment the AFCS LNAV switch was pressed).
B. When configured to remain wings level, the FMS keeps the roll command to a zero value until initiating the
turn to capture the intercept leg.
In configurations where LNAV input is not available, if the intercept is not achievable or a "direct to fix" mode
has been initiated, the FMS continues to monitor the conditions for a valid intercept. If a valid intercept is
detected, the FMS resumes the normal intercept procedure.
In configurations where LNAV input is available, at any time prior to initiation of the inbound turn, the action
of disabling the LNAV input, selecting a new heading, and re-enabling the LNAV input will cause the FMS to
set roll command to the IRS/AHRS bank angle until the inbound turn is initiated once again.
Page 9-6
August 17, 2010
DIRECT-TO A WAYPOINT WITH AN INTERCEPT PROCEDURE
A. ON THE DEFAULT INBOUND COURSE (LEG INTERCEPT)
Enter the identifier of the desired direct-to waypoint in the scratchpad:
1. Display the first ACT LEGS page by pressing LEGS.
The "INTC CRS" prompt is displayed, at the LSK 6R location, with the default inbound course shown in
medium font size. If the direct-to waypoint is part of the active route, the default inbound course is the
inbound course of the route leg to the selected waypoint. If it is an off-route waypoint, the default inbound
course is direct from present position and is also displayed as the TO WPT course.
MOD RTE 1 LEGS 1/1

101o CRS 32.4N M
1L
RW06R /oMAP 1R
081o CRS 1.67N M
2L (4000) 2R
086o HDG 12.1N M
3L (INTC) 3R
089o CRS 4.55N M
4L JCT /H 4R
R120o FR NANCY 22.1N M
5L NA16R /o 5R
INTC CRS
6L <ERASE 089o> 6R
3. Select the direct-to intercept mode with default inbound course by pressing INTC CRS (LSK 6R).
The default inbound course changes to LARGE font, and is copied to the TO WPT course. If the current
track/heading will not intercept the inbound course prior to reaching the TO WPT, a "NOT ON
INTERCEPT TRK" or "NOT ON INTERCEPT HDG" advisory message will be displayed.
4. Verify the course and distance of the leg to the TO WPT.
NOTE: If the aircraft track/heading is incorrect, turn the aircraft to the correct track/heading prior to pressing
EXEC key.
5. Make the direct-to leg active by pressing EXEC.
The "MOD" status in the title line is replaced by "ACT". Navigation and guidance will change to the new
leg from present position to intercept the inbound course to the TO waypoint on the current track/heading.
Page 9-7
August 17, 2010
B. ON A MANUALLY ENTERED INBOUND COURSE (COURSE INTERCEPT)
With the identifier of the desired direct-to waypoint in the scratchpad:
1. Display the first ACT LEGS page by pressing LEGS.
3. Key in the inbound course.
4. Select the direct-to intercept mode by pressing INTC CRS (LSK 6R).
The "INTC" prompt is displayed, at the LSK 6R location, with the scratchpad inbound course shown in LARGE
font size. The scratchpad inbound course is also copied to the TO WPT course. If the current track/heading
will not intercept the inbound course prior to reaching the TO WPT, a “NOT ON INTERCEPT TRK” or "NOT
ON INTERCEPT HDG" advisory message will be displayed.
5. Verify the course and distance of the leg to the TO WPT.
NOTE: If the aircraft track/heading is incorrect, turn the aircraft to the correct track/heading prior to pressing
EXEC key.
6. Make the direct-to leg active by pressing EXEC.
The "MOD" status in the title line is replaced by "ACT". Navigation and guidance change to the new leg from
present position to intercept the inbound course to the TO waypoint on the current track/heading.
NOTE: If a new heading clearance is received to intercept the inbound course, steering aircraft to new heading
and re-engaging LNAV will cause the FMS to fly the new intercept heading.
Page 9-8
August 17, 2010
SECTION 10 - HOLDING PATTERN NAVIGATION
CONTENTS
Subject Page
GENERAL .....................................................................................................................................................10-1
EFIS PARAMETERS DISPLAY....................................................................................................................10-2
ENTRY PROCEDURES ................................................................................................................................10-2
A. SECTOR 1 APPROACH - PARALLEL ENTRY ....................................................................................10-3
B. SECTOR 2 APPROACH - TEARDROP (OFFSET) ENTRY .................................................................10-3
C. SECTOR 3 APPROACH - DIRECT ENTRY ..........................................................................................10-4
HOLDING PATTERN GEOMETRY ..............................................................................................................10-4
HOLDING PATTERN AT A ROUTE WAYPOINT.........................................................................................10-5
HOLDING PATTERN AT AN OFF-ROUTE WAYPOINT .............................................................................10-7
HOLDING PATTERN AT PRESENT POSITION ..........................................................................................10-8
SECOND HOLDING PATTERN....................................................................................................................10-8
MODIFYING AN EXISTING HOLD ...............................................................................................................10-9
A. PRIOR TO HOLD ENTRY......................................................................................................................10-9
B. AFTER HOLD ENTRY INITIATED ........................................................................................................10-9
EXITING A HOLDING PATTERN ...............................................................................................................10-10
A. EXIT OVER FIX (HOLD AT) WAYPOINT............................................................................................10-10
B. EXIT BY DIRECT-TO NAVIGATION TO THE HOLDING FIX.............................................................10-11
C. EXIT BY DIRECT-TO NAVIGATION TO ANY WAYPOINT ................................................................10-11
CONTINUE TO HOLD.................................................................................................................................10-11
HOLDING PATTERN DELETION...............................................................................................................10-12
A. PRIOR TO ENTRY ...............................................................................................................................10-12
B. AFTER HOLD ENTRY INITIATED ......................................................................................................10-12
Page 10-i
August 17, 2010
Page 10-ii
August 17, 2010
SECTION 10
HOLDING PATTERN NAVIGATION
GENERAL
The FMS can navigate a race-track holding pattern at a holding fix. The parameters of the desired holding
pattern may either be entered before take-off or while flying enroute. The holding fix is entered as a waypoint.
This waypoint may be preselected, so that upon reaching it, the FMS will provide guidance to enter and continue
the holding pattern until such time as the pattern is terminated either automatically or by operator action.
The shape and terminology of Figure 10-1A below depicts a right turn holding pattern. For left turn holding
patterns (refer to Figure 10-1B), the corresponding entry and holding procedures are symmetrical with respect to
the inbound track.
Figure 10-1A Holding Pattern Right Turn
Figure 10-1B Holding Pattern Left Turn
It is recommended that the holding patterns be always flown with flight director indications.
Page 10-1
August 17, 2010
EFIS PARAMETERS DISPLAY
The desired track angle displayed to the pilot is always the inbound track angle. The track angle error and the
cross-track distance are also relative to the inbound track.
The distance to go is always the direct distance from aircraft position to the holding fix. However, the expected
time of arrival (ETA) is based on the amount of time required to fly the current hold procedure back to the
holding fix taking into consideration the along track distance and average ground speed for each of the four
segments (two turns, one outbound leg and one inbound leg).
ENTRY PROCEDURES
The entry into the holding pattern will be according to the track angle in relation to the three entry sectors shown
below. A full size race track holding pattern is displayed on an ARINC 702 EFIS.
Figure 10-2 ARINC 702 EFIS Display of Holding Pattern
Page 10-2
August 17, 2010
A. SECTOR 1 APPROACH - PARALLEL ENTRY
1. On reaching the holding fix, the aircraft will turn onto an outbound heading so as to fly a leg parallel to
the inbound leg for a length of approximately 2.6 times the turn radius; and then:
2. Turn left on to the holding side to intercept the inbound track; and then:
3. Upon flying over the holding fix, turn right and follow the holding pattern. If the holding pattern is a left
turn, then the turn directions should be the opposite.
NOTE: The advisory message PARALLEL HOLD ENTRY is displayed as soon as any of the following
conditions are fulfilled:
• five minutes prior to reaching the holding fix while the current aircraft track error is less than 5
degrees, otherwise
• ten seconds prior to the holding fix.
This advisory message may be retriggered at the holding fix if the entry procedure changes from the
time the first advisory is generated and prior to reaching the holding fix.
The message is removed automatically as soon as the holding fix is overflown a second time.
B. SECTOR 2 APPROACH - TEARDROP (OFFSET) ENTRY
1. On reaching the holding fix, the aircraft will turn to the heading required to fly a 40° track relative to the
reciprocal of the inbound track on the holding side; then:
2. Fly outbound until the turn distance needed to acquire the inbound leg under current wind conditions is
reached; and then:
3. Turn right to intercept the inbound track of the holding pattern.
4. On the second arrival over the holding fix, the aircraft will turn right to follow the holding pattern. If the
holding pattern is a left turn, then the turn directions should be the opposite.
NOTE: The advisory message TEARDROP HOLD ENTRY is displayed as soon as either of the following
conditions is fulfilled:
degrees, otherwise
This advisory message may be retriggered at the holding fix if the entry procedure changes from the
time the first advisory is generated and prior to reaching the holding fix.
The message is removed automatically as soon as the holding fix is overflown a second time.
Page 10-3
August 17, 2010
C. SECTOR 3 APPROACH - DIRECT ENTRY
On reaching the holding fix, the crew will turn right to follow the holding pattern as a standard holding
pattern.
NOTE: The advisory message DIRECT HOLD ENTRY is displayed as soon as either of the following
conditions is fulfilled:
degrees, otherwise
This advisory message may be retriggered at the holding fix if the entry procedure has changed from
the time the first advisory is generated and prior to reaching the holding fix.
The message is removed automatically as soon as the holding fix is overflown.
HOLDING PATTERN GEOMETRY
The initial geometry of the holding pattern is computed on the first fly-over of the holding fix, based on current
TAS and computed wind, and at a bank angle for a rate one (1) turn, or not exceeding the maximum configured
roll, whichever is less. The size of the holding pattern is compared to the dimensions of the protected airspace,
less a small buffer, defined by ICAO for the maximum holding speed (refer to Table10-1) and maximum wind for
that altitude. On each subsequent fly-over of the holding fix the holding pattern geometry is recomputed using
the current TAS and wind.
If the combination of actual holding speed and wind will cause the ICAO holding pattern protected airspace to be
exceeded, the alert message HIGH HOLDING SPEED (if configured) is generated one (1) minute prior to
reaching the holding fix on entry, and on each subsequent fly-over of the fix.
NOTE: When buffet protection is configured, the FMS removes the buffet limit during a hold to ensure that the
bank angle limit does not cause an increase in the holding pattern area.
Aircraft Type Altitude (feet) Maximum IAS (knots)

Fixed wing, fast 0-14,000 230
14,000-20,000 240
20,000-34,000 265
34,000 and above 0.83 Mach
Table 10-1 ICAO Maximum Holding Speeds
ICAO maximum bank angle is set to the minimum of 25 deg or the bank angle required maintaining a rate 1 turn at
the ICAO maximum true air speed.
ICAO maximum leg time is 1 minute for altitudes below 14 000 feet. It is set to 1.5 minutes otherwise.
ICAO maximum wind speed is set to twice the altitude value in thousands of feet plus 47.
ICAO maximum true air speed is computed based on, but not limited to, the ICAO maximum holding speed and as
a function of altitude.
Page 10-4
August 17, 2010
ICAO rate of turn is computed based on, but not limited to, the ICAO maximum bank angle and ICAO maximum
true air speed.
NOTE: The holding pattern geometry provides parallel inbound and outbound legs.
HOLDING PATTERN AT A ROUTE WAYPOINT
With any ACT LEGS page displayed:
Press [HOLD], the ACT RTE x LEGS 1/X page is displayed with "/H" in the scratchpad.
NOTE: The holding pattern can also be inserted in the inactive route by pressing [HOLD], when an inactive
route-related page is already in view.
The inactive RTE y LEGS 1/X page is displayed with "/H" in the scratchpad.
or:
Key in "/H".
MOD RTE 1 LEGS 1/4

299o 39.6N M
1L CAFTA 1R
298o 154N M
2L YZP 2R
307o 86.7N M
3L MOCA1 3R
306o 165N M
4L BKA 4R
282o 197N M
5L KILLA 5R

/H
or:
Press [LEGS] and key in /H.
then:
1. Display the desired HOLD FIX waypoint by pressing [PREV] or [NEXT] as required.
2. Move the /H prompt to the desired holding waypoint by pressing the appropriate LSK.
The MOD HOLD page is displayed. Default values of hold parameters are displayed (right turn, inbound
course equal to course of route leg to holding waypoint, and leg time of 1 or 1.5 minutes depending on aircraft
altitude at the time the hold entry is initiated). Follow the manual entry procedure below to modify any hold
parameters. If present in the navigation database, speed and altitude restrictions are also displayed.
When the aircraft crosses 14000 ft, the HOLD leg time does not change automatically.
Page 10-5
August 17, 2010
3. Change the turn direction by pressing LSK 2L.
and/or:
4. Key in the new inbound course into the scratchpad and move it to the INBD CRS field by pressing
LSK 3L.
and/or:
5. Key in the new leg time/leg distance into the scratchpad and move it to the TIME/LEG DIS field by
pressing LSK 4L.
The field which has not been entered (either time or distance) is replaced by dashes.
then:
6. Verify the new holding pattern parameters.
7. Arm the hold by pressing [EXEC].
8. Return to the RTE x LEGS 1/X page by pressing [LEGS].
The previously displayed ACT x LEGS 1/X page is displayed with "/H" legend beside the waypoint identifier. The
holding pattern is now armed at the selected waypoint. On reaching this waypoint, navigation and guidance is
provided to perform a standard entry and on the HOLD 1/X page, the title line status will be shown as "ACT
HOLD".
On reaching the holding waypoint the course to the TO WPT displayed on the RTE x LEGS 1/X and
PROGRESS 1/4 pages is replaced by the legend "HOLD AT", and a HOLD prompt is displayed at LSK 6R. The
speed and altitude constraints displayed on the RTE x LEGS 1/X page for the holding waypoint are replaced by
the hold values if they are different than the constraints for the hold waypoint.
A navigation database holding pattern used for a course reversal is identified as EXIT TYPE “ONCE”. The exit
of this type of holding pattern is performed automatically by the FMS upon completion of the entry procedure
(e.g.: second crossing of the holding fix).
Page 10-6
August 17, 2010
HOLDING PATTERN AT AN OFF-ROUTE WAYPOINT
Key a valid off-route waypoint identifier followed by /H into the scratchpad (e.g.: KILLA/H).
NOTE: If the waypoint is not in the navigation database, the temporary waypoint should be created and inserted
in the desired location in the route (as described in Section 5) before defining the holding pattern.
MOD RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L KILLA 220/ 5000A 1R
TURN DIR FIX ETA
2L >RIGHT 1425.5Z 2R
INBD CRS HOLD TIME
3L 050° 01+45.0
3R
LEG TIME/DIS BEST SPD
4L 1.0M I N / - - . - N M 208 K T 4R
EXIT TYPE STATUS
5L MANUAL INACTIVE 5R
6L <ERASE 6R
1. Display the desired location in the route by pressing [LEGS] and [NEXT] as required.
2. Move the waypoint entry to the desired location by pressing the appropriate LSK.
The MOD HOLD page is displayed. Modify the holding pattern parameters as required, following the manual
entry procedure described previously.
3. Verify the holding pattern parameters, and arm the hold by pressing [EXEC].
NOTE: If the off-route waypoint is made the TO WPT, EXECuting the holding pattern ALSO results in direct-to
navigation to the holding waypoint without an intercept course. If an intercept course is required,
return to the LEGS page and setup the intercept course prior to pressing EXEC.
Page 10-7
August 17, 2010
HOLDING PATTERN AT PRESENT POSITION
1. Display the ACT RTE x LEGS 1/X page with the /H prompt in the scratchpad by pressing HOLD.
If a holding pattern has already been defined, the HOLD 1/1 page is displayed. Press NEW HOLD (LSK 6L) to
display the ACT RTE x LEGS 1/X page, with a HOLD PPOS prompt displayed at LSK 6R.
NOTE: To cancel the procedure at this stage, press [LEGS]. The <HOLD PPOS> prompt at LSK 6R is
replaced by the normal <LEGS ETA> prompt.
2. Select the present position hold mode by pressing <HOLD PPOS> (LSK 6R).
The MOD HOLD 1/X page is displayed, with the holding waypoint identifier shown as "PPOS". If necessary,
modify the hold parameters following the manual entry procedure described above.
3. Verify the pattern parameters.
4. Initiate an immediate entry to the hold at present position by pressing [EXEC].
The present position is defined at the moment the [EXEC] key is pressed.
The "MOD" status in the title line changes to "ACT". The FMS performs a standard entry to the hold. If the
inbound course is not aligned with the current course, an appropriate standard hold entry procedure will be
followed.
NOTE: A holding pattern at present position can only be initiated using the procedure described above. The
manual entry of "/H" cannot be used.
After EXECuting a hold at the present position, PPOS/H is shown in the first position of the ACT RTE x
LEGS 1/X page. If, subsequently, a DIRECT-TO a waypoint not existent in the current route is
performed, then the holding pattern is exited, the PPOS/H is deleted from the ACT RTE x LEGS 1/X
page, and the respective waypoint is inserted in the first position of the ACT RTE x LEGS 1/X page
followed by a discontinuity and the initial route.
SECOND HOLDING PATTERN
With the ACT HOLD or HOLD page displayed:
1. Initiate the definition of a new hold by pressing <NEW HOLD> (LSK 6L).
2. Follow any of the previously described hold definition procedures.
The HOLD page title line will display 1/X instead of 1/1. Holding patterns are displayed in the order of route
waypoints. When in ACT HOLD or HOLD pages, all holding patterns in the route can be displayed using
[NEXT] or [PREV] keys.
Page 10-8
August 17, 2010
MODIFYING AN EXISTING HOLD
A. PRIOR TO HOLD ENTRY
1. Display the HOLD 1/X page by pressing [HOLD].
2. Modify the holding parameters.
HOLD page title line will display MOD HOLD.
3. Verify the new pattern parameters, and accept them by pressing [EXEC].
B. AFTER HOLD ENTRY INITIATED
1. Display the HOLD 1/X page by pressing [HOLD].
When the aircraft is in the holding pattern, the ACT HOLD page is displayed.
2. Modify the holding parameters.
The HOLD page title line will change from ACT HOLD to MOD HOLD.
3. Verify the new pattern parameters, and make them active by pressing [EXEC].
The HOLD page title line will change from MOD HOLD to HOLD.
NOTE: The new parameters become effective for navigation and guidance only on the next fly-over of the
holding fix, at which time the HOLD page title line will change from HOLD to ACT HOLD.
Page 10-9
August 17, 2010
EXITING A HOLDING PATTERN
A. EXIT OVER FIX (HOLD AT) WAYPOINT
1. Display the ACT HOLD 1/X page by pressing [HOLD].
(Refer to HOLD 1/1 page in Appendix A for details.)
ACT RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L
KILLA 220/ 5000A 1R
TURN DIR FIX ETA
INBD CRS HOLD TIME
3L 050° 01+45.0
3R
4L 1.0M I N / - - . - N M 208 K T 4R
EXIT TYPE STATUS
5L MANUAL IN PROGRESS 5R
6L <NEW HOLD EXIT HOLD> 6R
2. Arm the exit hold procedure by pressing <EXIT HOLD> (LSK 6R).
The "EXIT HOLD" prompt disappear, the status changes to EXITING HOLD and the <ERASE> prompt
displays in green reverse video. "ACT" status in the title line changes to "MOD", and the EXEC annunciator
illuminates.
NOTE: The hold exit can be cancelled at this point by pressing <ERASE> (LSK 6L). The prompt reverts to
"NEW HOLD", the <EXIT HOLD> prompt is displayed in green reverse video, the status changes to IN
PROGRESS, "MOD" status reverts to "ACT", and the EXEC annunciator extinguishes.
3. Initiate exit from the hold by pressing [EXEC].
Navigation and guidance is provided for an immediate turn towards the holding fix to exit the holding pattern
over the fix, followed by continuation of the active route.
If an entry into the holding pattern is being performed, the entry procedure is completed normally prior to
exiting the hold. Sequencing of the holding fix is done without turn anticipation (Fly-over).
In order to sequence the holding fix and proceed with the holding fix sequence when the pattern is flown
manually, the aircraft must overfly (or pass outside) the second temporary (diagonally opposite to the holding
fix) waypoint as shown in Entry Procedures subsection.
Page 10-10
August 17, 2010
B. EXIT BY DIRECT-TO NAVIGATION TO THE HOLDING FIX
Perform a standard direct-to procedure to the holding fix.
When the direct-to is executed, navigation and guidance is provided for an immediate turn towards the
inbound holding course. Sequencing of the holding fix is done with turn anticipation (Fly-by).
C. EXIT BY DIRECT-TO NAVIGATION TO ANY WAYPOINT
Perform a standard direct-to procedure to any waypoint.
When the direct-to is EXECuted, navigation and guidance is provided to turn in the shortest direction to the
direct-to course.
CONTINUE TO HOLD
When a procedure is defined with an exit type equals to “ONCE” or “AT TGT ALT”, and it is required to remain in
the hold, the following procedure should be executed:
1. Display the ACT HOLD 1/X page by pressing [HOLD].
Refer to HOLD 1/1 page in Appendix A for details.
ACT RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L
ESPIG 2000A 1R
TURN DIR FIX ETA
2L >LEFT 1425.1Z 2R
INBD CRS HOLD TIME
3L 306° 01+45.0 3R
4L -.-M I N / 5 . 0 N M 208 K T 4R
EXIT TYPE STATUS
5L >ONCE EXIT ARMED 5R
6L <NEW HOLD RESUME HOLD> 6R
2. Resume the exit hold procedure by pressing <ONCE> (LSK 5L).
The "RESUME HOLD" prompt disappears, the status changes to RESUMING HOLD, the exit type changes to
MANUAL and the <ERASE> prompt is displayed in green reverse video. "ACT" status in the title line changes
to "MOD", and the EXEC annunciator illuminates.
NOTE: The resuming hold can be cancelled at this point by pressing <ERASE> (LSK 6L). The prompt reverts to
"NEW HOLD", the <RESUME HOLD> prompt is displayed in green reverse video, the status changes to
EXIT ARMED, "MOD" status reverts to "ACT", and the EXEC annunciator extinguishes.
NOTE: After the ONCE or AT TGT ALT procedure has been changed to a manual hold, it is impossible to return
to the hold procedure defined in the navigation database.
Page 10-11
August 17, 2010
3. Confirm the resume hold procedure by pressing <EXEC> (LSK 6R).
The "RESUME HOLD" prompt is changed to EXIT HOLD, the status changes to IN PROGRESS, and the
<NEW HOLD> prompt is displayed. "MOD" status in the title line changes to "ACT", and the EXEC
annunciator extinguishes.
HOLDING PATTERN DELETION
A. PRIOR TO ENTRY
1. Display the desired holding waypoint by pressing [LEGS], [NEXT] or [PREV] as required.
2. Key in /.
3. Cancel the hold by pressing the appropriate LSK.
The "/H" legend at the selected waypoint is deleted. The waypoint is NOT deleted from route.
4. Accept the modified route by pressing [EXEC].
B. AFTER HOLD ENTRY INITIATED
Perform any exit hold procedure.
Page 10-12
August 17, 2010
SECTION 11 - TACTICAL FUNCTIONS
CONTENTS
Subject Page
USER DATABASE..................................................................................................................................................11-2
B. MANUAL ENTRY OF AN AIRPORT TYPE USER WAYPOINT IN THE DATABASE .........................11-3
C. DELETE A USER WAYPOINT FROM THE USER DATABASE ..........................................................11-4
D. DELETE ALL THE USER WAYPOINTS FROM THE USER DATABASE ...........................................11-5
E. VIEW ALL THE USER WAYPOINTS IN THE DATABASE ..................................................................11-6
F. SAVING THE DATABASE FOR USE BY ANOTHER AIRCRAFT .......................................................11-7
Page 11-i
August 17, 2010
SECTION 11
TACTICAL FUNCTIONS
Page 11-1
August 17, 2010
USER DATABASE
The FMS contains a User database which is used to store user waypoints and user routes. User waypoints can
be:
• entered from the scratchpad or
• received from the digital map or
• loaded from or saved to the DLU.
It is also possible to associate the existing route (MOD/ACT) with a user route created by the user and stored in
the User database.
User waypoints can be defined as different types:

• Waypoint (fixed);
• Airport;
A new user waypoint can be created on the USER WPT pages either by directly entering the coordinates of
the new waypoint or by using a known position as reference and a radial/distance from the reference position
to the desired user waypoint position.
A. MANUAL ENTRY OF A FIXED USER WAYPOINT IN THE DATABASE
Display the NAV DATA 1/1 page by pressing [INIT REF], <NAV DATA> (LSK 1R).
NAV DATA 1/1

ID
1L ----- 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <NEW USER WPT DES+SAR> 6R
1. Press the <NEW USER WPT> prompt at LSK 6R.
USER WPT 1/2

I D / P O S
FREE= 459
o o
1L . .
1R
BRG/DIS
T
2L --- /---N M 2R
TYPE
3L >FIXED 3R
REF WPT ID RAD/DIS
o
4L ----- / NM 4R
REF WPT POS
5L ---o--.-- ----o--.-- 5R
6L <NAV DATA WPT LIST> 6R
Page 11-2
August 17, 2010
2. Enter the waypoint identifier in the ID field at LSK 1L.
3. Enter the position at LSK 1R or enter the Bearing/Distance at position LSK 2L. By entering a
Bearing/Distance, the FMS computes a position using as reference the present position and displays the
coordinates of the user waypoint to be displayed on LSK 1R. The number of available waypoints are displayed
in the “FREE=“field (a maximum of 460 user waypoints can be defined).
USER WPT 1/2

ADFF I D / P O S ACT RTE
1L
N45o12.23 W043o32.12 1R
BRG/DIS
T
2L 223 /115N M 2R
TYPE
3L FIXED 3R
REF WPT ID RAD/DIS
o
4L ADED 000 /0.00N M 4R
REF WPT POS
5L N45o12.23 W043o32.12 5R
4. When the mandatory fields are filled (e.g. name and position of the new user waypoint), a
CANCEL/CONFIRM prompt is displayed. Press <CONFIRM> to accept (LSK 6R) or <CANCEL> (LSK
6L).
B. MANUAL ENTRY OF AN AIRPORT TYPE USER WAYPOINT IN THE DATABASE
Access the USER WPT 1/2 page by pressing [INIT REF], <NAV DATA> (LSK 1R), and <NEW USER WPT>
(LSK 6L).
1. Enter the waypoint identifier in the ID field at LSK 1L.
2. Enter the position at LSK 1R or enter the Bearing/Distance at LSK 2L.
NOTE: The steps 1 and 2 can be replaced by entering a known identifier in LSK 4L and defining a
radial/distance from the reference position to the desired user waypoint position.
3. Press [NEXT] to display the USER WPT 2/2 page.
4. Toggle Identifier type (WAYPOINT, AIRPORT) at LSK 1R and select AIRPORT.
5. Enter the airport ELEVATION at LSK 5R (mandatory field). When the mandatory fields are completed
(e.g. name and position of the new user waypoint), a CANCEL/CONFIRM prompt is displayed. Press
<CONFIRM> (LSK 6R) to accept or <CANCEL> (LSK 6L).
Page 11-3
August 17, 2010
USER WPT 2/2

ID FREE= 459 TYPE
1L YUL AIRPORT> 1R
REGION
2L CAN/CY 2R
3L 3R
4L 4R
ELEVATION
5L 323F T 5R
C. DELETE A USER WAYPOINT FROM THE USER DATABASE
Any existing user waypoint can be deleted from the user database by displaying the waypoint information and
then using the CLR functional key. This user waypoint deletion can be performed in several ways:
1. With the USER WPT 1/2 page displayed press the CLR functional key and then LSK 1L. The
CANCEL/CONFIRM prompt is displayed. Press <CONFIRM> (LSK 6R) to accept or <CANCEL> (LSK
6L).
USER WPT 1/2

ADFF ID/POS FREE= 459
1L
N45o12.23 043o32.12 1R
BRG/DIS
T
2L 223 /115N M 2R
TYPE
3L >FIXED 3R
REF WPT ID RAD/DIS
4L ----- 000o/0.00N M 4R
REF WPT POS
o o
5L --- --.-- ---- --.-- 5R
6L <CANCEL DELETE? CONFIRM> 6R
2. With the NAV DATA 1/1 page displayed press the CLR functional key and then LSK 1L. The
CANCEL/CONFIRM prompt is displayed. Press <CONFIRM> (LSK 6R) to accept or <CANCEL> (LSK
6L).
NAV DATA 1/1

ADFF WPT POS
1L N45o12.23 043o32.12 1R
T
B R G / D I S 134 /123N M
2L 2R
DATABASE USER ACT RTE
3L 3R
4L 4R
5L 5R
Page 11-4
August 17, 2010
3. With the USER WPT LIST 1/1 page displayed, press the CLR functional key and then the LSK
corresponding to the user waypoint that has to be deleted. The CANCEL/CONFIRM prompt is displayed.
Press <CONFIRM> (LSK 6R) to accept or <CANCEL> (LSK 6L).
USER WPT LIST 1/2

DIS NM DIS NM
1L <BASET 2 0 . 1 GABRE 0 . 7 9 > 1R
2L <BINDY 28.9 HEC 82.7>

2R
3L <CIVET 36.3 INTC 32.6>

3R
4L <DAG 81.6 LAHAB 24.1> 4R
5L <DOWNE 21.5 LAX16 23.8> 5R
D. DELETE ALL THE USER WAYPOINTS FROM THE USER DATABASE
All the user waypoints can be deleted from the user database using a single prompt DELETE ALL on the
USER WPT 2/2 page.
The same prompt is also available from the USER WPT LIST X/Y page.
Access the USER WPT 2/2 page by pressing [INIT REF], <NAV DATA>, <NEW USER WPT>, [NEXT].
USER WPT 2/2
ID FREE= 459 TYPE

1L 1R
ADFF WAYPOINT<
2L 2R
3L 3R
4L 4R
5L 5R
6L <NAV DATA DELETE ALL> 6R
Page 11-5
August 17, 2010
On the USER WPT 2/2 page press the DELETE ALL prompt (LSK 6R) and a CANCEL/CONFIRM prompt is
displayed. Press <CONFIRM> (LSK 6R) to accept or <CANCEL> (LSK 6L).
USER WPT 2/2

ID FREE= 459 TYPE
1L
YUL NDB NAV> 1R
REGION
2L ---/-- 2R
3L 3R
4L 4R
5L 5R
E. VIEW ALL THE USER WAYPOINTS IN THE DATABASE
The complete list of the user waypoints can be viewed by pressing [INIT REF], <WPT LISTS>, <USER
WPT>. Up to 10 user waypoints are displayed on a single page and a maximum of 460 waypoints can be
defined. To view the other pages press [NEXT] or [PREV].
USER WPT LIST 1/2

DIS NM DIS NM
1L
<BASET 2 0 . 1 GABRE 0 . 7 9 > 1R
2L <BINDY 28.9 HEC 82.7>

2R

3R
4L <DAG 81.6 LAHAB 24.1> 4R
5L <DOWNE 21.5 LAX16 23.8> 5R
6L <NEW USER WPT 6R
Page 11-6
August 17, 2010
F. SAVING THE DATABASE FOR USE BY ANOTHER AIRCRAFT
The user data accumulated during the missions can be retrieved from the FMS using a serial (High Speed)
data loader. This data can then be loaded into any FMS.
1. By pressing [INIT REF], [NEXT], <DATA LOAD>, the DATA LOAD 1/1 page is displayed. Toggle the
TYPE prompt (LSK 1L) till it indicates USER_DATA.
DATA LOAD 1/1

TYPE
1L
>USER_DATA 1R
STATUS
IDLE 0000K B
2L 2R
3L 3R
4L
LOAD> 4R
5L 5R
6L <INIT/REF SAVE> 6R
2. Press SAVE (LSK 6R) to start data download from the FMS to the Data Loader Unit (only when aircraft
on ground).
DATA LOAD 1/1

TYPE
1L
>USER_DATA 1R
STATUS
2L SAVING TO DISK 0014KB
2R
56%
3L 3R
4L <ABORT 4R
5L 5R
6L <INIT/REF 6R
Page 11-7
August 17, 2010
Page 11-8
August 17, 2010
SECTION 12 - NAVIGATION SENSORS
CONTENTS
Subject Page
GENERAL .....................................................................................................................................................12-1
GPS NAVIGATION........................................................................................................................................12-2
GLOBAL POSITIONING SYSTEM PAGES (ARINC 743A/ARINC 743) .....................................................12-3
POSITION UPDATE......................................................................................................................................12-3
DME NAVIGATION .......................................................................................................................................12-4
DME STATION MONITOR ............................................................................................................................12-4
VHF NAV STATION DESELECTION ...........................................................................................................12-5
VHF NAV STATION RESELECTION ...........................................................................................................12-5
VOR/DME NAVIGATION MODE...................................................................................................................12-6
VOR/DME STATION MONITOR ...................................................................................................................12-6
INERTIAL NAVIGATION MODE...................................................................................................................12-7
INERTIAL – POSITION INITIALIZATION PROCESS ..................................................................................12-9
IRS SYSTEM PAGES .................................................................................................................................12-10
INERTIAL NAVIGATION IN POLAR AREA ...............................................................................................12-10
Page 12-i
August 17, 2010
Page 12-ii
August 17, 2010
SECTION 12
NAVIGATION SENSORS
GENERAL
When configured for civil navigation, the FMS’ navigation function follows a hierarchical navigation mode system
characterized by the following decreasing priority order:
• GPS (using TSO-C129a B1/C1sensor)

• DME/DME (using TSO-C66c DME receiver)
• VOR/DME (using TSO-C66c DME receiver and TSO-C40c VOR receiver)
• Inertial (using TSO-C4c, TSO-C6d units)
• Dead reckoning
The FMS will use GPS data for navigation provided the GPS Horizontal Integrity Limit (HIL) meets the phase of
flight requirement. Otherwise, the FMS will select the next best navigation mode meeting the TSO-C115b
accuracy requirement (95% confidence factor) for the phase of flight, following the above priority order.
The civil navigation configuration option is intended to fully comply with TSO-C129a, TSO-C115b, AC20-138A
and AC20-130A.
The FMS supports the following navigation modes: GPS, DME/DME, VOR/DME, Inertial and Dead-Reckoning
(DR). The availability of specific navigation modes depends on the equipment configuration.
Available sensors are selected in the following order of priority, based on nominal accuracy performance and
assuming good geometry:
Navigation modes Applicability

GPS GPS sensor
DME/DME DME sensor
VOR/DME NAV, DME sensors
Inertial IRS sensor
Dead Reckoning N/A
If one or several equipment supporting a navigation mode is not configured, then only a sub-set of the above
mentioned navigation modes will be available.
Transition from one mode to another is automatic. Manual deselection of all the navigation modes is also
possible using the DESELECT 1/1 page (as described in Section 17).
Page 12-1
August 17, 2010
GPS NAVIGATION
The GPS sensor uses independent channels and can track any combination of GPS satellites. The GPS sensor
computes and outputs three-dimensional position and velocity components, time, ground speed, and track.
Both code and carrier phase tracking are used. Carrier phase tracking greatly reduces position and velocity
errors under highly dynamic aircraft manoeuvres.
The GPS sensor continuously monitors satellite health. All unhealthy satellites are dropped from the position
solution. In addition, all GPS signals-in-space used in the position solution are checked for failure by a Receiver
Autonomous Integrity Monitor (RAIM). It is understood that satellite failures are unannounced and can occur at
any instant. The RAIM continuously calculates the horizontal (HIL) and vertical integrity limits. The integrity limit
gives the radius in the horizontal plane and vertical direction within which the worst-case radial position error will
stay 99.99999% of the time without a satellite failure, and 99.9% of the time in the presence of a satellite failure.
The HIL is compared in the FMS to the value required for the phase of flight (alert limit), and an alert is
generated when the integrity value exceeds the alert limit. Alert limits are described in Section 15, RNP
Capability Modification.
The RAIM function maximises the availability of the oceanic, en-route, terminal, non-precision approach while
guaranteeing the integrity as described above.
When GPS is the sensor used for navigation and the HIL (Horizontal Integrity Limit) is within the phase of flight
limit, the GPS HIL is displayed as the Actual Navigation Performance (ANP) value on the PROGRESS 1/4 page.
The HIL is also displayed on the GPS STATUS 2/2 page.
The combination of a GPS INT annunciator as well as an alert message GPS NAV LOST provides an indication
between the loss of FDE (Failure Detection and Exclusion) availability and the loss of navigation.
The GPS sensor requires a minimum of four satellites for navigation, five satellites to allow integrity monitoring
and the detection of a failed satellite, and six or more satellites to identify and exclude (isolate) the failed satellite
from the navigation solution. No operator action is required to accomplish satellite failure detection and
exclusion (FDE) as these functions are automatic. Provided adequate signal-to-noise levels exist, any satellite
with an elevation angle of 2° or more above the antenna's local horizon can be acquired, and once acquired, it
will be tracked to an elevation angle of 0° above the horizon.
Typical time-to-first-fix (TTFF) values are 55 seconds (initialized) and 120 seconds (un-initialized, e.g. search-
the-sky mode). Satellite re-acquisition after signal loss is typically 5 seconds. When a sufficient number of
satellites that has been acquired, the GPS sensor enters navigation mode and outputs the required data to the
FMS.
Page 12-2
August 17, 2010
GLOBAL POSITIONING SYSTEM PAGES (ARINC 743A/ARINC 743)
There are no data entries on these pages. For additional information refer to Appendix A.
1. Display the GPS STATUS 1/2 page by pressing [INIT REF], <NAV STATUS> (LSK 5R), <GPS> (LSK 1R).
GPS STATUS 1/2

OP MODE
1L NAV
1R
SAT VIS SAT TRK
2L 8 5
2R
HOR FOM VER FOM
3L 20 M 65M
3R
HOR DOP VER DOP
4L 1 2 4R
HOR INT
5L O.20N M 5R
6L <NAV STATUS 6R
2. Display the GPS STATUS 2/2 page by pressing [INIT REF], <NAV STATUS> (LSK 5R), <GPS> (LSK 1R),
[NEXT].
GPS STATUS 2/2

POSITION
1L N45o30.91 W073o38.02
1R
TK/GS VER SPD
o
2L 072 /600K T +220F T / M I N
2R
MSL ALT
3L +1 2 0 0 0 F T 3R
GPS HEIGHT
4L +1 1 9 5 1 F T 4R
UTC DATE
5L 1506:24Z JUL11/04 5R
6L <NAV STATUS 6R
POSITION UPDATE
Not applicable to the RRJ
Page 12-3
August 17, 2010
DME NAVIGATION
The DME/DME navigation mode is selected for use by the FMS when higher priority navigation modes are
unavailable or not adequate for the phase of flight. For additional information refer to Section 1.
DME/DME is used in areas with sufficient DME coverage and for which the appropriate navigation database is
installed. In this mode the FMS automatically tunes the on-board DME equipment acquiring distance from up to
six DME or TACAN ground stations to determine aircraft position.
NOTE: All position changes are filtered to avoid position jumps (when operating in areas of sparse DME
coverage).
DME STATION MONITOR
The DME page displays those stations used by the FMS in DME navigation. A total of six DME stations may be
used to determine the aircraft's position. At least three stations are required to navigate in DME/DME mode.
1. Display the DME STATUS 1/X page via the NAV STATUS INDEX 1/1 page.
DME STATUS 1/1

ID STAT FREQ DIS
YUL 116.30 25.5N M
1L 1R
IJFK N/A 109.50 NM
2L YJN REJ 118.00 64.5N M

2R
PLB 118.80 12.5N M
3L YQA REJ 119.00 39.0N M
3R
YUD 120.25 99.5N M
4L 4R
POSITION
5L N46o43.31 W078o46.07 5R
6L <NAV STATUS DME DESEL> 6R
2. This page displays the DME stations used by the FMS for DME navigation, the frequencies tuned, and the
slant range distances. Associated with each station is a status that indicates the following:
"REJ" : station not used in determining a position fix (rejected due to bad geometry).
" " : station used for DME navigation.
"N/A" : station not responding to tuning.
Page 12-4
August 17, 2010
VHF NAV STATION DESELECTION
In some situations, the operator may choose to deselect a VHF navaid due to known problems with the station
so as to prevent the FMS from using this station in its DME or VOR station selection process for DME or
VOR/DME navigation. To deselect a VHF navaid, proceed as follows:
1. From the DME STATUS 1/1 page, press <DME DESEL> (LSK 6R). From the VOR/DME STATUS 1/1 page,
press <VOR DESEL> (LSK 6R).
VHF NAV DESELECT 1/1

IDENT FREQ TYPE
YUL 116.30M H Z VORDME
1L 1R
2L BIG 116.90M H Z VORTAC

2R
3L YMM 112.00M H Z VORDME 3R
4L IJFK 109.50M H Z LOCGS 4R
5L ---- 5R
6L <DME STATUS 6R
Up to a maximum of 25 stations may be deselected.
2. Key the DME, VOR or ILS station identifier into the scratchpad and insert the station into the
DESELECTION list by pressing the appropriate LSK.
VHF NAV STATION RESELECTION
To remove a deselected DME, VOR or ILS navaid from the VHF navaid DESELECTION list, proceed as follows:
1. Press the [CLR] key.
2. Press the appropriate LSK.
Page 12-5
August 17, 2010
VOR/DME NAVIGATION MODE
VOR/DME Navigation is selected for use by the FMS when higher priority navigation modes are unavailable or
not adequate for the phase of flight. For additional information refer to Section 1.
The FMS uses the VOR radial bearing in conjunction with a DME slant range from a manually tuned VOR/DME
station to compute a VOR/DME -based position.
At least one VOR/DME station, up to a maximum of two VOR/DME stations, must be tuned to compute the
position.
VOR/DME STATION MONITOR
The VOR/DME STATUS 1/1 page displays those stations used for VOR/DME navigation.
1. Display the VOR/DME STATUS 1/1 page via the NAV STATUS INDEX 1/1 page.
2. The station identifier, tuned frequency, station radial, and slant range distance are displayed for every
equipment configured. When there are no stations listed, the station identifier will display blanks. When
there is no equipment configured, all the above fields will display blanks.
3. The calculated position is also displayed when valid Navaid data is available.
VOR/DME STATUS 1/1

SOURCE/ID FREQ RAD/DME
VOR1 YJN 115.80 260°
1L 1R
DME1 YJN 115.80 130NM
2L VOR2 YUL 116.30 180°
2R
DME2 IABC 109.30 12.0NM
3L 3R
4L 4R
POSITION
5L N45°30.91 W073°38.02 5R
6L <NAV STATUS VOR DESEL> 6R
Page 12-6
August 17, 2010
INERTIAL NAVIGATION MODE
The purpose of the FMS/inertial sensors interface is to provide a stand-alone inertial navigation mode for use
when stand-alone GPS navigation and radio navigation are not possible.
Reversion to the inertial navigation mode is automatic upon loss of GPS and radio navigation.
Depending on the inertial sensors installed in the aircraft, the FMS will receive and process inertial data which
may include position, ground speed, altitude, E-W and N-S inertial velocities, baro-inertial altitude, true and
synthetic magnetic heading, status and maintenance data.
The inertial navigation mode is based on the FMS-calculated mixed inertial position, track and ground speed.
The mixed inertial position is computed as a weighted average of all operational inertial sensor positions.
When in GPS or DME navigation mode, each FMS calculates a bias vector between its system position and the
mixed inertial position.
When the inertial navigation mode becomes active, the mixed inertial position is corrected with the bias vector in
order to prevent large FMS position change.
The actual navigation performance (ANP) of the mixed inertial position is derived from the inertial drift rate, the time
elapsed since inertial navigation mode became active, and the system ANP when the inertial navigation mode
became active. The FMS computes an inertial ANP based on a drift rate of 2 nautical miles per hour of inertial
navigation.
1. Display the IRS STATUS 1/X page by pressing [INIT REF], <NAV STATUS> (LSK 5R) and <IRS> (LSK
4R).
LASEREF_V installation:
IRS1 STATUS 1/X

POSITION
N45o34.25 W122o45.12
1L 1R
MODE
2L NAV
2R
HDG/DA TK/GS
o o o
3L 060 / R99 045 /140K T 3R
PITCH/ROLL ALT
4L D15o/ R10o 5000FT 4R
VERT SPD
5L + 1 7 5 FT/MIN START TEST> 5R
6L <NAV STATUS ACCURACY> 6R
Page 12-7
August 17, 2010
The crew can verify the individual IRS position and ground speed against the FMS system position and ground
speed. It can also verify the individual IRS status, action code, and update mode.
1. Display the POS INIT/REF 3/3 page by pressing [INIT REF], <POS INIT> (LSK 2R), [NEXT], [NEXT].
LASEREF_V:
POS INIT/REF 3/3

FMS POS GPS GSK T
N47o32.04 E122o18.50 250
1L 1R
2L 2R
IRS1
3L N47o32.03 E122o18.66 249
3R
IRS2
4L N47o32.04 o
E122 18.55 250 4R
IRS3
5L N47o32.03 E122o18.77 251 5R
6L <SETUP 6R
The crew can monitor the number of inertial sensors used for navigation in the POS INIT 2/3 page by pressing
[INIT REF], <POS INIT> (LSK 2R), [NEXT].
The number of inertial sensors used for navigation is displayed next to the IRS mode.
POS INIT/REF 2/3

FMS POS INERTIAL
N47°32.42 E122°18.51
1L 1R
2L MODE STS DIS ACCUR<

2R
3L GPS DSEL 0.10 0.30N M 3R

DME/DME DSEL 0.34 0.50N M
4L VORDME DSEL 0.30 0.50N M 4R
IRS(x3) NAV 0.00 0.50N M
5L 5R
6L <SET UP ROUTE> 6R
Page 12-8
August 17, 2010
INERTIAL – POSITION INITIALIZATION PROCESS
The IRS initialization of position can be commanded by any FMS. The IRS can be initialized automatically or
manually:
• When any IRS is in ALIGN mode and GPS has integrity, the IRS position will automatically be initialized by
the FMS.
• When any IRS is in ALIGN mode and GPS integrity is not available, the IRS initialization must be
commanded by the crew by entering aircraft present position into the SET IRS POSITION field of the POS
INIT page. Upon pilot entry of latitude and longitude, the FMS initializes this IRS.
1. Display the POS INIT/REF 1/3 page by pressing [INIT REF], <POS INIT>.
POS INIT/REF 1/3

FMS POS GPS
1L
N47o26.28 W122o18.67 1R
REF AIRPORT
2L KBFI N 4 7 o 3 1 . 8 0 W 1 2 2 o 1 8 . 0 0 2R
GATE
3L BF1 N 4 7 o 3 2 . 3 0 W 1 2 2 o 1 8 . 7 0 3R
SET IRS POS
o o
4L . . 4R
UTC DATE
5L 1757:04z DEC11/10 5R
6L <SETUP 6R
For additional information refer to Appendix A.
Page 12-9
August 17, 2010
IRS SYSTEM PAGES
There are no data entries on these pages except when in ALIGN mode. For additional information refer to
Appendix A.
1. Display the IRS STATUS 1/1 page by pressing [INIT REF], <NAV STATUS> and <IRS>.
Page displayed for LASEREF_V:
IRS1 STATUS 1/1

POSITION
1L N45o34.25 W122o45.12
1R
MODE
2L NAV 2R
HDG/DA TK/GS
o o o
3L 060 / R99 045 /140K T 3R
PITCH/ROLL ALT
4L D15o/ R10 5000F T 4R
VERT SPD
INERTIAL NAVIGATION IN POLAR AREA
When the system mixed inertial latitude exceeds 85 degrees N or S, the FMS will cease to compute a mixed
inertial position. The system inertial position will slowly transition to coincide with the position of the inertial
sensor closest to the mixed inertial position computed before the FMS present position latitude exceeded N-S
85 degrees.
The true heading, inertial track and ground speed information used by the FMS will be taken from the nearest
IRS. The other inertial sensor(s) will be automatically rejected. If the selected nearest inertial sensor fails, the
system will select the next nearest inertial sensor.
Upon an automatic rejection of an inertial sensor, the character string “REJ” will be displayed in lower case on
the POS REF 2/2 page, adjacent to the rejected sensor.
Upon aircraft position latitude is less than N-S 85 degrees, the rejected inertial sensor(s) will be automatically re-
enabled and the FMS will re-start the computation of the mixed inertial position, track and ground speed.
Page 12-10
August 17, 2010
SECTION 13 - RADIO TUNING PAGES
CONTENTS
Subject Page
GENERAL .....................................................................................................................................................13-1
RADIO 1/4 or 2/4 page (General considerations) .....................................................................................13-2
RADIO TUNING LIBRARY ...........................................................................................................................13-4
RADIO 1/4 or 2/4 (Horizontal display format)............................................................................................13-4
RADIO 2/4 PAGE (Horizontal display format) ...........................................................................................13-6
RADIO TEST 3/4 PAGE................................................................................................................................13-7
RADIO LIBRARY 4/4 PAGE .........................................................................................................................13-8
NAVIGATION RADIOS (VOR DME RADIO) ................................................................................................13-9
NAVIGATION RADIOS (VOR Page 1/2) ......................................................................................................13-9
NAVIGATION RADIOS (VOR Page 2/2) ....................................................................................................13-10
NAVIGATION RADIOS (ILS/MLS RADIO).................................................................................................13-11
NAVIGATION RADIOS (ILS/MLS Page 1/2)..............................................................................................13-12
NAVIGATION RADIOS (ILS/MLS Page 2/2)..............................................................................................13-14
NAVIGATION RADIOS (ADF RADIO)........................................................................................................13-15
NAVIGATION RADIOS (ADF Page 1/2).....................................................................................................13-15
NAVIGATION RADIOS (ADF Page 2/2).....................................................................................................13-16
COMMUNICATION RADIOS (VHF RADIO) ...............................................................................................13-17
COMMUNICATION RADIOS (VHF RADIO Page 1/2) ...............................................................................13-17
COMMUNICATION RADIOS (VHF RADIO Page 2/2) ...............................................................................13-18
COMMUNICATION RADIOS (HF) ..............................................................................................................13-19
COMMUNICATION RADIOS (HF RADIO Page 1/1)..................................................................................13-19
TRANSPONDERS (XPDR/TCAS) ..............................................................................................................13-20
TRANSPONDERS (XPDR/TCAS Page 1/2)...............................................................................................13-21
TRANSPONDERS (XPDR/TCAS Page 2/2)...............................................................................................13-22
VHF LIBRARY 1/N PAGE...........................................................................................................................13-23
VOR LIBRARY 1/N .....................................................................................................................................13-24
ADF LIBRARY 1/N......................................................................................................................................13-26
HF LIBRARY 1/N ........................................................................................................................................13-27
Page 13-i
August 17, 2010
Page 13-ii
August 17, 2010
SECTION 13
RADIO TUNING PAGES
NOTE: In the key sequences shown to display the pages, square brackets “[ ]” indicate a function key and
angle brackets “< >“ indicate a line select key (left and right softkeys).
GENERAL
The FMS offers primary or backup radio tuning of navigation and communication radios. It provides tuning for:
• Dual DMEs
• Dual VORs
• Dual ADFs
• Dual VHFs
• Dual HFs
• Dual XPDR TRANSPONDERs
• Dual ILS/MLS
The FMS can be configured for burst tuning. When the radio receivers are configured accordingly, this scheme
enables radio tuning from the FMS pages or via a dedicated radio control head.
In some installations, the tuning can be achieved only from the FMS or from a backup controller, depending of
the state of an external switch. When the radio tuning is disabled from the FMS due to the external switch state,
entries made on the FMS radio tuning pages will generate an entry advisory message (!RADIO TUNING
DISABLED) to inform the pilot that he may no longer tune these radios from the FMS.
In certain installation architectures supporting multiple FMSs, the crew should attempt to tune the given radio
from any other installed FMS(s) if the original tuning attempt fails. This is valid, for example, when the FMS is
operating in independent mode (as confirmed by the INDEPENDENT OP alert message).
The FMS provides control and display of the active/standby frequencies and settings of all the radios interfaced
on the RADIO Page. This page provides tuning entries and access to more detailed radio control pages, where
self-test and radio modes can be selected. Upon power-up, the FMS reads from the radios their current valid
tuned frequencies and settings, or automatically tunes them to the frequencies and settings used prior to the last
power interruption. Two display formats are available for the RADIO top page: a horizontal or a vertical
presentation. In the horizontal display format, the active and standby frequencies are displayed side by side. In
the vertical display format, the active frequency is displayed on top of the standby frequency.
The FMS provides alert mechanisms to inform the pilot of radio failures. Alerts messages are displayed if radios
fail or they are not responding to the tuning request.
Page 13-1
August 17, 2010
RADIO 1/4 or 2/4 page (General considerations)
For all radio types, the following applies:
Two frequencies/channels are displayed for each radio. When a new frequency/channel is entered, it is placed
to the right of the active frequency, in the stand-by position. The associated line select key toggles the stand-
by/active frequency/channel and vice-versa (when the scratchpad is empty).
The FMS allows the user to select a frequency by entering one of the following elements in the scratchpad and
pressing the associated line select key:
• a preset number
• the identifier (for VOR radio: from the navigation database as 1st priority and from the radio library as 2nd
priority; for all other radios from the radio library as 1st priority)
• the frequency/channel value
If a valid preset number is entered, the corresponding frequency/channel (from the library) is displayed. Preset
or ident entries have priority over the frequency/channel when entered simultaneously according to the slash
rule (e.g. 01//122.5). In this case the frequency entered will be that of the corresponding preset or ident from the
library.
The FMS allows the user to select the previous/next preset from the library by entering '+' or '-' in the scratchpad
and pressing the associated softkey.
The FMS provides frequency/channel validation by verifying the user requested frequency/channel matches the
radio feedback frequency/channel.
For navigation radios (excluding ATC) the following applies:
The FMS displays all tuned active frequencies in large white font. During the tuning process the active
frequencies are displayed in large inverse white font. If the tuning operation is not successful they are displayed
in small amber font as a warning to the pilot.
The operating frequencies for the Navigation radios are defined in each respective radio section. The FMS does
not accept values out of range. An error message will appear in the scratchpad, if invalid entries are made by
the user.
For communication radios the following applies:
A frequency or channel can be selected by entering the desired value in the scratchpad and pressing the
associated line select key. These radios do not provide tuning validation.
The FMS does not require trailing/leading zeros for frequency entry.
Page 13-2
August 17, 2010
Operating Frequencies/Channels and Ranges:
The operating frequencies/channels for the Navigation and Communication radios are shown in the table below.
An error message will appear in the scratchpad if invalid entries are made.
RADIO LOWER LIMIT UPPER LIMIT INCREMENT

VOR/ILS/ DME 108.00 MHz 117.95 MHz 50 kHz
(VOR/ILS) 135.95 (DME)
ADF 190.0 kHz 1799.5 kHz 0.5 kHz
TRANSPONDER 0 (octal) 7777 (octal) 1
VHF 118.000 MHz 136.975 MHz 25 kHz
HF 2.0000 MHz 29.9999 MHz 100 Hz

ILS 108.00 MHz 111.95 MHz 50 kHz
MLS 500 699 1
NOTE: All values in the table are inclusive.
Page 13-3
August 17, 2010
RADIO TUNING LIBRARY
For pilot convenience, the FMS provides library pages for memorized radio frequencies or channels. There is
one library for each of the following radio types: VHF, HF, VOR, and ADF radio types
Library entries consist of the following parameters:

• preset number (mandatory),
• identifier and data (optional),
• frequency or channel (mandatory).
Each library allows for 99 entries. Preset numbers are unique numbers from 1 to 99. The maximum length of the
identifier is 5 characters. Identifiers do not need to be unique, but when tuning by identifier, only the first one
encountered in the library will be used. All libraries are password protected. Scanning and viewing is always
accessible. Changes to a library are allowed only when the library is unlocked.
RADIO 1/4 or 2/4 (Horizontal display format)
This RADIO top page allows the pilot a variable number and mix of COM and NAV radios depending on the
operational needs (frequently used radios on first page, less used on second and positioned on any line of a
page). COM (VHF), NAV, ADF, HF, ATC and ILS are supported.
The RADIO 1/4 page can be configured as the default cold start power up page of the FMS.
The RADIO 1/4 page is displayed by pressing [RADIO].
Horizontal RADIO Page Type (VOR1, VOR2, ILS, ADF1, ADF2, XPDR):
RADIO 1/4
YJN A ----
1L
<VOR1 115.80 ↔ 116.70
1R
YUL YQB
2L <VOR2 116.30 ↔ 112.80
2R
YUL YQB
3L <ILS 116.30 ↔ 112.80 3R
-- --
4L <ADF1 1000 ↔ 1400 4R
-- --
5L <ADF2 2200 ↔ 1500 5R
SBY
6L <XPDR 1200 ↔ 1400 6R
NOTE: The page layout can differ based on the number of radios installed and on which line they are
configured. There may be empty lines. If more than 6 radios are configured, another RADIO top page
2/x will be available. The acronyms of some type of radios are configurable items.
The area of the RADIO 1/X page located between the preset/ident fields (e.g. just above the are
reserved for special awareness information pertaining to the specific radio(s).
Details pertaining to a radio’s specific special awareness field are captured in the dedicated radio’s
section.
Page 13-4
August 17, 2010
VOR1/2 [XL]: Access to the VOR1/2 radio page.
VOR1/2 [XR]: Display and modify the VOR active and standby frequencies/ident/preset. Entry may be made to
the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles
active/standby frequencies.
When auto-tuning mode is active, an inverse video ‘A’ is displayed next to the active ident/preset. Auto-tuning
mode is entered by assigning “DELETE” (press the [CLR] key) to the VOR standby frequency. Returning to
manual tuning mode requires “DELETE” (press the [CLR] key) to be assigned to the VOR standby frequency or
swapping of the active and standby VOR frequencies.
ILS [XL]: Access to the ILS/MLS radio page.
ADF1/2 [XL]: Access to the ADF1/2 radio page.
ADF1/2 [XR]: Display and modify the ADF active and standby frequencies/presets. When applicable, the ADF
status (e.g. ANT /BFO) is displayed in inverse video.
XPDR [XL]: Access to the XPDR/TCAS radio page.
XPDR [XR]: Used to display and modify the XPDR active and standby codes from the current active
transponder or from the last active transponder when toggled back to standby mode. Default value will be the
primary transponder at power-up (cold start) when both transponders are in standby mode.
NOTE: The X means a variable position. The Volume control and status location can differ based on the
number of radios and operator display configuration preferences. [1L] / [2L] / [3L] / [4L] / [5L] are other
possibilities where the Volume Control could be located.
The following acronyms are used: CTL=Controller, C1=VHF1, C2=VHF2, IC=InterCom, N1=VOR1,
N2=VOR2.
Page 13-5
August 17, 2010
RADIO 2/4 PAGE (Horizontal display format)
Press [RADIO] [NEXT] to display RADIO 2/4 page.
NOTE: The RADIO 2/4 page is only available when configured.
RADIO 2/4
-- 05
1L
<VHF1 123.000↔ 121.550
1R
--- 06
2L <VHF2 122.500 ↔ 1 3 2 . 3 0 0 2R
01 --
3L <HF1 11.2790 ↔ 8 . 8 9 1 0 3R
01 --
4L <HF2 16.2840 ↔ 9 . 1 9 7 0 4R
5L 5R
6L 6R
configured. There may be empty lines. If more than 6 radios are configured, another RADIO top page
2/x will be available. The acronym of some type of radios are configurable items.
VHF1/2 [XL]: Access to the VHF1/2 radio page.
VHF1/2 [XR]: Display and modify the VHF active and standby frequencies/presets. Entry may be made to the
standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles active/standby
frequencies.
HF1 [XL]: Access to the HF radio page.
HF1 [XR]: Display and modify the HF active and standby frequencies/presets.
Page 13-6
August 17, 2010
RADIO TEST 3/4 PAGE
The radio names on the RADIO TEST pages are identical to those appearing on the other radio pages.
The RADIO TEST page is only available while the aircraft is on the ground. This page is removed from the top-
level menu after take-off. Individual radio selftest functions are then accessible from the specific radio
equipment.
Press [RADIO], [NEXT], [NEXT]
NOTE: The page number is based on the number of RADIO top page(s).
Unless accessed for the first time the page may display the results of radio test previously done. Pressing the
corresponding LSK brings the radio test states to READY.
The RADIO TEST Y/X page provides the capability of initiating self-tests on the radios.
RADIO TEST 3/4
VOR1 VOR2
1L
>READY READY< 1R
ADF1 ADF2
2L >READY READY< 2R
XPDR1/TCAS XPDR2/TCAS
3L >READY READY< 3R
DME1 DME2
4L >READY READY< 4R
5L 5R
6L TEST ALL> 6R
NOTE: The page layout can differ based on the radios equipment installed as well as the configured radio
names
Toggle options for test status are READY, CONFIRM?, INIT, STARTED. Pressing LSK the first time causes
CONFIRM? to appear the second press initiates the tests. Test result is: PASS or FAIL or TIMEOUT. Pressing for
the third timerestores the display to READY.
VOR1/2 TEST [xx]: Displays VOR test status & results.
ADF1/2 TEST [xx]: Displays ADF test status & results.
XPDR/TCAS 1/2 TEST [xx]: Displays XPDR/TCAS test status & results.
DME1/2 TEST [xx]: Displays DME test status & results.
Where x1 = 1, 2, 3, 4, or 5.
Where x2 = L or R.
TEST ALL [6R]: Executes the test (only available when the aircraft is on-ground) for all the listed radios on the
RADIO TEST x/y pages. Pressing the LSK the first time causes CONFIRM? to appear besides each radio LSK.
Pressing the LSK again cause the test to start. The status and test result appear beside each radio's LSK.
CLEAR ALL [6R]: Clears all test results (only available when the aircraft is on-ground).
Page 13-7
August 17, 2010
RADIO LIBRARY 4/4 PAGE
The RADIO LIBRARY page is only available while the aircraft is on the ground for preflight check and setup.
After takeoff, they are not required anymore and are removed from the top-level menu. The RADIO page(s)
numbering is then updated accordingly. Individual radio library and self-test functions are then accessible from
the specific radio equipment. Hence, the RADIO page(s) numbering (X/Y) will vary depending on the number of
radios installed, function configured, and phase of flight.
Press [RADIO], [PREV]
The RADIO LIBRARY Y/X page provides capability to access the different radios library.
Entries are only allowed when the library is unlocked. If the library is locked, viewing and scrolling is still
permitted.
RADIO LIBRARY 4/4
1L <VOR 1R
2L <ADF 2R
3L <VHF 3R
4L <HF 4R
5L 5R
PASSWORD LIBRARY
6L ----- LOCKED< 6R
configured. There may be empty lines. The acronyms of some type of radios are configurable items.
VOR [1L]: Access to the VOR LIBRARY 1/N page.
ADF [2L]: Access to the ADF LIBRARY 1/N page.
VHF [3L]: Access to the VHF LIBRARY 1/N page.
HF [4L]: Access to the HF LIBRARY 1/N page.
PASSWORD [6L]: Unlocks the library pages to allow data entries. Enter the password in the scratchpad and press
the sixth left line select key to unlock library. The password is changed by, entering the old password followed by a
slash and the new password in the scratchpad (e.g. old password/new password). The range of the password is
an integer value from 0 to 32767.
LIBRARY [6R]: Lock the library when it is unlocked by pressing [6R]. If the library is already locked pressing [6R]
has no effect.
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August 17, 2010
NAVIGATION RADIOS (VOR DME RADIO)
The FMS supports the following VOR and DME Radio in the frequency range and channel spacing specified
below:
RADIO FREQUENCY CHANNEL NOTE

MODEL RANGE SPACING
RC DME-4000 108.00 – 50 KHz -
117.95 MHz
NOTE: The FMS does not accept out of range values. An error message will appear in the scratchpad if invalid
entries are made by the user. If the FMS has been disable for radio tuning via a discrete input, entries
made to these radios will generate an error message "RADIO TUNING DISABLED” to inform the pilot
that he may no longer tune this radio from the FMS.
NAVIGATION RADIOS (VOR Page 1/2)
This page allows the pilot to control the operation of 2 VOR and 2 DME radios.
NOTE: Tuning commands will only be accepted if the FMS is enabled for navigation radio tuning control (e.g.:
when interfaced with an external Radio Management Panel).
Display the first VOR 1/2 page from the horizontal configuration by pressing [RADIO], <VOR#>.
Page layout when the SEL CRS option and dedicated VOR and ILS receivers configured:
VOR 1/2
VOR1 VOR2
Ú115.80 Y J N Y U L A116.30Ú
1L 1R
116.70 --- --- 112.80
2L RAD: 350° RAD: 160°
2R
SEL CRS SEL CRS
3L 090° 090° 3R
4L 4R
DME:15.0N M DME:12.0N M
5L 5R
6L <RADIO LIBRARY> 6R
VOR1 [1L]: Display and modify active/standby VOR frequency, ident and preset of the VOR1 radio. When auto-
tuning mode is active and dedicated VOR and ILS receivers are configured, the active preset is replaced with an
inverse video ‘A’. Auto-tuning mode is entered by assigning “DELETE” (press the [CLR] key) to the VOR1 standby
frequency. Returning to manual tuning mode requires “DELETE” (press the [CLR] key) to be assigned to the VOR1
standby frequency or swapping of the active and standby VOR1 frequencies. Once the switch to automatic occurs
the active frequency will be replaced by a frequency selected automatically and the manually entered frequency
will be lost.
VOR2 [1R]: Same as above, but referencing VOR2 instead of VOR1.
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August 17, 2010
LOC/RAD [2L], [2R]: Depending on the active frequency, the following is displayed:
• VOR radial when VOR frequency is tuned; or
• VOR LOCalizer course when a LOCalizer frequency is tuned.
SEL CRS [3L], [3R]: Used to enter the VOR1/2 selected course. The field title and datafield are blank if the
corresponding VOR has not been successfully displayed in the LSK 1L or LSK 1R datafield.
DME [5L], [5R]: Displays the DME slant range when VOR or LOCalizer frequency is tuned.
RADIO [6L]: Access to the RADIO top level page where NAV is located.
LIBRARY [6R]: Access to the NAV Library page.
NAVIGATION RADIOS (VOR Page 2/2)
This page allows the pilot to control the operation of 2 VOR and 2 DME radios.
NOTE: This page is only displayed if VOR-auto-tuning or radio test is configured.
Display the second VOR 2/2 page from the horizontal configuration by pressing [RADIO], <VOR#>, [NEXT].
VOR 2/2
VOR1 MODE VOR2 MODE
1L
>AUTOMATIC MANUAL< 1R
2L 2R
VOR1 TEST VOR2 TEST
3L >READY READY< 3R
4L 4R
DME1 TEST DME2 TEST
5L >READY READY< 5R
6L <RADIO 6R
NOTE: The VOR and DME ident suffix "x" (e.g. VOR, VOR1...) and the side (left or right) where the VOR/DME
units appear is depending on the installation configuration.
VOR1 MODE [1L]: Toggles VOR1 mode status for the VOR radio. The possible values are AUTOMATIC or
MANUAL.
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August 17, 2010
VOR2 MODE [1R]: Same as above, but referencing VOR2 instead of VOR1.
VOR1 TEST [3L]: Toggles VOR1 test status & results. Toggle options for test status are READY, CONFIRM?,
STARTED. Pressing LSK the first time causes CONFIRM? to appear the second press initiates the tests. Test
result is: PASS or FAIL or TIMEOUT.
VOR2 TEST [3R]: Same as above, but referencing VOR2 instead of VOR1.
NOTE: The VOR1/2 TEST prompts may no longer be displayed once airborne if configured accordingly.
DME1 TEST [5L]: Toggles DME1 test status & results. Toggle options for test status are READY, CONFIRM?,
DME2 TEST [5R]: Same as above, but referencing DME2 instead of DME1.
RADIO [6L]: Access to the RADIO top level page where where NAV is located.
NAVIGATION RADIOS (ILS/MLS RADIO)
The FMS will support the following ILS and MLS radios in the frequency/channel range and channel spacing
specified below:
RADIO MODEL FREQUENCY RANGE CHANNEL NOTE

SPACING
Thales MMR TLS755 108.00 – 111.95 MHz 50 KHz ILS
Thales MMR TLS755 500 to 699 1 MLS
entries are made by the user. If the FMS has been disable for radio tuning via a discrete input, entries
made to these radios will generate an error message "RADIO TUNING DISABLED” to inform the pilot
that he may no longer tune this radio from the FMS.
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August 17, 2010
NAVIGATION RADIOS (ILS/MLS Page 1/2)
This page allows the pilot to control the operation of up to 2 ILS/MLS radios.
NOTE: Even if 2 ILS (or MLS) receivers can be configured, only a single page will be displayed since both ILS (or
MLS) receivers will always be tuned to the same frequency/mode.
Display the first ILS/MLS page from the horizontal configuration by pressing [RADIO], <ILS>.
NOTE: The page title will be ‘ILS’ instead of ‘ILS/MLS’ if no MLS receiver is configured. No associated MLS
symbology will be displayed under these circumstances.
ILS/MLS 1/2
ILS MLS
1L Ú110.10 IRME MFNN 528Ú 1R
109.30 IUL ---- ---
2L 2R
SEL CRS SEL CRS/GP
3L 090° 090°/3°
3R
DME DME
4L 125NM IRME NM 4R
STATUS STATUS
5L >A C T I V E STANDBY< 5R
6L <RADIO 6R
ILS [1L]: Display and entry of the active/standby ILS frequency and identifier. If the scratchpad is empty, line
selection will toggle the active and standby data fields. ILS identifiers entered in the standby field must be valid
navdatabase ILS-identifiers; otherwise the entry will not be accepted. ILS frequencies manually-entered in the
standby field will automatically display the associated ILS identifier if applicable. Auto-tuning mode can be
entered by assigning “DELETE” (pressing the [CLR] key) to the ILS standby frequency. Returning to manual tuning
mode requires “DELETE” (press the [CLR] key) to be assigned to the ILS standby frequency or swapping of the
active and standby ILS frequencies. Indication of auto-tuning mode is provided by the display of an inverse video
‘A’ next to the active ILS frequency.
NOTE: Toggling between automatic and manual tuning is also possible using the ILS/MLS 2/2 page [1L] prompt.
Refer to ILS/MLS 2/2 page for additional details.
NOTE: When auto-tuning is enabled, the auto-tuned ILS frequency and identifier identifier received from the ILS
radio will only be displayed in the active field if the aircraft is within auto-tuning range (less than 150nm),
otherwise the auto-tuned frequency and identifier will be displayed in the standby field. Refer to section
7 (Approach) for additional procedure-related ILS/MLS auto-tuning details.
NOTE: If the ILS receiver transmits the station identifier, when a new frequency is being tuned (either via
Autotuning or manual tuning) the station identifier associated with this new frequency will be displayed
using the identifier defined in the navigation database, until a valid station identifier is received from the
ILS receiver.
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August 17, 2010
SEL CRS [3L]: Display of the localizer front course extracted from the navigation database or the manually-
entered front course. If a back course is entered in the active flight plan, the characters ‘BC’ will precede the
displayed value (NDB front course + 180 degrees). If no localizer front course exists in the NDB for the selected
approach, or if there is no ILS, LOC, or LOC BC approach in the active flight plan, dashes will be displayed. Upon
deletion of a manual entry, the NDB front course value will be displayed (if any), otherwise dashes will be
displayed. The field title and datafield is blank if there is no active frequency displayed in the LSK 1L datafield.
The datafield is blank if at least one of the "NAV CONTROL" discrete inputs is activated (e.g. the crew selected
the RMP as the tuning source of the navigation radios).
NOTE: An active frequency must be selected in field LSK 1L above for the SEL CRS entry to be possible.
Otherwise the entry will be rejected and the !INVALID ENTRY message generated.
DME [4L]: Display of the distance and station identifier received from the tuned DME that is paired with the tuned
ILS (1L). When the tuned DME is paired with the tuned MLS (1R), this datafield will be blank. No manual entries
are permitted.
STATUS [5L]: Display of the tuning status of the ILS receiver. Pressing this softkey selects the next option. The
possible values are ACTIVE and STANDBY. If the MLS STATUS (5R) is set to ACTIVE, the ILS STATUS (5L)
will automatically revert to STANDBY.
RADIO [6L]: Access to the RADIO top level page where the ILS/MLS is located.
MLS [1R]: Display and entry of the active/standby MLS channel and identifier. If the scratchpad is empty, line
selection will toggle the active and standby data fields. MLS identifiers entered in the standby field must be valid
navdatabase MLS-identifiers; otherwise the entry will not be accepted. MLS channels manually-entered in the
standby field will automatically display the associated MLS identifier if applicable. Auto-tuning mode can be
entered by assigning “DELETE” (pressing the [CLR] key) to the MLS standby channel. Returning to manual tuning
mode requires “DELETE” (press the [CLR] key) to be assigned to the MLS standby channel or swapping of the
active and standby MLS channels. Indication of auto-tuning mode is provided by the display of an inverse video
‘A’ next to the active MLS channel.
NOTE: Toggling between automatic and manual tuning is also possible using the ILS/MLS 2/2 page [1R] prompt.
Refer to ILS/MLS 2/2 page for additional details.
NOTE: When auto-tuning is enabled, the auto-tuned MLS channel and identifier received from the MLS radio
will only be displayed in the active field if the aircraft is within auto-tuning range, otherwise the auto-
tuned frequency and identifier will be displayed in the standby field. Refer to section 7 (Approach) for
additional procedure-related ILS/MLS auto-tuning details.
NOTE: If the MLS receiver transmits the station identifier, when a new channel is being tuned (either via
Autotuning or manual tuning), the station identifier associated with this new channel will be displayed
using the identifier defined in the navigation database, until a valid station identifier is received from the
MLS receiver
SEL CRS/GP [3R]: Display of the Course and Glide Path (azimuth and slope) extracted from the navigation
database for the active flight plan MLS approach or the manually-entered azimuth/slope. If the ILS tuning status is
ACTIVE (5L) or FMS MLS tuning is disabled, the data field will be blank. Upon deletion of a manual entry, the NDB
azimuth/slope value will be displayed (if any), otherwise dashes will be displayed. The field title and datafield is
blank if there is no active channel displayed in the LSK 1R datafield. The datafield is blank if at least one of the
"NAV CONTROL" discrete inputs is activated (e.g. the crew selected the RMP as the tuning source of the
navigation radios).
NOTE: An active channel must be selected in field LSK 1R above for the SEL CRS/GP entry to be possible.
Otherwise the entry will be rejected and the !INVALID ENTRY message generated.
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August 17, 2010
DME [4R]: Display of the distance and station identifier received from the tuned DME that is paired with the tuned
MLS (1R). When the tuned DME is paired with the tuned ILS (1L), this data field will be blank. No manual entries
are permitted.
STATUS [5R]: Display of the tuning status of the MLS receiver. Pressing this softkey selects the next option.
The possible values are ACTIVE and STANDBY. If the ILS STATUS (5L) is set to ACTIVE, the MLS STATUS
(5R) will automatically revert to STANDBY.
NAVIGATION RADIOS (ILS/MLS Page 2/2)
This page allows the pilot to control the operation of up to 2 ILS/MLS radios.
Display the second ILS/MLS page from the horizontal configuration by pressing [RADIO], <ILS>, [NEXT].
NOTE: The page title will be ‘ILS’ instead of ‘ILS/MLS’ if no MLS receiver is configured. No associated MLS
symbology will be displayed under these circumstances.
ILS/MLS 2/2
ILS MODE MLS MODE
1L
>AUTOMATIC MANUAL< 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <RADIO 6R
ILS MODE [1L]: Display of the tuning mode of the ILS receiver. Pressing this softkey selects the next option.
The possible values are AUTOMATIC and MANUAL.
MLS MODE [1R]: Display of the tuning mode of the MLS receiver. Pressing this softkey selects the next option.
The possible values are AUTOMATIC and MANUAL.
NOTE: Selection of an ILS/MLS tuning mode will only be accepted if the FMS is enabled for navigation radio
tuning control (e.g.: when interfaced with an external Radio Management Panel). If the FMS is not
enabled for navigation radio tuning control, the ILS/MLS tuning mode automatically reverts to MANUAL.
RADIO [6L]: Access to the RADIO top level page where the ILS/MLS is located.
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August 17, 2010
NAVIGATION RADIOS (ADF RADIO)
The FMS supports the following ADF Radio in the frequency range and channel spacing specified below:
RADIO MODEL FREQUENCY RANGE CHANNEL SPACING

RC ADF-4000 190.0 to 1799.5 KHz 0.5 KHz
Figure 13-1 ADF Radio Model Frequency Range and Channel Spacing
entries are made by the user. If the ADF Frequency Source Selection discrete is set then entries
made will generate an error message "RADIO TUNING DISABLED” to inform the pilot that he may no
longer tune this radio from the FMS.
NAVIGATION RADIOS (ADF Page 1/2)
This page allows the pilot to control the operation of 2 ADF units.
NOTE: The page title may change from 1/2 to 1/1 once airborne if configured accordingly.
Display the first ADF RADIO page from the horizontal configuration by pressing [RADIO], <ADF#>.
ADF 1/2
ADF1 ADF2
1L b1234.5 0 1 04 407.0b 1R
1780.6 -- -- 333.5
2L 2R
MODE MODE
3L >ADF ANT< 3R
BFO BFO
4L >OFF ON< 4R
REL-BRG MAG-BRG
5L >2 3 1 o < 5R
NOTE: The ADF ident suffix "x" (e.g. ADF, ADF1...) and the side (left or right) where the ADF units appear are
depending on the installation configuration. The tables below provide examples.
ADF1 [1L]: Display and modify active/standby preset number and frequency of the ADF1 radio. Selecting
LSK_1L when the scratchpad is empty will toggle the standby and the active preset/frequency.
ADF2 [1R]: Display and modify active/standby preset number and frequency of the ADF2 radio. Selecting
LSK_1R when the scratchpad is empty will toggle the standby and the active preset/frequency.
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August 17, 2010
MODE [3L,3R]: Displays mode status for the ADF radio. Pressing this softkey selects the next option. The
possible values are ADF and ANT if the ADF mode is configured for ADF and ANT operation. Otherwise, only
ADF mode is available.
BFO [4L,4R]: Displays mode status for the ADF radio. Pressing this softkey selects the next option. The
possible values are ON and OFF.
REL-BRG/MAG BRG/TRUE BRG [5L,5R]: Set and display of the ADF Bearing display mode and Bearing data.
At power on, the FMS will display the last ADF Bearing display mode setting prior to the last FMS power
interruption.
NOTE: The ADF does not provide bearing data while it's mode of operationis is set to "ANT".
RADIO [6L]: Access to the RADIO top level page where ADF is located.
LIBRARY [6R]: Access to the ADF Library page.
NAVIGATION RADIOS (ADF Page 2/2)
This page allows the pilot to control the operation of 2 ADF units.
NOTE: This page is only displayed if radio test is configured.
NOTE: This page may no longer be displayed once airborne if configured accordingly.
Display the second ADF RADIO page from the horizontal configuration by pressing [RADIO], <ADF#>.
ADF 2/2
1L 1R
2L 2R
3L 3R
4L 4R
ADF1 TEST ADF2 TEST
5L >R E A D Y READY< 5R
6L <RADIO 6R
NOTE: The ADF ident suffix "x" (e.g. ADF, ADF1...) and the side (left or right) where the ADF units appear
are depending on the installation configuration.
ADF1 TEST [5L]: Toggles ADF1 test status & results. Toggle options for test status are READY, CONFIRM?,
ADF2 TEST [5R]: Same as above, but referencing ADF2 instead of ADF1.
RADIO [6L]: Access to the RADIO top level page where ADF is located.
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August 17, 2010
COMMUNICATION RADIOS (VHF RADIO)
The FMS supports the following VHF Radio in the frequency range and channel spacing specified below:
RADIO MODELS CHANNEL CHANNEL SPACING

RANGE
VC 401B 118.000 to 136.975 25 MHz
Figure 13-2 VHF Radio Models, Channel Range and Channel Spacing
entries are made by the user. If the VHF Frequency Source Selection discrete is set then entries
made will generate an error message “RADIO TUNING DISABLED” to inform the pilot that he may no
longer tune this radio from the FMS.
The COM VHF radio equipment name can also be configured as COM1/COM2, COM3/COM4 or
VHF/VHF1.
COMMUNICATION RADIOS (VHF RADIO Page 1/2)
This page allows the pilot to control the operation of 2 VHF units.
This page allows the pilot to verify and modify the active and standby frequencies for the COM radios. It allows
the pilot to control the operation of these radios.
NOTE: Tuning commands will only be accepted if the FMS is enabled for communication radio tuning control
(e.g.: when interfaced with an external Radio Management Panel).
Display the first VHF 1/2 page from the horizontal configuration by pressing [RADIO], [NEXT], <VHF#>.
VHF 1/2
VHF1 VHF2
1L b 118.400 0 4 -- 151.000b 1R
126.400 05 -- 124.650
2L 2R
SQUELCH SQUELCH
3L >OFF ON< 3R
4L 4R
VOICE/DATA
5L DATA< 5R
NOTE: The COM VHF radio equipment name can also be configured as “COM" or "VHF".
The VHF ident suffix "x" (e.g. VHF, VHF1...) and the side (left or right) where the COM units appear is
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August 17, 2010
VHF1 [1L]: Display and modify active/standby preset number and channel of the VHF1 radio. Selecting LSK 1L
when the scratchpad is empty will toggle the standby and the active preset/frequency.
VHF2 [1R]: Same as above, but referencing VHF2 instead of VHF1 and LSK 2R instead of LSK 1L.
NOTE: It is possible to have "-" in one or both of the active and standby fields after FMS maintenance. Toggling
is not allowed when "-" are present in the standby field. Then, a frequency needs to be entered in the
standby field first before the active/standby field toggling is allowed, otherwise a warning message will
be displayed in the scratchpad.
SQUELCH [3L]: When configured and for VHF-422 and VHF-4000 VHF radios only, toggles COM1 radio
squelch status ON or OFF.
SQUELCH [3R]: Same as above, but referencing COM2 instead of COM1.
VOICE/DATA [5R]: When voice/data control is configured and for the VHF-422 and VHF-4000 VHF radios only,
allows the crew to place the VHF radio in either the VOICE or DATA mode.
RADIO [6L]: Access to the RADIO top level page where the VHF is located.
LIBRARY [6R]: Access to the access to the VHF Library page.
COMMUNICATION RADIOS (VHF RADIO Page 2/2)
This page allows the pilot to control the operation of 2 VHF units.
NOTE: This page is only displayed if radio test is configured.
Display the second VHF 2/2 page from the horizontal configuration by pressing [RADIO], [NEXT], <VHF#>,
[NEXT].
VHF 2/2
1L 1R
2L 2R
3L 3R
4L 4R
VHF1 TEST VHF2 TEST
5L >R E A D Y READY< 5R
6L <RADIO 6R
NOTE: The COM VHF radio equipment name can also be configured as “COM" or "VHF".
The VHF ident suffix "x" (e.g. VHF, VHF1...) and the side (left or right) where the COM units appear is
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August 17, 2010
VHF1 TEST [5L]: Toggles VHF1 test status & results. Toggle options for test status are READY, CONFIRM?,
VHF2 TEST [5R]: Same as above, but referencing VHF2 instead of VHF1.
NOTE: The VHF1/2 TEST prompts may no longer be displayed once airborne if configured accordingly.
RADIO [6L]: Access to the RADIO top level page where the VHF is located.
COMMUNICATION RADIOS (HF)
The FMS supports the following HF Radio in the frequency ranges specified below:
RADIO FREQUENCY CHANNEL

MODEL RANGE SPACING
KHF-1050 2.0000 MHz – 29.9999 MHz 100 Hz
Figure 13-3 HF Radio Model, Frequency Range, Channel Spacing and Modulation
COMMUNICATION RADIOS (HF RADIO Page 1/1)
This page allows the pilot to control the operation of 2 HF radios.
NOTE: Tuning commands will only be accepted if the FMS is enabled for communication radio tuning control
(e.g.: when interfaced with an external Radio Management Panel).
Display the first HF 1/2 page from the horizontal configuration by pressing [RADIO], [NEXT].
KHF-1050 HF radio page display:

HF 1/1
HF1 HF2
Ú11.2790 0 4 2 1 8.8910 Ú
1L 1R
8.8910 05 22 2.9710
2L 2R
MODE MODE
3L >AM USB< 3R
4L 4R
5L 5R
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August 17, 2010
NOTE: The HF ident suffix "x" (e.g. HF, HF1 or HF2.) and the side (left or right) where the HF unit appears
depends upon the installation configuration.
HF1 [1L]: Display and modify active/standby preset number and frequency of the HF1 radio. Selecting LSK 1L
when the scratchpad is empty will toggle the standby and the active preset/frequency.
HF2 [1R]: Same as above, but referencing HF2 instead of HF1 and LSK 2R instead of LSK 1L.
CAUTION: Any HF frequency entry must include a decimal point otherwise it will be interpreted as a preset
entry. For instance an entry of 20 MHZ must be entered as 20. (please note the decimal point)
whereas the preset 20 is entered as 20 (without the decimal point).
NOTE: It is possible to have "-" in one or both of the active and standby fields after FMS maintenance. Toggling
is not allowed when "-" are present in the standby field. Then, a frequency needs to be entered in the
standby field first before the active/standby field toggling is allowed, otherwise a warning message will
be displayed in the scratchpad.
MODE [3L]/[3R]: Controls the following radio modes: AM, USB
RADIO [6L]: Access to the RADIO top level page where the HF radio is located.
LIBRARY [6R]: Access to the HF Library page.
TRANSPONDERS (XPDR/TCAS)
The FMS supports the following XPDR/TCAS transponder in the code range and channel spacing specified
below:
NOTE: ATC/TCAS equipment name can be configured as “ATC/TCAS”, “XPDR/TCAS” or “TPDR/TCAS”.
ATCRBS MODE A
RADIO MODEL INCREMENT NOTE
CODE RANGE (octal)
ACSS-XS-950 0 to 7777 1 -
Figure 13-4 XPDR/TCAS Transponder Models, Air Traffic Control Radar Beacon System
NOTE: The FMS does not accept out of range values. An error message will appear in the scratchpad if
invalid entries are made by the user.
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August 17, 2010
TRANSPONDERS (XPDR/TCAS Page 1/2)
This page allows the pilot to control the operation of 2 XPDR/TCAS transponders.
NOTE: The page title may change from 1/2 to 1/1 once airborne if configured accordingly.
Display the first XPDR/TCAS page from the horizontal configuration by pressing [RADIO], <XPDR>.
XPDR/TCAS 1/2
XPDR CODE
Ú1200
1L 1R
4400
2L 2R
ACTIVE XPDR ALT RNG
3L >XPDR1 BELOW< 3R
XPRD MODE TCAS MODE
4L >NORMAL TA/RA< 4R
5L >IDENT EMERGENCY< 5R
6L <RADIO 6R
XPDR CODE [1L]: Displays and allows modification of the active and standby identifier codes for the
XPDR/TCAS transponder. Enter the identifier in scratchpad and press LSK 1L. Entry may be made to the
standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles between
active/standby identifiers. The FMS displays a tuned active code in large font white color. During the tuning
process, the active code is displayed in large font inverse white color. If the tuning operation is not successful,
the code is displayed in small font amber color as a warning to the pilot. Attempting an entry or toggling of this
field is not possible while the transponder is squawking.
ACTIVE XPDR [3L]: In a multiple transponder installation, displays and allows selection of the active
transponder.
NOTE: selection options are XPDR1/XPDR2.
XPDR MODE [4L]: Displays and allows section of one of the following transponder modes: STANDBY,
ALT_RPTG_OFF and NORMAL.
IDENT [5L]: Allow the crew to add the Special Position Identification "IDENT" pulse to the ATCRBS Mode A
reply code. It is possible to re-initiate the "IDENT" period at any time, including those times during which it is
already being transmitted. When pressed, the font changes to large inverse green for approximately 18 seconds
and the active transponder code (displayed at [1L]) is also displayed in large inverse green font for the duration
of the squawk.
For some installations, activation of the Squawk Ident function can be performed through a dedicated push
button in the cockpit.
RADIO [6L]: Access to the RADIO top level page where XPDR/TCAS is located.
ALT RNG [3R]: Displays and allows section of one of the following TCAS altitude range options: NORMAL,
ABOVE and BELOW.
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August 17, 2010
TCAS MODE [4R]: Displays and allows section of one of the following TCAS mode options: STANDBY, TA/RA
and TA. Selection of TA/RA or TA will automatically force the ATC MODE (4L) to NORMAL. If the ATC MODE
(4L) reverts to STANDBY or ALT_RPTG_OFF, then the TCAS mode (4R) will automatically revert to STANDBY.
EMERGENCY [5R]: Available when the configured emergency code is not 0000, otherwise the field is blank.
Pressing this soft key will transmit the configured emergency code to the transponder and force the transponder
mode (4L) to NORMAL. When pressed, the font changes to large inverse green as long as the transponder is
active. Selection of EMERGENCY will also initiate the IDENT function (refer to [5L] for additional details).
When an ATC hijack pushbutton is installed in the cockpit, the crew can activate it and, as a result, the FMS
radio management function activates the configured ATC hijack code (default is 7500).
TRANSPONDERS (XPDR/TCAS Page 2/2)
This page allows the pilot to control the operation of 2 XPDR/TCAS units.
NOTE: This page is only displayed if the transponder test option is configured.
NOTE: This page may no longer be displayed once airborne if configured accordingly.
Display the second XPDR/TCAS page from the horizontal configuration by pressing [RADIO], <XPDR>, [NEXT].
XPDR/TCAS 2/2
1L 1R
2L 2R
3L 3R
4L 4R
XPDR/TCAS TEST
5L >READY 5R
6L <RADIO 6R
XPDR/TCAS TEST [5L]: Toggles the active transponder test status and results. Toggle options for test status are
READY, CONFIRM? and STARTED. Pressing LSK the first time causes ARMED to appear the second press
initiates the tests. Test result is: PASS or FAIL or TIMEOUT.
RADIO [6L]: Access to the RADIO top level page where the ATC/TCAS is located.
Page 13-22
August 17, 2010
VHF LIBRARY 1/N PAGE
This page allows the pilot to view and modify the preset numbers, identifiers and frequencies that are stored in
the VHF radio library.
Display VHF LIBRARY 1/N page from the horizontal configuration by pressing [RADIO], [PREV]…, <VHF> or
[RADIO], <VHFx> <LIBRARY>.
VHF LIBRARY 1/N

PR/IDENT/FREQ(MHz)
1L
02/KFTE /120.025 1R
ACT1
2L 04/ABC /121.050 -- 2R
SBY1
3L 07/CYUL1/122.075 -- 3R
ACT2
4L 11/ /121.075 -- 4R
SBY2
5L 63/A /120.050 -- 5R
6L <VHF RADIO LIBRARY> 6R
The maximum number of VHF LIBRARY entries is 99. The maximum number of VHF LIBRARY pages is 20.
The [NEXT] and [PREV] keys are used to scroll forward or backward in the preset numbers.
[1L],[2L],[3L],[4L],[5L]: Display and modify VHF library entries.

• To add a new record in the library, key into the scratchpad the preset number, the identifier and the frequency,
each separated by the slash symbol (“/”) and press any of the line select keys that are associated with a library
record (LSK 1L, LSK 2L, LSK 3L, LSK 4L or LSK 5L). The new record will be added to the library. The library
will also be re-sorted and the new entry will be displayed. If the record (identified by preset number) was
already existing then it will be overwritten. An ident is restricted to alphanumeric characters, e.g. “+” and “-” are
not allowed as ident characters.
• A preset number must be specified.
• Also entry of an existing preset number followed by a slash and nothing else will, upon pressing a line select
key associated with a library record, display the entered preset without changing its ident or frequency.
• To delete a record from the library, Press [CLR] key to display DELETE in the scratchpad, and press the line
select key (LSK) corresponding to this record. The record will be deleted and the library will be resorted.
• To modify a library record enter the parameter to be modified using the “slash” rule, e.g. if nothing is entered
before the slash then the field remains unchanged.
• E.g.: To change 04/ABC /111.050 to 04/ABC /112.075 at LSK 2L press the following keys:
a) “//112.075” and LSK 2L or
b) LSK 2L to transfer the current library record into the scratchpad, press the [CLR] key 5 times to erase
the 5 last characters of the frequency, then enter the new frequency by pressing [2],[.],[0],[7],[5] and
press the LSK 2L to enter the modified record into the library.
• In order to transfer a library record to the active or standby field of the VHF LIBRARY page first press the LSK
corresponding to library record. This places the preset number, the identifier and the frequency in the
scratchpad. Then press LSK 1R, LSK 2R, LSK 3R or LSK 4R (as desired) to transfer the contents of the
scratchpad. The identifier will not be displayed on the radio page field even though it was displayed in the
scratchpad.
Page 13-23
August 17, 2010
If VHF1 is configured:
ACT1 [2R]: Display active preset number/modify active preset number and frequency of the VHF1 radio.
SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the VHF1 radio.
If VHF2 is configured:
ACT2 [4R]: Display active preset number/modify active preset number and frequency of the VHF2 radio.
SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the VHF2 radio.
VHF RADIO [6L]: Access to VHF RADIO page.
LIBRARY [6R]: Access to RADIO LIBRARY 2/N page.
NOTE: The LIBRARY [6R] prompt is present while the aircraft is on the ground. After take-off it is removed and
access to the LIBRARY page is then accessible from the specific radio equipment only.
The LIBRARY is automatically locked when the aircraft takeoff.
VOR LIBRARY 1/N
This page allows the pilot to view and modify the preset numbers, identifiers and frequencies that are stored in
the VOR radio library.
Display VOR LIBRARY 1/N page from the horizontal configuration by pressing [RADIO], [NEXT], <VOR> or
[RADIO], <VORx>, <LIBRARY>.
VOR LIBRARY 1/N

PR/IDENT/FREQ(MHz)
1L
01/CYUL2/109.05 1R
ACT1
2L 02/C9J /112.00 -- 2R
SBY1
3L 03/XY /114.35 -- 3R
ACT2
4L 24/KJFK /111.70 -- 4R
SBY2
5L -- 5R
6L <VOR RADIO LIBRARY> 6R
Page 13-24
August 17, 2010
The maximum number of VOR LIBRARY entries is 99. The maximum number of VOR LIBRARY pages is 20.
[1L],[2L],[3L],[4L], [5L]: Display and modify VOR library entries. Same comments as for the VOR library entry
apply here. Refer to COM LIBRARY page fields [1L], [2L],[3L],[4L], [5L] for data entry rules.
VOR RADIO [6L]: Access to VOR page.
If VOR1 is configured:
ACT1 [2R]: Display active preset number/modify active preset number of the VOR1 radio.
SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the VOR1 radio.
If VOR2 is configured:
ACT2 [4R]: Display active preset number/modify active preset number and frequency of the VOR2 radio.
SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the VOR2 radio.
NOTE: If the VOR1 radio is operating in automatic tuning mode, as soon as any manual entry is made via the
ACT field, the VOR1 radio mode returns to manual tuning. The same applies for the VOR2 radio when an
entry is made via the ACT2 field.
Page 13-25
August 17, 2010
ADF LIBRARY 1/N
This page allows the pilot to view and modify the preset numbers, idents and frequencies that are stored in the
ADF radio library.
The functionality of the page is the same as the VHF or VOR LIBRARY page.
ADF LIBRARY 1/N

PR/IDENT/FREQ(KHZ)
1L 01/Q /0203.0 1R
ACT1
2L 05/ /1119.5 -- 2R
SBY1
3L 08/LTUY /2181.0 -- 3R
ACT2
4L 46/KLAX /1799.5 -- 4R
SBY2
5L 56/CBW /0109.0 -- 5R
6L <ADF RADIO LIBRARY> 6R
The maximum number of ADF LIBRARY entries is 99. The maximum number of ADF LIBRARY pages is 20.
[1L],[2L],[3L],[4L],[5L]: Display and modify ADF library entries.

Same comments as for the COM library entry apply here. Refer to COM LIBRARY page fields [1L],
[2L],[3L],[4L], [5L] for data entry rules.
ADF RADIO [6L]: Access to ADF RADIO page.
If ADF1 is configured:
ACT1 [2R]: Display active preset number/modify active preset number and frequency of the ADF1 radio.
SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the ADF1 radio.
If ADF2 is configured:
ACT2 [4R]: Display active preset number/modify active preset number and frequency of the ADF2 radio.
SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the ADF2 radio.
Page 13-26
August 17, 2010
HF LIBRARY 1/N
This page allows the pilot to view and modify the preset frequencies in the HF library. It also allows user to
select an entry and set the preset frequency in the active or standby field.
Display the HF LIBRARY 1/N page by pressing [RADIO], <HF>, <LIBRARY>.
HF LIBRARY 1/N
PR/IDENT/FREQ(MHZ)
1L 01/HF01 /2.0000 1R
ACT1
2L 05/HF02 /12.3456 -- 2R
SBY1
3L 08/HF03 /10.7500 -- 3R
ACT2
4L 46/HF04 /29.9999 -- 4R
SBY2
5L 56/HF05 /18.1122 -- 5R
6L <HF RADIO LIBRARY> 6R
The maximum number of HF LIBRARY entries is 99. The maximum number of HF LIBRARY pages is 20. The
[NEXT] and [PREV] keys are used to scroll forward or backward in the preset numbers.
[1L],[2L],[3L],[4L],[5L]: Display and modify HF library entries. Same comments as for the VHF library entry
apply here. Refer to the VHF LIBRARY page fields [1L], [2L],[3L],[4L], [5L] for data entry rules.
If HF1 is configured:
ACT1 [2R]: Display active preset number/modify active preset number and frequency of the HF1 radio.
SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the HF1 radio.
If HF2 is configured:
ACT2 [4R]: Display active preset number/modify active preset number and frequency of the HF2 radio.
SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the HF2 radio.
HF RADIO [6L]: Access to HF RADIO page.
LIBRARY [6R]: Access to RADIO LIBRARY page.
Page 13-27
August 17, 2010
Page 13-28
August 17, 2010
SECTION 14 - PERFORMANCE FUNCTIONS
CONTENTS
Subject Page
FUEL PERFORMANCE CALCULATION .....................................................................................................14-1
FUEL REMAINING AT ANY WAYPOINT.....................................................................................................14-1
Page 14-i
August 17, 2010
Page 14-ii
August 17, 2010
SECTION 14
PERFORMANCE FUNCTIONS
FUEL PERFORMANCE CALCULATION
Refer to Performance VNAV section in Appendix F.
FUEL REMAINING AT ANY WAYPOINT
Refer to Performance VNAV section in Appendix F.
Page 14-1
August 17, 2010
Page 14-2
August 17, 2010
SECTION 15 - RNP CAPABILITY
CONTENTS
Subject Page
OVERVIEW..............................................................................................................................................................15-1
FLIGHT TECHNICAL ERROR ...............................................................................................................................15-2
PERFORMANCE, MONITORING AND ALERTING .............................................................................................15-3
GPS NAVIGATION MODE .....................................................................................................................................15-3
A. ACCURACY ...........................................................................................................................................15-3
B. INTEGRITY.............................................................................................................................................15-3
C. CONTINUITY..........................................................................................................................................15-3
DME/DME NAVIGATION MODE ...........................................................................................................................15-4
A. ACCURACY ...........................................................................................................................................15-4
B. INTEGRITY.............................................................................................................................................15-4
C. CONTINUITY..........................................................................................................................................15-4
VOR/DME NAVIGATION MODE............................................................................................................................15-4
A. ACCURACY ...........................................................................................................................................15-4
B. INTEGRITY.............................................................................................................................................15-4
C. CONTINUITY..........................................................................................................................................15-4
INERTIAL NAVIGATION MODE............................................................................................................................15-5
A. ACCURACY ...........................................................................................................................................15-5
B. INTEGRITY.............................................................................................................................................15-5
C. CONTINUITY..........................................................................................................................................15-5
Page 15-i
August 17, 2010
Page 15-ii
August 17, 2010
SECTION 15
RNP CAPABILITY
OVERVIEW
When installed in accordance with AC 20-130A or equivalent, the FMS is eligible for TGL-10 P-RNAV and AC
90-100 approvals. The information to support RNP approvals is contained in this section .
This section describes RNP capabilities for the Flight Management System (FMS) when the civil navigation
configuration is set. This information is intended to be used by operators and regulatory authorities to facilitate
RNP operational approvals. It does not constitute an operational approval by itself. The intent of the RNP
capability section is to address the 95% Total System Error (TSE) accuracy requirement and to declare the
performance monitoring and alerting capability for the applicable navigation modes.
For all navigation modes, the Actual Navigation Performance (ANP) does not include any consideration of the
Flight Technical Error (FTE). The ANP represents the 95% probable radial error of the estimated aircraft
position.
The FMS monitors the position estimation error and generates an alert when the ANP exceeds the current RNP.
In GPS navigation mode, the FMS monitors the Horizontal Integrity Limit (HIL) and activates an annunciation
when the HIL exceeds the RNP value.
Page 15-1
August 17, 2010
FLIGHT TECHNICAL ERROR
In the current implementation, the Flight Technical Error (FTE) is not integrated in the Performance Monitoring
and Alerting. Operational procedures must be developed taking into consideration the (CDI) scaling, auto-pilot
and flight director capabilities to bound the (FTE) as required to support the (TSE) requirements in the RNP
airspace.
Crew procedures should also be developed to address the case when the (FTE) becomes larger and does not
support the RNP procedure.
The FMS drives a course deviation indicator (CDI) with RNP-dependent full-scale deviation (FSD) as described
in the following tables.
When FMS configured with RNP full scale deviation = YES.
Current RNP (nm) HSI FSD [nm]

RNP lower than 1.0 0.3
RNP between 1.0 and 1.99 1.0
RNP between 2.0 and 3.99 2.0
RNP greater than 4.0 4.0
Table 15-2 HSI FSD vs RNP (RNP FSD config=YES)
Page 15-2
August 17, 2010
PERFORMANCE, MONITORING AND ALERTING
When configured to ANP/HIL=1.0, the ANP presented to the aircrew on the PROGRESS page represents the
99.999% probable radial position estimation error (PEE).
The FMS monitors the ANP and generates the “CHECK ANP” CDU alert message when the ANP exceeds the
current RNP.
NOTE: That the condition has to be present for 3 seconds before the message is displayed.
In GPS mode, the FMS activates the INT (integrity) lamp when the HIL exceeds the current RNP.
GPS NAVIGATION MODE
A. ACCURACY
When installed in accordance with the Installation Manual, the GPS navigation mode exceeds the 95% 2D
accuracy requirements of AC20-130A. A typical 95% probable position estimation radial error is 0.04 nm.
B. INTEGRITY
GPS-based position integrity is the GPS HIL computed by the Receiver Autonomous Integrity Monitor
(RAIM) function of the integrated GPS Sensor Module. HIL is expressed in nautical miles and represents the
radius of a circle centered around the estimated GPS position, such that the probability that the aircraft’s
true position lies within the circle is 99.999% when no satellite failure exists and 99.9% under all conditions
of satellite failure.
-5
This exceeds the 10 per flight hour requirement for containment integrity for RNP operations as defined in
RTCA-DO-236B/DO-283A.
C. CONTINUITY
Based on typical values of the Mean Time Between Failures (MTBF) of the GPS receiver and on the
industry-accepted failure rate of the GPS satellites (10-5/hour/satellite), the FMS meets the 10-4 per flight
hour continuity requirement.
Page 15-3
August 17, 2010
DME/DME NAVIGATION MODE
The assumptions used to support the accuracy requirements are:

Minimum three DME facilities are required to support the DME/DME navigation mode. It is assumed that the
DME transceiver is compliant with TSO-C66c.
A. ACCURACY
In the DME/DME navigation mode, a typical 95% position error is 0.5 nm in en-route and 0.4 nm in the
terminal area. The DME-DME navigation mode is not available for approach mode.
B. INTEGRITY
Based on typical MTBF values of the DME ground facilities and of the airborne DME transceivers, the FMS
has a probability of misdetection by hardware of a failure condition that would cause the DME-DME navigation
-4
fix to be outside the containment limit of an order of magnitude of 10 per flight hour.
This probability is improved by line of position reasonableness check internal to the FMS. Reasonableness
checks based on distance and ground stations geometry are applied during the DME facility selection
process and prior to use of the DME slant distance measurements to derive the navigation solution.
C. CONTINUITY
Based on typical values of the Mean Time Between Failures (MTBF) of the DME ground facilities and the
airborne DME transceiver, the FMS meets the 10-4 per flight hour continuity requirement.
VOR/DME NAVIGATION MODE
The assumptions used to support the accuracy requirements are:

A minimum of one VOR and one DME facilities are required to compute a navigation solution. It is assumed
that the VOR receiver is compliant with TSO-C40a and the DME is compliant to TSO-C66c.
A. ACCURACY
In the VOR/DME navigation mode, a typical 95% position error is between 0.6 and 0.8 nm if the distance to
the tuned ground station is less than 7nm and 1.5nm greater distances. The VOR-DME navigation mode is
not available for approach mode.
B. INTEGRITY
Based on typical MTBF values of the VOR ground facilities and of the VOR receivers, the FMS has a
probability of misdetection by hardware of a failure condition that would cause the VOR-DME navigation fix
-4
to be outside the containment limit of an order of magnitude of 10 per flight hour.
This probability is improved by having an internal FMS line of position reasonableness check.
Reasonableness checks based on bearing and distance are applied prior to use of the VOR bearing
received and the DME distance received in the solution.
C. CONTINUITY
Based on typical values of the Mean Time Between Failures (MTBF) of the VOR ground facilities and the
airborne VOR receiver, the FMS meets the 10-4 per flight hour continuity requirement.
Page 15-4
August 17, 2010
INERTIAL NAVIGATION MODE
The is used in combination with an inertial navigation/reference system meeting the requirements of FAA AC
25-4 and/or 14 CFR Part 121 Appendix G. Subject to a time limitation for the inertial navigation mode.
A. ACCURACY
The inertial drift rate model used for assessment of current inertial navigation accuracy assumes a 2
nautical miles per hour drift rate in the cross-track direction after the FMS is placed in the inertial navigation
mode. The inertial navigation mode in RNP airspace is time limited based on the current RNP. In Terminal
phase of flight the inertial navigation mode must not be used more than 30 minutes after it is placed in the
inertial navigation mode. In Enroute phase of flight, its usage can be extended to 60 minutes. The Inertial
navigation mode is not available for the approach mode.
B. INTEGRITY
This provides an indication of the inertial position integrity by monitoring inertial navigation accuracy and IRS
data output validity status. Based on typical MTBF values of the inertial sensor, the FMS has a probability
of misdetection by hardware of a failure condition that would cause the inertial position to be outside the
-4
containment limit of an order of magnitude of 10 per flight hour.
This probability is improved when a mixed inertial position is computed using 3 IRS sensors.
C. CONTINUITY
Based on typical values of MTBF of the inertial sensor, the FMS meets the 10-4 per flight hour continuity
requirement.
Page 15-5
August 17, 2010
Page 15-6
August 17, 2010
SECTION 16 - MCDU FUNCTIONS
CONTENTS
Subject Page
MCDU SUBSYSTEM CONTROL (if configured) .......................................................................................16-1
Page 16-i
August 17, 2010
Page 16-ii
August 17, 2010
SECTION 16
MCDU FUNCTIONS
MCDU SUBSYSTEM CONTROL (if configured)
The CMA-9000 FMCDU has the built in capability to act as a MCDU for external sub-systems such as ACARS,
SATCOM, ACMS, and DFDAU. After a cold start, automatic logon to an external sub-system is possible, if
configured accordingly. Typically, the unit is configured for automatic logon to the onside FMS (e.g. the FMS
function that is embedded in the unit).
The 11 FMS function keys can be configured for automatic logon to the onside FMS, if desired. Using this
capability, when the MCDU function is currently logged onto a sub-system other than FMS (e.g. ACARS),
pressing a FMS function key (e.g. LEGS) automatically logs off the other sub-system and logs onto the onside
FMS and access the appropriate page.
The MCDU MENU page displays all configured external sub-systems and the onside FMS.
Display MCDU MENU 1/X page by pressing [MENU].

MCDU MENU 1/1
1L
<FMS1 <REQUESTING> 1R
2L <FMS2 <ACTIVE> 2R
3L 3R
4L <ACARS <TIMED-OUT> 4R
5L 5R
6L COMM> 6R
Each configured sub-system has an associated line select key on the left side of the page. The onside FMS is
displayed at LSK 1L.
Up to 7 external sub-systems other than the onside FMS can be configured. A second page (MCDU MENU 2/2)
is provided when at least 6 sub-systems (including the onside FMS) are configured.
Page 16-1
August 17, 2010
Page 16-2
August 17, 2010
SECTION 17 - ABNORMAL PROCEDURES
CONTENTS
Subject Page
POWER INTERRUPTIONS .............................................................................................................................. 17-1
HIGH TEMPERATURE OPERATIONS ............................................................................................................ 17-1
EQUIPMENT DESELECTION .......................................................................................................................... 17-2
OPERATION WITH FAILED TAS INPUT......................................................................................................... 17-3
OPERATION WITH A FAILED ALTITUDE INPUT .......................................................................................... 17-3
NAVIGATION IN DEAD RECKONING (DR) MODE ........................................................................................ 17-4
OPERATION WITH FAILED HEADING INPUT ............................................................................................... 17-5
MANUAL POSITION UPDATES ...................................................................................................................... 17-5
Page 17-i
August 17, 2010
Page 17-ii
August 17, 2010
SECTION 17
ABNORMAL PROCEDURES
POWER INTERRUPTIONS
A short FMS power interruption, lasting less than 7 seconds in the air or less than 90 seconds on the ground
(depending on the configuration), will have no impact on the active flight plan of the FMS. The FMS will recover
and redisplay the active FMS page (except for duplicate waypoint pages, where the previously displayed page
will be recovered). Verify position and update if necessary. Verify that the deselected sensors remained
deselected and correct if necessary. Navigation and guidance will continue to operate normally. Re-select the
desired flight instrument display and AP/FD modes. It is recommended that the flight crew review the content of
the flight plan specially considering the modifications made within 5 seconds prior to the power outage.
NOTE: A momentary power interruption (less than 200 milliseconds) will not cause the GPS sensor to transition
to acquisition mode.
A power interruption lasting longer than 7 seconds while the aircraft is airborne will require pilot action to
re-select the active FMS page and:
1. Enter a valid TO waypoint on the RTE x LEGS 1/X page.
2. Verify position and flight plan, update (if necessary).
3. Re-select the desired flight instrument display and AP/FD modes.
A power interruption lasting longer than 7 or 90 seconds (depending on the configuration selection) when the
aircraft is on the ground will result in the loss of the flight plan. Re-enter the origin and destination airports and
the flight plan.
HIGH TEMPERATURE OPERATIONS
A protection mechanism has been implemented to protect the lamp life duration (Refer to CMA-9000 Installation
Manual section VI Servicing). This mechanism dims the display when the temperature reaches an
environmental temperature higher than approximately +70C. The FMS has been qualified to maintain full
brightness for a minimum of 30 minutes. It is therefore recommended to manually decrease the display dimming
(using the BRT key or the external display control unit) to the minimum acceptable dimming setting if and only if
the FMS is to be operated in DAY luminance mode for longer than 30 minutes. No degraded operation is
foreseen in normal operation mode below +70 C.
Page 17-1
August 17, 2010
EQUIPMENT DESELECTION
CAUTION: For installations in which GPS is the only navigation sensor, deselection of the GPS input will cause
reversion to dead reckoning mode. See below and refer to the AFMS/RFMS for details.
1. Display the DESELECT page by pressing [INIT REF], <NAV STATUS> (LSK 5R) and <DESELECT>
(LSK 6R).
DESELECT 1/1
GPS
1L
VALID<
1R
DME
2L VALID< 2R
VOR/DME
3L
ACQ< 3R
IRS
4L
VALID< 4R
X-FMS
5L VALID< 5R
6L 6R
The DESELECT 1/1 page permits deselection of the sensor input or a navigation source.
NOTE: VOR, DME, IRS and XFMS prompts are only displayed if such equipments are interfaced with the FMS.
Refer to the AFMS for details.
If an equipment is suspected of being intermittent or unreliable, it should be manually deselected to prevent

the possibility of navigation error.
2. Deselect the equipment by pressing the LSK besides its name until DESEL appears under it.
NOTE: To reselect the deselected equipment, follow step 2 until VALID or ACQ appears in the equipment’s
field.
Page 17-2
August 17, 2010
OPERATION WITH FAILED TAS INPUT
When operating in a position-fixing navigation mode (e.g. GPS, DME/DME, DME/VOR), long term navigational
accuracy is not degraded due to loss of the TAS input. However, short term accuracy may be degraded during
periods of rapidly changing ground speed and the computation and display of wind will not be available.
OPERATION WITH A FAILED ALTITUDE INPUT
When the FMS is operated with the external Thales MMR GPS receiver, the system installation is approved for
en-route and terminal operations without altitude aiding, and for GPS instrument approaches with only an input
of pressure altitude rather than baro-corrected altitude. See the AFMS/RFMS for further details.
If the FMS is configured for VNAV, baro-corrected altitude must be available for the FMS to calculate its Vertical
Deviation. Baro-corrected altitude can be read directly from an Air Data Computer.
Once in flight, the actual satellite constellation determines whether altitude aiding is required to achieve the level
of integrity to conduct a GPS instrument approach. With a good satellite constellation, no altitude aiding may, in
fact, be necessary. Therefore the loss of the altitude input to the FMS may have no impact on the operation of
the flight, with the exception that manual waypoint sequencing will be required for altitude-terminated legs. This
can be achieved via the <NEXT LEG> prompt (LSK 6R) on RTE x LEGSs and PROGRESS pages.
When all altitude inputs are lost, including GPS, manual update of aircraft altitude may be made on PROGRESS
4/4 page.
Page 17-3
August 17, 2010
NAVIGATION IN DEAD RECKONING (DR) MODE
CAUTION: IFR operation in dead reckoning mode may not be permitted in certain classes of airspace.
When reversion to DR mode occurs (due to unavailability of all other navigation modes), the FMS must rely
solely on heading, true airspeed and the last computed value of wind, for navigation. This results in a position
accuracy which degrades continuously during prolonged intervals of DR operation. The rate at which accuracy
degrades depends on the quality of the source of the heading and speed inputs. The FMS may therefore only
maintain its normal accuracy if DR operation does not exceed three to five minutes duration (at typical speeds; it
will be longer at lower speeds).
Navigation accuracy during prolonged DR operation may be improved by manual updating of present position
and/or the actual track and ground speed and/or the wind speed and wind direction based on external
information. This is particularly necessary during periods of changing winds, since the FMS providing navigation
data assumes constant wind during DR operation. In an installation where digital True Airspeed (TAS) is not
provided, the FMS assumes constant ground speed during DR operation, therefore the latter must be updated
manually at regular intervals.
Manual update of the FMS track and ground speed is accomplished as follows:
1. Display the PROGRESS 1/4 page by pressing [PROG].
PROGRESS 1/4
280T DTGN M ETE
ARRIE 35.2 00+20.2<
1L 1R
280o
2L TOU 88.3 00+32.2
2R
TRUE W I N D TK/GS
3L >020T / 45K T 281T/228K T 3R
TKE/XTK
4L R000T/L0.00N M 4R
RNP/ANP
5L 1.00/0.05N M 5R
NAV MODE
6L <D R 6R
o
2. Enter the track angle in True (T)/Magnetic ( )and ground speed in knots into the scratchpad, e.g. 281/228.
3. Move the track angle and ground speed to the TK/GS field by pressing LSK 3R.
NOTE: Track angle and ground speed will automatically be updated as soon as the FMS resumes normal
navigation operation.
Page 17-4
August 17, 2010
OPERATION WITH FAILED HEADING INPUT
When the heading input is unavailable, the two main consequences are: the computation of wind is unavailable,
and more importantly, the FMS accuracy may be temporarily degraded during turns exceeding 20 degrees
except when in GPS mode. To prevent this temporary loss of accuracy, it is necessary to manually enter a new
value of track angle each 10 to 20 seconds during a turn and again on completion of the turn. Follow steps 2.
and 3. as described in NAVIGATION IN DEAD RECKONING (DR) MODE, skipping the entry of ground speed
data. The procedure is not required when navigating with a valid GPS position.
When navigating in Dead Reckoning mode with a failed heading input, an entry of a manual heading is
permitted.
MANUAL POSITION UPDATES
Manual position updates can be performed when navigating in Dead Reckoning mode.
The following operator action is required:
1. Prior to reaching a known reference position, get this known reference position coordinates to the scratchpad
by following one of these three methods:
• If the known point is a flight plan waypoint, go to the ACT RTE x LEGS POS 1/X page and line-select the
appropriate waypoint coordinates to the scratchpad;
• If the known point is a NavDataBase element, retrieve its coordinates from the NavDataBase via the NAV
DATA 1/1 page, and line-select them to the scratchpad (LSK 1R);
• Type the coordinates directly into the scratchpad.
2. Display the POS INIT/REF 1/2 page by pressing [INIT REF], <POS INIT> (LSK 2L).
3. When directly overhead the known reference position, enter the scratchpad coordinates into the FMS POS
field by pressing LSK 1R. The FMS position is immediately updated to the new coordinates.
POS INIT/REF 1/3

FMS POS DR
1L
N47o26.28 W122o18.67 1R
REF WAYPOINT
2L KBFI N 4 7 o3 1 . 8 0 W 1 2 2 o1 8 . 0 0 2R
3L 3R
4L 4R
UTC DATE
5L 1757:04z OCT20/04 5R
6L <SETUP 6R
Page 17-5
August 17, 2010
APPENDIX A - DETAILED PAGES DESCRIPTIONS
CONTENTS
Subject Page
ARRIVALS 1/X.................................................................................................................................................. A-1
CALC/CONV 1/2 .............................................................................................................................................. A-4
CALC/CONV 2/2 .............................................................................................................................................. A-5
COMM STATUS 1/1.......................................................................................................................................... A-7
DEP/ARR INDEX 1/1 ........................................................................................................................................ A-8
DEPARTURES 1/X ......................................................................................................................................... A-10
DESELECT 1/1 ............................................................................................................................................... A-13
DISPLAY 1/1 ................................................................................................................................................... A-14
DME STATUS 1/1 ........................................................................................................................................... A-15
ESS FAILURE 1/1........................................................................................................................................... A-16
FIX INFO 1/1 ................................................................................................................................................... A-16
FLIGHT LOG 1/1............................................................................................................................................. A-17
FUEL 1/2 page................................................................................................................................................ A-18
GLONASS STATUS 1/2 ................................................................................................................................. A-18
GLONASS STATUS 2/2 ................................................................................................................................. A-19
GPS PREDICT RAIM 1/1(if ARINC 743/743A GPS is configured).............................................................. A-20
GPS SAT DESELECT 1/1 .............................................................................................................................. A-21
HOLD 1/X ........................................................................................................................................................ A-22
IDENT 1/2........................................................................................................................................................ A-27
IDENT 2/2........................................................................................................................................................ A-28
INIT/REF INDEX 1/2 ....................................................................................................................................... A-29
INIT/REF INDEX 2/2 ....................................................................................................................................... A-31
IRSx STATUS X/Y (if IRS interface is configured; x= 1, 2 or 3; X/Y= 1/1, 1/2, 2/2, 1/3, 2/3 or 3/3).......... A-32
IRSx ACCURACY X/X (X: 1, 2 or 3; if IRSx is in NAV mode) ..................................................................... A-33
MAINT MESSAGES 1/X ................................................................................................................................. A-34
MCDU MENU X/X {if there is at least one external sub-system configured}........................................... A-35
MESSAGE RECALL 1/X ................................................................................................................................ A-36
NAV DATA 1/1 or 1/2 ..................................................................................................................................... A-38
NAV STATUS INDEX 1/1 ............................................................................................................................... A-42
NEAREST 1/1 ................................................................................................................................................. A-43
NEAREST AIRPORT 1/X................................................................................................................................ A-44
NEAREST VHF NAV 1/X (also applicable for NEAREST NDB, CUSTOM WPT, and USER WPT) ......... A-45
PARALLAX ADJUST 1/1 ............................................................................................................................... A-46
POS INIT/REF 1/3........................................................................................................................................... A-47
POS INIT/REF 2/3 (if IRS interface is configured) ..................................................................................... A-50
POS INIT/REF 3/3 (for LASEREF_V interface configuration) ................................................................... A-52
PROGRESS 1/4 .............................................................................................................................................. A-54
PROGRESS 2/4 .............................................................................................................................................. A-58
PROGRESS 4/4 .............................................................................................................................................. A-60
RTA PROGRESS 3/4...................................................................................................................................... A-61
RTE x 1/X ........................................................................................................................................................ A-62
RTE x 2/X ........................................................................................................................................................ A-67
RTE x LEGS 1/X ............................................................................................................................................. A-70
RTE x LEGS ETA 1/X..................................................................................................................................... A-75
RTE x LEGS POS 1/X .................................................................................................................................... A-78
RTE x LEGS WND 1/X ................................................................................................................................... A-80
SELECT CO ROUTE 1/X................................................................................................................................ A-81
Page A-i
August 17, 2010
APPENDIX A - FMS PAGES - DETAILED DESCRIPTIONS
CONTENTS
Subject Page
SELECT NAVAID {name } 1/X....................................................................................................................... A-82

SELECT WPT {name} 1/X.............................................................................................................................. A-83
SETUP 1/1....................................................................................................................................................... A-84
USER ROUTES 1/1 ........................................................................................................................................ A-85
USER WPT 1/2 ............................................................................................................................................... A-87
USER WPT 2/2 ............................................................................................................................................... A-90
USER WPT LIST 1/X ...................................................................................................................................... A-93
VHF NAV DESELECT 1/1 Page (if VOR/DME interfaces are configured)................................................. A-95
VOR/DME STATUS 1/1 Page (if VOR, DME interfaces are configured).................................................... A-96
WPT LISTS 1/1 ............................................................................................................................................... A-98
Page A-ii
August 17, 2010
Page A-iii
August 17, 2010
APPENDIX A
FMS PAGES - DETAILED DESCRIPTIONS
NOTE: In the key sequences shown to display the pages; square brackets “[ ]” indicate a function key, angle
brackets “< >” indicate a line select key (left and right softkeys).
ARRIVALS 1/X
This page provides a listing of all arrival procedures, approach procedures and runways for the selected airport.
The selected or activated STAR, STAR transition, approach, approach transition or runway are displayed.
Access the ARRIVALS page either from DEP/ARR INDEX 1/1 page, press <ARR>; or press [DEP/ARR] (if
airborne and past midway point of active route).
A. Initial Display:
PANC ARRIVALS 1/1

1L
AMOTT5 VORD06R 1R
RUNWAYS
2L ELLAM2 06L 2R
3L TAGER1 06R 3R
4L YESKA1 14 4R
5L 24L 5R
B. Display after STAR selected and route executed, STAR transition selected, and approach selected:
PANC ARRIVALS 1/1

1L
AMOTT5<ACT> <SEL>VORD06R 1R
TRANS TRANS
2L ODK <SEL> ANC 2R
3L D173J 3R
4L D350J 4R
5L 5R
6L <ERASE ROUTE> 6R
Page A-1
August 17, 2010
C. Display after all selections executed:
PANC ARRIVALS 1/1

1L
AMOTT5<ACT> <ACT>VORD06R 1R
TRANS TRANS
2L ODK <ACT> <ACT> ANC 2R
3L 3R
4L 4R
5L 5R
D. Inactive arrivals page, when changes not yet confirmed:
PANC ARRIVALS 1/1

1L
AMOTT5<SEL> <SEL>VORD06R
1R
TRANS TRANS
2L
ODK <SEL> ANC 2R
3L
D173J
3R
4L
D330J 4R
5L 5R
E. Inactive arrivals page after all selections confirmed:
PANC ARRIVALS 1/2

1L
AMOTT5<SEL> <SEL>VORD06R
1R
TRANS TRANS
2L
ODK <SEL> <SEL> ANC 2R
3L 3R
4L 4R
5L 5R
Page A-2
August 17, 2010
PANC (title): Airport identifier (all page data applies only to the identified airport).
RTE (#): Display related route number.
STARS [1L,2L,3L,4L,5L]: Alphabetical listing of all STARS applicable to the airport. Line selection of the
desired STAR removes all other STARS and non-applicable approaches/runways and displays a listing of
applicable arrival transitions. Deletion of the Selected/Active STAR cancels any STAR, STAR transition
selections (line selection toggles the STAR, STAR transition status between selected and not selected).
TRANS [2L,3L,4L,5L]: Displayed after STAR selection. Used to select/delete any arrival (enroute) transitions
associated with the selected STAR.
DEP/ARR [6L]: Returns to the DEP/ARR INDEX 1/1 page (unless a route modification is in progress).
CANCEL [6L]: Cancel the changes made to the inactive route.
APPROACHES [1R,2R,3R,4R,5R]: Alphabetical listing of all approaches applicable to the airport. Line
selection of the desired approach removes all other approaches/runways and non-applicable STARS and
displays a listing of applicable approach transitions. Deletion of the selected/active approach cancels any
approach, approach transition selection.
TRANS [2R,3R,4R,5R]: Displayed after approach selection. Used to select/delete any approach transition
associated with the selected approach.
RUNWAY [2R,3R,4R,5R]: Alphabetical listing of all runways applicable to the airport. Line selection of the
desired runway deletes all approaches and non-applicable STARS. Deletion of the selected/active runway
cancels any runway selection.
ROUTE [6R]: Access to the RTE 1/X page related to the displayed ARRIVAL.
CONFIRM [6R]: Confirm the changes made to the inactive route.
(SAVE?): Displayed between the CANCEL/CONFIRM prompts when the inactive route is in modification.
Page A-3
August 17, 2010
CALC/CONV 1/2
Display CALC/CONV 1/2 page by pressing [INIT REF], [NEXT], <CALC/CONV>.
CALC/CONV 1/2
TOTAL OPERATORS
1L
0 + 1R
2L - 2R
SUB-TOTAL
3L -1.12 + * 3R
4L / 4R
5L >CLEAR 5R
6L <INIT/REF = 6R
TOTAL[1L]: The data field displays the result for a mathematical operation when the equal sign operator is
pressed at LSK 6R. The default value is set to zero and is displayed in normal white font.
SUB-TOTAL [3L]: The data field displays the current result of a mathematical operation in normal white font
when one of the following operators is selected: +, -, *, or /.
CLEAR [5L]: Pressing this key will clear the total and sub-total data fields to zero.
INIT/REF [6L]: Access to the previously displayed INIT/REF INDEX page
+ [1R]: The data field displays the addition operator. Pressing the LSK will update the sub-total field with the
current result and will select the addition operator for the next operation.
- [2R]: The data field displays the subtraction operator. Pressing the LSK will update the sub-total field with the
current result and will select the subtraction operator for the next operation.
* [3R]: The data field displays the multiplication operator. Pressing the LSK will update the sub-total field with
the current result and will select the multiplication operator for the next operation.
/ [4R]: The data field displays the division operator. Pressing the LSK will update the sub-total field with the
current result and will select the division operator for the next operation.
= [6R]: The data field displays the equals operator. Pressing the LSK will update the total field with the current
result and clear the sub-total field.
Page A-4
August 17, 2010
CALC/CONV 2/2
Display CALC/CONV 2/2 page by pressing [INIT REF], [NEXT], <CALC/CONV>, [NEXT].
CALC/CONV 2/2
M/FT KTS/KPH/MPS
1L
-----/----- ---/---/--- 1R
KM/NM FPM/MPS
2L ----/---- -----/---.- 2R
MB/MM HG/IN HG
3L ----/---.-/--.-- 3R
o
KG/LBS C/oF
4L -----/------ ----/---- 4R
KG/L/US GAL
5L -----/-----/----- 5R
FUEL DENSITY
6L <INIT/REF 0.78KG/L 6R
The FMS uses the following factors to perform unit conversions:
UNIT CONVERSION CONVERSION FACTOR

Meters to Feet 3.28084
Kilometres to Nautical Miles 0.5399568
Millibar to milimeters of Mercury 0.7500617
Milimeters of Mercury to inches of 0.03937008
Mercury
Kilograms to pounds 2.204623
Kilograms to liters Fuel density at LSK 6R. Refer
to description below.
Liters to US Gallons 0.2641721
Knots to kilometres per hour 1.852
Kilometres per hour to meters per 0.2777778
second
Feet per minute to meters per 0.00508
second
Degrees Celsius to degrees Degrees Celsius * 1.8 + 32
Fahrenheit
Entry fields [1L,2L,3L,4L,5L,1R,2R,4R,6R]: All entry fields accept a variable number of decimals.
M/FT[1L]: The data field displays and allows entry for the following types of unit conversions:
• Meters to feet
• Feet to meters
KM/NM [2L]: The data field displays and allows entry for the following types of unit conversions:
• Kilometers to nautical miles
• Nautical miles to kilometres
Page A-5
August 17, 2010
MB/MM HG/ IN HG[3L]: The data field displays and allows entry for the following types of unit conversions:
• Millibars to millimeters of Mercury and inches of Mercury
• Millimeters of Mercury to millibars and inches of Mercury
• Inches of Mercury to millibars and millimeters of Mercury
KG/LBS[4L]: The data field displays and allows entry for the following types of unit conversions:
• Kilograms to pounds
• Pounds to kilograms
KG/L/US GAL[5L]: The data field displays and allows entry for the following types of unit conversions:
• Kilograms to liters and US Gallons
• Liters to kilograms and US Gallons
• US Gallons to kilograms and liters
KTS/KPH/MPS[1R]: The data field displays and allows entry for the following types of unit conversions:
• Knots to kilometers per hour and meters per second
• Kilometers per hour to knots and meters per second
• Meters per second to knots and kilometers per hour
FPM/MPS [2R]: The data field displays and allows entry for the following types of unit conversions:
• Feet per minute to meters per second
• Meters per second to feet per minute
°C/°F [4R]: The data field displays and allows entry for the following types of unit conversions:
• Degrees Celsius to degrees Fahrenheit
• Degrees Fahrenheit to degrees Celsius
FUEL DENSITY[6R]: The data field displays and allows entry for the fuel density required to convert kilograms
to liters.
The FMS accepts fuel density entries in the range of [0.0001, 9999].
Page A-6
August 17, 2010
COMM STATUS 1/1
The COMM STATUS page displays the installed external sub-systems connected to the MCDU and provides an
interface to the ESS FAILURE page.
Refer to Installation Flight/Line manual for additional details.
COMM STATUS 1/1
1L 1R
2L <FMS2 2R
3L <FMS1 3R
4L 4R
5L 5R
6L <MCDU MENU 6R
ESS (2L to 5L), (1R to 3R): Displays the installed sub-systems. Prompt leads to the ESS FAILURE page.
When the external sub-system name is unknown (Menu Text Exchange failed), 4 dashes (----) are displayed
besides the prompt. The installed sub-systems have a dedicated key. For example, ESS1 is displayed at LSK
1L, ESS2 is displayed at LSK 2L and so on.
MCDU MENU (6L): Returns to MCDU MENU X/X page.
ESS (2L to 5L), (1R to 3R): Displays the installed sub-systems. Prompt leads to the ESS FAILURE page.
When the external sub-system name is unknown (Menu Text Exchange failed), the FMS displays 4 dashes
(----) besides the prompt. The installed sub-systems have a dedicated key. For example, ESS1 is displayed at
LSK 1L, ESS2 is displayed at LSK 2L and so on.
The COMM STATUS page shows only the installed sub-systems.
MCDU MENU [6L]: Returns to MCDU MENU X/X page.
Page A-7
August 17, 2010
DEP/ARR INDEX 1/1
This page provides access to arrival and departure for origin and destination airport.
Display the DEP/ARR INDEX 1/1 page by pressing:

[DEP/ARR] (if on ground). or
[DEP/ARR] (if airborne and midway point of active route not reached yet). or
From ARRIVALS 1/1 page. or
From DEPARTURES 1/1.
A. Active DEP/ARR Index:
DEP/ARR INDEX 1/1

ACT RTE 1
1L
<DEP KSEA ARR> 1R
2L PANC ARR> 2R
RTE 2
4L PANC ARR> 4R
5L 5R
6L 6R
Page A-8
August 17, 2010
C. DEP/ARR Index during an edit of INACTIVE route:
DEP/ARR INDEX 1/1

ACT RTE 1
1L
DEP KSEA ARR
1R
2L PANC ARR> 2R
RTE 2
3L
<DEP KSEA ARR> 3R
4L
PANC ARR> 4R
5L 5R
RTE (#): Display related route number.
ACT or MOD: Active or Modified route status displayed before active route number.
DEP [1L/3L]: Access to the DEPARTURES 1/X page for RTE 1 or 2 ORIGIN airport. Arrow (>) disappears
when other route is being changed .
ERASE [6L]: Cancel modifications to flight plan.
RESTORE [6L]: Displayed only if the RTE was erased on the RTE 1/X page. Used to restore the active route.
ARR [1R or 3R]: Access to the ARRIVALS 1/X page for RTE 1 or 2 ORIGIN airport.
ARR [2R or 4R]: Access to the ARRIVALS 1/X page for RTE 1 or 2 DEST airport.
Page A-9
August 17, 2010
DEPARTURES 1/X
This page provides a listing of all-departing procedures and runways for the selected airport. The selected or
activated SIDS, SIDS transition, and runways are displayed.
Display the DEPARTURES 1/X page by pressing the corresponding <DEP> prompt on the DEP/ARR INDEX 1/1
page, or [DEP/ARR] (if on ground and route active).
A. Initial Display:
KBFI DEPARTURES 1/1

SIDS RTE 1 RUNWAYS
1L
LACRES 13R 1R
2L QUIET1 31L 2R
3L 3R
4L 4R
5L 5R
B. Display after SIDS selected and runway selected:
KBFI DEPARTURES 1/1

SIDS RTE 1 RUNWAYS
1L
LACRES<SEL> <SEL> 13R 1R
TRANS
2L HUMPPS 2R
3L ORTIN 3R
4L VAMPS 4R
5L 5R
6L <ERASE ROUTE> 6R
Page A-10
August 17, 2010
C. Display after all selections are executed:
KBFI DEPARTURES 1/1

SIDS RTE 1 RUNWAYS
1L LACRES<ACT> <ACT> 13R 1R
TRANS
2L VAMPS <ACT> 2R
3L 3R
4L 4R
5L 5R
D. Inactive departures page display after SIDS selected and runway selected:
KBFI DEPARTURES 1/1

SIDS RTE 2 RUNWAYS
1L
LACRES<SEL> <SEL> 13R 1R
TRANS
2L HUMPPS 2R
3L ORTIN 3R
4L VAMPS 4R
5L 5R
E. Display after all selections confirmed on the inactive route:
KBFI DEPARTURES 1/1

SIDS RTE 2 RUNWAYS
1L LACRES<SEL> <SEL> 13R 1R
TRANS
2L VAMPS <SEL> 2R
3L 3R
4L 4R
5L 5R
Page A-11
August 17, 2010
KBFI (title): Airport identifier (all page data applies only to the identified airport).
RTE(#): Display related route number.
SIDS [1L,2L,3L,4L,5L]: Alphabetical listing of all SIDS applicable to the airport. Line selection of the desired SID
removes all other SIDS and non-applicable runways and displays a listing of applicable departure transitions.
Deletion of the Selected/Active SID cancels any SID and SID transition selections (line selection toggles the SID,
SID transition status between selected and not selected).
TRANS [2L,3L,4L,5L]: Displayed after SID selection. Used to select/delete any departure transitions associated
with the selected SID.
DEP/ARR [6L]: Returns to the DEP/ARR INDEX 1/1 page (unless a route modification is in progress).
ERASE [6L]: Cancel any route modifications and/or any departure selections.
RUNWAYS [1R,2R,3R,4R,5R]: Alphabetical listing of all runways applicable to the airport. Line selection of the
desired runway deletes all non-applicable SIDS. Deletion of the selected/active runway cancels any runway
selection.
ROUTE [6R]: Access to the RTE 1/X page related to the displayed DEPARTURE.
Page A-12
August 17, 2010
DESELECT 1/1
The DESELECT 1/1 page displays the status of the system True Air Speed (TAS) and Heading data. It is also
used to prevent usage of any unsuitable sensor for navigation (GPS, VOR, DME, etc).
NOTE: Flight crew must deselect all unwanted sensors after each long power outage. All sensors are
automatically re-selected after a long power outage.
Display DESELECT 1/1 page by pressing [INIT REF], <NAV STATUS>, and <DESELECT>.
A. Display with IRS interfaces configured:
DESELECT 1/1
GPS
1L
VALID< 1R
DME
2L VALID< 2R
VOR/DME
3L VALID< 3R
IRS
4L VALID< 4R
5L 5R
6L <NAV STATUS 6R
NAV STATUS [6L]: Access to NAV STATUS INDEX 1/1 page.
GPS [1R]: Toggles between VALID/DESEL or ACQ/DESEL. options to control usage of the GPS in the
navigation solution.
DME[2R]: Toggles between VALID/DESEL or ACQ/DESEL options to control usage of the DME sensor used to
generate the DME/DME navigation solution (If DME interface is configured).
VOR/DME [3R]: Toggles between VALID/DESEL or ACQ/DESEL options to control usage of the
VOR/DME sensors used to generate the VOR/DME navigation solution. Field disappears or changes to
VOR/DME depending on the configured equipment configuration.
IRS [4R]: Toggles between VALID/DESEL or ACQ/DESEL options to control usage of the IRS in the navigation
solution (if IRS is configured).
X-FMS [5R]: Not shown in the page example. Toggle options: VALID/DESEL or ACQ/DESEL (if X-FMU is
configured).
NOTE: ACQ - Acquisition mode.
Page A-13
August 17, 2010
DISPLAY 1/1
The DISPLAY 1/1 page allows access to display preference changes and screen position adjustment.
Press [INIT REF], [NEXT] and <DISPLAY> to access the DISPLAY 1/1 page.
The DISPLAY page allows access to display preference changes and screen position adjustment.
DISPLAY 1/1
1L <PARALLAX 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <INIT/REF 6R
PARALLAX [1L]: Provides access to PARALLAX ADJUST 1/1 to adjust screen placement.
INIT/REF [6L]: Returns to INIT/REF 1/2 page.
Page A-14
August 17, 2010
DME STATUS 1/1
The DME STATUS 1/1 page displays the DME stations selected by the FMS for DME-DME navigation. Up to
six stations are displayed. For each station the identifier (ID), status (STAT), frequency (FREQ) and distance
(DIS) are given. As the FMS automatically tunes available DME stations within the vicinity of the aircraft, the
display will continually change.
Display DME STATUS 1/1 page by pressing [INIT REF], <NAV STATUS> and <DME>.
DME/DME position expressed in latitude/longitude coordinates:
DME STATUS 1/1

ID STAT FREQ DIS
1L YUL 116.30 25.5N M
1R
IJFK N/A 109.50 NM
2L YJN REJ 118.00 64.5N M

2R
PLB 118.80 12.5N M
3L YQA REJ 119.00 39.0N M
3R
YUD 120.25 99.5N M
4L 4R
POSITION
5L N46o43.31 W078o46.07 5R
6L <NAV STATUS DME DESEL> 6R
ID (1L, 2L, 3L): 3 or 4-character DME IDENTIFIER in the first column.
STAT (1L, 2L, 3L): Tuning STATUS in the second column.

REJ: DME station is not used in determining position (due to bad geometry).
N/A: Station not responding to tuning.
FREQ (1L, 2L, 3L): DME frequency (MHz) in the third column.
DIS (1L, 2L, 3L): DME slant range distance (nm) in the fourth column.
POSITION (5R): Displays DME/DME navigation position.
NAV STATUS [6L]: Returns to NAV STATUS INDEX 1/1 page.
DME DESEL [6R]: Access to VHF NAV DESELECT 1/1 page.
Page A-15
August 17, 2010
ESS FAILURE 1/1
The ESS FAILURE 1/1 page displays the error messages when the communication with the selected external
sub-system is failed.
Refer to Installation Flight/Line manual for additional details.
FIX INFO 1/1
The FIX page provides bearing or course and distance information relative to an entered FIX. Distance To Go
(DTG) and ETA are displayed for radial, distance and abeam intersections. The FIX entry must be a valid
waypoint or navaid. Radial/Distance (RAD/DIS) entries can be radials or distances from the entered FIX. Radial
or distance or abeam intersection data may be entered as waypoints in the route by line selecting into the
scratchpad and transferring to the RTE LEGS 1/X page.
Display FIX INFO 1/1 page by pressing [FIX] or [INIT REF], <FIX INFO>.
FIX INFO 1/1

FIX CRS/DIS REF
o
1L
ANN 310 / 456N M TO< 1R
2R
RAD/DIS DTG ETA
3L 175o/ 80 N M 5 4 7 N M 0 3 0 7 . 2 Z 3R
o
4L 163 / 100N M 520N M 0239.2Z 4R
5L ABEAM 5R
216o/ 6 0 N M 5 9 9 N M 0400.6Z
6L <ERASE FIXES 6R
ANN216.3/60.2
FIX [1L]: FIX identifier. Valid entry is any airport, navaid or waypoint identifier found in the
navigation/customercustom/temporary waypoints/user waypoints databases or in the active route. Displays
selected fix on EHSI. Entry of seven-character waypoint is allowed.
RAD/DIS [3L, 4L]: Radial and/or distance from FIX. If radial line or distance intersects the active route,
distance to go and ETA at the intersection are displayed. Radial entry is displayed on the EHSI as a radial line.
Distances are displayed on the EHSI as a circle around the fix.
ABEAM [5L]: Initially, the ABEAM prompt is displayed. Line selecting ABEAM displays radial/distance, distance
to go and ETA at the abeam intersection.
Page A-16
August 17, 2010
ERASE FIXES [6L]: Removes all downtrack fixes from display. A downtrack fix can also be deleted by using the
CLR key.
DTG (3L,4L,5L): Distance to go along the flight plan to the downtrack fix. The field becomes blank after the
downtrack fix was overflown.
ETA (3L,4L,5L): Estimated Time of Arrival at the downtrack fix. After the downtrack fix was overflown (the DTG
field is blank), this field displays the actual time of arrival at the downtrack fix.
NOTE: On ground, ETE fields are blank.
REF [1R]: FR: Radial (RAD) from FIX to present position. TO: Course (CRS) from present position to FIX. The
default value is the last selected value, which is restored after a power interruption.
RAD/DIS(1L): Displayed when REF is FR. Radial/Distance from FIX to present position.
CRS/DIS(1L): Distance when REF is TO. Course/Distance to FIX from present position.
NOTE: Downtrack fixes are not possible with seven-character waypoints.
FLIGHT LOG 1/1
Display FLIGHT LOG 1/1 page by pressing [INIT REF], [NEXT] and <FLIGHT LOG>.
FLIGHT LOG 1/1
TAKEOFF LANDING
1235.4Z 1335.4Z
1L 1R
INFLIGHT AIR MILES
2L 01+00.0 560N M
2R
LANDINGS
3L 12
3R
4L 4R
5L 5R
6L <INIT/REF 6R
TAKEOFF (1L): Display of initial takeoff zulu time hours and minutes. The time is reset after a cold start on
ground and set after a cold start on ground followed by a ground-air transition.
INFLIGHT (2L): Display of in-flight duration in hours and minutes. It is only reset after a cold start followed by
a takeoff; otherwise, if a landing is detected, the value will be frozen and it will be resumed after the following
take off.
INIT/REF [6L]: Returns to INIT/REF INDEX 2/2 page.
LANDING (1R): Display the last landing zulu time hours and minutes when the aircraft is on the ground.
When the aircraft is airborne, blanks are displayed. The last landing time is updated after each air to ground
transition.
Page A-17
August 17, 2010
AIR MILES (2R): Display the total nautical miles travelled. It is only reset after a cold start followed by a takeoff;
otherwise, if a landing is detected, the value will be frozen and resumed after take off.
LANDINGS [3R]: Display the number of landings since the last cold start on the ground. The landings count
is increased after every air ground transition. The landings count is reset after a cold start once the aircraft is on
ground.
FUEL 1/2 page
Refer to Appendix F - Performance VNAV Section for further information.
GLONASS STATUS 1/2
Display the GLONASS STATUS 1/2 page by pressing [INIT REF], <NAV STATUS> and <GLONASS>.
GLONASS STATUS 1/2
OP MODE
NAV
1L 1R
SAT VIS SAT TRK
2L 8 5
2R
HOR FOM VER FOM
3L 20 M 65M
3R
HOR DOP VER DOP
4L 1 2 4R
HOR INT
5L O.20N M 5R
6L <NAV STATUS 6R
OP MODE (1L): GLONASS receiver operational mode.
• TEST: Self-Test Mode.

• INI: Initialization Mode.
• ACQ: Acquisition Mode.
• NAV: Navigation Mode.
• NAV/ALT: Altitude/Clock Aided Navigation Mode.
• NAV/DIFF: Differential Navigation Mode.
• NAV/AIDED: Direction/Speed Aided Navigation Mode.
• FAILED: Failure detected.
SAT VIS (2L): Number of healthy satellites visible.
SAT TRK (2R): Number of satellites tracked.
HOR FOM (3L): Horizontal Figure Of Merit (meters).
Page A-18
August 17, 2010
VER FOM (3R): Vertical Figure Of Merit (meters).
HOR DOP (4L): Horizontal Dilution Of Precision (no units). This is a measurement of overall positional and
temporal accuracy in the horizontal plane.
VER DOP (4R): Vertical Dilution Of Precision (no units). Measurement of overall positional and temporal
accuracy in the vertical plane. A low VDOP is desirable, a high VDOP undesirable.
HOR INT (5L): Horizontal Integrity Limit (nautical miles).
GLONASS STATUS 2/2
Display the GLONASS STATUS 1/2 page by pressing [INIT REF], <NAV STATUS>, <GLONASS> and [NEXT].
GLONASS STATUS 2/2

POSITION
N45o30.91 W073o38.02
1L 1R
TK/GS VER SPD
2L 072o/600K T +220F T / M I N
2R
MSL ALT
3L +12000F T 3R
4L 4R
UTC DATE
5L 1506:24Z JUL11/04 5R
6L <NAV STATUS 6R
POSITION (1L,1R): GLONASS position LATITUDE and LONGITUDE.
TK/GS (2L): Track angle (degrees) and Ground Speed (knots).
UTC (5L): GLONASS Universal Coordinated Time (UTC).
NAV STATUS [6L]: Access to NAV STATUS INDEX 1/1 page.
VER SPD (2R): GLONASS Vertical Velocity (feet per minute).
MSL ALT [3R]: GLONASS Mean Sea Level Altitude (in feet).
DATE [5R]: GLONASS Date.
Page A-19
August 17, 2010
GPS PREDICT RAIM 1/1(if ARINC 743/743A GPS is configured)
Used to predict future GPS integrity at any required space/time point.
Display the GPS PREDICT RAIM 1/1 page by pressing [INIT REF], <NAV STATUS> and <PREDICT RAIM>.
GPS PREDICT RAIM 1/1

IDENT 1145Z NONE
1L
PANC 1150Z ENRT
1R
ETA 1155Z TERM
2L 1200Z 1200Z APPR
2R
1205Z APPR
3L 1210Z TERM
3R
1215Z NONE
4L 4R
5L 5R
6L <NAV STATUS SAT DESEL> 6R
IDENT [1L]: Any valid waypoint identifier where GPS integrity predictions are required.
NOTE: Defaults to destination airport on initial display of the page.
ETA [2L]: Estimated time of arrival when GPS integrity predictions are required.
NOTE: Defaults to ETA at the MAP waypoint when page first displayed. If no MAP waypoint yet inserted,
defaults to destination airport reference point. On entry of a flight plan route waypoint identifier, defaults
to ETA at entered route waypoint (based on current wind and speed). When on ground, ETA must be
manually entered. When airborne, predictive RAIM ETA is based on system wind.
NAV STATUS [6L]: Returns to the NAV STATUS INDEX 1/1 page.
SAT DESEL [6R]: Access to the GPS SAT DESELECT 1/1 page.
Predicted GPS integrity at entered IDENT/ETA ± 15 minutes: Displays the most restrictive phase of flight
that should be navigable with GPS at the entered position (identifier) and time (ETA) ± 15 minutes by intervals of
5 minutes. Possible GPS integrity status:
• NONE: GPS would not meet en-route navigation requirements.
• ENRT: GPS should meet en-route navigation requirements.
• TERM: GPS should meet terminal and en-route navigation requirements.
• APPR: GPS should meet GPS instrument approach, terminal and en-route navigation requirements.
• ****: Asterisks indicate that the GPS cannot provide a predicted integrity. The most probable reason is that
the GPS almanac needs to be updated. Allow a maximum of 25 minutes for the GPS to
automatically load the most recent satellite constellation almanac.
Page A-20
August 17, 2010
Display the GPS SAT DESELECT 1/1 page by pressing [INIT REF], <NAV STATUS>, <PREDICT RAIM> and
<SAT DESEL>.

DESEL -SATELLITE PRN--
1L -- 01 02 03 04 05
1R
RESEL 06 07 08 09 10
2L -- 11 12 13 14 15
2R
16 17 18 19 20
3L 21 22 23 24 25
3R
26 27 28 29 30
4L 31 32 4R
5L 5R
6L <PREDICT RAIM 6R
DESEL [1L]: Deselect satellite Pseudo Range Number (PRN). The number is 2 digits from 01 to 32.
RESEL [2L]: Reselect satellite Pseudo Range Number (PRN). The number is 2 digits from 01 to 32.
SATELLITE PRN: Matrix of satellite(s) deselected from PRAIM calculations. Deselected satellites are
indicated in WHITE reverse video color.
PREDICT RAIM [6L]: Returns to the GPS PREDICT RAIM 1/1 page.
Page A-21
August 17, 2010
HOLD 1/X
Additional fields are displayed when Performance VNAV is configured – refer to Appendix F - the Performance
VNAV section for further information.
• [HOLD] If a holding FIX already exists in the route.

• Automatically accessed whenever a proposed holding fix was entered on the RTE LEGS page (e.g.
appending ‘/H’ to an existing waypoint).
Used to review and/or revise the details of either an existing or proposed holding pattern. A manually exited
holding pattern can be defined by the pilot. A holding pattern termination at an altitude or after one full circuit is
the result of the departure/arrival procedures in the database. The possible display formats are shown below.
A. Prior to EXECution (EXEC annunciator is illuminated):
MOD RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L
KILLA 220/ 5000A 1R
TURN DIR RNP FIX ETA
2L >RIGHT 1.50N M Z
2R
INBD CRS
3L 050 o 3R
LEG TIME/DIS
4L 1.0M I N / - - . - N M 4R
EXIT TYPE STATUS
6L <ERASE 6R
B. After EXECution, but prior to hold entry:
RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L
KILLA 220/ 5000A 1R
2L >RIGHT 1.50N M Z
2R
INBD CRS
3L 050 o 3R
LEG TIME/DIS
4L 1.0M I N / - - . - N M 4R
EXIT TYPE STATUS
6L <NEW HOLD 6R
Page A-22
August 17, 2010
C. After holding entry initiated:
ACT RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L KILLA 220/ 5000A 1R
2L >RIGHT 1.50N M 2332.5Z 2R
INBD CRS
3L 050 o
3R
LEG TIME/DIS
4L 1.0M I N / - - . - N M 4R
EXIT TYPE STATUS
6L <NEW HOLD EXIT HOLD> 6R
D. After pressing the EXIT HOLD key:
MOD RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L
KILLA 220/ 5000A 1R
2L >RIGHT 1.50N M 2332.5Z 2R
INBD CRS
3L 050o 3R
LEG TIME/DIS
4L 1.0M I N / - - . - N M 4R
EXIT TYPE STATUS
5L MANUAL EXITING HOLD 5R
6L <ERASE 6R
E. During holding exit procedure (after pressing EXEC key):
ACT RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L KILLA 220/ 5000A 1R
2L >RIGHT 1.50N M 2332.5Z 2R
INBD CRS
3L 050 o
3R
LEG TIME/DIS
4L 1.0M I N / - - . - N M 4R
EXIT TYPE STATUS
5L MANUAL EXIT ARMED 5R
6L <NEW HOLD RESUME HOLD> 6R
Page A-23
August 17, 2010
F. When the exit was armed and the RESUME HOLD prompt was pressed:
MOD RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L
KILLA 220/ 5000A 1R
2L >RIGHT 1.50N M 2332.5Z 2R
INBD CRS
3L 050 o
3R
LEG TIME/DIS
4L 1.0M I N / - - . - N M 4R
EXIT TYPE STATUS
5L MANUAL RESUMING HOLD 5R
6L <ERASE 6R
G. Inactive hold prior to confirmation:
RTE 2 HOLD 1/1

FIX SPD/TGT ALT
1L KILLA 220/ 5000A
1R
2L >RIGHT 1.50N M Z
2R
INBD CRS
3L 050o 3R
LEG TIME/DIS
4L 1.0MIN/--.-NM 4R
EXIT TYPE STATUS
5L ONCE INACTIVE 5R
H. Inactive route after confirmation:
RTE 2 HOLD 1/1

FIX SPD/TGT ALT
1L
KILLA 220/ 5000A
1R
2L >RIGHT 1.50N M Z
2R
INBD CRS
3L 050o 3R
LEG TIME/DIS
4L 1.0MIN/--.-NM 4R
EXIT TYPE STATUS
5L ONCE INACTIVE 5R
6L <NEW HOLD 6R
Page A-24
August 17, 2010
I. After EXECution, but prior to hold entry (exit type AT TGT ALT displayed):
RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L
FA23 210/ 5000A 1R
2L >LEFT 1.50N M Z
2R
INBD CRS
3L 050 o 3R
LEG TIME/DIS
4L 1.0M I N / - - . - N M 4R
EXIT TYPE STATUS
5L AT TGT ALT INACTIVE 5R
6L <NEW HOLD 6R
ACT/MOD/" "(title): MOD indicates the holding pattern has not been executed. ACT indicates that the aircraft
has entered the holding pattern. A blank field indicates the holding fix has not yet been reached or the route is
inactive.
FIX [1L]: The waypoint identifier of the holding fix. Assigned PPOS for holding pattern at present position.
TURN DIR [2L]: Holding pattern turn direction (right or left).
INBD CRS [3L]: Holding pattern in-bound course to fix. Defaults to inbound course of the preceeding leg to
FIX (0° to 360°).
LEG TIME/DIS [4L]: Holding pattern inbound leg time or leg distance: When a slash ('/') character is entered,
the entry is interpreted as the leg distance, otherwise, the entry is interpreted as the leg time. When leg time is
entered, the leg distance field displays dashes and when leg distance is entered, the leg time field displays
dashes.
Holding pattern inbound leg time: Defaults to 1.0 minute at or below 14,000 feet and 1.5 minutes above 14,000
feet.
Holding pattern inbound leg distance: Dashes normally displayed, valid range is between 1.0 nm to 99.9 nm.
EXIT TYPE [5L]:

• MANUAL - indicates that exit from the holding pattern must be manually initiated (via Direct-To or pressing
EXIT HOLD).
• ONCE - indicates automatic exit at the fix after completion of entry procedure. (Normally used in lieu of a
standard procedure turn).
• AT TGT ALT - indicates automatic exit at the fix after reaching an altitude. The latter types are from the
navigation database.
When this LSK is pressed the exit type toggles between ONCE or AT TGT ALT to MANUAL, it can not be
toggled back to the previous exit type unless the change is erased. When the exit type is MANUAL, the ">"
symbol is not displayed since the MANUAL exit type cannot be changed. The symbol ">" is also not displayed
when the inactive route is displayed since changing the exit type is only allowed in the active route. Changing
the exit type when the holding pattern status is EXIT ARMED has the same effect as pressing the RESUME
HOLD prompt.
Page A-25
August 17, 2010
NEW HOLD [6L]: Displayed only if there is no route modification in process. Access to the RTE LEGS 1/X
page to define a new holding pattern (/H in scratchpad).
ERASE [6L]: Used to erase all route modifications in progress including HOLD definition. The prompt is not
available for inactive route modifications.
SPD/ALT [1R]: Displays speed/altitude constraints for the hold. The constraint values may or may not
correspond to the waypoint on the RTE LEGS 1/X page (The speed inbound to the holding fix may differ from
that of the holding fix itself).
Altitude display can be in feet or FL. If waypoint is before the midway point of the active route, Transition
Altitude is used. If waypoint is after the midway point of the active route, Transition Level is used.
The speed/altitude constraints extracted from the navigation database is displayed in small font. Manual entry
of speed/altitude constraints is displayed in large font. Refer to field ALTITUDE CONSTRAINTS on RTE LEGS
1/X page for the manual entry format.
FIX ETA [2R]: Estimated time of arrival over holding fix.
RNP [2L,2R]: The Required Navigation Performance (RNP) associated with the holding pattern leg as extracted
from the navigation database.
NOTE: The RNP value will only be displayed if there is an RNP value defined for this leg in the Navigation
Database.
STATUS [5R]:
Hold indicates the status of the holding pattern.
INACTIVE: The holding pattern is part of the active or inactive flight plan but not yet active.
• IN PROGRESS: The aircraft has entered the holding pattern.
• EXITING HOLD: The holding pattern is in progress and the "EXIT HOLD>" prompt has been pressed.
• EXIT ARMED: The aircraft is exiting the holding pattern, the "EXIT HOLD>" prompt and the EXEC key have
been pressed.
• RESUMING HOLD: The exit is armed and the "RESUME HOLD>" prompt has been pressed.
EXIT HOLD [6R]: Active only when the displayed holding pattern status is IN PROGRESS. Pressing this LSK
changes the status to EXITING HOLD and cause the route to be in MOD and the EXEC lamp to illuminate. If the
EXEC key is pressed in the EXITING HOLD state, the holding pattern exit is armed
RESUME HOLD [6R]: Displayed when the holding pattern status is EXIT ARMED. Pressing this LSK changes
the status to RESUMING HOLD and causes the route to be in MOD and the EXEC lamp to illuminate. If the
EXEC key is pressed in the RESUMING HOLD state, the holding pattern is resumed and the exit type is
manual.
Page A-26
August 17, 2010
IDENT 1/2
Additional fields are displayed when Performance VNAV is configured – refer to Appendix F - Performance
VNAV section for further information.
This page displays the effective expiry dates for the current and next cycle databases and enables the pilot to
manually select the active navigation database. The loaded custom database and user database (if configured)
are also identified. The page allows the identification of the configured software in the FMS and provide validity
check for the configuration.
• Display the IDENT 1/2 page by pressing [INIT REF] and <IDENT> (LSK 1L) or automatically after power on if
the default power-up page is configured to IDENT.
FMS1 IDENT 1/2

NAV DATABASE ACTIVE
1L K L M W W 0 6 9 7 OCT10-NOV06/03
1R
SECOND
2L KLMWW0697 NOV07-DEC04/03
2R
OP PROGRAM CFG NO
3L 614876-xxx.xx 00777
3R
CUSTOM DATABASE DATE
4L EC-RTEST MAR21/04 4R
USER DATABASE DATE
5L EC-UDTEST MAR21/04 5R
NAV DATABASE (1L,2L): Navigation database identification.
OP PROGRAM (3L): Operational Program number.
CUSTOM DATABASE (4L): Displays the custom database Identifier. Up to 8 characters may be shown.
Stars “********” are shown when no custom database is loaded. Blanks are shown when the database identifier
is not valid.
USER DATABASE (5L): Displays the user database Identifier. Up to 9 characters may be shown. Stars
“********” are shown when no user database is loaded. Blanks are shown when the database identifier is not
valid or the loaded database modified. This user database displayed Identifier is only available when the USER
DBASE configuration option is enabled.
SETUP [6L]: Access to SETUP 1/1 page.
ACTIVE [1R]: Displays active database effectivity date. To select the second database as the active database.
Press LSK 2R to copy the second database date to the scratchpad. Press LSK 1R to select it as the ACTIVE
DATABASE. The current active database can be selected when on the ground. Doing so will clear any
previously loaded flight plan.
SECOND [2R]: Displays second database effectivity date. Keypress will copy this date into the scratchpad.
CFG NO (3R): Configuration CRC checksum. This number is verified against the information in the Installation
Flight/Line Manual by maintenance personnel during system installation.
Page A-27
August 17, 2010
DATE (4R): Display the custom database affectivity date. Stars “*****/**”are shown when no database is
loaded. Blanks are shown when the date is not valid.
DATE [5R]: Display the user database date. Stars “*****/**”are shown when no database is loaded. Blanks are
shown when the date is not valid or the loaded database has been modified. This user database displayed Date
is only available when the USER DBASE configuration option is enabled.
POS INIT [6R]: Access to POS INIT/REF 1/2 page.
IDENT 2/2
This page displays the identification of the loaded flight data.

Display the IDENT 2/2 page by pressing [INIT REF], <IDENT> and [NEXT].
Refer to the VNAV Section for further information.
FMS1 IDENT 2/2
1L 1R
MAGVAR MODEL
2L 2005 (DEF)
2R
3L 3R
4L 4R
5L 5R
MAGVAR MODEL (2L): Displays the name of the Magnetic Variation Table Model. (DEF) indicates the default
2005 Model is used.
SETUP [6L]: Access to SETUP 1/1 page.
POS INIT [6R]: Access to POS INIT/REF 1/3 page.
Page A-28
August 17, 2010
INIT/REF INDEX 1/2
Display the INIT/REF INDEX 1/2 page by pressing [INIT REF].
NOTE: FMS ID “FMSx” will not be shown when cross-FMS is not configured.
1L
<IDENT NAV DATA> 1R
2L <POS INIT WPT LISTS> 2R
3L <PERF INIT NEAREST> 3R
4L <TAKEOFF FUEL> 4R
5L <APPR REF NAV STATUS> 5R
6L <MSG RECALL 6R
[1L] to [6L] and [1R] to [6R]: Permits the user to access the appropriate INIT/REF pages depending on the
configuration:
NOTE: The following table provides the list of all page access prompts that can be located on either
INIT/REFINDEX page. The presentation of the INIT/REF INDEX pages may differ based on selected
configuration options.
Page A-29
August 17, 2010
PAGE DESCRIPTION
APPR REF Access to the APPR REF 1/2 page.
CALC/CONV Access to the CALC/CONV 1/2 page.
DISPLAY Access to DISPLAY 1/1 page, which contains parallax
adjustment and coordinate system selection.
FLIGHT LOG Access to FLIGHT LOG 1/1 page {If FLIGHT LOG is
configured}.
FUEL Access to FUEL 1/2 page .
HOLD Access to RTE1 LEG 1/x page.
IDENT Access to IDENT 1/1 page.
MSG RECALL Access to MESSAGE RECALL 1/x page. The field is
displayed:
• in amber if at least one alert message has not been
acknowledged.
• in cyan if no alert message or all messages has been
acknowledged.
NAV DATA Access to NAV DATA 1/1 page.
NAV STATUS Access to NAV STATUS INDEX 1/1 page.
NEAREST Access to NEAREST 1/1 page.
PERF INIT Access to PERF INIT 1/1 page.
POS INIT Access to POS INIT/REF 1/2 page.
RTE DISCON Access to RTE1 LEG 1/x page.
SETUP Access to SETUP 1/1 page.
WPT LISTS Access to WPT LISTS 1/1 page.
Page A-30
August 17, 2010
INIT/REF INDEX 2/2
Display the INIT/REF INDEX 2/2 page by pressing [INIT REF] and [NEXT].
NOTE: FMS ID “FMSx” will not be shown when cross-FMS is not configured.
1L
<SETUP DISPLAY> 1R
2L RTE DISCON> 2R
3L <CALC/CONV 3R
4L <FLIGHT LOG 4R
5L 5R
6L 6R
[1L] to [6L] and [1R] to [5R]: Permits the user to access the appropriate INIT/REF pages depending on the
configuration:
MAINT [6R]: Access to the MAINTENANCE 1/1 page. Available only if the aircraft is on-ground.
Page A-31
August 17, 2010
IRSx STATUS X/Y (if IRS interface is configured; x= 1, 2 or 3; X/Y= 1/1, 1/2, 2/2, 1/3, 2/3 or 3/3)
Display the IRS STATUS 1/1 page by pressing [INIT REF], <NAV STATUS> and <IRS>.
A. Page displayed for LASEREF_V:
IRS1 STATUS 1/1

POSITION
1L N45o34.25 W122o45.12
1R
MODE
2L NAV 2R
HDG/DA TK/GS
o o o
3L 060 / R99 045 /140K T 3R
PITCH/ROLL ALT
4L D15o/ R10o 5000F T 4R
VERT SPD
MODE (2L): For LASEREF_V: Displays current IRS mode status. Possible status indications are:
• ALIGN
• NAV
• ATT
• TEST
HDG/DA (3L): For LASEREF_V: Displays IRS True or Mag heading (label 314 or 320) and drift angle (321).
When the drift angle is >= 100 (degrees), the value is set to 99 (degrees).
PITCH/ROLL (4L): For LASEREF_V: Displays IRS pitch and roll angles.
VERT SPD (5L): Displays IRS Vertical Velocity (feet per minute).
POSITION (1R): For LASEREF_V: Displays pure inertial position.
TK/GS (3R): Displays Inertial track True or Mag angle (degrees) and ground speed (knots).
ALT (4R): For LASEREF_V: Displays baro inertial altitude (Ft).
START/END TEST [5R]: For LASEREF_V: Initiates the ADIRS Remote Test. Once the test is initiated, the
START TEST prompt is replaced by END TEST to allow the termination of the test in progress.
ACCURACY [6R]: For LASEREF_V: Access to the corresponding IRSx ACCURACY x/3 page. Appears only
when IRSx is in NAV mode.
Page A-32
August 17, 2010
IRSx ACCURACY X/X (X: 1, 2 or 3; if IRSx is in NAV mode)
For LASEREF_V: Display IRSx ACCURACY X/X page by pressing [INIT REF], <NAV STATUS> and <IRS>,
<ACCURACY>.
There are three identical pages, one for each IRS. The first page accessed refers to the IRS previously
displayed on the IRSx STATUS X/3 page. Pressing PREV or NEXT key will display other IRSx ACCURACY X/3
pages.
IRS2 ACCURACY 2/3

FMS POS GPS
N47o32.44 E122o18.52
1L 1R
ENTER REF POS
2L N47o32.44 E122o18.52
2R
3L 3R
IRS POS ERR NAV TIME
4L 2.5N M 02H16.4 4R
RESID GS IRS DRIFT
5L 5.2K T 1.1N M / H R 5R
6L <NAV STATUS IRS2 STATUS> 6R
FMS POS (1L or 1R): Displays FMS present position.
ENTER REF POS [2L or 2R]: Valid latitude and longitude entry will enable accuracy test to be performed and
results displayed on following lines. Default value is FMS POS, as displayed in LSK 1R.
IRS POS ERR (4L): Displays inertial position error once a valid reference position is entered in LSK 2L or LSK
2R, and IRS in NAV mode.
RESID GS (5L): Displays residual ground speed once a valid reference position is entered in LSK 2L or LSK
2R, and IRS in NAV mode.
NAV STATUS [6L]: Returns to the NAV STATUS INDEX 1/1 page.
NAV TIME (4R): Displays elapsed time in hours and minutes (tenths) since IRS entered NAV mode (Time-in-
Nav). For Laseref V: This parameter is decoded from label 126.
IRS DRIFT (5R): Displays inertial drift rate (only when IRS Time in NAV > 10 minutes) once a valid reference
position is entered in LSK 2R, and IRS in NAV mode.
IRSx STATUS [6R]: Returns to the corresponding IRSx STATUS X/3 page.
Page A-33
August 17, 2010
MAINT MESSAGES 1/X
This page displays all FMS hardware related messages and all maintenance advisory messages which require
maintenance action. It is displayed only if any message related to internal failure are detected, otherwise MAINT
MSG prompt will not be displayed on the MESSAGE RECALL page and this page will not be available.
Display MAINT MESSAGE 1/1 page by pressing [INIT REF], <MSG RECALL> and <MAINT MSG>.
Maintenance messages are displayed in amber. Maintenance Advisory messages are displayed in white with
the latest identified by a leading asterisk *.
MSG RECALL [6L]: Access to the MESSAGE RECALL 1/X page. This prompt is displayed in amber when new
alert messages are displayed.
NOTE: Message(s) will re-appear at power up only if fault is still present.
FMS1 MAINT MESSAGES 1/1
1L
OP CHECKSUM FAILED 1R
H/W RTC FAILED
2L BOOT CHECKSUM FAILED 2R
FMS1 X-TALK FAILED 1
3L 3R
4L 4R
5L 5R
6L <MSG RECALL 6R
When on-ground, the digit to the extreme right of each maintenance advisory message indicates which FMU is
reporting the message. No digit means that all FMUs are reporting the same message.
FMS1 MAINT MESSAGES 1/1

FMS
1L OP CHECKSUM FAILED 1R
H/W RTC FAILED
2L BOOT CHECKSUM FAILED 2R
FMS1 X-TALK FAILED 1
3L 3R
4L 4R
5L 5R
6L <MSG RECALL 6R
Page A-34
August 17, 2010
MCDU MENU X/X {if there is at least one external sub-system configured}
The MCDU MENU page displays all configured external sub-systems and the internal FMS.
The sub-systems displayed have a dedicated key. The internal FMS is displayed at LSK 1L. The name of
ESS1 is displayed at LSK 2L, the name of ESS2 is displayed at LSK 3L and so on. ESS5 is displayed at LSK
1L of the MCDU MENU 2/2 page. There are 2 MCDU pages only when at least one of ESS5, ESS6 or ESS7 is
installed.
NOTE: Up to 7 external sub-systems can be installed, meaning 8 equipments can be displayed on the MCDU
MENU page, from LSK 1L to LSK 5L on MCDU MENU 1/2, and from LSK 1L to LSK 3L on MCDU
MENU 2/2.
Display MCDU MENU X/X page by pressing [MENU].
MCDU MENU 1/1
1L
<FMS1 <REQUESTING> 1R
2L <FMS2 <ACTIVE> 2R
3L 3R
4L <ACARS <TIMED-OUT> 4R
5L 5R
6L COMM> 6R
SUB-SYSTEM [1L to 5L]: Displays the installed external sub-systems, the internal FMS and their status. The
sub-system identifier is displayed in large white font, and the status is displayed between '<>' in large white font
(or amber for the TIMED-OUT status) starting at column 9. The status displayed can either be
<REQUESTING>, <ACTIVE> or <TIMED-OUT>.
The FMS will initiate a communication process with the corresponding selected sub-system when the key is
pressed.
COMM [6R]: The COMM prompt leads to the COMM STATUS 1/1 page. The prompt is displayed on the last
MCDU MENU page.
Page A-35
August 17, 2010
MESSAGE RECALL 1/X
Only system alert messages are displayed on this page. All messages are displayed in amber, with the latest
identified by a leading asterisk *.
System alert messages will cause both the FMS MSG annunciator and the remote FMS MSG annunciator to
illuminate until all new alert messages have been cleared/acknowledged by the pilot. Once all alert messages
have been viewed either via the scratchpad or by going to the MESSAGE RECALL page, the FMS MSG
annunciator and the remote FMS MSG annunciator will turn off.
NOTE: All current alert messages may be acknowledged simultaneously by display on the MESSAGE RECALL
1/X page.
These messages are removed automatically when the conditions which caused them have been corrected.
Display MESSAGE RECALL 1/1 page by pressing [INIT REF], and <MSG RECALL> or the [MSG] key (if
available). Pressing the [INIT REF] key for more than 1 second will automatically access this page.
MESSAGE RECALL 1/1

F1
1L
*MC FAILED 1 1R
1INDEPENDENT OP 1
2L 2R
3L 3R
4L 4R
5L 5R
6L MAINT MSG> 6R
MAINT MSG [6R]: Access to MAINT MESSAGES 1/X page. Prompt appears only if there are maintenance
alert or maintenance advisory messages.
Page A-36
August 17, 2010
When on-ground:
The digit to the extreme right of each message indicates which FMU is reporting the message. No digit means that
all FMUs are reporting the same message or that the FMS is operating in independent mode.
MESSAGE RECALL 1/1

FMS
1L *MC FAILED 1 1R
INDEPENDENT OP 1
2L 2R
3L 3R
4L 4R
5L 5R
6L MAINT MSG> 6R
FMS (1R): This fixed caption text will appear for a multiple FMS installation.
This text highlights which FMS is reporting the specific message(s) generated on this page (as indicated by the
'1', and/or '2', and/or '3' displayed next to the specific message).
MAINT MSG [6R]: Access to MAINT MESSAGES 1/X page. Prompt appears only if there are maintenance
alert or maintenance advisory messages.
Page A-37
August 17, 2010
NAV DATA 1/1 or 1/2
The NAV DATA 1/1 page allows for the display and partial modification of waypoint information from the
navigation, temporary, custom, or user databases. Fixed waypoints information may be viewed. It also provides
access to the USER WPT page for modification of all user waypoint parameters.
Display NAV DATA 1/1 page by pressing [INIT REF], and <NAV DATA>.
A. Display upon entry into the page (with no identifier being supplied from the previous page):
NAV DATA 1/1

AFVRD WPT POS
1L N03o21.12 W123o25.56
1R
BRG/DIS 134T/123NM
2L 2R
DATABASE USER
3L 3R
REGION CAN CY
4L TYPE/CLASS TACAN 4R
ELEVATION +2309F T
5L CHAN 126X 5R
DECLIN W116o
6L <EDT/NEW WPT 6R
B. Display upon entry of an existing identifier in the user waypoint database. The displayed page differs
depending on the type and class. Large font used for modifiable fields:
NAV DATA 1/1

ID NAV DATA 1/1
1L
----- 1R
AFVRD WPT POS
1L N03o21.12 W123o25.56
1R
2L BRG/DIS 134T/123NM
2R
2L 2R
3L DATABASE USER
3R
3L 3R
4L 4R REGION CAN CY
4L TYPE/CLASS TACAN 4R
5L 5R ELEVATION +2309F T
5L CHAN 126X 5R
6L <NEW USER WPT 6R DECLIN W116o
6L <EDT/NEW WPT 6R
Page A-38
August 17, 2010
C. Display upon entry of an existing identifier custom or navigation waypoint database. Display varies with the
waypoint type or class:
NAV DATA 1/1

JOVVY WPT POS
1L N03o21.12 W123o25.56
1R
BRG/DIS 134T/123N M
2L 2R
DATABASE CUSTOM
3L 3R
4L 4R
5L 5R
6L <NEW USER WPT 6R
D. Display upon entry of an existing identifier in the temporary waypoint database:
NAV DATA 1/1

WPT02 WPT POS
1L N03o21.12 W123o25.56
1R
BRG/DIS 134T/123N M
2L 2R
DATABASE TEMPORARY
3L 3R
4L 4R
5L 5R
6L <NEW USER WPT 6R
Page A-39
August 17, 2010
E. Display after deleting the user fixed waypoint:
NAV DATA 1/1

FVRD WPT POS
1L N03o21.12 W123o25.56
1R
BRG/DIS 134T/123N M
2L 2R
DATABASE USER
3L 3R
REGION CAN CY
4L TYPE/CLASS TACAN/C/H 4R
ELEVATION +2309F T
5L CHAN 126X 5R
DECLIN W116o
6L <CANCEL D E L E T E ? CONFIRM> 6R
ID [1L]: Waypoint identifier (5 characters max.). Entry of an identifier will display all the parameters of that
waypoint. In the case of multiple waypoints with the same identifier, the SELECT WPT page will be displayed
for specification. Pressing this key with an empty scratchpad copies the identifier to the scratchpad. To delete a
user waypoint, press CLR to get the DELETE message and select identifier LSK key. Entry of an invalid
identifier will cause the advisory !NOT IN DATABASE message to appear. If a modification is in progress,
entering a new identifier will automatically cancel the deletion, as applicable.
WPT POS [1R]: Display of waypoint position. Pressing this key with an empty scratchpad copies the position to
the scratchpad.
BRG/DIS [1R]: Bearing and distance from the current aircraft position to the waypoint. The values will be
recomputed and displayed at a minimum rate of once every second.
NAME (2L),(2R): Airport waypoint names, 24 characters max.
DATABASE (2L),(2R): Display of the database containing the waypoint. Possible values are NAVIGATION,
CUSTOM, USER, and TEMPORARY.
REGION (3L), (3R) lower line: Display of REGION and ICAO code.
Complete list of region codes:
AFR: Africa MES: Middle East/South Asia

CAN: Canada PAC: Pacific
EEU: Eastern Europe SAM: South America
EUR: Europe SPA: South Pacific
LAM: Latin America USA: United States of America
CUS: Specific to customer
Sample ICAO country codes (2 characters):
EH= Europe, Netherlands EG= Europe, UK
Page A-40
August 17, 2010
TYPE/CLASS (4L), (4R) upper line: Display of identifier type or VHF NAVAID class. Possible values are:
AIRPORT: Airports
NDB: Non-Directional Beacon waypoint
WAYPOINT: Simple Position Waypoint
VHF Navigation Aids classes: a/b/c
a b c
DME C - Co-located H - High Level
ILSDME N - Non co-located L - Low Level
ILSTACAN O - Out of Service T - Terminal
LOCGS * - N/A U - Undefined
LOCONLY
MLSDMEN
MLSDMEP
TACAN
VNCDME(DME component
of a VORDME)
VNCTACAN
(TACAN component of a
VORTAC)
VOR
VORDME
VORTAC
ELEVATION (4L), (4R) lower line: Display of elevation in feet (Airport and VHF NAV only).
FREQ (5L), (5R) upper line: Display of NAVAID frequency (MHz) (DME, ILSDME, VOR, and VORDME VHF
NAV only).
DECLIN (5L), (5R) lower line: Display of VOR Station Declination (VHF NAV only).
MAGVAR (5L), (5R) lower line: Display of magnetic variation (WAYPOINT, AIRPORT, NDB NAVAID, ILS).
NEW USER WPT [6L]: Displayed only for non-user waypoints. Access the USER WPT pages allowing creation
of a new user waypoint or modification of any field of an existing one. This prompt selection is only available
when the USER DBASE configuration option is enabled.
EDT/NEW WPT [6L]: Access the USER WPT pages allowing modification of any field of the selected
waypoint or creation of a new user waypoint. The user waypoint data being displayed will automatically appear
on the USER WPT pages.
(DELETE?): Displayed between the CANCEL/CONFIRM prompts when the inactive route is in modification.
CANCEL [6L]: Cancels the modifications performed to a user waypoint.
CONFIRM [6R]: Confirms the modifications performed to a user waypoint.
Page A-41
August 17, 2010
Display the NAV STATUS INDEX 1/1 page by pressing [INIT REF] and <NAV STATUS>.
This page provides an access to the various Navigation Status pages. Only pages for which the equipment is
configured are displayed.
1L
<PREDICT RAIM GPS> 1R
2L <GLONASS DME> 2R
3L VOR/DME> 3R
4L IRS> 4R
5L 5R
6L <INIT/REF DESELECT> 6R
PREDICT RAIM [1L]: Access to GPS PREDICT RAIM 1/1 page.
GPS [1R]: Access to GPS STATUS 1/2 page.
GLONASS [2L]: Access to GLONASS STATUS 1/2 page.
DME[2R]: Access to DME STATUS 1/1 page.
VOR/DME [3R]: Access to VOR/DME STATUS 1/1 page. Disappears or changes to VOR/DME depending on
the configured equipment.
IRS[4R]: For LASEREF_V: Access to the IRS STATUS Onside/x page.
INIT/REF [6L]: Access to the INIT/REF INDEX 1/2 menu page.
DESELECT [6R]: Access to DESELECT 1/1 page.
Page A-42
August 17, 2010
NEAREST 1/1
Display a selectable, categorized list of navigation types to which the function NEAREST is to be applied by
pressing [INIT REF], <NEAREST>. By selecting the navigation data type, an ordered list based on proximity will
appear.
NEAREST 1/1
1L <AIRPORT USER WPTS> 1R
2L <VHF NAV CUSTOM WPTS> 2R
3L <NDB 3R
4L 4R
5L 5R
6L 6R
AIRPORT [1L]: Access to the NEAREST AIRPORT page.
VHF NAV [2L]: Access to the NEAREST VHF NAV page.
NDB [3L]: Access to the NEAREST NDB page.
USER WPTS [1R]: Access to the NEAREST USER WPTS 1/X page. This prompt selection is only available
when the USER DBASE configuration option is enabled.
CUSTOM WPTS [2R]: Access to the NEAREST CUSTOM WPTS 1/X page.
Page A-43
August 17, 2010
NEAREST AIRPORT 1/X
Display the NEAREST AIRPORT 1/X page by pressing [INIT REF], <NEAREST> and <AIRPORT>.
This page displays an ordered list by distance of the closest 50 airports that are within a radius of 640 nm. A
maximum of 4 waypoints is displayed per page. The first 24 characters of the airport name are displayed next to
each waypoint identifier. The first time this nearest page is accessed after a cold start, the center reference
waypoint is set to the present position (PPOS). When the reference waypoint is set to PPOS, the bearing/distance
of each waypoint is refreshed every 10 seconds. The first airport on the page is displayed in reverse video. The
selection changes by pressing any active LSK (corresponding to a nearest airport).
NEAREST AIRPORT 1/13

ID/BRG/DIS
CFYF125o/ 0.4N M
1L 1R
FORT YOUTH
2L KPT0 205o/ 9.4N M
2R
POINTS ZERODE INTERNATIO
3L CYUL 125o/19.4N M 3R
DORVAL INTERNATIONAL
4L KBBF 165o/53.4N M 4R
BOX BAY
5L <DIRECT-TO 5R
6L <NEAREST 6R
WPT IDENT [1L-4L]: Select the respective airport and display it in reverse video. The waypoint identifier
corresponding to the selected key is copied into the scratchpad if it is available. Each new selection of an LSK
updates the scratchpad with the corresponding waypoint identifier.
DIRECT-TO [5L]: Transfer the highlighted waypoint to the first waypoint on the LEGS page and display the
LEGS page.
NEAREST [6L]: Return to the NEAREST 1/1 page.
Page A-44
August 17, 2010
NEAREST VHF NAV 1/X (also applicable for NEAREST NDB, CUSTOM WPT, and USER WPT)
Display the NEAREST VHF 1/X page by pressing [INIT REF], <NEAREST> and <VHF NAV>.
{also applicable for NEAREST NDB, CUSTOM WPT AND USER WPT}.
This page provide an ordered list of the closest 50 VHF Navigation Aids defined as follows: within a 640 nm radius
around the aircraft present position, the 50 waypoints closest to the center reference waypoint are displayed. The
bearing and distance from the center reference waypoint are displayed under each waypoint identifier. The
bearings and distances are refreshed every 10 seconds in the NEAREST USER WPT page, and in the other
nearest pages they are refreshed every 10 seconds when the center reference waypoint is the present position or
a user waypoint. A maximum of 8 waypoints are displayed per page. When accessing the page, the first VHF NAV
on the page 1/X (or subsequent pages) is displayed in reverse video. The selection change by pressing any active
LSK (corresponding to a nearest VHF NAV).
NEAREST VHF NAV 1/5

ID/BRG/DIS ID/BRG/DIS
MRS ML
1L 1R
036o/0.09N M 306o/0.73N M
2L MBO MTG
2R
127o/5.99N M 242o/6.38N M
3L AN AVN
3R
335o/31.2N M 329o/39.2N M
4L LUC DGN 4R
094o/45.5N M 049o/50.8N M
5L <DIRECT-TO REF ID PPOS 5R
6L <NEAREST 6R
WPT LIST [1L-4L], [1R-4R]: Selection of the LSK select the respective VHF NAV and display it in reverse
video. The waypoint identifier corresponding to the selected key is copied into the scratchpad if it is available. Each
new selection of an LSK updates the scratchpad with the corresponding waypoint identifier. For the NEAREST
USER WPT page, when a user waypoint is deleted by cross-talk, no sorting is done and the user waypoint is
blanked. When a user waypoint is created by cross-talk, no sorting is triggered for the nearest USER WPT list.
DIRECT-TO [5L]: Transfer the highlighted waypoint to the first waypoint on the LEGS page and display the
LEGS page.
NEAREST [6L]: Selection of this LSK return to the NEAREST 1/1 page.
REF ID [5R]: Entry of any waypoint identifier from the navigation database, the custom database, the user
database, the temporary waypoints list, the active route or the inactive route.
Whenever the REF ID center is modified, the list is recalculated and re-ordered by proximity using the new
entered center reference waypoint In the case of multiple waypoints with the same identifier, the SELECT WPT
page is displayed for selection.
After cold start or when [CLR] key is entered in this field PPOS is set as the center reference waypoint.
Page A-45
August 17, 2010
PARALLAX ADJUST 1/1
This page provides vertical and horizontal display adjustment. The operator can move up, down, left and/or
right of the display to adjust for parallax errors.
PARALLAX ADJUST 1/1 page is accessed by pressing [INIT REF], [NEXT], <DISPLAY> and <PARALLAX>.
PARALLAX ADJUST 1/1
1L - - 1R
2L - MOVE UP> 2R
3L <LEFT --MOVE-- RIGHT> 3R
4L - MOVE DOWN> 4R
5L - - 5R
6L <DISPLAY - 6R
LEFT [3L]: Moves the display 1 column left.
DISPLAY [6L]: Provides access to DISPLAY 1/1 page.
MOVE UP [2R]: Moves the display 1 line up.
RIGHT [3R]: Moves the display 1 column right.
MOVE DOWN [4R]: Moves the display 1 line down.
Page A-46
August 17, 2010
POS INIT/REF 1/3
Display the POS INIT/REF 1/3 page by pressing [INIT REF] and <POS INIT> or [INIT REF], <IDENT> and
<POS INIT>.
For LASEREF_V configuration:
A. When inertial in NAV mode (SET IRS POS field is not displayed):
POS INIT/REF 1/3
FMS POS GPS
1L
N47o26.28 W122o18.67
1R
2L 2R
3L 3R
4L 4R
UTC DATE
5L 1757:04z 13AUG/10 5R
6L <SETUP UPDATE POS> 6R
B. When inertial in Align mode (SET IRS POS field is displayed):
POS INIT/REF 1/3

FMS POS GPS
1L
N47o26.28 W122o18.67 1R
REF AIRPORT
2L KBFI N 4 7 o 3 1 . 8 0 W 1 2 2 o 1 8 . 0 0 2R
GATE
3L BF1 N 4 7 o 3 2 . 3 0 W 1 2 2 o 1 8 . 7 0 3R
SET IRS POS
o o
4L . . 4R
UTC DATE
5L 1757:04z DEC11/10 5R
6L <SETUP ROUTE> 6R
Page A-47
August 17, 2010
For LASEREF_V configuration:
C. When inertial in Attitude mode (SET IRS HDG field is displayed):
POS INIT/REF 1/3

FMS POS GPS
1L
N47o26.28 W122o18.67 1R
REF AIRPORT
2L KBFI N 4 7 o 3 1 . 8 0 W 1 2 2 o 1 8 . 0 0 2R
GATE
3L BF1 N 4 7 o 3 2 . 3 0 W 1 2 2 o 1 8 . 7 0 3R
SET IRS HDG
4L 4R
UTC DATE
5L 1757:04z DEC11/10 5R
6L <SETUP ROUTE> 6R
FMS POS [1L or 1R]: FMS present position. On power up, this corresponds to the last computed position stored
in the FMS. Manual entry is allowed (in DR modes only). The navigation mode is also displayed in white above
the position.
REF AIRPORT [2L]: Displayed when the FMS is configured for Fixed wing aircraft operations. Reference
airport; Valid entry is four character ICAO airport; Blank on liftoff; Entry deletes previous gate number.
REF AIRPORT coordinates (2R): Displayed when the FMS is configured for Fixed wing aircraft operations:
Reference airport coordinates. Displayed after valid entry in LSK 2L.
GATE [3L]: Displayed when the data has been loaded in the NDB. Gate entry possible only after valid airport
entry in LSK 2L. Blanks at liftoff or returns to dashes upon REF AIRPORT entry.
GATE coordinates (3R): Displayed when the data has been loaded in the NDB.. Displays after valid entry in
LSK 3L.
SET IRS POS [4R]: Inertial Sensor Initial Position entry field, enabled. LASEREF_V is configured. Boxes
displayed when any IRS in align mode. This field is automatically updated with the GPS position if there is no
GPS INTEGRITY alert upon acquisition of GPS position. Manual entry also allowed for as long as any IRS is in
align mode and GPS integrity not available (GPS HIL greater than 0.3 nm). Field (title and data) is blanked when
no IRS is in ALIGN mode.
Page A-48
August 17, 2010
NOTE: IRSx ENTER PPOS message appears in scratchpad when position rejected by IRS (3+3T test or
latitude check).
SET IRS HDG [4R]: For LASEREF_V configuration: IRS Magnetic Heading entry field. Boxes displayed when
any IRS in Attitude mode and requesting magnetic heading entry. Field (title and data) is blanked when no IRS
is in Attitude mode.
UTC/LOCAL [5L]: Display and entry of UTC or LOCAL time (hour, minute, second). On power up, the UTC is
updated by GPS UTC after GPS acquisition is completed. Manual entry is allowed if GPS time not available (0hr
00min 00sec to 23hr 59min 59sec).
DATE [5R]: Display an entry of the FMS system date. Date format will depend on aircraft's installation. American
format: MMMDD/YY, European format: DDMMM/YY. Manual entry allowed if GPS date not available.
NOTE: Displays FMS real time clock date when GPS date not available.
SETUP [6L]: Access to the SETUP 1/1 page.
UPDATE POS [6R]: If IRS is configured and PREDEF page is configured; and the inertial is in navigation mode,
then the UPDATE POS 1/1 page is accessible.
ROUTE [6R]: When on the ground, access to the active RTE 1/x page
Page A-49
August 17, 2010
POS INIT/REF 2/3 (if IRS interface is configured)
Display the POS INIT/REF 2/3 page by pressing [INIT REF], <POS INIT> and [NEXT] or [INIT REF], <IDENT>,
<POS INIT> and [NEXT].
The FMS continuously monitors and displays the position range and bearing from each navigation mode
position with respect to the selected navigation solution (FMS POS), and the accuracy of the navigation sensor
positions.
Accuracy and bearing share the same column and toggling between the two is done with LSK [2R]. Accuracy is
always displayed by default upon entering the page.
A. This display is shown when in LAT/LONG and ACCURACY selected and FMS is airborne.
POS INIT/REF 2/2

FMS POS GPS
1L N47o32.42 E122o18.51
1R
2L MODE STS DIS ACCUR<

2R
3L GPS NAV 0.13 0.17N M

3R
DME/DME NAV 1.60 2.73N M
4L VOR/DME ACQ NM 4R
IRS NAV 0.24 0.36N M
5L 5R
6L <SETUP NAV STATUS> 6R
B. This display is shown when in LAT/LONG and BEARING selected and FMS is airborne.
POS/INIT REF 2/2

FMS POS GPS
N47o32.42 E122o18.51
1L 1R
2L MODE STS DIS BRG<

2R
3L GPS 3D 0.00 5o
3R
DME/DME NAV 1.60 112o
o
4L VOR/DME ACQ 4R
IRS(xN) NAV 0.24 33o
5L 5R
6L <SETUP NAV STATUS> 6R
Page A-50
August 17, 2010
FMS POS [1L]: Displays FMS present position and the selected navigation mode.
MODE [2L]: Displays the names for each of the navigation modes that are configured. The active
navigation mode will be highlighted.
NOTE: For LASEREF_V: N corresponds to the number of the IRS used for the triple mix solution.
STS (2L): Displays the current status of each navigation mode. The following are the possible values for each
navigation mode:
GPS (refer to NOTE 2)

FAIL Fault mode
ACQ Acquisition mode
INI Initialization mode
NAV Navigation mode
AID Direction/speed aiding
mode
ALT Altitude/clock aiding
mode
DIF Differential mode
DSEL Deselected
DME/DME VOR/DME
NAV Navigation mode NAV Navigation mode
ACQ Acquisition mode ACQ Acquisition mode
CONV Converging mode CON Converging mode
V
FAIL Fault mode FAIL Fault mode
DSEL Deselected DSEL Deselected
NOTE 1: ‘*’ are displayed when the status labels are not received from the sensor, and blanks are displayed
when the status labels have NCD SSMs.
NOTE 2: Some configured equipment may provide only a subset of these modes. Refer to the GPS 1/2
status page.
For LASEREF_V:
IRS
ALIGN ALIGN mode
NAV Navigation mode
ATT ATTITUDE mode
DSEL Deselected
DIS (2L): Display the distance in nautical miles between the FMS present position (FMS POS) and each
navigation mode positions (only if sensor is in NAV).
ACCUR (2R): Displayed only if the LSK is toggled to display ACCUR. Display the estimated navigation
accuracy (95%) of each navigation mode.
Page A-51
August 17, 2010
BRG (2R): Displayed only if the LSK is toggled to display BRG. Bearing from the FMS present position (FMS
POS) to each navigation mode position is displayed relative to True (superscript T indicates true North) or
Magnetic North (based on the setting on the SETUP page).
SETUP [6L]: Access to the SETUP 1/1 page.
ROUTE [6R]: When on the ground, access to the active RTE 1/X page.
NAV STATUS [6R]: When airborne, access to the NAV STATUS INDEX 1/1 page.
POS INIT/REF 3/3 (for LASEREF_V interface configuration)
Display the POS INIT/REF 3/3 page by pressing [INIT REF], <POS INIT>, [NEXT] and [NEXT] or [INIT REF],
<IDENT>, <POS IINIT>, [NEXT] and [NEXT].
This page allows the crew to verify the individual IRS position and ground speed against the active navigation
solution (FMS POS + ground speed). It also allows verifying the individual IRS status, action code, and update
mode.
A. For LASEREF_V:
POS INIT/REF 3/3

FMS POS GPS GSK T
1L N47o32.4 E122o18.50 250
1R
2L 2R
IRS1 (14 MIN)
3L N47o32.3 E122o18.66 249
3R
IRS2 (ATT)
4L N47o32.4 E122o18.55 250 4R
IRS3 REJ
N47 32.3 E122o18.77
o
5L 251 5R
6L <SETUP 6R
Page A-52
August 17, 2010
FMSx POS (1L): Displays FMS present position. Navigation mode displayed in white on field title line (GPS,
DME, VOR/DME, INERTIAL or DR).
IRSx (3L, 4L, 5L): For LASEREF_V is configured. Displays IRSx inertial position.
Data line displays:
• When position is valid: position data;
• When position is invalid: blanks;
• When position is failed or not received: asterisks.
Title line displays: For LASEREF_V configuration. When IRS in ALIGN: time to alignment in minutes (counting
down from 14 minutes).
NOTE: For an alignment time greater than 14 minutes, the FMS will display the value of 15.
SETUP [6L]: Returns to the SETUP 1/1 page.
GS (1R, 3R, 4R, 5R): Displays current FMS, IRS1, IRS2, and IRS3 ground speed. Displays blank field when not
in NAV.
ROUTE [6R]: Not shown in the page examples. When on the ground, provides access to the active RTE 1/X
page.
Page A-53
August 17, 2010
PROGRESS 1/4
The PROGRESS 1/4 page allows the pilot to monitor current dynamic data concerning progress along the active
route. Two display formats are possible as shown below.
Display PROGRESS 1/4 page by pressing [PROG].
A. When ETA is selected:
PROGRESS 1/4 PROGRESS 1/4

280T DTGNM ETA 280T DTGN M ETA
1L OS _ FAF 35.2 1817.9Z < ARRIE 35.2 1817.9Z <
1R 1L 1R
280T 280T
2L RW24R/oM A P88.3 1830.5Z
2R 2L TOU /o 88.3 1830.5Z
2R
TRUE W I N D TK/GS TRUE W I N D TK/GS
3L >020T/ 45K T 281T/228K T
3R 3L >020T/ 45K T 281T/228K T
3R
FMS SPD TKE/XTK FMS SPD TKE/XTK
4L 240KT R000T/L0.00N M 4R 240KT R000T/L0.00N M
4L 4R
RNP/ANP HSI SCALES RNP/ANP HSI SCALES
5L 1.00/0.05N M 1200F T / 1.0N M 5R 5L 1.00/0.05N M 1.0N M 5R
NAV MODE NAV MODE
6L <G P S 6R 6L <G P S 6R
B. When ETE is selected:

PROGRESS 1/4
280T DTGN M ETE
ARRIE 35.2 00+20.2<
1L 1R
280T
2L TOU /o 88.3 00+32.2
2R
TRUE W I N D TK/GS
3L >020T/ 45K T 281T/228K T 3R
FMS SPD TKE/XTK
4L 240KT R000T/L0.00N M 4R
RNP/ANP HSI SCALES
5L 1.00/0.05N M 1.0N M 5R
NAV MODE
6L <G P S 6R
Page A-54
August 17, 2010
C. When a FLT NO was entered on the RTE page:

DLH1234 PROGRESS 1/4
280T DTGN M ETE
1L ARRIE 35.2 00+20.2<
1R
280T
2L TOU /o 88.3 00+32.2
2R
TRUE W I N D TK/GS
3L >020T/ 45K T 281T/228K T
3R
FMS SPD TKE/XTK
4L 240KT R000T/L0.00N M 4R
RNP/ANP HSI SCALES
5L 1.00/0.05N M 1.0N M 5R
NAV MODE
6L <G P S 6R
D. When FMS is in missed approach:

242o CRS DTGnm ETA 242o CRS DTGnm ETA
1L
( 1500) 2.72 1907.1Z <
1R 1L
( 1500) 2.72 1907.1Z <
1R
185o HDG 185o HDG
2L (INTC) 8.86 1911.3Z
2R 2L (INTC) 8.86 1911.3Z
2R
TRUE W I N D TK/GS TRUE W I N D TK/GS
3L >020T/ 7K T 239o/150K T
3R 3L >020T/ 7K T 239o/150K T
3R
FMS SPD TKE/XTK FMS SPD TKE/XTK
4L 157K T R001o/L0.01N M 4R 4L 157K T R001o/L0.01N M 4R
RNP/ANP RNP/ANP
5L 0.30/0.00N M 5R 5L 0.30/0.00N M 5R
NAV MODE NAV MODE
6L <G P S 6R 6L <G P S 6R
Flight Number info on page title: If a Flight Number entry was made on RTE page <FLT NO> field, then this
entry will be displayed on the title line PROGRESS 1/4 page.
o
DESIRED TRACK (DSTK) (1L): True (superscript T)/Magnetic ( ) Desired track to the active waypoint
changed to "HOLD AT" during holding pattern.
NOTE: Prefix: turn direction (Left, either, Right)Suffix: Angle type (crs-course, hdg-heading)
Page A-55
August 17, 2010
ACTIVE WAYPOINT (1L): Active waypoint identifier in reverse video. Special attributes are displayed in inverse
video white (refer to the note below).
NOTE: The following conditions apply before sequencing the xA legs:

1- the leg following the MAP shall be an altitude terminated leg (i.e. xA) and;
2- the aircraft altitude shall be above the xA leg altitude constraint and;
3- the aircraft travelled the distance beyond the "predicted termination point of xA leg".
If condition 2 below is met but condition 3 is not, the FMS declare the altitude terminated leg sequencing
in "transition phase". When the altitude terminated leg sequencing is in "transition phase", the FMS
indicate the transition by using inverse video.
ACTIVE WAYPOINT PROCEDURE (1L): Special procedure associated to the active waypoint.
"/H": Holding pattern.
"/O": Fly over waypoint.
DTG (ACTDTG) (1L): Distance to go (2nd column) from present position to the active waypoint.
ETA (ACTETA) (1R): Estimated time of arrival at the active waypoint. On selection will change to ETE (also
effects a change on PROGRESS 2/4).
ETE (1R): Displays estimated time en-route to active waypoint.
NOTE: When the aircraft is on ground, the ETE/ETA field is blank.

o
NEXT COURSE (2L): NEXT flight plan course True (superscript T)/Magnetic ( ).
NEXT WAYPOINT (2L): Display the identifier at the waypoint following the active waypoint. Special attributes
are displayed in inverse video white (refer to NOTE 1).
PROCEDURE AT NEXT WPT (2L): Display special procedure associated with the next waypoint.
"/H": Holding pattern.
"/O": Overfly.
DTG (2L): Distance to go (2nd column) from present position to next waypoint.
ETA (2R): Display estimated time of arrival at the next waypoint.
ETE (2R): Displays estimated time en-route to the next waypoint.
NOTE: When the aircraft is on ground, the ETE/ETA field is blank.
TRUE/MAG WIND [3L]: Current true wind direction and speed (in knots). Displayed in small font when the wind
value is computed by the FMS, in large font when the value is frozen (refer to definition below). When the
scratchpad is empty and A/C is outside the high latitude regions (as configured by the North and South polar
regions, or by the default latitude of N73 and S60 deg ), pressing LSK 3L will toggle between the True and
Magnetic display options. TRUE/MAG toggling is disabled, the > is not displayed, and TRUE is displayed in the
title line when the A/C is in the high latitude regions. When the scratchpad contains a valid wind entry, pressing
LSK 3L will enter the wind overriding the displayed wind, if the wind value is frozen. The wind is frozen at low
speed and under failure conditions (TAS or heading input failure). Wind entry is also allowed when TAS and
heading are valid in DME/DME and VOR/DME navigation modes. After a cold start on ground, the wind value is
not displayed (field blank).
Page A-56
August 17, 2010
CAUTION: The crew must be aware of the reference for heading indication as it may differ from the wind
reference selected on this page.
FMS SPD [4L]: Displays the current FMS target speed in small white font and in the following format:
• IAS appended with KT when the FMS target speed displayed on the active VNAV page is an IAS target (e.g.:
250KT); OR
• Mach appended with M when the FMS target speed displayed on the active VNAV page is a Mach target (e.g.:
.800M)
NOTE: No target speed entry is permitted from this page. Any change to the FMS target speed must be
performed from the active VNAV page.
RNP/ANP [5L]: Used for entry and/or display of the current Required Navigation Performance (RNP) for the
phase of flight and displays Actual Navigation Performance (ANP). The range of permitted entry of RNP values is
between the minimum configured value (default to 0.3 nm) and 20.00 nm.
NAV MODE [6L]: Current navigation mode. Pressing LSK 6L will access POS INIT/REF 2/2 page. The FMS
can have the following navigation modes:
GPS
DME
VOR/DME
INERTIAL
DR
TK/GS [3R]: Current aircraft track and ground speed (in knots). Entry allowed only when navigating in DR
mode, to aid the navigation solution.
TKE/XTK (4R): Present track angle error (Left or Right) from course of active leg and present cross-track error
(Left or Right) in nautical miles from the active leg.
HSI SCALES (5R): Displayed only if EFIS interface is configured and if terminal area operations are enabled.
When Performance VNAV is configured, this field displays HSI full scale vertical deviation (in ft) and horizontal
deviation (in nautical miles).
Manual entry of 1.0 or 2.0 nm can only be allowed during the en-route phase of flight, when the lateral full scale
deflection value is not linked to the RNP value via FMS configuration (refer to Section 15 RNP and to Installation
Flight/Line manual).
NEXT LEG [6R]: Not Shown in the page examples. Prompt is displayed when automatic waypoint
sequencing is not possible. Examples include when the active leg is vector, or an altitude-terminated leg
without a Baro-Corrected altitude input. Pressing NEXT LEG results in an immediate transition of navigation
and guidance to the next waypoint in the flight plan. {Active when flying a manually terminated leg (e.g.
VECTOR)}.
NOTE 1: Special attributes associated with waypoints identifiers are:

• FAF: When a Final approach fix waypoint identifier is displayed.
• MAP: When a Missed approach fix waypoint identified is displayed.
Page A-57
August 17, 2010
PROGRESS 2/4
Display ACT PROGRESS 2/4 page by pressing [PROG] and then [NEXT].
A. When ETE selected:

FROM ALTF T ATA FROM ALT ATA
SEA 1300 1803.1Z 1L
DOWNE/ O FL130 1803.1Z
1R
1L 1R
TO DTGN M ETE TO DTGN M ETE
ARRIE 17.2 00+17.9< 2L OS FAF 17.2 00+17.9<
2L 2R 2R
NEXT NEXT
TOU 68.7 00+30.5 3L RW24R/OMAP 68.7 00+30.5
3L 3R 3R
DEST DEST
4L PANC 1279 05+47.2 4R 4L KLAX 1279 05+47.2 4R
5L 5R 5L 5R
6L 6R 6L 6R
B. When ETA selected:
PROGRESS 2/4
FROM ALTF T ATA
1L SEA 1300 1803.1Z
1R
TO DTGN M ETA
2L ARRIE 17.2 1817.9Z <
2R
NEXT
3L TOU 68.7 1830.5Z
3R
DEST
4L PANC 1279 2347.2Z 4R
5L 5R
6L 6R
Page A-58
August 17, 2010
FROM (1L): Identifier of the last (FROM) waypoint overflown. Displays "GROUND" after takeoff before reaching
the active waypoint. Special attributes are displayed in inverse video white (refer to NOTE 1).
ALT (1L): Crossing altitude over the FROM waypoint. Display can be either in feet or FL. If waypoint is before
the midway point of the active route, Transition Altitude criterion is used. If waypoint is after the midway point of
the active route, Transition Level criterion is used.
ATA (1R): Actual time of arrival at the FROM waypoint.
TO (2L): Identifier of active TO waypoint. Special attributes are displayed in inverse video white (refer to NOTE
1).
DTG (2L): Cumulative distance-to-go from present position to waypoint along the flight plan route.
ETA [2R, 3R, 4R]: Estimated time of arrival at waypoint or destination. On selection will change to ETE (also
effects a change on PROGRESS 1/4).
ETE (2R, 3R, 4R): Displays Estimated time en-route at waypoint or destination.
NEXT (3L): Identifier of NEXT waypoint. Special attributes are displayed in inverse video white (refer to NOTE
1).
DEST (4L): Identifier of the Destination airport/waypoint.

The destination is defined as:
• The MAP, if a MAP (Missed Approach Point) is defined in the route, OR
• If a FAF is defined in the route, then the destination is the waypoint following the FAF, if defined in the
route, OR
• The airport set in the ROUTE page, assuming a great circle from the last waypoint in the route to the
destination airport.
NOTE 1: Special attributes associated with waypoints identifiers are:

• FAF: When a Final approach fix waypoint identifier is displayed.
• MAP: When a Missed approach fix waypoint identified is displayed.
Page A-59
August 17, 2010
PROGRESS 4/4
Display ACT PROGRESS 4/4 page by pressing [PROG], and then [PREV].
PROGRESS 4/4
HEADWIND CROSSWIND
027K T R44K T
1L 1R
HDG/DA TAS
2L 290o/ L11o 240K T
2R
MAGVAR
3L E019.9o 3R
4L 4R
ALT(CORR)
5L 3424F T 5R
QNH SET
6L >29.92I N H G 6R
When a FLT NO was entered on the RTE page :

HEADWIND CROSSWIND
1L 027K T R44K T
1R
HDG/DA TAS
2L 290o/ L11o 240K T
2R
MAGVAR
3L E019.9o
3R
4L 4R
ALT(CORR)
5L 3424F T 5R
QNH SET
6L >29.92I N H G 6R
HEADWIND/TAILWIND (1L): Present headwind or tailwind component. Display in knots.
CROSSWIND (1R): Present crosswind component (left or right in knots, direction from which wind is blowing).
Display in knots.
Page A-60
August 17, 2010
HDG/DA (2L): Aircraft Heading and Drift angle. Display in degrees.
HDG Display:
• Large font : In dead reckoning mode, when the heading input fails, this field will revert to large font and keep
its last value before the failure if the sensor TAS is valid.
• Blanks: Heading failure and TAS not available when in DR and no manual entry or manual entry has been
reset by a ground speed/track entry.
• Dashes: Heading failure and TAS is available when in DR and no manual entry or manual entry has been
reset by a ground speed/track entry.
HDG Entry:
• Manual entry: If the sensor TAS is valid in dead reckoning mode and the sensor heading is failed, the
heading is manually enterable.
TAS (2R): True Air Speed (in knots).
MAGVAR (3L): Magnetic variation at aircraft position. Display in degrees.
ALT (xxx) [5L]: FMS system altitude, displayed in feet. The (xxx), displayed in white font, identifies the type of
altitude displayed. It can be, in order of priority:
• (CORR): When a baro-corrected altitude is available. The baro-corrected altitude can be:
• a baro-corrected altitude received from the ADC, or
• a standard pressure altitude received from the ADC with a QNH baro-correction applied, or
• a baro-inertial altitude received from the IRS with a QNH baro-correction applied.
• (STD): When a standard pressure altitude is received from the ADC.
• (IRS): When a baro-inertial altitude is received from the IRS.
• (GPS): When a geometric altitude is received from the GPS.
QNH [6L]
QFE [6L]: Displayed when no baro-corrected altitude is received from the ADC and either a pressure or an IRS
baro-inertial altitude is available. Displayed, in small font, when a baro-correction (QNH/QFE) is received from
an external source. The field is never displayed when the altitude source is GPS.
The displayed unit (mb or inHg) can be toggled via LSK 6L when the scratchpad is empty.
RTA PROGRESS 3/4
Used to evaluate the required true air speed (TAS) to reach a waypoint at the required time of arrival (RTA), or
to evaluate the estimated time of arrival at the RTA waypoint under different TAS and wind conditions.
Refer to Appendix F - Performance VNAV section for further information on the RTA Progress 3/4 page.
Page A-61
August 17, 2010
RTE x 1/X
Access RTE 1 1/X page by either pressing [RTE]; or

from POS INIT/REF 2/2 page, <ROUTE>; or
from ARRIVALS 1/X page, <ROUTE>.or
from DEPARTURES page, <ROUTE> or
from USER ROUTES page, <ROUTE> or
from SELECT CO ROUTE page, <ROUTE> or
from SELECT CO ROUTE page, route name selected.
A. Page display of active RTE being modified:
MOD RTE 1 1/3

ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
6L <ERASE R0.0N M 6R
B. The following page is displayed when a user route or custom route is activated in DIRECT mode and
executed, and aircraft is airborne (single FMS installation):
ACT RTE 1 1/2

ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
6L <RTE 2 PANC R0.0N M 6R
Page A-62
August 17, 2010
C. Page display when route activated and executed, and aircraft airborne (dual/triple FMS installation):
ACT RTE 1 1/2

ORIGIN DEST
1L
KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
4L <RTE XFILL CO RTES> 4R
5L USER RTES> 5R
OFFSET
D. Page display after a DELETE (press [CLR] key) to the ORIGIN or ERASE RTE1 key is pressed:
MOD RTE 1 1/2

ORIGIN DEST
1L 1R
RUNWAY FLT NO
2L ----- -------- 2R
ROUTE
3L ---------- 3R
4L CO ROUTES> 4R
5L USER ROUTES> 5R
OFFSET
6L <RESTORE R0.0N M 6R
E. The inactive route (RTE 1 or RTE 2) is displayed in monochrome cyan to distinguish it from the active route:
RTE 2 1/2
ORIGIN DEST
1L 1R
RUNWAY FLT NO
2L ----- -------- 2R
ROUTE
3L ---------- 3R
4L CO ROUTES> 4R
5L <RTE COPY USER ROUTES> 5R
6L <RTE 1 6R
Page A-63
August 17, 2010
E. After performing a RTE COPY or any edit, the CANCEL/CONFIRM prompts are displayed:
RTE 2 1/2
ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
5L USER RTES> 5
F. Page display after selecting CONFIRM (in a single FMS configuration):
RTE 2 1/2
ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
5L USER RTES> 5R
RTE 2
6L <RTE 1 PANC ACTIVATE> 6R
G. Page display after performing a RTE 2 <ACTIVATE> from the RTE2 page and [EXEC] key pressed.:
ACT RTE 2 1/2

ORIGIN DEST
1L KSEA PANC 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L KSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
Page A-64
August 17, 2010
H. The following page is displayed when a user route or custom route is activated in INVERSE mode and
executed, and aircraft is airborne:
ACT RTE 1 1/2

ORIGIN DEST
1L
PANC KSEA 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L INVKSEAPANC1 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
I. The following page is displayed when a user route or custom route is appended to an active route in
INVERSE mode and executed:
ACT RTE 1 1/2

ORIGIN DEST
1L KLAX KSEA 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L INVKSEAPANC1+ 3R
4L CO RTES> 4R
5L USER RTES> 5R
OFFSET
J. The following page is displayed when a user route or custom route is appended to an inactive route in
INVERSE mode and executed:
RTE 2 1/2
ORIGIN DEST
1L
KLAX KSEA 1R
RUNWAY FLT NO
2L ----- KL007 2R
ROUTE
3L INVKSEAPANC1+ 3R
5L USER RTES> 5R
RTE 2
6L <RTE 1 KSEA ACTIVATE> 6R
Page A-65
August 17, 2010
ORIGIN [1L]: Used for entry and/or display of the origin identifier (any navigation database, user database,
digital map and temporary waypoint). Entry or re-entry, or deletion clears any existing route. Following entry,
selections can be made on the ARRIVALS page for the origin, in case the origin is an airport. For the active
route, deletion erases all waypoints from the modified route and triggers the RESTORE prompt. For the inactive
route, deletion erases all waypoints from the inactive route and triggers the CANCEL and CONFIRM prompts.
Entry of an origin is mandatory.
DEST [1R]: Used for entry and/or display of the destination identifier (any navigation database, user database,
digital map, temporary waypoint). Entry or re-entry clears arrival procedures of the previous destination.
Following entry, selections can be made on the ARRIVALS page for the destination, in case the destination is an
airport. Entry of a destination is mandatory when the FMS is configured for Fixed wing aircraft operations .
A new destination entry after all arrivals/approaches have been completely sequenced will cause the
arrival/approach procedural attributes of the procedural waypoints to be cleared; the overflown procedural
waypoints will consequently assume the form of enroute waypoints and consequently no enroute waypoints
downpath will be deleted from the flight plan.
RUNWAY [2L]: Runway entry. Valid entries are origin airport runways. Line may be selected via DEPARTURE
page. Deleted upon reaching first waypoint.
FLT NO [2R]: Flight number. Displays entered company flight number. Displays dashes until valid flight
number is entered. Valid flight number may only be alphanumeric and up to 8 characters long.
ROUTE [3R]: Enter Custom Route or User Route (name) and press [EXEC] key.
• Custom Route Name displayed when route has been loaded using USER ROUTES or SELECT CO ROUTE
pages.
• Custom Route Name or User Route name entered by the operator and executed with the [EXEC] key.
RTE XFILL [4L]: This prompt appears only in independent mode of operation. Key press transfers the active
route to the off-side FMSs. Press [EXEC] key on the off-side FMSs to activate transferred route. This prompt
disappears when using this key to cross-fill the route to the off-side FMS and reappears if the route is modified on
one of the FMSs.
CO ROUTES [4R]: Access to SELECT CO ROUTE 1/X page
COPY RTE [5L]: Displayed only on an inactive route page and when at least one waypoint is present in the active
route. Key press copies active route onto inactive route.
USER ROUTES [5R]: Access to USER ROUTES 1/1 page. This prompt selection is only available when the
USER DBASE configuration option is enabled.
RTE 1 [6L]: Access to RTE 1 1/X page
ERASE [6L]: Displayed only when a route modification is in progress. Pressing this key will undo all changes to
the route and return to the ACT Route status.
RESTORE [6L]: Displayed only when the route's origin is deleted in flight or on ground or when the erase active
route key is pressed. It will cause a return to the previous route and ACT RTE status.
OFFSET [6R]: This prompt appears only if the “OFFSET” display element is configured. To initiate offset (parallel
track) navigation enter lateral offset (L99.9-R99.9) and press [EXEC]. Maximum desired lateral offset distance left
or right of course is 99.9 nm. Entry is allowed only in flight if the path to the active waypoint is a track to fix leg or a
Direct-To; and not part of an approach procedure; and not terminated by an outbound Hold. Entry of 0 or
performing a [CLR] key will cancel the offset. The default OFFSET display when an offset has not been entered or
after a cancellation will be R0.0.
Page A-66
August 17, 2010
ACTIVATE [6R]: Prompt displayed only when route is not active and at least one waypoint is present in the
inactive route. Key press will cause the EXEC key to illuminate.
RTE x 2/X
Access RTE x 2/X page by either pressing [RTE], [NEXT]; or

from POS INIT/REF 2/2 page, <ROUTE>, [NEXT]; or
from ARRIVALS 1/X page, <ROUTE>, [NEXT], or
from DEPARTURES 1/X page, <ROUTE>, [NEXT], or
from USER ROUTES 1/X page, <ROUTE>, [NEXT], or
SELECT CO ROUTE 1/X page, <ROUTE>, [NEXT].
A. Page displayed of an Active route:
ACT RTE 1 2/3

VIA TO
1L
LACRE3 HUMPP 1R
2L DIRECT RADDT 2R
3L J20 OCS 3R
4L J154 RAMMS 4R
5L DIRECT GWENS 5R
OFFSET
6L <RTE 2 EGLL R0.0N M 6R
B. Active route during modification:

MOD RTE 1 2/3
VIA TO
1L
LACRE3 HUMPP 1R
2L 2R
3L J20 OCS 3R
4L J154 RAMMS 4R
5L DIRECT GWENS 5R
OFFSET
6L <ERASE R0.0 NM 6R
Page A-67
August 17, 2010
C. Inactive route page before editing:
RTE 2 2/3
VIA TO
1L LACRE3 HUMPP 1R
2L DIRECT RADDT 2R
3L J20 OCS 3R
4L J154 RAMMS 4R
5L DIRECT GWENS 5R
RTE 2
6L <RTE 1 EGLL ACTIVATE> 6R
D. Inactive route during modification:
RTE 2 2/3
VIA TO
1L LACRE3 HUMPP 1R
2L DIRECT RADDT 2R
3L J20 OCS 3R
4L J154 RAMMS 4R
5L DIRECT GWENS 5R
VIA [1L to 5L]: Via lines:

• Valid entries are DIRECT or an airway identifier only.
• Procedure names automatically appear when selected on the DEPARTURE or ARRIVAL pages.
• Defaults to direct if no entry is made.
• Entry of an airway with the previous or next TO entry not on that airway is invalid.
• Entry of an airway on the first via line initiates an airway intercept. Boxes will appear in the first TO line;
• Entering a waypoint in the boxes will cause the first VIA line to be dashed, and pushes the airway and TO
waypoint down to the next line. The first fix on the airway that is closest to being abeam of the aircraft is
displayed on the first TO line.
• Subsequent entry of an airway determines the intersection waypoint.
• If the waypoint is unnamed, a waypoint is created in latitude/longitude, identified by an X followed by the
entered airway name (e.g. XJ532).
Page A-68
August 17, 2010
TO [1R to 5R]: To waypoints:

• Valid entries are published waypoints, VHF navaids, runways, and ICAO airport identifiers.
• Valid created waypoint types are: Place-Bearing-Distance (PBD), Lat/Long and Place-Bearing-Place-Bearing
(PB-PB).
• Waypoint on airway.
• Seven (7) character waypoint identifier for oceanic latitude/longitude waypoints.
ERASE [6L]: Displayed only when a route modification is in progress. Pressing ERASE (LSK 6L) will undo all
changes to the route and return to the ACT Route status.
RESTORE [6L]: Displayed (in amber) only when the route's origin is deleted in RTE 1/X page. Used to restore
the active route.
ACTIVATE [6R]: Displayed only when route is not active. Key pressed will cause the EXEC key to illuminate.
OFFSET [6R]: To initiate offset (parallel track) navigation enter lateral offset (L99.9-R99.9) and press [EXEC].
Maximum desired lateral offset distance left or right of course is 99.9 nm. Entry is allowed only in flight if the
path to the active waypoint is a track to fix leg or a Direct-To; and not part of an approach procedure; and not
terminated by an outbound leg of type Hold. Entry of 0 or performing a [CLR] key will cancel the offset. The
default OFFSET display when an offset has not been entered or after a cancellation will be R0.0. (Displayed only
when OFFSET option is configured).
Page A-69
August 17, 2010
RTE x LEGS 1/X
The RTE x LEGS page is used to display and modify the active flight plan. Waypoints can be created, inserted
and deleted. A holding pattern can be defined on any waypoint. Waypoints can be converted from fly-by (with
turn anticipation) to fly-over (no turn anticipation). The illustrations below demonstrate the different display
formats this page may have depending on the function being performed.
Display ACT RTE LEGS 1/X page by pressing [LEGS].
A. Normal ACTIVE format:
ACT RTE 1 LEGS 1/2

264o 12.8N M
1L
JOH /H
1R
262o 113N M
2L D173J 280/1600A 2R
3L D233J 1600A 3R
053o CRS 10.0N M
4L ANC FAF 4R
053o CRS 5.09N M
5L RW06R / O MAP 5R
B. Active route with Route Discontinuity:
ACT RTE 1 LEGS 2/2

299o 39.6N M
1L
N51W125 300-320 1R
298o 154N M
2L YZP FL350B 2R
320o 45.0N M
3L YZP01 3R
THEN
4L 4R
5L KILLA 5R
6L LEGS ETA> 6R
Page A-70
August 17, 2010
C. Inactive route with Discontinuity:
RTE 2 LEGS 2/2

299o 39.6N M
1L N51W125 300-320 1R
298o 154N M
2L YZP FL350B 2R
320o 45.0N M
3L YZP01 3R
THEN
4L 4R
5L KILLA 5R
D. Route modification in progress:
MOD RTE 1 LEGS 1/2

188o P-T 2.25N M
1L
ANCPTR 1600A
1R
R053o CRS 4.86N M
2L ANC FAF 2R
053o CRS 5.09N M
3L RW06R / O MAP 3R
THEN
4L 4R
5L RW014 / O 194 5R
E. Inactive route modification in progress:
RTE 2 LEGS 1/2

188o P-T 2.25N M
1L ANCPTR 1600A 1R
R053o CRS 4.86N M
2L ANC /H
2R
053o CRS 5.09N M
3L RW06R / O 3R
THEN
4L 4R
5L RW014 / O 194 5R
6 <CANCEL SAVE? CONFIRM> 6R
Page A-71
August 17, 2010
F. LEGS page in PLAN mode:
ACT RTE 1 LEGS 1/2

264o 12.8N M
1L JOH CTR 1R
262o 120N M
2L D173J 280/1600A 2R
3L D233J 1600A 3
053o CRS 10.0N M
4L ANC FAF 4R
053o CRS 5.09N M
5L RW06R /OMAP 5R
MAP CTR
6L STEP> 6R
G. Active route erased:
MOD RTE 1 LEGS 1/4
1L
. 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <RESTORE LEGS ETA> 6R
H. Normal Active page with Temperature compensated altitudes:

ACT RTE 1 LEGS 1/1
312T 13.1N M
1L
AGBEK 2785
1R
314T 13.6N M
2L L FAF 2348 2R
314T 3.6N M
3L RW33 /OMAP 596 3R
314T 10.6N M
4L (3000) 3000A 4R
314T 3.0N M
5L YSO 5000 5R
Page A-72
August 17, 2010
ACT/MOD/CTR(title): ACT: Displaying active route legs.

MOD: Displaying modified route legs.
CTR: EFIS center step mode active.
PAGE NUMBER (title): Number of available LEGS pages. The Active TO waypoint is located on the first page:
RTE LEGS 1/X.
LEG COURSE: For the active waypoint: Present course/heading to be flown. For all downtrack waypoints: 1)
Initial course for that leg. 2) Stored procedural course. 3) Stored procedural heading (Heading have the suffix
HDG). Courses and headings are magnetic (°) or true course (T) based on configuration. Field is blank if the
leg direction is undefined (e.g. for a route discontinuity).
LEG DISTANCE: For the active waypoint: Distance to go from present position to the waypoint.
NOTE: For vectors and altitude legs: Blank. For the next (upcoming) leg: Flight plan leg distance.
WAYPOINT IDENTIFIER [1L, 2L, 3L, 4L, 5L]: Up to 7 characters. Used for entry and/or display of any valid
waypoint identifier. Valid entries are: Identifier, Latitude Longitude, Place/Bearing/Distance,
Place/Bearing-Place/ Bearing and Along Track Distance. The active waypoint identifier is displayed on top of
RTE LEGS 1/X page in reverse video (black on white or black on magenta, or magenta), depending on the
installation. The active waypoint cannot be deleted but may be overwritten. Conditional waypoints cannot be
manually entered. They appear as a result of procedure selection via the DEPARTURES and/or ARRIVALS
pages.
WAYPOINT PROCEDURE [1L, 2L, 3L, 4L, 5L]: Slash symbol legends indicate a special procedure is
associated with a waypoint: "/H" for holding pattern procedure at waypoint, and "/O" for overfly waypoint.
Procedures are cancelled by entering “/” into the scratchpad and pressing the appropriate LSK.
SPEED CONSTRAINTS (or RESTRICTIONS) [1R, 2R, 3R, 4R, 5R]: Display of mandatory speed in knots
(coming from the Navigation Database or pilot-entered) at the waypoint identified on the same line.
Speed constraints can be pilot-entered or modified (valid range of 1 to 999kts).

Speed constraints can be deleted except those extracted from the navigation database that are part of the final
approach segment.
Deletion of a pilot-entered speed constraint will bring back the original speed constraint (if any) extracted from
the navigation database.
The speed constraints extracted from the navigational database are displayed in small font.
Pilot-entered or modified speed constraints are displayed in large font.
When a holding pattern is active, the speed constraint of the holding leg is displayed.
Note: Only the speed constraint for the hold is displayed on the hold page at field 1R.
The field to scratchpad transfer of a speed constraint is rejected.
Page A-73
August 17, 2010
ALTITUDE CONSTRAINTS (or RESTRICTIONS) [1R, 2R, 3R, 4R, 5R]: Display of mandatory altitude -
constraints (coming from the Navigation Database or pilot-entered) in one of the following ways:
• The suffix A identifies a crossing restriction at or above the displayed value (example display A: 1600A
means cross D173J at or above 1600 feet).
• The suffix B identifies a crossing restriction at or below the displayed value (example display B: FL350B
means cross YZP at or below flight level 350).
• Two flight level values separated by "-" identify an altitude window crossing restriction (example display B:
300-320 means cross N51W125 between flight levels 300 and 320).
The altitude constraints extracted from the navigational database are displayed in small font.
Pilot-entered or modified altitude constraints are displayed in large font.
When a holding pattern is active, the altitude constraint of the holding leg is displayed.
Altitude constraints may be pilot-entered, modified and deleted, with the following exceptions:
• For altitude terminated legs, the altitude constraint cannot be modified.
• Navigation Database constraints on the final approach segment can only be raised, they cannot be lowered
or deleted.
Deletion of pilot-entered an altitude constraint will bring back the original altitude constraint (if any) extracted
The range for constraint is from 1 to 65000 Feet.

• Entry of three digits or less is considered to be a flight level, unless the altitude constraint waypoint is part of
the final approach segment, in which case all entries are interpreted in feet.
• Entry of four or five digits is considered in feet.
• Entry with a decimal point is rejected.
The field to scratchpad transfer of altitude constraints is rejected.
ROUTE TERMINATION: Dash prompts follow the last waypoint of the route.
ROUTE DISCONTINUITY: The route is not forming a continuous path of linked waypoints. A discontinuity will
be inserted into the flight plan if the end of the leg is indeterminate. The route discontinuity can be removed by
close up, e.g. by copying a waypoint following the discontinuity to a position preceding or on the discontinuity.
ERASE [6L]: Displayed only when a route modification is in progress. Used to erase modifications.
RESTORE [6L]: Displayed only if the Route was erased on the RTE 1/X page. Used to restore the active
route.
RTE x <AIRPORT NAME> [6L]: Access to the RTE x LEGS 1/X page. Displays the destination airport, if
assigned).
LEGS ETA [6R]: Access to the corresponding RTE LEGS ETA Y/X page.
MAP CTR STEP [6R]: Prompt appears when EFIS CP is in PLAN mode. Used to move the center of the EFIS
MAP display to the next waypoint in the flight plan.
Page A-74
August 17, 2010
INTC CRS XXX° [6R]: Not shown in the page examples. Prompt appears on a Direct-To leg entry. A desired
inbound course to the Direct-To Waypoint may be entered by keying the course into the scratchpad and
pressing LSK 6R.
HOLD PPOS [6R]: Not shown in the page examples. Prompt appears on pressing of HOLD key in flight. Used
to define a Holding Pattern at present position. Access to the HOLD 1/X page.
NEXT LEG [6R]: Not shown in the page examples. Prompt is displayed when automatic waypoint sequencing
is not possible. Examples include when the active leg is vector, or an altitude-terminated leg without a Baro-
Corrected Altitude input. Pressing NEXT LEG results in an immediate transition of navigation and guidance to
the next waypoint in the flight plan.
FAF,MAP,CTR: FAF is displayed when the waypoint is defined as the Final Approach Fix. MAP is displayed
when waypoint is defined as the Missed Approach Point. CTR also appears in the title when in MAP CTR STEP
mode. All are displayed in reverse white video.
RTE x LEGS ETA 1/X
Provides the ETA and EFA for each waypoint on the corresponding RTE LEGS Y/X page.
Display ACT RTE LEGS ETA Y/X page by pressing [LEGS] and <LEGS ETA>.
A. Normal ACTIVE format:

ETA EFA (K G )
CAFTA 1916.4Z 1328
1L 1
2L YZP 1950.2Z 1185
2R
3L MOCA1 2000.7Z 1179

3R
4L BKA 2044.5Z 950 4R
5L KILLA 2127.0Z 792 5R
Page A-75
August 17, 2010
B. LEGS ETA during a MOD:
MOD RTE 1 LEGS ETA 1/4

ETA EFA (K G )
1L
CAFTA 1916.4Z 1328
1R
2L YZP 1950.2Z 1185

2
3L MOCA1 2000.7Z 1179

3R
4L BKA 2044.5Z 950 4R
5L KILLA 2127.0Z 792 5R
6L <ERASE LEGS WIND> 6R
C. LEGS ETA Index of Inactive route:
RTE 2 LEGS ETA 2/4

ETA EFA (KG)
1L
CAFTA 1R
2L YZP 2R
3L MOCA1 3R
4L BKA 4R
5L KILLA 5R
D. Active route erased:
MOD RTE 1 LEGS ETA 1/1

ETA EFA (K G )
-END OF ROUTE-
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <RESTORE LEGS WIND> 6R
Page A-76
August 17, 2010
E. Active route restored:

ETA EFA (K G )
1L CAFTA 1916.4Z 1328
2L YZP 1950.2Z 1185

2R
3L MOCA1 2000.7Z 1179

3R
4L BKA 2044.5Z 950 4R
5L KILLA 2127.0Z 792 5R
WAYPOINT IDENTIFIER [1L, 2L, 3L, 4L, 5L]: Displays the same identifiers as on the corresponding RTE
LEGS Y/X page.
ETA (1L,2L,3L,4L,5L): Displays ETA at the indicated waypoint when a vertical profile has been computed.
Value is displayed for the active and modified flight plan waypoints up and including to the runway waypoints, if
present. FMS-computed value is displayed in white small font. Data field displays dashes when no vertical
profile has been computed. The data field is blank for the inactive routes.
On Ground the field displays ETE instead of ETA and are blank.
LEGS [6L]: Access to the corresponding RTE LEGS Y/X page. To display the RTE LEGS 1/X page and the
active waypoint, press the LEGS function key.
ERASE [6L]: Erases route modifications (if any).
RESTORE [6L]: Displayed only if the route was erased on the RTE 1/X page. Used to restore the active route.
EFA (1R, 2R, 3R, 4R, 5R): Displays the Estimated Fuel Available (EFA) at the indicated waypoint when a
vertical profile has been computed. Values are displayed for the active and modified flight plan waypoints up
and including to the runway waypoints, if present. FMS-computed value is displayed in white small font. Data
field displays dashes when no vertical profile has been computed. The data field is blank for the inactive routes.
LEGS POS [6R]: Access to the corresponding RTE LEGS POS Y/X page. Display only if the fuel page is not
configured .
LEGS WIND [6R]: Access to the RTE LEGS WIND Y/X page. Displayed only if the fuel page is configured.
Page A-77
August 17, 2010
RTE x LEGS POS 1/X
Provides the position in latitude and longitude, using the WGS 84 Earth model, for each waypoint on the
corresponding RTE LEGS Y/X page.
Display ACT RTE LEGS POS 1/X page by pressing [LEGS], <LEGS ETA>, <LEGS WIND>, and <LEGS POS>.
A. LEGS POS during a MOD:
MOD RTE 1 LEGS POS 1/2
1L
CAFTA . RNP 1.00N M
1R
N51o17.72 W129o05.32
2L
YZP RNP 1.00N M
2R
N53o15.13 W131o48.42
3L
MOCA1
3R
N54o30.18 W133o01.90
4L
BKA 4R
N56o51.57 W135o33.08
5L KILLA 5R
N58o44.98 W140o35.10
6L <ERASE LEGS> 6R
B. LEGS POS Index of INACTIVE route during a mod:

RTE 2 LEGS POS 1/2
1L
CAFTA R N P 1.00N M
1R
N51o17.72 W129o05.32
2L
YZP R N P 1.00N M
2R
N53o15.13 W131o48.42
3L
MOCA1
3R
N54o30.18 W133o01.90
4L
BKA 4R
N56o51.57 W135o33.08
5L KILLA 5R
N58o44.98 W140o35.10
Page A-78
August 17, 2010
C. Normal ACTIVE format:
ACT RTE 1 LEGS POS 1/2
1L CAFTA RNP 1.00N M .

1R
N51o17.72 W129o05.32
2L YZP RNP 1.00N M
2R
N53o15.13 W131o48.42
3L MOCA1 3R
N54o30.18 W133o01.90
4L BKA 4R
N56o51.57 W135o33.08
5L KILLA 5R
N58o44.98 W140o35.10
6L <LEGS WIND LEGS> 6R
WAYPOINT IDENTIFIER (1L,2L,3L,4L,5L): Displays the same identifiers as on the corresponding RTE LEGS
Y/X page.
LEGS WIND [6L]: Access to the corresponding RTE LEGS WIND Y/X page.
ERASE [6L]: Erase route modifications.
RNP (1R, 2R, 3R, 4R, 5R): Displays leg’s RNP value extracted from the database.
NOTE: The RNP value will only be displayed if there is an RNP value defined for this leg in the Navigation
Database.
LAT-LONG (1R, 2R, 3R, 4R, 5R): Display position of the waypoint identified on the previous line.
LEGS [6R]: Returns to the corresponding RTE LEGS Y/X page.
NOTE: Flight plan waypoint modifications are not permitted on the LEGS POS page.
Page A-79
August 17, 2010
RTE x LEGS WND 1/X
This page provides the ETE and wind for each waypoint on the corresponding RTE LEGS Y/X page.
Display ACT RTE LEGS WND 1/X page by pressing [LEGS], <LEGS ETA> and <LEGS WIND>.
A. Normal ACTIVE format, four wind levels configured :
ACT RTE 1 LEGS WND 1/4

ETE WIND
1L CAFTA 00+49.5 000T/ 0>
1R
2L YZP 01+05.2 300T/ 90►

2R
3L MOCA1 01+15.6 300 / 85>

T
3R
4L BKA 01+22.3 290T/ 20> 4R
5L KILLA 01+42.8 280T/ 15> 5R
WAYPOINT IDENTIFIER [1L, 2L, 3L, 4L, 5L]: Displays the same identifiers as on the corresponding RTE
LEGS Y/X page.
ETE (1L,2L,3L,4L,5L): Displays ETE to the waypoint identified on the same line. The ETE is based on current
TAS and predicted wind, which results from blending the forecast wind the system wind. If a ROUTE
DISCONTINUITY exists, subsequent ETEs are based on an assumed great circle course across the
discontinuity.
LEGS ETA [6L]: Access to the corresponding RTE LEGS ETA Y/X page. To display the RTE LEGS 1/X page
and the active waypoint, press the LEGS function key.
ERASE [6L]: Erases route modifications (if any).
WIND [1R, 2R, 3R, 4R, 5R]:

Allows access to the corresponding wind page :
• A filled prompt “►” will be displayed next to a waypoint for which specific wind data has been entered.
• An empty prompt “>” indicates that the wind information was propagated for that waypoint.
In addition, the wind column displays the computed wind for each waypoint (e.g. the predicted wind that is used
in the ETA calculations). Winds are displayed in small fonts.
LEGS POS [6R]: Access to the corresponding RTE LEGS POS Y/X page.
Page A-80
August 17, 2010
SELECT CO ROUTE 1/X
Display SELECT CO ROUTE 1/1 page by pressing [RTE] and <CO ROUTES>.
SELECT CO ROUTE 1/1
1L 1201 1401
1R
2L 1202
2R
3L 3R
4L 4R
LOAD
5L >DIRECT 5R
6L <ROUTE 6R
SELECT CO ROUTE 1/1
1L 1201 1401
1R
2L 1202
2R
3L 3R
4L 4R
LOAD
5L >INVERSE 5R
6L <ROUTE 6R
When a company route is selected for the inactive route, all the fields are displayed in cyan (as shown in the figure
above right).
ROUTE [1L,2L,3L,4L,1R,2R,3R,4R]: Custom Route Name. Pressing the corresponding LSK will load the custom
route (DIRECT or INVERSE mode) in the sequence selected in LSK 5L into the modified route and return to the
RTE 1/1 page.
NOTE: When airborne, a custom route name selected on page SELECT CO ROUTE 1/1 will replace the current
active route without replacing the origin.
LOAD [5L]: Toggle DIRECT/INVERSE direction of the route to be loaded.
ROUTE [6L]: Access to the RTE 1/X page.
Page A-81
August 17, 2010
SELECT NAVAID {name } 1/X
Automatically displayed on entry of a navaid identifier that has duplicates in the navigation database. It is displayed
only if the entry was made from the NAV radio page.
SELECT NAV ANC 1/1

CAN PA 114.30MHZ
N61o09.05 W150o12.40
1L 1R
EUR LI 110.65MHZ
2L N43o35.15 E013o28.28
2R
3L 3R
4L 4R
5L 5R
6L 6R
TITLE LINE: Displays duplicated navaid identifier.
NAVAID DESCRIPTION [all LSK's]: Displays all unique locations that are associated with the common identifier.
Title line of each navaid indicates ICAO region code, ICAO country code (or terminal area airport identifier) and
frequency. Navaids are sorted in order of increasing distance from present position.
Pressing one of the appropriate LSKs will automatically select the navaid description and return to the previous
page from which this page was accessed. The navaid identifier will then be displayed on the line where entry was
previously attempted.
Page A-82
August 17, 2010
SELECT WPT {name} 1/X
Automatically displayed on entry of a waypoint identifier that has duplicates in the navigation database.
SELECT WPT MEL 1/1

EUR LF VHF NAV
N48o27.35 E002o48.83
1L 1R
EUR LJ NDB NAV
2L N45o39.33 E015o18.67
2R
3L 3R
4L 4R
5L 5R
6L 6R
TITLE LINE: Displays duplicated waypoint identifier.
WAYPOINT DESCRIPTION [all LSK's]: Displays all unique locations which are associated with the common
identifier. Title line of each waypoint indicates ICAO region code, ICAO country code (or terminal area airport
identifier) and waypoint type (refer also to explanation of NAV DATA 1/1 page). Waypoints are sorted in the
following manner:
a. For manual insertions into the route, waypoints are listed in order of increasing distance from the previous
flight plan waypoint.
b. For Direct-To procedures, waypoints are listed in order of increasing distance from present position.
c. For custom routes, resolution of duplicated waypoints occurs automatically, with the waypoint closest to the
previous flight plan waypoint being selected.
Pressing one of the appropriate LSKs will automatically select the waypoint description and return to the
previous page from which this page was accessed. The waypoint identifier will then be displayed on the line
where entry was previously attempted.
NOTE: The ICAO region field will be blanked if the waypoint is found from the Custom or User database, or the
waypoint is a temporary waypoint.
Page A-83
August 17, 2010
SETUP 1/1
This page allows the user to setup selected parameters. Display

SETUP 1/1 page by pressing [INIT REF] and <SETUP>.
FMS1 SETUP 1/1

DISPLAY
1L MAG 1R
2L 2R
3L 3R
4L 4R
FMS OPERATION
5L >SYNCHRONIZED 5R
DISPLAY [1L]: Display Reference of all courses, tracks and bearings and angular outputs to the EHSI. The
current state of the TRUE/MAG setting from the external TRUE/MAG input is dispayed in a small font.
FMS OPERATION [5L]: FMS cross-talk mode of operation. Toggle optionsDefaults to SYNCHRONIZED. Mode
changes need to be confirmed (Field is not displayed if the FMS is configured not to be synchronized. In
synchronized. mode, ">" prompt is not displayed if configured as “ALWAYS”).
POS INIT [6L]: Accesses the POS INIT/REF 1/3 page.
ROUTE [6R]: Accesses the RTE 1/1 page.
Page A-84
August 17, 2010
USER ROUTES 1/1
Display USER ROUTES 1/1 page by pressing [RTE] and <USER ROUTES> or [RTE], <RTE X> and
<USER ROUTES>.
This page is only available when the USER DBASE configuration option is enabled.
A. Normal display:
USER ROUTES 1/1
1L 0001M0009M WPT01WPT09
1R
2R
3L STATION015 ----------
3R
4L 4R
LOAD
5L >DIRECT 5R
6L <ROUTE DELETE ALL> 6R
B. When route is deleted:
USER ROUTES 1/1

0001M0009M WPT01WPT09
1L 1R
2R
3L STATION015 ---------- 3R
4L 4R
LOAD
5L >DIRECT 5R
Page A-85
August 17, 2010
ROUTE [1L,2L,3L,4L,5L,1R,2R,3R,4R,5R]: User Route name. When a name is entered from the scratchpad in
the field containing dashes, the CANCEL and CONFIRM prompts are displayed. Press CONFIRM in order to
save a new user route identical to the route that is being displayed on the RTE and LEGS pages. Pressing
[CLR], then the LSK key on a user route name will bring up the CANCEL and CONFIRM prompts. Press
CONFIRM for the deletion of that user route. Selecting a user route name with the scratchpad empty will bring
forth the RTE page with the selected user route loaded (but not activated).
NOTE: When airborne, a user route name selected on page USER ROUTES 1/1 will replace the current active
route without replacing the origin.
When a route name is entered over an existing one, the advisory message “!INVALID ENTRY” will be
th
displayed. In the case where an 11 route name would have to be entered (which is not allowed in the
system), one of the existing 10 route names has to be deleted in order to make room for that new route
since the maximum number of user routes is 10.
LOAD [5L]: Toggle DIRECT/INVERSE direction of the route to be loaded. DIRECT is the default.
ROUTE [6L]: Return to the RTE X 1/1 page.
DELETE ALL [6R]: Delete all user routes. Pressing this key causes the CANCEL and CONFIRM prompts to
appear. Press CONFIRM to delete. This prompt only appear if at least one user route exists.
(DELETE?): Displayed between the CANCEL/CONFIRM prompts upon deletion of a user waypoint.
CANCEL [6L]: Cancels the creation of a new user route or deletion of a single user route or of all user
routes, as applicable.
CONFIRM [6R]: Confirms the creation of a new user route or deletion of a single user route or of all user
routes, as applicable. Cross-talks the creation or deletion to the cross-side FMS if FMSs are in synchronized
mode.
NOTE: An advisory message “!USER ROUTE EXISTS” will be displayed if a duplicated name of user route is
entered. The entry will be rejected.
Page A-86
August 17, 2010
USER WPT 1/2
Display the USER WPT 1/2 page, press [INIT REF], <NAV DATA>,<NEW USER WPT>.
The USER WPT pages allow for the creation or modification of user waypoints. This page is only available when
the USER DBASE configuration option is enabled.
When any identifier is entered and all mandatory fields are entered, CANCEL/CONFIRM prompts will appear.
Leaving the USER WPT pages without confirmation will automatically perform a CANCEL.
A. Page displayed for creation of a new fixed user waypoint:
USER WPT 1/2

ID/POS FREE= 457
o o
1L . .
1R
BRG/DIS
T
2L --- /---N M 2R
TYPE
3L >FIXED 3R
REF WPT ID RAD/DIS
o
4L ----- / NM 4R
REF WPT POS
5L ---o--.-- ----o--.-- 5R
6L <NAV DATA WPT LIST> 6R
B. After entering a new identifier and all mandatory fields or modifying data for an existing fixed waypoint
identifier that is not in the active route:
USER WPT 1/2

ADFF ID/POS FREE= 457
1L N45o12.23 W043o32.12 1R
BRG/DIS
T
2L 223 /115N M 2R
TYPE
3L FIXED 3R
REF WPT ID RAD/DIS
o
4L ----- / . NM 4R
REF WPT POS
5L ---o--.-- ----o--.-- 5R
Page A-87
August 17, 2010
C. After entering DELETE on an existing user waypoint identifier:
USER WPT 1/2 USER WPT 1/2

ADFF ID/POS FREE= 457 ADFF ID/POS FREE= 457
1L
N45o12.23 W043o32.12 1R N45o12.23 W043o32.12
1L 1R
BRG/DIS BRG/DIS TK/GS
2L 223T/115N M 2R 2L
T
223 /115N M T
111 /222N M 2R
TYPE TYPE
3L FIXED 3R 3L FIXED 3R
REF WPT ID RAD/DIS REF WPT ID RAD/DIS
o
4L ---- / . NM 4R 4L ADED o
000 /0.00N M 4R
REF WPT POS REF WPT POS
o o
5L --- --.-- ---- --.-- 5R 5L
o o
N45 12.23 W043 32.12 5R
6L <CANCEL DELETE? CONFIRM> 6R 6L <CANCEL DELETE? CONFIRM> 6R
ID [1L]:User waypoint identifier (5 characters max.).

When the identifier entered exists as a non-user waypoint, the entry is allowed and an advisory message
!DUPLICATE WAYPOINT appears. When the identifier entered exists as a user waypoint during the creation of
a new user waypoint, the entry is not allowed and an advisory message !DUPLICATE USER WAYPOINT
appears. However entering an existing waypoint identifier during user waypoint edition will trigger the display of
the NAV DATA page with the associated entered waypoint information. If a modification is in progress, entering
a new identifier will delete the previously displayed information and display the information corresponding to the
newly entered identifier. Pressing [CLR] in this field will bring the DELETE? prompt. The default value is boxes.
POS [1R]: User waypoint position in the selected coordinate system and datum. Automatically displayed if the
user waypoint identifier entered exists. Manual entry forces default value to appear in the REF WPT ID and REF
WPT POS and RAD/DIS fields and automatically updates the BRG/DIS field. The default value is boxes.
FREE: Number of user waypoint free slots in user database (458 user waypoints max.).
BRG/DIS [2L]: Bearing and distance from the current aircraft position to the waypoint. Manual entry forces
default value to appear in the REF WPT ID and REF WPT POS and RAD/DIS fields and automatically updates
the POS field. BRG and DIS values may be entered individually or simultaneously; a ‘/’ symbol preceding a
value in the scratchpad indicates only the DIS value must be updated. The values will be recomputed and
displayed at a minimum rate of once every second. The default values are dashes, and the minimum/maximum
values for the bearing are 0/360 degrees and 0/999 nm for the distance.
TYPE [3L]: FIXED waypoint type indication. The default upon entry in the page will be FIXED, as applicable.
The toggling is only possible when adding a new user waypoint.
REF WPT ID [4L]: Reference waypoint identifier with dashes as default value. Entry of an identifier will display
its position in the REF WPT POS field and the POS and BRG/DIS fields will be automatically updated.
RAD/DIS[4R]: Radial/distance from the reference position to the desired user waypoint position. The default
values are blanked, when no REF WPT POS is defined, otherwise zeros are displayed as the default values. No
entries are allowed, when the fields are blanked. Manual entry automatically updates the POS and BRG/DIS
fields. RAD and DIS values may be entered individually or simultaneously; a ‘/’ symbol preceding a value in the
scratchpad indicates only the DIS value must be updated. The minimum/maximum values for the radial are 0/360
degrees and 0/999 nm for the distance.
Page A-88
August 17, 2010
REF WPT POS [5L]: Reference position with dashes as default value. It corresponds to the position of the
reference waypoint identifier or a manually entered value. Upon entry of a value, the REF ID field will be set to
dash symbols and the POS and BRG/DIS fields will be automatically updated.
NAV DATA [6L]: Access to the NAV DATA 1/1 page.
(SAVE?): Displayed between the CANCEL/CONFIRM prompts upon modification of a user waypoint.
CANCEL [6L]: Cancels the definition, modifications, or deletion of a user waypoint. All the fields return to their
default value (when cancelling the creation of a user waypoint), or to their original value (when cancelling a user
waypoint modification).
NOTE: If one user waypoint has been created, some new changes are made and cancelled, all the latest
changes are lost.
WPT LIST [6R]: Access to the USER WPT LIST 1/N page.
CONFIRM [6R]: Confirms the definition, modifications, or deletion of a user waypoint.
NOTE: Changes are still allowed while CONFIRM is on the screen.
Page A-89
August 17, 2010
USER WPT 2/2
Display USER WPT 2/2 page to modify parameters of an existing waypoints by pressing [INIT_REF],
<NAV DATA>, <NEW USER WPT> and [NEXT]. This page is only available when the USER DBASE
configuration option is enabled.
The USER WPT pages allows for the creation of new user waypoints of different class and types or the
modification of existing user waypoints. USER WPT 1/2 allows to enter basic property of waypoint such its
identifier and position. USER WPT 2/2 allows the definition of the type and class of the new waypoint along with
their additional properties.(mandatory and optional field):
When the new waypoint created is of type other than WAYPOINT, mandatory fields must be entered as
indicated by the display of the page.

ID FREE=459 TYPE ID ACT RTE TYPE
1L YUL AIRPORT> 1L
YYV WAYPOINT< 1R
1R
REGION
2L CAN/CY 2R 2L 2R
3L 3R 3L 3R
4L 4R 4L 4R
ELEVATION
5L 10323F T 5R 5L 5R
6L <CANCEL SAVE? CONFIRM> 6R 6L <CANCEL SAVE? CONFIRM> 6R

ID FREE=459 TYPE ID FREE=459 TYPE
1L
YKL VHF NAV< 1R YUL WAYPOINT<
REGION CLASS 1L 1R
REGION
2L ---/-- TACAN 2R ---/--
2L 2R
3L HIGH LEVEL< 3R 3L 3R
CHAN
4L 4R 4L 4R
DECLIN ELEVATION
5L ---- o
FT 5R 5L 5R
6L <NAV DATA DELETE ALL> 6R 6L <NAV DATA DELETE ALL> 6R
Page A-90
August 17, 2010
ID [1L]: User waypoint identifier with boxes as default value. Identical to USER WPT 1/1 page.
FREE: Number of user waypoint free slots in user database (460 user waypoints max.).
TYPE [1R]: Identifier type. Possible values are:

VHF NAV: TACAN (only TACAN fixed stations)
AIRPORT: Airports
NDB WPT: NDB Waypoint
WAYPOINT: Simple Position Waypoint
The default upon entry in the USER WPT pages is WAYPOINT, as applicable.
REGION [2L]: The REGION and the ICAO code. This field allows also entry of REGION and/or ICAO. The default
values are dashes.
Complete list of region codes:
AFR: Africa MES: Middle East/South Asia

CAN: Canada PAC: Pacific
EEU: Eastern Europe SAM: South America
EUR: Europe SPA: South Pacific
LAM: Latin America USA: United States of
America
CUS: Specific to customer
Sample ICAO country codes (2 characters):
EH= Europe, Netherlands EG= Europe, UK
Complete list of the ICAO country code are contained in ARINC 424 document.
NAVAID CLASS TYPE (2R): TACAN
NOTE: The only available user waypoint VHF NAV type is TACAN.
NAVAID CLASS LEVEL [3R]: Toggle between: HIGH LEVEL, LOWLEVEL, TERMINAL and UNDEFINED. The
default value is High Level.
CLASS [2R], [3R]: NAVAID Class: (VHF NAV only).
[2R] [3R]
H-High Level
L- Low Level
TACAN T-Terminal
U-Undefined
The default upon selection of VHF NAV type will be TACAN.
CHAN [4L]: +TACAN NAVAID channel. The default value is boxes, and the range is 1 to 126 with X or Y
appended.
Page A-91
August 17, 2010
DECLIN [5L]: VHF NAV Aid station declination (VHF NAV only). The default value is boxes, and the
minimum/maximum values are W127/E127 degrees.
ELEVATION [5R]: Enter the elevation in feet (Airport and VHF NAV only). The default value is boxes, and the
minimum/maximum values are –9999/+9999 ft.
NAV DATA [6L]: Access to the NAV DATA 1/1 page.
(SAVE?): Displayed between the CANCEL/CONFIRM prompts upon modification of a user waypoint.
CANCEL [6L]: Cancels the definition, modifications or deletion of a user waypoint or performs a deletion of all user
waypoints as indicated by the question above the prompt.
NOTE: If one user waypoint was created, some new changes were made and cancelled, then all the latest
changes are lost.
DELETE ALL [6R]: Request to delete all user waypoints and triggers the CANCEL and CONFIRM prompts.
CONFIRM [6R]: Confirms the definition, modifications or deletion of a user waypoint or performs a deletion of all
user waypoints as indicated by the question.
NOTE: Changes are still allowed while CONFIRM is on the screen.
Page A-92
August 17, 2010
USER WPT LIST 1/X
Display USER WPT LIST 1/X page by pressing:

[INIT_REF], <WPT LISTS>, <USER WPT> or
The user waypoints are displayed in alphabetical order.
This page is only available when the USER DBASE configuration option is enabled.
USER WPT LIST 1/2

DIS NM DIS NM
1L
<BASET 2 0 . 1 GABRE 0 . 7 9 > 1R
2L <BINDY 28.9 HEC 82.7>

2R

3R
4L <DAG 81.6 LAHAB 24.1> 4R
5L <DOWNE 21.5 LAX16 23.8> 5R
6L <NEW USER WPT DEL ALL> 6R
USER WPT LIST 1/1

DIS NM DIS NM
1L <BASET 2 0 . 1 GABRE 0 . 7 9 > 1R
2L <BINDY 28.9 HEC 82.7>

2R

3R
4L <DAG 81.6 LAHAB 24.1> 4R
5L <DOWNE 21.5 LAX16 23.8> 5R
6L <NEW USER WPT DEL ALL> 6R
Page A-93
August 17, 2010
Other pages 1/X are viewed using the key [NEXT]. The distance between present position (PPOS) and waypoints
are updated every second.
User waypoint can be deleted by pressing [CLR] followed by the LSK corresponding the waypoint to be deleted.
USER WPT LIST 1/2
DIS NM DIS NM
1L <BASET 2 0 . 1 GABRE 0 . 7 9 > 1R
2L <BINDY 28.9 HEC 82.7>

2R

3R
4L <DAG 81.6 LAHAB 24.1> 4R
5L <DOWNE 21.5 LAX16 23.8> 5R
USER WPT ID [1L,2L,3L,4L,5L,1R,2R,3R,4R,5R]: User waypoint identifier and distance from the present
position (PPOS). Selecting the waypoint will display the NAV DATA 1/1 page with all the information pertaining
to that waypoint.
NEW USER WPT [6L]: Access to the USER WPT page for user waypoint creation.
CANCEL [6L]: Cancel the deletion of the USER WPT.
CONFIRM [6R]: Delete the selected waypoint. Cross-talks the deletion to the cross-side FMS if FMSs are in
synchronized mode.
DEL ALL [6R]: Request to delete all user waypoints and triggers the CANCEL/CONFIRM prompts.
Page A-94
August 17, 2010
VHF NAV DESELECT 1/1 Page (if VOR/DME interfaces are configured)
Display VHF NAV DESELECT 1/1 page by pressing [INIT/ REF], <NAV STATUS>,<DME>, <DME_DESEL>; or
[INIT/ REF], <NAV STATUS>, <VOR/DME>, <VOR_DESEL>
A. This page enables the pilot to deselect VHF navaids for the DME/DME scanning and the VOR auto-tuning
logic.
VHF NAV DESELECT 1/1

ID FREQ TYPE
1L YUL 116.30M H Z VORDME
1R
2L BIG 116.90M H Z VORTAC

2R
3L YMM 112.00M H Z VORDME

3R
4L IJFK 109.50M H Z LOCGS 4R
5L ---- 5R
6L <DME STATUS 6R
ID [1L,2L,3L,4L,5L]: To add a station to the deselect list, type the identifier in the scratchpad and press a
softkey. To remove the station from the list, press CLEAR key and the corresponding softkey.
FREQ (1L, 2L, 3L, 4L, 5L): Displays DME frequency (MHz) in the second column.
TYPE (1R, 2R, 3R, 4R, 5R): Displays VHF navaid type in the third column (right justified). The navaid type can
be any of the following:
• DME
• ILSDME
• ILSTACAN
• LOCGS
• LOCONLY
• MLSDMEN
• MLSDMEP
• TACAN
• VNCDME
• VNCTACAN
• VOR
• VORDME
• VORTAC
DME STATUS [6L]: Access to DME STATUS 1/1 page. This prompt only appears if this page was accessed
from the DME STATUS page.
VOR/DME STATUS [6L]: Not shown in the page example. Access to VOR/DME STATUS 1/1 page. This
prompt only appears if this page was accessed from the VOR/DME STATUS page.
Page A-95
August 17, 2010
VOR/DME STATUS 1/1 Page (if VOR, DME interfaces are configured)
The VOR/DME page displays the VOR and DME sensor inputs used in FMS radial/distance radio navigator and
the resulting position fix.
Display VOR/DME STATUS 1/1 page by pressing [INIT REF], <NAV STATUS>, and <VORDME>.
NOTE: The title will change to VOR/DME, as applicable, if some of the equipment is not configured.
A. Single VOR and DME configuration:
VOR/DME STATUS 1/1

VOR YJN 115.80 260°
1L 1R
DME YJN 115.80 130N M
2L 2R
3L 3R
4L 4R
POSITION
5L N45°00.00 W072°00.00 5R
B. Dual VOR, single DME (configured as "single", "single_1" or "single_2"):
VOR/DME STATUS 1/1

1L VOR1 YJN 115.80 260°
1R
DME YJN 115.80 130N M
2L VOR2 YUL 116.30 180°
2R
DME IABC 109.30 12.0N M
3L 3R
4L 4R
POSITION
5L N45°00.00 W072°00.00 5R
Page A-96
August 17, 2010
C. Dual VOR and Dual DME:
VOR/DME STATUS 1/1

VOR1 YJN 115.80 260°
1L 1R
DME YJN 115.80 130N M
2L VOR2 YUL 116.30 180°
2R
DME IABC 109.30 12.0N M
3L 3R
4L 4R
POSITION
5L N45°00.00 W072°00.00 5R
VORx ID/FREQ/RAD (1L-Line 3, 2L-Line 5): Displays VOR station identifier, tuning frequency (MHz) and radial
from the station (always in MAG). The fields are blanked when the FMS is unable to find the requested station
(e.g. invalid bearing) or when the value of the frequency is changed and the FMS is searching for the new
station identifier. The frequency and radial are values received from the radio interface.
Summary of VORx / Radial Display Layout:
Display Return
Freq OK Feq NCD Freq FAIL Rad-ial OK Radial NCD Radial FAIL Invalid
Feed back
Nav Freq Small Blank **** N/A N/A N/A Small white
white
Radial N/A N/A N/A Small white Blank **** Small white
DMEx ID/FREQ/DME Slant range (1L-Line 4, 2L- Line 6): Display of DME station identifier, tuned frequency
(MHz) and slant range from the station (always in nautical mile). The fields are blanked when the FMS is unable
to find the requested station (e.g. invalid distance) or when the value of the frequency is changed and the FMS
is searching for the new station ident. The frequency and slant range are values received from the radio
interface
Summary of DMEx / Range Display Layout:
Display Return
Freq OK Freq NCD Freq Freq OK Range Freq OK Invalid Feed-
Range OK Range All FAIL NCD Range FAIL back
Range All
DME Small white Blank **** Small white Small white Small white
Freq
Range Small white **** **** Blank **** Small white
POSITION (5R): Displays position LATITUDE and LONGITUDE or UTM.
VOR DESEL[6L]: Access to VHF NAV DESELECT 1/1 page.
Page A-97
August 17, 2010
WPT LISTS 1/1
Display WPT LISTS 1/1 page by pressing [INIT REF] and <WPT LISTS>.
WPT LISTS 1/1
1L
<USER WPT 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
USER WPT [1L]: Access to USER WPT 1/X page. This prompt selection is only available when the USER
DBASE configuration option is enabled.
Page A-98
August 17, 2010
Page 17-6
August 17, 2010
APPENDIX RRJ-A - CMA-9000 VNAV RRJ DISPLAY PAGES - DETAILED

DESCRIPTIONS
CONTENTS
Subject Page
PERF INIT 1/1 ................................................................................................................................................... A-1
TAKEOFF REF 1/1 ........................................................................................................................................... A-4
CLB 1/5 ............................................................................................................................................................. A-7
CLB SCHED 1/1 ............................................................................................................................................. A-12
CRZ 2/5 ........................................................................................................................................................... A-14
CRZ SCHED 1/1 ............................................................................................................................................. A-18
DES 3/5 ........................................................................................................................................................... A-20
DES SCHED 1/1 ............................................................................................................................................. A-27
APPR 4/5......................................................................................................................................................... A-29
APPR REF 1/2 ................................................................................................................................................ A-35
APPR REF 2/2 ................................................................................................................................................ A-37
GO AROUND 5/5 ............................................................................................................................................ A-38
VNAV PROFILE 1/2........................................................................................................................................ A-40
DES FORECAST 1/2 ...................................................................................................................................... A-44
DES FORECAST 2/2 ...................................................................................................................................... A-46
LEGS 1/X ........................................................................................................................................................ A-47
LEGS ETA 1/X ................................................................................................................................................ A-50
PROGRESS 1/4 .............................................................................................................................................. A-51
HOLD 1/X ........................................................................................................................................................ A-52
RTA PROGRESS 3/4...................................................................................................................................... A-53
IDENT 2/2........................................................................................................................................................ A-56
VNAV INVALID 1/3 ......................................................................................................................................... A-57
FUEL 1/1 page for the ACTIVE route ........................................................................................................... A-58
ENG OUT CLB 1/5.......................................................................................................................................... A-59
ENG OUT CRZ 2/5.......................................................................................................................................... A-62
E/O SCHED..................................................................................................................................................... A-65
Page RRJ-A-i
August 17, 2010
Page RRJ-A-ii
August 17, 2010
PERF INIT 1/1
The PERF INIT page is used to initialize the FMS with the required performance data for subsequent VNAV
performance calculations.
Display PERF INIT 1/X page by pressing [INIT REF] and <PERF INIT>
VNAV Performance Function before initialization.
PERF INIT 1/1

TOGW CRZ ALT
1L 1R
BLOCK FOB CRZ TEMP
2L . MT 35.0MT ---º C 2R
ZFW CRZ WIND
3L . MT ---T/ ---K T 3R
RESERVES
4L 5.0 MT 4R
TAXI TRANS ALT
5L 0.4 MT 18000FT 5R
6L <INIT/REF TAKEOFF> 6R
The FMS is airborne. The TOGW field title changed to GWT and the BLOCK character string is removed.
Datafield at LSK 2L displays the current fuel quantity. The TAXI data field and title are removed.
PERF INIT 1/1

GWT CRZ ALT
1L
44.8M T FL320 1R
FUEL CRZ TEMP
2L 7.0M T -49ºC
2R
ZFW CRZ WIND
3L 38.0M T 241T/ 35K T 3R
RESERVES
4L 0.5M T 4R
TRANS ALT
5L 18000F T 5R
6L <INIT/REF RTE> 6R
Page RRJ-A-1
August 17, 2010
TOGW [1L]:
GWT [1L]:
Displays one of the following:
• The predicted aircraft Takeoff Gross Weight (TOGW) when the aircraft is on-ground (prior to lift-off) and all
mandatory weight data was entered by the pilot.
• The TOGW corresponds to:
• ZFW [3L] + BLOCK fuel weight [2L] - TAXI fuel weight [5L]
OR
• The actual aircraft Gross Weight (GWT) when all mandatory weight data was entered by the pilot and the
aircraft becomes airborne.
• The GWT value is the sum of:
• ZFW [3L]; and
• FUEL weight [2L];
Manual entry of TOGW/GWT is not allowed.

Calculated TOGW/GWT value is displayed in small white font. The data field is blank when the ZFW or
BLOCK/FUEL fields display boxes.
BLOCK [2L]:
OR
FUEL [2L]:
OR
FUEL(EST) [2L]:
Entry and display of the fuel weight available in the aircraft. This value includes the RESERVES fuel weight.
This data field displays:

• the BLOCK fuel weight entered by the crew when on-ground; OR
• the actual FUEL weight received from the fuel computer (if available) when airborne; OR
• the FMS-estimated FUEL(EST) weight if no Fuel Weight is available from the Fuel Computer or a manual
fuel weight entry was performed when airborne.
When airborne, crew-entered fuel weight is decremented using actual Fuel Flow from the fuel computer if
available. If no Fuel Computer Fuel Flow data is available, then the FMS will update any manual fuel weight
entry using the PDB fuel flow tables.
When on-ground, crew-entered BLOCK fuel weight is not decremented.
Computed/received fuel weight is displayed in small white font. BLOCK fuel weight is displayed in large white
font if manually entered, otherwise boxes are displayed.
When a ZFW is displayed and:
• a manual BLOCK fuel weight entry is made, this results in the calculation and display of a TOGW value at
[1L] if the aircraft is on-ground.
• a valid FUEL weight is available, this results in the calculation and display of a GWT value at [1L] if the
aircraft is airborne.
FOB: Display of the fuel weight available in the aircraft as provided by the Fuel Quantity computer.
The 'FOB' title field is only displayed when the aircraft is on-ground. The associated data field is only displayed if
a valid Fuel Weight is being provided by the Fuel Quantity Computer and the aircraft is on-ground.
Page RRJ-A-2
August 17, 2010
ZFW [3L]: Entry and display of the aircraft Zero Fuel Weight (ZFW).
Manual entry is only allowed when the aircraft is on ground. Valid manual entry format is NN.N metric tons, as
defined in the PDB. Deletion of the ZFW is not allowed, trying to do so results in displaying the previously
displayed data.
Manual entry is displayed in large white font.
RESERVES [4L]: Entry and display of the Reserves fuel required at the destination airport.
RESERVES Field is a mandatory entry (i.e. boxes displayed). If no default Fuel Reserves weight is defined in
the Policy File. Otherwise, the Reserves fuel weight defined in the Policy file is the default RESERVES fuel
weight displayed on this page and only a manual entry will override this default value. Deletion of the manual
entry reverts to the default RESERVES value if such a value is defined in the Policy File. Valid manual entry
format is N.N or NN.N metric tons, as defined in the PDB.
Manual entry is displayed in large white font. Default value is displayed in small white font if applicable.
NOTE: The actual aircraft RESERVES fuel weight is included in the FUEL/BLOCK weight.
TAXI [5L]: Entry and display of the predicted TAXI fuel weight available in the aircraft. TAXI fuel will only be
displayed/enterable when the aircraft is on-ground.
TAXI fuel weight can be a default (Policy File defined) or a manually entered value. Deletion of the TAXI fuel
weight reverts to the Policy File defined default TAXI fuel weight.
A default Taxi fuel weight value is displayed in small white font and a manually entered value is displayed in
large white font.
INIT/REF [6L]:
ERASE [6L]:
"INIT/REF" is displayed when there is no active flight plan modification in progress. Pressing the LSK provides
direct access to INIT/REF INDEX 1/2 page.
"ERASE" is displayed when an active flight plan modification is in progress. Pressing this key will undo all
changes to the active flight plan and return to the ACT Route status.
CRZ ALT [1R]: Entry and display of the cruise altitude (MCDU entry or derived from the Selected Altitude. The
value entered is propagated between the PERF INIT, CLB, CRZ and Engine Out pages.
CRZ ALT can be a manual entry or a change in the Selected Altitude. Valid manual entry format is: XXX (flight
level), FLXXX or XXXXX (feet). The minimum altitude that can be entered is the greater of the minimum default
value or the elevation of the departure runway. The maximum altitude that can be entered is defined in the PDB.
Deletion of the cruise altitude is allowed.
In climb, the FMS accepts the Selected Altitude change in the data field only if it is higher than the CRZ ALT of
the active route; otherwise, there is no effect on the data field.
In cruise, the FMS accepts the Selected Altitude change (higher or lower value than current CRZ ALT value) in
the data field at any time, except when the aircraft is within 50 nautical miles before the top-of-descent, at which
time a change has no effect on the data field.
In descent, a change of the Selected Altitude has no effect on the data field.
The CRZ ALT value is displayed in large white font. When no cruise altitude has been entered or the data field
has been deleted, the data line displays boxes.
While airborne, if all the weight-related data fields (GWT and ZFW) contain data and the CRZ ALT data field is
empty, the current airplane altitude is copied in small white font in the CRZ ALT data field when the EXEC is
pressed.
CRZ TEMP [2R]: Entry and display of the Cruise Temperature.

Valid range for Cruise Temperature is between -75° C and +55° C.
Manual entry of the Cruise Temperature is displayed in large white font. Default Cruise temperature
corresponds to the to the predetermined ISA temperature for the selected Cruise Altitude and is displayed in
small white font. Deletion of the manual entry is allowed and will revert to the default Cruise temperature.
Page RRJ-A-3
August 17, 2010
CRZ WIND [3R]: Entry and display of the forecast wind at the top-of-climb.
Valid range for top-of-climb wind direction/speed is: 0T-359T/0-999kt. Deletion of the manual entry is allowed.
Manual CRZ WIND entry is displayed in large white font. When no value is entered, the data field displays "---T/-
--". The title and data field are blank upon sequencing the first cruise waypoint with a wind entry.
TRANS ALT [5R]: Entry and display of the Transition Altitude.

Manual entry overrides the value extracted from the navigation database, if available, or the default
configuration value. Valid range for the Transition Altitude entry is between 0ft to 45,000ft. Deletion of a
manually entered Transition Altitude reverts to the value extracted from the navigation database, if available, or
to the default value. Deletion of Transition Altitude values extracted from the navigation database or default
value is not allowed.
Manual entry is displayed in large white font. Default value or value extracted from the navigation database is
displayed in small white font.
TAKEOFF [6R]: Enables direct access to the TAKEOFF REF 1/1 page if TAKEOFF speeds are in the PDB.
TAKEOFF REF 1/1
While on ground, allows manual entry and display of the takeoff speeds and, entries for FLEX takeoff
temperature or derated takeoff thrust. This page also displays the default values of the Thrust Reduction Height
and Acceleration Height extracted from the Policy File and allows the crew to manually overwrite these values.
When airborne, takeoff data entry is inhibited.
The following range checking is applied to the entered takeoff speeds:
V1 <= VR < V2
Any entry that does not respect this criteria will not be accepted and an !OUT OF RANGE entry error message
will be displayed.
Display the TAKEOFF REF 1/1 by pressing [PERF INIT], <TAKEOFF> or [INIT REF], <TAKEOFF>.
Crew have entered the takeoff speeds and no derated or FLEX takeoff temperature. Thrust reduction height
and acceleration height display the default values extracted from the Policy File.
TAKEOFF REF 1/1

V1 DERATE-FLEX
1L
140K T --- 1R
VR ACCEL HT
2L 143K T 3000F T 2R
V2 THR RED HT
3L 146K T 1500F T 3R
FLAP RETR
4L 144K T 4R
SLAT RETR GREEN DOT
5L 185K T 200 K T 5R
6L <INIT/REF ROUTE> 6R
Page RRJ-A-4
August 17, 2010
Crew have entered the takeoff speeds and the takeoff FLEX temperature. Thrust reduction height and
acceleration height display the default values extracted from the Policy File.
TAKEOFF REF 1/1

V1 DERATE-FLEX
1L
1 4 0 KT F44ºC 1R
VR ACCEL HT
2L 143KT 3000FT 2R
V2 THR RED HT
3L 146KT 1500FT 3R
FLAP RETR
4L 144KT 4R
SLAT RETR GREEN DOT
5L 185KT 200KT 5R
Crew have entered V1 speed but did not enter VR and V2; the crew entered a takeoff thrust de-rate of 15%, the
thrust reduction and acceleration height.
TAKEOFF REF 1/1

V1 DERATE-FLEX
1L
140KT D15% 1R
VR ACCEL HT
2L KT 3200FT 2R
V2 THR RED HT
3L KT 1600FT
3R
FLAP RETR
4L 146K T 4R
SLAT RETR GREEN DOT
5L 185KT 200KT 5R
V1 [1L]:
VR [2L]:
V2 [3L]:
On ground, allows crew entry and display of the takeoff decision speed (V1), takeoff rotation speed (VR) and
takeoff safety speed (V2) respectively. All takeoff speed entries must respect the following rule: V1 <= VR < V2.
FLAP RETR (4L):

SLAT RETR (5L):
GREEN DOT (5R):
These data fields present to the crew the following speeds as received from the Stall Warning System (SWS):
• Minimum Speed for flap retraction
• Minimum Speed for slat retraction
• Green dot Speed
Page RRJ-A-5
August 17, 2010
INIT/REF [6L]:
ERASE [6L]:
"INIT/REF" is displayed when there is no active flight plan modification in progress. Pressing the LSK provides
direct access to the INIT/REF INDEX 1/2 or 2/2 page.
"ERASE" is displayed when an active flight plan modification is in progress. Pressing this key will undo all
DERATE-FLEX[1R]: On ground, allows crew entry and display of the takeoff FLEX temperature or takeoff
thrust de-rate. Valid entry for Flex temperature an “F” followed by a one or two digit integer within the PDB
defined range (e.g. F41) while a valid entry for thrust de-rate is a “D” followed by a one or two digit integer
divisible by 5 within the PDB defined range (e.g. D10).
ACCEL HT [2R]: Allows crew entry and display of the Acceleration Height.
NOTE: ACCEL HT is the altitude above the takeoff runway elevation at which the FMS target speed switches
from the selected takeoff speed (e.g.: V2 +10) to the initial climb speed. The ACCEL HT has a default
value coded in the Policy File (typically the default value is 3,000ft AGL).
THR RED HT [3R]: Allows crew entry and display of the Thrust Reduction Height.
NOTE: THR RED HT is the altitude above the takeoff runway elevation at which the commanded thrust is
reduced from Take-off to Climb thrust. The THR RED HT has a default value coded in the Policy File
(typically the default value is 1,500ft AGL).
ROUTE [6R]: Enables direct access to RTE 1/X page.
Page RRJ-A-6
August 17, 2010
CLB 1/5
The CLB page is used to select and display Climb vertical mode data.
Display the CLB 1/5 page by pressing:

[VNAV] (When in Climb mode or on missed approach)
[VNAV] (When on-ground)
[VNAV] [PREV] (When in Cruise mode)
[VNAV] [NEXT] [NEXT] [NEXT] (When in Descent mode)
[VNAV] [NEXT] [NEXT](When in approach mode)
[VNAV] [NEXT] (When ”Go-Around mode” is active)
<CLIMB> from PROFILE page
A.
• Aircraft is in preflight;
• By default, the field title at LSK 2L displays the name of the first climb sub-mode in the policy file (e.g.
MIN FUEL) with “SPD” appended to the end of the name. An abbreviated string will be displayed if the
sub-mode name is greater than 5 characters.
• The data field at LSK 2L displays in the speed schedule associated with the sub-mode displayed in the
field title (e.g. 280/.805)
• Speed restriction is highlighted (Speed restriction up to 10,000 ft)
ACT MIN FUEL CLB 1/5

CRZ ALT MAX AT T/C
1L FL350 FL370 FL350
1R
MFUEL SPD TO T/C
2L 280/.805 00+15.2/60.6NM
2R
SPD REST
3L 250/10000
3R
4L 4R
5L <SCHED 5R
6L PROFILE> 6R
Page RRJ-A-7
August 17, 2010
B.
•The crew selected another climb speed sub-mode (e.g. MIN FUEL); the EXEC key has not yet been
pressed.
•The speed schedule associated to "MIN FUEL" sub-mode (e.g. 320/.825) is displayed at LSK 2L.
•The field title at LSK 2L displays the abbreviated name of the selected sub-mode with "SPD" appended to
the end of the name (e.g. MTIME SPD)
•The aircraft is on ground. The speed restriction up to 10,000ft is 250 kts.
•No target speed is highlighted as the flight plan is in MODified state.
Since the aircraft is on ground, ETE to the top-of-climb is displayed instead of the ETA at [2R]
MOD MIN FUEL CLB 1/5

CRZ ALT MAX AT T/C
1L FL350 FL350 FL350
1R
MFUEL SPD TO T/C
2L 320/.825 00+15.2/60.6 NM
2R
SPD REST
3L 250/10000
3R
4L 4R
5L <SCHED ENGINE OUT> 5R
6L <ERASE PROFILE> 6R
C.
•The EXEC key has been pressed
•Climb mode is active
•The airplane is above the acceleration height but below the speed restriction altitude
•Restriction speed is target.

CRZ ALT MAX AT T/C
1L
FL350 FL350 FL350
1R
MFUEL SPD TO T/C
2L 320/.825 00+15.2/60.6 NM
2R
SPD REST
3L 250/10000
3R
4L 4R
6L PROFILE> 6R
Page RRJ-A-8
August 17, 2010
D.
• The crew has manually entered at LSK 2L the IAS/Mach couple: 310/.810
• The field title at LSK 2L displays “MAN SPD”
• The data field displays the manually entered speed in large white font
• The target speed is derived from the speed constraint ahead at BLUFA – when BLUFA is sequenced,
the manually entered speed will become the target speed
• The aircraft is below the crossover altitude
• When the aircraft climbs above the crossover altitude, the climb active target Mach is highlighted (e.g.
310/.810)
ACT MANUAL CLB 1/5

CRZ ALT MAX AT BLUFA
1L
FL350 FL370 260/ 14000
1R
MAN SPD TO BLUFA
2L 310/.810 2 0 1 2 . 1 z / 1 8 . 4 N M 2R
SPD REST ERROR
3L 250/10000 350LO/ 2LONG
3R
SPD AT BLUFA
4L 260 4R
6L PROFILE> 6R
E. While in cruise phase of flight, the crew commands a "Climb in Cruise":

• The FMS reverts to the CLB page which displays "CRZ CLB" in the title.
ACT CRZ CLB 1/5

CRZ ALT MAX AT T/C
1L
FL360 FL370 FL360
1R
MFUEL SPD TO T/C
2L 280/.780 2012.1z/8.4N M
2R
SPD REST
3L 250/10000
3R
CRZ SPD
4L .800 4R
6L PROFILE> 6R
Page RRJ-A-9
August 17, 2010
TITLE:
The page title line displays the following:
1. If no climb-in-cruise is in progress, the character string "CLB" preceded by the selected sub-mode name or
MANUAL.
2. During a climb-in-cruise, the character string "CRZ CLB".
3. The left side of the title line displays:

• “ACT” if climb is active
• “MOD” if the flight plan is in mode state
• Blanks if climb is not active.
CRZ ALT [1L]: Entry and display of the cruise altitude (MCDU entry or derived from the Selected Altitude). The
value entered is propagated between the PERF INIT, CLB, CRZ.
In climb, the FMS accepts the Selected Altitude change in the data field only if it is higher than the CRZ ALT of
the active route; otherwise, there is no effect on the data field.
empty, the current airplane altitude is copied in small font in the CRZ ALT data field when the EXEC is pressed.
MAX: Displays the FMS-computed maximum cruise flight level

The MAX flight level value is displayed in small white font. The title and data field are blank if the data is not
available or the active mode is descent.
XXX XXX [2L]: The field title displays the name of the selected climb sub-mode or by default the name of the
first climb sub-mode in the policy file with "SPD" appended to the end of the displayed sub-mode name. An
abbreviated name will be displayed if the sub-mode name is greater the 5 characters (e.g. MIN FUEL SPD will
be abbreviated to MFUEL SPD);
The data field displays the speed schedule associated with the selected climb sub-mode or the manually
entered speed schedule.
If the crew manually enters a speed in the data field, the field title displays "MAN SPD".
Valid entry format is to enter an IAS and/or Mach value using the slash rule e.g. 280, 280/.780 or /.780. The
valid IAS or Mach entry range is defined in the PDB.
Deletion of a manual speed entry reverts the data field and title to the previously selected climb sub-mode.
Deletion of a climb sub-mode speed is not allowed.
Manual speed entry is displayed in large white font. A climb sub-mode speed is displayed in small white font.
If the IAS or MACH displayed is the source of the FMS target speed, the speed is displayed in reverse video.
SPD REST [3L]: Entry and display of the climb Speed Restriction/Speed Restriction Altitude.
Manual entry overrides the default value extracted from the navigation database, if available.
Valid entry format is to enter a speed and/or altitude using the slash rule XXX, XXX/XXXXX or /XXXXX e.g. 250,
250/10000 or /10000. The valid range of the Speed Restriction/Speed Restriction Altitude is defined in the PDB
Deletion of a manual entry reverts the data field to the default value extracted from the navigation database.
Deletions of the values extracted from the navigation database are not allowed.
displayed in small white font.
The speed restriction is displayed in reverse video if it is the source of the FMS target speed.
Page RRJ-A-10
August 17, 2010
XXX SPD [4L]: Displays the target speed if the target speed source is one of the following:
•"T/O SPD", between the thrust reduction altitude and the acceleration altitude
•."SPD AT XXX", where XXX is a climb waypoint ahead of the aircraft
•"LIM SPD", when the FMS target speed is being limited
•"HOLD SPD", when flying a hold when in climb
•"CRZ SPD", during a CRZ Climb while targeting the cruise speed
SCHED [5L]: Enables direct access to CLB SCHED 1/1 page.
ERASE [6L]: "ERASE" is only displayed when an active flight plan modification is in progress. Pressing this key
will undo all changes to the active flight plan and return to the ACT Route status.
AT NNNNNNN [1R]: Displays the first (next) climb waypoint with speed/altitude constraint, if any; otherwise, it
displays "AT T/C" with the cruise altitude.
Displays the next climb waypoint speed and altitude constraints when a speed constraint is associated to the
altitude constraint at the waypoint. Displays only the altitude constraint when only an altitude constraint is
associated to the waypoint.
Manual entry of the speed and/or altitude constraint associated to the waypoint in the title is allowed. It overrides
the value(s) from the navigation database and is propagated to/from LEGS page. Deletion of the manually
entered speed/altitude constraint reverts the data field to the database-derived values which are then
propagated to/from the LEGS page.
Manual entry is displayed in large white font. Default or calculated values are displayed in small white font. The
title and data field are blank if the climb mode is not active.
Problematic altitude constraints are displayed in yellow as per the LEGS page display format.
TO NNNNNNN [2R]: Displays the ETA and Distance-To-Go (DTG) to the waypoint displayed at 1R, if any;
otherwise, it displays the ETA and DTG to the top-of-climb.
The ETA and DTG are displayed in small white font. When [1R] title and data field are blank, the title and data
field at [2R] are blank.
When the aircraft is on ground, the field displays ETE instead of ETA.
ERROR [3R]: Displays the predicted undershoot error to the waypoint displayed at [1R], if any.
Displays XXXXLO/YYLONG where XXXX represents the predicted undershoot error with respect to the altitude
constraint and YY represents the predicted distance error at the climb waypoint displayed at [1R]. The vertical
error ranges from 200ft to 9990 feet rounded to the nearest 10 feet and the distance error range from 1nm to
99nm rounded to the nearest 1nm.
The error data is displayed in small white font. When there is no waypoint displayed in [1R], the title and data
field are blank. When the vertical error at the waypoint is predicted to be less than 200ft and/or the distance
error is predicted to be less than 1 nm, the title and data field are blank.
ENGINE OUT [5R]: Enables access to ENGINE OUT CLB 1/5 page while in air. Enables access to ENGINE
OUT CLB 1/5 page while in air. Aircraft must be in clean configuration.
PROFILE [6R]: Enables direct access to VNAV PROFILE 1/X page.
Page RRJ-A-11
August 17, 2010
CLB SCHED 1/1
The CLB SCHEDule page is used to select the current CLIMB speed sub-mode that will be flown for the entire
profile or the climb phase of flight only. A maximum of one Climb speed sub-mode can be selected at any time.
Display the CLB SCHED 1/1 page by pressing:

[VNAV], <SCHED> (When in Climb mode)
A. Initial display after the CLIMB SCHED page was accessed and the default speed mode is selected.
ACT CLB SCHED 1/1

SPD SCHED
1L
MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L CLIMB> 6R
B. A manual speed has been entered on the climb page and the sub-modes are deselected.
ACT CLB SCHED 1/1

SPD SCHED
1L >MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L CLIMB> 6R
Page RRJ-A-12
August 17, 2010
C. The sub-mode in [1L] has been selected.
MOD CLB SCHED 1/1

SPD SCHED
1L MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <ERASE CLIMB> 6R
TITLE:
1.The title displays:

• “MOD” if the EXEC key is illuminated
• Blanks if climb is not active
followed by CLB SCHED
XXX XXX [1L]:

Displays the first climb speed sub-mode defined in the policy file. If the sub-mode has been selected, the sub-
mode is displayed in large font.
When the prompt is displayed, pressing the adjacent LSK has the following effect:
• The sub-mode's speed schedule is copied into the climb page data field at LSK 2L;
• The sub-mode’s name is copied into the CLB page title field at LSK 2L with “SPD” appended to the end of
the name if it is less than 6 characters in length. An abbreviated sub-mode name is provided in all other
cases (e.g. MIN FUEL will be displayed as MFUEL SPD);
• Selection of a Climb speed sub-mode is propagated to the CRZ and DES pages if the selected sub-mode is
applicable for those pages.
The font will change from large to small when another climb speed sub-mode is selected or a manual speed
entry is made in LSK2L on the CLIMB page.
NOTE(S):
• The field title (e.g. “MIN FUEL”) is copied “as-is” from the policy file
• Selection of the sub-mode cancels CP-Speed Intervention if previously active.
Page RRJ-A-13
August 17, 2010
ERASE [6L]:
“ERASE” is only displayed when an active flight plan modification is in progress. Pressing this key will undo all
changes to the active flight plan and return to the ACT Route status..
CLIMB [6R]:
Enables direct access to the VNAV CLB page.
CRZ 2/5
The CRZ page is used to select and display Cruise vertical mode data.
Display the CRZ 2/5 page by pressing:

[VNAV] (When in Cruise mode) or
[VNAV] [PREV] (When in Descent mode) or
[VNAV] [NEXT] [NEXT] [NEXT] (When in VNAV Approach mode) or
[VNAV] [NEXT] [NEXT] (When ”Go-Around mode” is active) or
[VNAV] [NEXT] (When in Climb mode) or
<CANCEL E/O> from ENG OUT CRZ 2/5 page or
<CRUISE> from PROFILE page.
A. The cruise "MIN FUEL" sub-mode has been selected and the aircraft is in cruise. The "MIN FUEL" active
target speed is .820 (highlighted). An altitude-constrained cruise waypoint is ahead of the aircraft (OMBLY).
The FMS displays the computed ETA and DTG to the step point.
ACT MIN FUEL CRZ 2/5

CRZ ALT MAX AT OMBLY
1L FL300 FL380 FL320
1R
MFUEL SPD TO STEP
2L .820 2012.2z /20N M
2R
3L 3R
4L 4R
6L <DES FORECAST PROFILE> 6R
Page RRJ-A-14
August 17, 2010
B. A manually entered value of .800M is displayed in [2L]. The aircraft is within 150nm from the top-of-
descent.
ACT MANUAL CRZ 2/5

CRZ ALT MAX
1L
FL350 FL380
1R
MAN SPD TO T/D
2L .800 2045.2z/105N M
2R
3L 3R
4L 4R
C. The aircraft is stepping-down in altitude while in cruise

• Page title changes to CRZ DES
• MIN FUEL cruise sub-mode is selected.
ACT CRZ DES 2/5
CRZ ALT MAX
1L
FL350 FL380
1R
MFUEL SPD TO T/D
2L .805 2045.2z/148 N M
2R
3L 3R
4L 4R
D. The RTA sub-mode is active when RTA data has been entered in the RTA page and the EXEC key
pressed. The FMS displays the target speed to arrive at destination at the specified time (RTA). The default
speed sub-mode does not reappear at the corresponding LSK. Exiting RTA can be done by selecting
another speed sub-mode, entering a manual speed or from the RTA page.

CRZ ALT MAX
1L
FL350 FL380
1R
MFUEL SPD TO T/D
2L .805 2045.2z/148 N M
2R
RTA SPD
3L .780 3R
4L 4R
Page RRJ-A-15
August 17, 2010
E. Engine-out Climb mode is active, as a result, access to the PROFILE page is disabled.
MIN FUEL CRZ 2/5
CRZ ALT
1L
FL300 1R
MFUEL SPD
2L 2R
3L 3R
4L 4R
5L <SCHED 5R
6L <DES FORECAST NO PROFILE 6R

NO PROFILE
TITLE:
1. If cruise descent is not in progress, the character string “CRZ” preceded by the selected sub-mode name or
MANUAL.
2. During a cruise descent, the character string “CRZ DES”.
3. The left side of the title line displays:

• “MOD” if the flight plan is in mode state
• Blanks if cruise is not active
CRZ ALT [1L]: Entry and display of the cruise altitude (MCDU entry or derived from the Selected Altitude). The
value entered is propagated between the PERF INIT, CLB and CRZ.
In cruise mode, the FMS accepts the Selected Altitude change (higher or lower value than current CRZ ALT
value) in the data field at any time, except when the aircraft is within 50 nautical miles before the top-of-descent,
at which time any change has no effect on the data field.
empty, the current airplane altitude is copied in small font in the CRZ ALT data field when the EXEC is pressed.
MAX: Displays the FMS-computed maximum cruise flight level

The MAX flight level value is displayed in small white font. The title and data field are blank if the data is not
available or the active mode is descent.
FMS-computed MAX altitude is always limited to the aircraft's maximum certified altitude.
Page RRJ-A-16
August 17, 2010
XXX XXX [2L]: This data field displays the speed schedule associated with the selected cruise sub-mode or the
manually entered speed schedule and the cruise phase of flight is active.
The field title displays the name of the selected cruise sub-mode with "SPD" appended to the end (e.g. MIN
FUEL SPD). By default, the field title displays the name of the first cruise sub-mode defined in the policy file with
"SPD" appended to the end. An abbreviated name will be displayed if the sub-mode name is greater the 5
characters (e.g. MIN TIME SPD will be abbreviated to MTIME).
Manual speed entry is displayed in large white font. A computed or default cruise sub-mode speed is displayed
in small white font. If the minimum data required to compute the vertical profile is not available, the field is
blanked.
If the IAS or MACH displayed is the source of the FMS target speed, the speed is displayed in reverse video.
•"RTA SPD", while RTA is active
•."SPD AT XXX", where XXX is a sequenced cruise waypoint with a speed constraint
•"HOLD SPD", when flying a hold when in cruise
•"REST SPD" when within 30nm of the destination airport and below the descent restriction altitude
SCHED [5L]: Enables direct access to CRZ SCHED 1/1 page.
DES FORECAST [6L]:

ERASE [6L]:
"DES FORECAST" is displayed when there is no active flight plan modification in progress. Pressing the LSK
provides direct access to the DES FORECAST 1/2 page.
"ERASE" is only displayed when an active flight plan modification is in progress. Pressing this key will undo all
AT XXXXX(XX) [1R]:
Displays the first (next) cruise waypoint with an altitude constraint, if any.
Manual altitude entry associated to the waypoint in the title is allowed. It overrides the value from the navigation
database or LEGS page and is propagated to/from the LEGS page. Deletion of the manually entered altitude
constraint reverts the data field to the database-derived or LEGS page value that is then propagated to/from the
LEGS page.
Manual entry is displayed in large white font. Default or calculated value is displayed in small white font. When
the aircraft is less than 150 from the top-of-descent point, the title and data field are blank.
TO T/D [2R]:
TO STEP [2R]:
Displays the ETA and DTG to the top-of-descent when the aircraft is within 50 nm from the top-of-descent;
otherwise, displays the ETA and DTG to the step point (S/D or S/C) for the waypoint displayed at [1R], if any.
“NOW” is displayed in the data field when the step point (S/D or S/C) is less than 2 minutes ahead of the
aircraft, and is displayed until the aircraft has passed abeam of the altitude-constrained waypoint, or the FMS
computes that the climb/descent maneuver to meet the constraint cannot be achieved.
ETA, DTG, and "NOW" are displayed in small white font. The title and data field are blank when the aircraft is
more than 50 nm from the top-of-descent; AND
• The title and data field [1R] are blank; OR
• The active mode is descent.
When the aircraft is on ground, ETE is displayed instead of ETA.
Page RRJ-A-17
August 17, 2010
ENGINE OUT [5R]: Enables access to ENGINE OUT CRZ 2/5 page.
NO PROFILE [6R]: Indicates that no vertical profile is computed during FMS engine-out climb mode and
consequently, access to the PROFILE page is forbidden.
CRZ SCHED 1/1
The CRZ SCHEDule page is used to select the current CRUISE speed sub-mode that will be flown for the cruise
phase of flight. Only one Cruise speed sub-mode can be selected at any time.
Display the CRZ SCHED 1/1 page by pressing:

[VNAV], <SCHED> (When in Cruise mode)
[VNAV], [NEXT], <SCHED> (When in Climb mode)
A. Initial display after the CRUISE SCHED page was accessed and the default speed mode is selected.
ACT CRZ SCHED 1/1

SPD SCHED
1L MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L CRUISE> 6R
B. A manual speed has been entered on the cruise page and the sub-modes are deselected.
ACT CRZ SCHED 1/1

SPD SCHED
1L >MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L CRUISE> 6R
Page RRJ-A-18
August 17, 2010
MOD CRZ SCHED 1/1

SPD SCHED
1L MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <ERASE CRUISE> 6R
TITLE:
1.The title displays:

• “ACT” if cruise is active
• Blanks if cruise is not active
followed by CRZ SCHED
XXX XXX [1L]:

Displays the first cruise speed sub-mode defined in the policy file. A selected sub-mode is displayed in large
font.
• The sub-mode's speed schedule is copied into the CRZ page data field at LSK 2L;
• The sub-mode's name is copied into the CRZ page title field at LSK 2L with "SPD" appended to the end of
• Selection of a CRZ speed sub-mode is propagated to the DES page if the selected sub-mode is applicable
for that page.
The font will change from large to small when another cruise speed sub-mode is selected or a manual speed
entry is made in LSK 2L on the CRZ page.
NOTE(S):
• The field title (e.g. “MIN FUEL”) is defined in the policy file.
• Selection of the sub-mode cancels CP-Speed Intervention if previously active.
• Selection of the sub-mode cancels the RTA if previously active.
• Selection of the sub-mode terminates an active speed constraint if previously active.
ERASE [6L]:
CRUISE [6R]:
Enables direct access to the VNAV CRZ page.
Page RRJ-A-19
August 17, 2010
DES 3/5
The DES page is used to select and display Descent vertical mode data.
Display the DES 3/5 page by pressing:
[VNAV] (When in Descent mode) or

[VNAV] [PREV] (When in Approach mode) or
[VNAV] [NEXT] [NEXT] [NEXT] (When ”Go-Around mode” is active) or
[VNAV] [NEXT] [NEXT] (When in Climb mode) or
[VNAV] [NEXT] (When in Cruise mode) or
<DESCENT> from PROFILE page
A.
• The descent sub-mode is defined in the policy file;
• The descent speed sub-mode is not active (speed target is not highlighted – ACT not displayed in the
page title).
• The aircraft is within 50 nm of the Top of Descent, as a result the DES NOW prompt is available.
There is no FAF in the active flight plan, hence the E/D data field shows the following:
• The E/D speed (195);
• E/D location: DTG (15 nm) to the runway threshold, if any runway as been selected, or to the destination
airport;
• E/D height (3000 ft) relative to the airfield elevation, if any selected, or airport elevation.
MIN FUEL DES 3/5

E/D( K T / N M / F T ) AT T/D
195/15/3000 FL350
1L 1R
MFUEL SPD TO T/D
2L .850/350 2022.1z/25.3N M
2R
SPD REST WPT / ALT
3L 250/10000 NOLLA/ 1 1 0 0 0 A < 3R
V/B V/S
4L 4R
FPA
5L <SCHED 5R
6L DES NOW> 6R
Page RRJ-A-20
August 17, 2010
B.
• The crew manually entered the speed schedule .800/290 at LSK 2L.
• The field title at LSK 2L displays MAN SPD
• The descent mode is active (the target speed is displayed in reverse video – ACT is displayed in the
page title).
• The active target speed is Mach .800 in reverse video white.
• The aircraft is 50 feet below the FMS-computed descent path.
• An altitude-constrained descent waypoint (NOLLA) is ahead of the aircraft. The FMS displays the
computed ETA and DTG to the descent waypoint.
• The "FPA" field displays the currently flown aircraft descent angle "γ", which can be expressed as the
aircraft pitch attitude (θ) minus the angle of attack (α).
• The Vertical Bearing (V/B) and Vertical Speed (V/S) are calculated from the present position to the
waypoint position and altitude constraint defined in 3R
ACT MANUAL DES 3/5
E/D( K T / N M / F T ) AT NOLLA
1L 195/15/3000 220/ 11000A
1R
MAN SPD TO NOLLA
2L .800/290 2 0 2 2 . 1 z / 2 5 . 3 N M 2R
SPD REST WPT / ALT
3L 250/10000 NOLLA/11200<
3R
V/B V/S
4L 2.2 1200 4R
FPA VDEV
5L <SCHED 2.1 -50 5R
6L PROFILE> 6R
C. In the following example:

• The crew entered a speed schedule at LSK 2L;
• The descent mode is active (the active target speed is displayed in reverse video and ACT is displayed
in the page title).
• The airplane is below the crossover altitude and above the speed restriction altitude; the active target
speed is 290kts.
• There is a FAF in the active flight plan, hence the E/D data field shows the following:
• The E/D speed (manual entry of 180); AND
• E/D location: DTG (8 nm) to the FAF.
• The crew has manually entered the waypoint “HOAGI” in LSK [3R] data field that has an altitude
constraint of 15500ft. V/B and V/S are calculated from the present position to "HOAGI".
ACT MANUAL DES 3/5

E/D( K T / N M ) AT NOLLA
1L
180 / 8 220/11000A
1R
MAN SPD TO NOLLA
2L . 8 0 0 / 290 2 0 3 2 . 1 z / 5 2 . N M 2R
SPD REST WPT / ALT
3L 250/10000 HOAGI/ 1 5 5 0 0 < 3R
V/B V/S
4L 2.7 2000 4R
FPA VDEV
5L <SCHED 2.6 -50 5R
6L PROFILE> 6R
Page RRJ-A-21
August 17, 2010
D. The pilot has toggled [3R] thus changing the display from WPT/ALT to REF ALT and the associated data
displayed at [4R] from V/B V/S to DIST ALT. In this example, a selected altitude of 12000 ft was entered at
[3R] (after the field was toggled) which indicates to the pilot that based on the current flight conditions
(altitude, ground speed, vertical speed), the predicted ground range to the selected altitude is 21.5 nm.
ACT MIN FUEL DES 3/5

E/D(KT/NM/FT) AT NOLLA
195/15 220/ 11000A
1L 1R
MFUEL SPD TO NOLLA
2L .800/300 2022.1z/25.3N M
2R
SPD REST REF ALT
3L 240/10000 12000< 3R
DIST ALT
4L 21.5N M 4R
FPA VDEV
5L <SCHED 2.1 10 5R
6L PROFILE> 6R
E. Waypoint NOLLA has been sequenced and this waypoint had a speed constraint of 220. SPD AT NOLLA is
now displayed at 4L to identify that NOLLA is the source of the FMS target speed.

E/D(KT/NM) AT EPSUN
1L 195/15 200/ 3000A
1R
MFUEL SPD TO EPSUN
2L .800/300 2027.2z/15.5N M
2R
SPD REST REF ALT
3L 240/10000 5000<
3R
SPD AT NOLLA DIST ALT
4L 220 13.6N M 4R
FPA VDEV
5L <SCHED 2.1 10 5R
6L PROFILE> 6R
TITLE:
•The descent vertical mode (DES);
• Descent sub-mode name (e.g. MIN FUEL) if a sub-mode is selected or MANUAL if a manual speed
schedule is entered;
• ACT indicates that the active VNAV mode is Descent;
• MOD indicate that the EXEC key is illuminated;
Page RRJ-A-22
August 17, 2010
E/D(kt/nm/ft) [1L]:
E/D(kt/nm)[1L]:
Entry and display of E/D parameters (speed/location/altitude or speed/location).
The E/D location is defined as:
• DTG to the FAF when there is a FAF in the flight plan;
• DTG to the runway threshold, if any runway has been selected, or to the destination airport when there is no
FAF in the flight plan.
When there is no altitude constraint between the E/D location and the destination runway in the active flight
plan, the E/D data field shows the following:
• E/D speed;
• E/D location;
• E/D height relative to the runway elevation, if any selected, or airport elevation.
When there is an altitude constraint between the E/D location and the destination runway in the active flight
plan, the E/D data field shows only the following:
• E/D speed; AND
• E/D location.
Manual entry of E/D parameters is allowed and overrides the default value(s). Valid manual entry format is
SSS/DD or SSS/DD/AAAA, depending on whether or not there is an altitude constraint between the E/D location
and the destination runway.
Valid E/D target speed range is defined in the PDB. The valid E/D distance to runway range is 0-30 nautical
miles. The E/D altitude range is 1000-1600 feet AGL.
Deletion of a manually entered parameter is allowed and the corresponding data field reverts to the default
parameter. Deletion of a default parameter is not allowed. Manual entries of distance and altitude are cleared
when a FAF is inserted or removed from the flight plan.
Manual entry is displayed in large white font. Default value is displayed in small white font.
The altitude entry is referenced to the ground elevation (AGL).
The E/D speed will be displayed in reverse video when the E/D speed is the source of the FMS descent target
speed.
XXX XXX [2L]: The field title displays the abbreviated name of the selected descent sub-mode or by default
the abbreviated name of the first descent sub-mode in the policy file with "SPD" appended to the end of the
displayed sub-mode name. An abbreviated name will be displayed if the sub-mode name is greater the 5
characters (e.g. MIN TIME SPD will be abbreviated to MTIME SPD).
The data field displays the speed schedule associated with the selected descent sub-mode or the manually
entered speed schedule.
Valid entry format is to enter a Mach and/or IAS value using the slash rule e.g. .820, /280 or .820/300.
Deletion of a manual speed entry reverts the data field and title to the previously selected descent sub-mode.
Deletion of a descent sub-mode speed is not allowed.
Manual speed entry is displayed in large white font. A descent sub-mode speed is displayed in small white font.
If the descent speed schedule is the source of the FMS target speed, the source of the target speed (i.e. IAS or
Mach component of the speed schedule) will be displayed in reverse white font.
Page RRJ-A-23
August 17, 2010
SPD REST [3L]: Entry and display of the descent Speed Restriction/Speed Restriction Altitude.
Defaults to the value from the navigation database - 10 knots..
Manual entry is allowed. The valid range of manual entry is defined in the PDB
Format of manual entry is speed and/or altitude, using the slash rule e.g. 250, 250/10000 or /10000. Deletion of
a manual entry reverts the data field to the default value extracted from the navigation database, if available,
otherwise to dashes. Deletion of the values extracted from the navigation database is not allowed.
displayed in small white font. The data field displays dashes (---/----) when no values are available.
If the speed restriction is the source of the FMS target speed, it will be displayed in reverse video white.
•"SPD AT XXX", where XXX is a descent waypoint behind the aircraft
•"HOLD SPD", when flying a hold when in descent
•"PATH SPD" when the aircraft is above an idle path and targeting a higher speed to capture the path
•"DECEL SPD" if decel has been selected and the aircraft has not captured the path
SCHED [5L]: Enables direct access to DES SCHEDule 1/1 page.
ERASE [6L]: "ERASE" is displayed when an active flight plan modification is in progress. Pressing this key will
undo all changes to the active flight plan and return to the ACT Route status.
AT NNNNN(NN) [1R]:
AT E/D[1R]:
Displays the next descent waypoint with altitude constraint, if any; otherwise, displays "AT E/D" and E/D speed
and/or altitude.
Displays the next descent waypoint speed and altitude constraints when a speed constraint is associated to the
propagated to/from the LEGS page. Deletion of the speed/altitude constraint values derived from the navigation
database is not allowed.
Valid manual entry format is XXX/, XXX/AAAA, or /AAAA.
Manual entry or deletion is not allowed when the [1R] title field is displaying "AT E/D".
Manual entry is displayed in large white font. Default or calculated value is displayed in small white font.
Page RRJ-A-24
August 17, 2010
TO NNNNN(NN) [2R]:
NNNNNNN [2R]:
TO E/D [2R]:
TO T/D [2R]:
Displays the ETA and DTG to the waypoint displayed in the title field.
The title field displays:
• " " (blank) when CRZ or CLB mode are ACT-ive and the aircraft is more than 150nm from the T/D;
• “TO T/D” when CRZ or CLB mode are ACT-ive and the aircraft is within 150nm from the T/D;
• "TO NNNNN(NN)" OR “NNNNNNN”, the waypoint displayed in [1R] when DES mode is ACT-ive and a
waypoint is displayed in [1R]; or
• The "TO E/D" when DES mode is ACT-ive and no waypoint is displayed in [1R].
The data field data is displayed in small white font. The data field is blank when the title field is blank.
WPT/ALT [3R]:
OR
REF ALT [3R]:
This field can support display and entry of one of the following options:
• Entry and display of the waypoint and waypoint altitude constraint for computation of V/B and V/S in [4R]:
• Default value is the waypoint and altitude constraint specified in [1R].
• Manual entry of a waypoint identifier from the navigation database is allowed only while airborne.
• Valid manual entry format is to enter a waypoint and/or altitude using the slash rule e.g. NNNNN/,
NNNNN/AAAAA or /AAAAA. For NNNNN/ entry, the waypoint must have an associated altitude
constraint. For /AAAAA entry, a waypoint must already be present in the field.
• Deletion of a manual entry reverts the data field to the default [1R] data, if any.
OR
• Entry and display of a target altitude used for computation of the ground distance to this altitude in [4R]:
• Default value is the FGCP-selected altitude.
• Manual entry of a target altitude is only allowed when airborne:
• Altitude entry must be below the current aircraft altitude and at or above the destination airport
elevation if Descent mode is active.
• Altitude entry of must be above the current aircraft altitude and at or below the FMS CRZ ALT if
Climb mode is active.
• Deletion of a manual entry reverts the data field to the FGCP-selected altitude.
Toggling between both options occurs when [3R] is pressed and nothing is displayed in the scratchpad.
For both display options:
• Manual entry is displayed in large white font.
• Default value is displayed in small white font.
• The data field displays dashes while on ground.
Page RRJ-A-25
August 17, 2010
V/B V/S [4R]:

OR
DIST TO ALT [4R]:
This field can display one of the following options based on the selection that was made at [3R]:
• Vertical situation awareness to be maintained relative to the waypoint and altitude displayed at [3R]:
• The “V/B” field displays the current ground-referenced vertical bearing from the aircraft present position
to the waypoint/altitude displayed at [3R], in degrees.
• The “V/S” field displays the vertical speed in ft/min required to achieve a vertical path angle equal to the
vertical bearing at current ground speed.
• When [3R] and [1R] are identical, the data field is only displayed when descent mode is active. When
[3R] is a manual entry, the data field is displayed at all time. The data is displayed in small white font.
The "V/B" and "V/S" data field are blank when vertical guidance is not available.
OR
• Predicted ground distance to the altitude displayed at [3R] based on the current aircraft altitude, ground
speed and vertical speed:
• this distance is only displayed when:
• The aircraft is airborne; AND
• The active VNAV mode is Climb or Descent/Approach (nothing is displayed in this field when in
Cruise) AND
• no altitude conflict exists between the current aircraft altitude and the altitude displayed at [3R];
AND
• Baro-corrected altitude data is available when the altitude displayed at [3R] is:
• Below the transition level during Descent; OR
• Below the transition altitude during Climb.
Toggling between both options occurs when [3R] is pressed and nothing is displayed in the scratchpad.
FPA VDEV [5R]:

Displays the vertical deviation relative to the FMS computed descent path with a resolution of 10 feet and a
range of 0 to 9990 preceded by the current aircraft Flight Path Angle.
Positive values indicate that the aircraft is above the pre-computed descent path. Negative values indicate that
the aircraft is below the pre-computed descent path.
The title and data field are displayed when the aircraft has passed the T/D anticipation point or the descent
mode is active. The FMS will blank the title and data field when vertical guidance is not available (if configured
for Path descent). When present, the values are displayed in small white font.
The "FPA" field displays the currently flown aircraft descent angle, which can be expressed as the aircraft pitch
attitude minus the angle of attack. The value, in degrees, is relative to the air mass without a +/- sign.
PROFILE [6R]: When "PROFILE" is present, enables direct access to VNAV PROFILE 1/X page.
DES NOW [6R]: "DES NOW" prompt is displayed when the cruise mode is active and the aircraft is within 50
nautical miles from the top-of-descent. Pressing the LSK while "DES NOW" prompt is present sets the FMS in
"MOD" state and the EXEC key to lit. Upon pressing the EXEC key, the descent mode becomes active.
Page RRJ-A-26
August 17, 2010
DES SCHED 1/1
The DES SCHEDule page is used to select the current DESCENT speed sub-mode that will be flown for the
descent phase of flight. Only one descent speed sub-mode can be selectable at any time.
Display the DES SCHED 1/1 page by pressing:

[VNAV], <SCHED> (When in descent mode)
[VNAV], [NEXT], <SCHED> (When in cruise mode)
[VNAV],[NEXT], [NEXT], <SCHED> (When in climb mode)
A. Initial display after the DES SCHED page was accessed and the default speed mode is selected.
ACT DES SCHED 1/1

SPD SCHED
1L
MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L DESCENT> 6R
B. A manual speed has been entered on the descent page and the sub-modes are deselected.
ACT DES SCHED 1/1

SPD SCHED
1L
>MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L DESCENT> 6R
Page RRJ-A-27
August 17, 2010
MOD DES SCHED 1/1

SPD SCHED
1L MIN FUEL 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L <ERASE CRUISE> 6R
TITLE: The title displays:

• “ACT” if descent is active
• Blanks if descent is not active
followed by DES SCHED
XXX XXX [1L]: Displays the first descent speed sub-mode defined in the policy file. A selected sub-mode is
displayed in large font.
• The sub-mode's speed schedule is copied into the DES page data field at LSK 2L;
• The sub-mode's name is copied into the DES page title field at LSK 2L with "SPD" appended to the end of
The font will change from large to small when another descent speed sub-mode is selected or a manual speed
entry is made in LSK 2L on the DES page.
NOTE(S):
• The field title (e.g. “MIN FUEL”) is copied “as-is” from the policy file.
• The field title (e.g. “MIN FUEL”) is copied “as-is” from the policy file.
ERASE [6L]:
DESCENT [6R]: Enables direct access to the VNAV DES page.
Page RRJ-A-28
August 17, 2010
APPR 4/5
This page applies only to the selected approach of the active route. It is used to select and display data
pertaining to the selected approach.
Display the APPR 4/5 page by pressing:

[VNAV] (When in Approach mode) or
[VNAV] [PREV] (When Go-Around mode is active) or
[VNAV] [NEXT] [NEXT] [NEXT] (When in Climb mode) or
[VNAV] [NEXT] [NEXT] (When in Cruise mode) or
[VNAV] [NEXT] (When in Descent mode) or
<APPROACH> from PROFILE page
A. The NDB24L approach has been selected and the approach mode is not active.
NDB24L APPR 4/5

MIN BARO AT RWY24M A P
700 FT 145/ 700A
1L 1R
V_E/D TO RWY24M A P
2L 160KT 2022.1z/25.3NM
2R
HEADWIND CROSSWIND
3L 30KT R5KT
3R
XTK
4L L0.03 N M 4R
RNP/ANP
5L 1.00/0.05NM 5R
6L <APPR REF PROFILE> 6R
B. The NDB24L approach has been selected and the approach mode is active. The airplane just sequenced
the FAF.
ACT NDB24L APPR 4/5

1L 700 FT 145/ 700A
1R
V_E/D TO RWY24M A P
2L 160KT 2022.1z/25.3NM
2R
HEADWIND CROSSWIND
3L 3 KT R18KT
3R
XTK VDEV
4L L0.03 N M 273 4R
RNP/ANP
5L 1.00/0.05NM 5R
Page RRJ-A-29
August 17, 2010
C. The NDB24L approach has been selected, the slats have been extended and the FMS-computed target
speed associated with the selected slats/flaps configuration is displayed at [2L].
The [2L] title field has changed from 'V_E/D' to 'VREF1' to indicate to the pilot that an FMS initiated target
speed change has occurred as a result of a change in the selected aircraft configuration
ACT NDB24L APPR 4/5

1L 700 FT 145/ 700A
1R
VREF1 TO RWY24M A P
2L 160KT 2022.1z/25.3NM
2R
HEADWIND CROSSWIND
3L 30KT R15KT
3R
XTK VDEV
4L L0.03 N M 273 4R
RNP/ANP
5L 1.00/0.05NM 5R
D. No approach has been selected.
APPR 4/5
1L 1R
2L 2R
HEADWIND CROSSWIND
3L 30KT L40KT
3R
XTK
4L 1.00 N M 4R
RNP/ANP
5L 1.00/0.20NM 5R
6L <APPR REF ARR> 6R
Page RRJ-A-30
August 17, 2010
E. The NDB24L approach has been selected, the flaps have been extended and the FMS-computed target
speed associated with the selected slats/flaps configuration is displayed at [2L].
The [2L] title field has changed to indicate to the pilot that an FMS initiated target speed change has
occurred as a result of a change in the aircraft selected configuration.
ACT NDB24L APPR 4/5

1L 700 FT 145/ 700A
1R
VREF2 TO RWY24M A P
2L 145KT 2022.1z/25.3NM
2R
HEADWIND CROSSWIND
3L 30KT R16KT
3R
XTK VDEV
4L L0.01 N M 75 4R
RNP/ANP
5L 1.00/0.03NM 5R
6L <APPR REF 6R
F. The crew has performed a manual over-ride of the active target speed computed by the FMS.
The [2L] title field has changed to 'MAN SPD' to indicate to the pilot that a manual override of the FMS-
computed target speed change has occurred.
ACT NDB24L APPR 4/5

1L 700 FT 145/ 700A
1R
MAN SPD TO RWY24M A P
2L 1 5 0F T 2022.1z/25.3NM
2R
TAILWIND CROSSWIND
3L 30KT R15KT
3R
XTK VDEV
4L R0.01 N M 50 4R
RNP/ANP
5L 1.00/0.04NM 5R
Page RRJ-A-31
August 17, 2010
G. The crew has selected a slats/flaps configuration that corresponds to the planned landing configuration that
was selected at [5R] of the APPR REF 1/2 page.
The [2L] title field has changed from 'MAN SPD' to 'VAPP' to indicate to the pilot that an FMS-computed
target speed change has occurred as a result of a change in the aircraft slats/flaps configuration and that
the selected configuration corresponds to the planned landing configuration.
This situation clearly indicates to the pilot that the FMS-computed Final Approach Speed is the current
target speed that is being commanded to the AFCS.
ACT NDB24L APPR 4/5

1L 700 FT 145/ 700A
1R
VAPP TO RWY24M A P
2L 145KT 2022.1z/25.3NM
2R
HEADWIND CROSSWIND
3L 30KT R15KT
3R
XTK VDEV
4L L0.01 N M 25 4R
RNP/ANP
5L 1.00/0.03NM 5R
TITLE: The page title line displays the following:

The name of the selected approach if an approach procedure has been selected by the crew (e.g. NDB24L)
followed by “APPR”. If no approach was selected, the character string “APPR” only.
NOTES:
• "ACT" indicates that the active VNAV mode is Approach;
• "MOD" indicates that the EXEC key is illuminated;
MIN BARO[1L]
Entry and display the MIN BARO minima. Manual entry of the MIN BARO is allowed. Valid MIN BARO entry
range is between FAF altitude and (MAP altitude - Landing Elevation); the FAF and MAP altitudes correspond to
the values applicable to the Active flight plan only. Valid manual entry format is AA, AAA, or AAAA (feet)
Page RRJ-A-32
August 17, 2010
XXXXX [2L]:
Displays the target speed past the End-of-Descent.
Before the airplane has passed the E/D, the data field displays the speed at the E/D (based on the clean
configuration and the predicted landing weight). Note that this is the same speed as the one displayed on the
DES page.
The field title and associated data display can correspond to:
• "VE/D": End-of-Descent target speed when in the clean configuration;
• "VREF1": approach reference target speed when the airplane passed the E/D and it is configured in CONF1;
• "VREF2": approach reference target speed when the airplane passed the E/D and it is configured in CONF2;
• "VREF3": approach reference target speed when the airplane the airplane passed the E/D and it is configured
in CONF3;
• "MAN SPD": the target speed that was manually entered;
• "VAPP": the FMS-computed final approach target speed when the current slats/flaps configuration is the
same with the planned landing configuration selected at [5R] of the APPR REF 1/2 page.
• “LIM SPD”: the FMS-target speed is being limited to respect the aircraft speed envelope.
When the active VNAV mode is not Approach, the value is displayed in small white font when the speed has
been computed by the FMS from the PDB, otherwise it is displayed in large white font when a manual entry has
been performed.
When the active VNAV mode is Approach, the target speed is displayed in reverse video.
If a manual entry is performed by the crew while the field title displays VE/D, this manual entry is propagated to
the DES page into the E/D target speed field.
If the aircraft slats/flaps configuration is unknown to the FMS, the title and data fields will be blank.
HEADWIND or TAILWIND [3L]: Displays the current headwind or tailwind component (in knots).
XTK [4L]: Displays the present cross-track error (Left or Right) in nautical miles from the active leg.
RNP/ANP [5L]: Used for entry and/or display of the current Required Navigation Performance (RNP) and
display of the Actual Navigation Performance. The range of permitted entry of RNP values is between the
minimum configured value (default to 0.3 nm) and 20.00 NM.
ERASE [6L]: "ERASE" is only displayed when an active flight plan modification is in progress. Pressing this
key will undo all changes to the active flight plan and return to the ACT Route status.
APPR REF [6L]: "APPR REF" is displayed when the approach reference page is configured.
Page RRJ-A-33
August 17, 2010
AT NNNNN(NN) [1R]:
AT E/D[1R]:
Displays the next descent waypoint with altitude constraint, if any; otherwise, displays "AT E/D" and E/D speed
and/or altitude.
Displays the next descent waypoint speed and altitude constraints when a speed constraint is associated to the
propagated to/from the LEGS page. Deletion of the speed/altitude constraint values derived from the navigation
database is not allowed.
Valid manual entry format is XXX/, XXX/AAAA, or /AAAA. Valid manual entry range is defined in the PDB.
Manual entry or deletion is not allowed when the [1R] title field is displaying "AT E/D".
Manual entry is displayed in large white font. Default or calculated values are displayed in small white font.
TO NNNNN(NN) [2R]:
TO E/D [2R]:
TO T/D [2R]:
Displays the ETA and DTG to the waypoint or step point displayed in the title field.
The title field displays:
• " " (blank) when CRZ or CLB mode are ACT-ive and the aircraft is more than 150nm from the T/D;
• “TO T/D” when CRZ or CLB mode are ACT-ive and the aircraft is within 150nm from the T/D;
• "TO NNNNN(NN)", the waypoint displayed in [1R] when DES or APPR mode is ACT-ive and a waypoint is
displayed in [1R]; or
• the "TO E/D" when DES or APPR mode is ACT-ive and no waypoint is displayed in [1R].
The data field data is displayed in small white font. The data field is blank when the title field is blank.
CROSSWIND [3R]: Displays the current crosswind component (Left or Right in knots, direction from which
wind is blowing).
VDEV [4R]: Displays the vertical deviation relative to the FMS computed descent path with a resolution of 10
feet and a range of 0 to 9990.
Positive values indicate that the aircraft is above the pre-computed descent path. Negative values indicate that
the aircraft is below the pre-computed descent path.
The title and data field are displayed when the aircraft has passed the T/D anticipation point or the descent
mode is active. The FMS will blank the title and data field when vertical guidance is not available. When present,
the values are displayed in small white font.
ARR [6R]: Enables direct access to the ARRIVALS 1/X page.
The prompt is only displayed when no approach has been selected.
Page RRJ-A-34
August 17, 2010
APPR REF 1/2
Provides display and entry of reference data related to approach.
For flight crew situational awareness, the Approach Reference page displays the following speeds:
• Lowest Selectable speed (VLS)
• FMS-computed Final Approach speed (VAPP)
• FMS-computed approach reference speeds (VREF0, VREF1, VREF2, VREF3) corresponding to airplane
configurations: Clean (conf_0); CONF1, CONF2 and CONF3 respectively
If a Non-Precision Approach (NPA) or a Precision Approach (ILS/MLS) has been inserted in the flight plan, the
approach reference page allows crew entry of the BARO minima (e.g. MDA-DA, DA or MDH-DH) pertaining to
the selected approach. Note that an ILS approach CAT1 uses a Decision Altitude as approach minima as
opposed to Decision Height.
Moreover, the MDA-DA or MDH-DH depends upon the crew selection of the QNH or QFE barometric reference.
If a precision approach has been inserted into the flight plan, the page allows crew entry of the RADIO minima
(DH) or MIN BARO (DA) for the selected approach. It is the crew's responsibility to decide between DA and DH
minima for a selected precision approach (e.g. ILS approach CAT1)
The crew can enter the approach wind (e.g. tower wind) and select the planned landing configuration (e.g.
CONF3 or FULL).
The crew can manually override the FMS-computed values of the approach speed and approach reference
speeds.
Display the APPR REF 1/2 page by pressing [INIT REF], <APPR REF> or <APPR REF>.
ILS33R APPR REF 1/2

VREF1 LDG CONF
1L
133KT FULL< 1R
VREF2 MIN BARO
2L 128KT ----FT
2R
VREF3 MIN RADIO
3L 125KT 1 5 0 FT 3R
APPR VLS APPR WIND
4L 112KT 241°/35K T 4R
VAPP
5L 122KT 5R
6L <APPROACH INIT/REF> 6R
Page RRJ-A-35
August 17, 2010
TITLE: The page title displays the name of the selected approach of the active flight plan when available.
VREF1 [1L]:
VREF2 [2L]:
VREF3 [3L]:
These data fields present the crew various speeds computed by the FMS (VREF x) or crew entered approach
reference speeds. The approach reference speeds VREF1, VREF2 and VREF3 correspond to CONF1, CONF2 and
CONF3 aircraft configurations respectively and the predicted landing weight.
APPR VLS [4L]:

VAPP [5L]:
These data fields display the following speeds computed by the FMS from the PDB or manually entered by the
crew:
• the lowest selectable speed for the landing configuration (APPR VLS) (computed from the PDB)
• approach speed VAPP for the planned landing configuration (computed from the PDB or manually entered)
These speeds are computed based on the selected aircraft landing configuration and the predicted landing
weight. The approach speed can be manually entered by the crew.
APPROACH [6L]: Pressing this LSK provides direct access to the APPR page.
LDG CONF [1R]: This field allows crews selection of the planned aircraft landing configuration which can be
FULL or CONF 3.
MIN BARO [2R]: This field allows crew entry and displays the non-precision approach minima (MDA, DA or
MDH) or precision approach minima (e.g. DA for ILS CAT1). It is MDA, DA or MDH, DH depending upon QNH
or QFE selection respectively.
MIN BARO entry range is limited as follows when operating in QFE:
• FAF altitude > MIN BARO > MAP altitude - Landing Elevation
Where the FAF and MAP altitudes correspond to the values applicable to the Active flight plan only. The limits
are applicable to the MIN BARO regardless of the baro-setting selection (i.e. QFE or QNH).
MIN RADIO [3R]: This field allows crew entry and displays the precision approach decision height (DH). Entry
is limited from 0 to 999ft.
APPR WIND [4R]: Entry and display of the destination airport wind.
Valid range for approach wind direction/speed is: 0-359°/0-99kt. Deletion of the manual entry is allowed. When
no value is entered, the data field displays "---°/---KT".
INIT/REF [6R]: Pressing this LSK provides direct access to INIT/REF INDEX 1/2 or 2/2 page.
Page RRJ-A-36
August 17, 2010
APPR REF 2/2
The second APPR REF page displays the thrust reduction height and acceleration height for the destination
airport; these values can be over-written by the crew.
Display the APPR REF 2/2 page by pressing [INIT REF], <APPR REF>, [NEXT].
ILS33R APPR REF 2/2

VFE NEXT
1L
155KT
1R
ACCEL HT
2L 3000FT
2R
THR RED HT
3L 1500FT 3R
4L 4R
5L 5R
6L <APPROACH INIT/REF> 6R
TITLE: The page title displays the name of the selected approach of the active flight plan when available.
VFE NEXT (1L): Field displays the lowest selectable speed for flaps VFE NEXT
APPROACH [6L]: Pressing this LSK provides direct access to the VNAV APPR page.
ACCEL HT [2R]:
ACCEL ALT [2R]:
Displays and allows crew entry of the acceleration height/altitude of the destination airport.
THR RED HT [3R]:

THR RED ALT [3R]:
Displays and allows crew entry of the thrust reduction height/altitude of the destination airport.
INIT/REF [6R]: Pressing this LSK provides direct access to INIT/REF INDEX 1/2 or 2/2 page.
Page RRJ-A-37
August 17, 2010
GO AROUND 5/5
The GO-AROUND page is used to display the GO-AROUND information applicable when the Takeoff-Go-
Around (TOGA) Mode is active as the result of a Missed Approach initiation.
Display the GO AROUND 5/5 page by pressing:

[VNAV] while the ”Go-Around Mode” is active or
[VNAV] [PREV] (When in Climb mode) or
[VNAV] [NEXT] [NEXT] [NEXT](When in Cruise mode) or
[VNAV] [NEXT] [NEXT] (When in Descent mode) or
[VNAV] [NEXT] (When in Approach mode)
A. Display after the GO-AROUND page was first accessed (VNAV Go-Around mode is active). In this example,
the Go-Around target speed is green dot speed (215 displayed in reverse video at 2L).
ACT GO AROUND 5/5

CRZ ALT
1L 1R
FMS SPD ACCEL HT
2L 215KT 3000FT
2R
SPD REST THR RED HT
3L 240/10000 2000FT
3R
FLP RETR
4L 144KT 4R
SLT RETR GREEN DOT
5L 185KT 200KT 5R
6L PROFILE> 6R
B. Another example of VNAV Go-Around mode (active). In this example, the Go-Around target speed is being
limited.
ACT GO AROUND 5/5

CRZ ALT
1L 1R
FMS SPD ACCEL HT
2L 200KT 3000FT
2R
SPD REST THR RED HT
3L 240/10000 2000FT 3R
LIM SPD FLP RETR
4L 210 144KT 4R
SLT RETR GREEN DOT
5L 185KT 200KT 5R
6L PROFILE> 6R
Page RRJ-A-38
August 17, 2010

• “GO AROUND”;
• ACT indicates that the active VNAV mode is Go-Around;
• MOD indicates that the EXEC key is illuminated.
CRZ ALT [1L]: When the ”Go-Around mode” is active, this data field displays boxes until the crew enters a new
cruise altitude. CRZ ALT can be a manual entry Valid manual entry format is: XXX (flight level), FLXXX or
XXXXX (feet). The minimum altitude that can be entered is the greater of the minimum default value or the
elevation of the destination runway (following a Missed Approach). Deletion of the cruise altitude is allowed.
FMS SPD [2L]:

MAN SPD [2L]:
When the ”Go-Around mode” is active, this data field displays the missed approach target speed (usually green
dot). FMS-computed Missed Approach target speeds are displayed in small white font and the associated field
title is 'FMS SPD'.
Manually-entered Missed Approach target speeds are displayed in large white font and the associated field title
is 'MAN SPD'. If this speed is the source of the Go Around target speed, then this speed will be displayed in
reverse video white.
SPD REST (3L):

Entry and display of the destination airport Speed Restriction/Speed Restriction Altitude.
Defaults to the value from the navigation database - 10 knots.

Manual entry is allowed.
Format of manual entry is speed and/or altitude, using the slash rule e.g. 250, 250/10000 or /10000.
The valid range of the Speed Restriction/Speed Restriction Altitude is defined in the PDB
Deletion of a manual entry reverts the data field to the default value. Deletion of the values extracted from the
navigation database is not allowed.
displayed in small white font. The data field displays dashes (---/----) when no values are available.
If the speed restriction is the source of the FMS target speed, it will be displayed in reverse video white.
LIM SPD (4L):

Displays the actual target speed if the FMS target speed is being limited to a speed other than the Go-Around
speed or the Airport Restriction speed (e.g.: slats/flaps speed limiting).
FLP RETR (4R):

SLT RETR (5L):
If the crew has initiated missed approach, displays the minimum speed for slat retraction as decoded from the
Stall Warning System (SWS).
ACCEL HT [2R]:
ACCEL ALT [2R]:
This data field displays the acceleration height/altitude for the destination airport that was propagated from the
APPR REF 2/2 page or manually entered.
THR RED HT [3R]:

THR RED ALT [3R]:
This data field displays the thrust reduction height for the destination airport that was propagated from the APPR
REF 2/2 page or manually entered.
Page RRJ-A-39
August 17, 2010
GREEN DOT (5R): Displays the Green Dot speed from the SWS during missed approach.
VNAV PROFILE 1/2
The VNAV PROFILE page presents the climb and descent waypoints, top-of-climb, top-of-descent end-of-
descent and cruise waypoints with altitude constraints.
Display the VNAV PROFILE 1/2 page by pressing <PROFILE> from CLB, CRZ, DES, APPR pages
A. The first line of the first page displays, for climb/descent/approach waypoints:
• while airborne: the vertical speed required to fly the Vertical Path Angle (VPA) at the current ground
speed.
• while on ground, the vertical speed to fly the VPA at the target ground speed.
For climb/descent/approach waypoints, all subsequent lines and pages display the predicted vertical speeds
and flight path angles required to fly the FMS-defined climb/descent profile at the target speed.
For all pseudo-waypoints, the following information is displayed above the pseudo-waypoint in small white
font:
• The along-track distance in NM from the preceding lateral flight plan waypoint (this reference waypoint
can be found on the LEGS page, EFIS ND and PROFILE page when applicable – that is,. all waypoints
except cruise waypoints with no altitude constraints) or from PPOS if no preceding lateral flight plan
waypoint exists.
For the cruise waypoint with an altitude constraint following the first step point in the flight plan (S/C or S/D),
the following information is displayed above the waypoint in small white font:
• The along-track distance in NM from the preceding step point or from PPOS if the step point was
already sequenced.
VNAV PROFILE 1/2

1600F P M 3.6°
1L
BGQ 250/4500
1R
1210F P M 2.4°
2L D173J 300/12000<
2R
0F P M 0.0°
3L D233J 300/13000< 3R
-- 25.7N M FROM D233J --
4L (T/C) .680/ FL300 4R
-- 15.2N M FROM LACOU --
5L (S/C) .690/ FL300 5R
6L <CLIMB DES FORECAST> 6R
Page RRJ-A-40
August 17, 2010
B. Pressing the LSK toggles the display between target speeds/crossing altitudes and speeds/altitudes
constraints (similar to the LEGS page) when a green arrow is displayed in column 24.
VNAV PROFILE 1/2

1210F P M 2.4°
D173J 280/ 12000 <
1L 1R
1700F P M 2.6°
2L D233J 280/ 13000 <
2R
-- 25.7N M FROM D233J --
3L (T/C) .680/ FL300 3R
-- 15.2N M FROM LACOU --
4L (S/C) .690/ FL300 4R
-- 5.5N M FROM S/C --
5L SECHE . 6 9 0 / F L 320 < 5R
C. Values that exceed the aircraft vertical performance envelope limits are displayed in amber (speed, vertical
speed, altitude constraint, temperature compensated altitude, climb in descent (altitude)).
VNAV PROFILE 2/2

-- 10.1N M FROM PPOS --
1L
(S/C) .690/ FL300
1R
-- 5.5N M FROM S/C --
2L SECHE .690/ FL320
2R
-- 102N M FROM MANAK --
3L (T/D) .690/ FL320 3R
-3200F P M -7.5°
4L AJAX 280/ 15500 4R
-- 15.2N M FROM AJAX --
5L (E/D) 220/ 4000 5R
D. The first cruise waypoint with a target or predicted speed that is limited to respect the aircraft speed
envelope is displayed with its speed displayed in amber.
VNAV PROFILE 2/2

0 FPM 0.0°
1L
D285P 250/ 6000 <
1R
-- 4.6N M FROM D285P --
2L (T/C) 250/ FL100
2R
3L BPK01 308/ FL100 3R

-- 2.5N M FROM D078Z --
4L (T/D) 220/ FL100 4R
-1200FPM -2.8°
5L D087W 220/ 8000 < 5R
Page RRJ-A-41
August 17, 2010
TITLE: The page title line displays “VNAV PROFILE”. It can also display “MOD” meaning that a flight plan
modification is in progress, at which time the data presented on the page is relative to the modified flight plan.
CURRENT REFERENCE VERTICAL SPEED [1L] on the first page:

OR
PSEUDO WAYPOINT DISTANCE FROM PRECEDING LATERAL WAYPOINT (OR PPOS) - [1L] to [5L]:
OR
ALTITUDE-CONSTRAINED CRUISE WAYPOINT DISTANCE FROM STEP POINT (OR PPOS) - [1L] to [5L]:
This field title displays the following information:
- for climb/descent/approach waypoints: the actual reference vertical speed (ft/min) required to fly the
climb/descent segment vertical path angle at the current ground speed while in the air, or target ground speed
while on ground.
- for pseudo-waypoints: along-track distance from the previous lateral flight plan waypoint (or PPOS if none
exists) to the pseudo-waypoint.
- for the altitude-constrained cruise waypoint following the first step point: along-track distance from the
preceding step point (or PPOS if the step point was already sequenced).
Valid vertical speed data is displayed in small white font. Values that exceed the aircraft vertical performance
envelope limits is displayed in small amber font. Distance data is always displayed in small white font.
PREDICTED REFERENCE VERTICAL SPEEDS [2L to 5L] on the first page:

[1L to 5L] on all the next pages:
OR
PSEUDO WAYPOINT DISTANCE FROM REFERENCE LATERAL WAYPOINT (OR PPOS) - [1L] to [5L]:
OR
ALTITUDE-CONSTRAINED CRUISE WAYPOINT DISTANCE FROM STEP POINT (OR PPOS) - [1L] to [5L]:
These field titles display:
• for climb/descent/approach waypoints, the predicted reference vertical speeds (ft/min) required to fly the
climb/descent segments vertical path angle at the target speed(s).
• for pseudo-waypoints: along-track distance from the previous lateral flight plan waypoint (or PPOS if none
exists) to the pseudo-waypoint.
• for the altitude-constrained cruise waypoint following the first step point: along-track distance from the
preceding step point (or PPOS if the step point was already sequenced).
Valid data is displayed in small white font. Value that exceeds the aircraft vertical performance envelope limits is
displayed in small amber font.
WAYPOINT IDENTIFIER [1L]-[5L]:

Displays the ICAO identifier of:
• all climb waypoints,
• altitude-constrained cruise waypoints,
• the first unconstrained cruise waypoint of each sequence of cruise waypoints with limited target or
predicted speeds to respect the aircraft envelope,
• T/C, T/D and E/D pseudo-waypoints,
• any computed vertical step points (S/C S/D),
• all descent waypoints as on the LEGS page.
FAF and MAP waypoints are identified with “FAF” and “MAP” in white reverse video.
Page RRJ-A-42
August 17, 2010
CLIMB [6L]:
CRUISE [6L]:
DESCENT[ 6L]:
APPROACH[ 6L]:
ERASE [6L]:
"ERASE" is only displayed when an active flight plan modification is in progress. Pressing this key will undo all
"CLIMB", "CRUISE", "DESCENT" or "APPROACH" enables direct access to the page.
VERTICAL PATH ANGLE [1R to 5R]: Displays the required average Vertical Path Angle (VPA), in degrees,
inbound to each climb/descent/approach waypoint on the title fields.
Valid data is displayed in small white font. Value that exceeds the aircraft vertical performances envelope limits
is displayed in small amber font.
WAYPOINT SPEED/ALTITUDE [1R to 5R]: Displays the predicted target speeds/crossing altitudes or
speeds/altitudes constraints.
Pressing the LSK toggles the display between target speeds/crossing altitudes and speeds/altitudes constraints
(similar to the LEGS page) when an arrow is displayed in column 24.
Speed/Altitude constraint is displayed in same color and font as on the LEGS page. Valid speed/crossing
altitude is displayed in small white font. Temperature-compensated altitude is displayed in reverse video. Value
that exceeds the aircraft vertical performance envelope limits is displayed in amber color.
If an altitude constraint generates a climb in descent, that altitude constraint is displayed in amber.
A green prompt is displayed in column 24 when a speed or altitude constraint can be achieved. When either is
unachievable an amber prompt is displayed instead.
DES FORECAST [6R]: Enables direct access to the DES FORECAST 1/2 page.
Page RRJ-A-43
August 17, 2010
DES FORECAST 1/2
This page is used to enter and display the destination airport's temperature, predicted QNH or QFE, and
specified transition level.
Display the DES FORECAST 1/2 by pressing [VNAV], <PROFILE>, <FORECAST>, [NEXT] (When in Climb,
Cruise or Descent mode) or [VNAV], <FORECAST>, [NEXT] (When in Cruise or Descent mode).
MOD DES FORECAST 1/2

CYUL TEMP UUEE QFE
1L
---°C 31.22I N H G < 1R
TRANS LVL CORRECTION
2L Fl080 QFE < 2R
LDG ELEV
3L 1000 FT 3R
4L 4R
5L 5R
TITLE: The page title line displays “DES FORECAST 1/2”. It displays “MOD" when a flight plan modification is
in progress.
Destination Airport TEMP [1L]: Entry and display of air temperature reported at the destination airport.
When the entered temperature differs from the ISA temperature, entry is used to provide temperature correction
of MDA/DA, approach and approach transition waypoint altitudes, vertical deviation and target vertical speed.
Cold temperature correction is not computed when the temperature entry is positive (above 0° C).
Manual entry is allowed. Valid manual entry format is + or – XX. Valid manual entry range is -55° to +55° C
Deletion of manual entry is allowed.
Manual entry is displayed in white large font. When no temperature has been entered or an initial entry has
been deleted, the data field displays dashes.
TRANS LVL [2L]: Entry and display of Transition Level.

Manual entry overrides the default value extracted from the navigation database for the destination
airport/procedure, if available, or the default configuration value. Deletion of a manually entered Transition Level
reverts to the value extracted from the navigation database, if available, or to the default value otherwise.
Deletion of Transition Level values extracted from the navigation database or default value is not allowed.
Manual Transition Level is displayed in large white font. Default value or value extracted from the navigation
database is displayed in small white font. The title and data field are blank while in descent if the QNH setting is
not standard pressure.
Page RRJ-A-44
August 17, 2010
LDG ELEV [3L]: This field displays the airfield landing elevation (in feet) when the QFE baro setting is
selected.
The displayed Landing Elevation is computed based on the altitude extracted from the navigation database for:
• the destination runway (if available); OR
• the destination airport
and is converted to an elevation (AGL) based on the selected QFE setting.
ERASE [6L]: "ERASE" is only displayed when an active flight plan modification is in progress. Pressing this
key will undo all changes to the active flight plan and return to the ACT Route status.
Destination Airport QNH/QFE [1R]: Entry and display of the predicted barometric correction (e.g. QNH or
QFE) at the destination airport.
Entry is used to optimize the FMS-VNAV descent profile computation only.
Valid range for QNH is either 27.00 to 32.00 (inches of mercury) or 915 to 1083 (millibars).
Valid range for QFE is either 22.00 to 32.00 (in Hg) or 745 to 1083 millibars
The decimal point is not required and the FMS automatically detects which unit system from the value entered.
Deletion of a manual entry is allowed.
Pressing the LSK while the scratchpad is empty toggles the displayed QNH/QFE unit system between inches of
mercury and millibars.
Manual entry is displayed in white large font. When no value has been entered or an initial entry has been
deleted, the data line displays dashes. The field is blank while in descent and the actual QNH/QFE is set by the
crew (e.g. via the display control panel (DCP)).
Correction [2R]: Toggles the selection of the predicted baro setting at the landing airport (e.g. QFE or QNH)
displayed at [1R]. Line selection shall toggle the data field between QFE and QNH.
PROFILE [6R]:
CRUISE [6R]:
DESCENT [6R]:
"PROFILE", “CRUISE”,or " DESCENT" enables direct access to page.
Page RRJ-A-45
August 17, 2010
DES FORECAST 2/2
This page is used to enter forecast descent winds at up to four (4) different altitudes/flight levels for adjustment
of descent vertical profile. Current and forecast winds are blended.
Display the DES FORECAST 2/2 by pressing [VNAV] <PROFILE> <DES FORECAST> (When in Climb, Cruise
or Descent mode) or [VNAV] <DES FORECAST><NEXT> (When in Cruise or Descent mode)
A. Forecast descent wind at four (4) different altitudes/flight levels.
MOD DES FORECAST 2/2

ALT WIND DIR/SPD
1L
FL300 035T / 158 1R
2L FL240 030 / 140

T
2R
3L FL180 030T / 100 3R
4L 9000 025T / 090 4R
5L 5R
TITLE: The page title line displays “DES FORECAST 2/2”. It displays “MOD" when a flight plan modification is
in progress.
ALT [1L to 4L]: Entry and display wind flight levels/altitudes.

Manual entry can be done in any field [1L] to [4L]. The FMS automatically sorts the value in descending order.
Valid manual entry format is: XXX (flight level), FLXXX or XXXXX (feet). The minimum altitude that can be
entered is 1000 feet and the maximum altitude that can be entered is defined in the PDB.
Valid entry is displayed in large white font. Data field displays dashes when empty.
WIND [1R to 4R]: Entry and display wind direction (TRUE) and speed (kt).
Valid manual entry format is to enter a direction and/or speed using the slash rule e.g. 250, 250/90 or /100 on a
line having an altitude entry already made. Deletion of a manual entry is allowed.
Valid range for approach wind direction/speed is: 0-359°/0-99kt. Deletion of the manual entry is allowed. When
no value is entered, the data field displays "---°/---KT".
PROFILE [6R]:
CRUISE [6R]:
DESCENT [6R]:
"PROFILE", “CRUISE” or "DESCENT" enables direct access to page.
Page RRJ-A-46
August 17, 2010
LEGS 1/X
Only VNAV related items and functionalities are described in this document section. Refer to the core pages
document for description of fields shown on the page and not documented in this section.
Refer to core pages document for page access.
A. Initial display with a pilot-entered speed/altitude constraint at D173J.
ACT RTE1 LEGS 1/2

264° 12.8N M
1L
JOH 254/1954
1R
262° 113NM
2L D173J 250/1600A 2R
263° 10.6NM
3L D233J 250/1450
3R
053° 10.0NM
4L ANC FAF 160/1250 4R
0.53° 5.09NM
5L RW06R / o MAP 1000 5R
B. Altitude constraint at D173J cannot be honored.
ACT RTE1 LEGS 1/2

264° 12.8NM
1L
JOH 254/1954
1R
262° 113NM
2L D173J 250/1600A 2R
263° 10.6NM
3L D233J 250/1450
3R
053° 10.0NM
4L ANC FAF 160/1250 4R
0.53° 5.09NM
5L RW06R / o MAP 1000 5R
Page RRJ-A-47
August 17, 2010
C. A constant speed segment is defined from waypoint SCR06 to LOGAN, where the speed target reverts to
the speed schedule.
ACT RTE1 LEGS 2/4

093° 300N M
1L
SCR06 .770/ FL350
1R
098° 300N M
2L SCR07 .770/ FL350
2R
103° 300NM
3L SCR08 .770/ F L 3 5 0 3R
106° 310NM
4L ERAKA .770/ F L 3 5 0 4R
135° 548NM
5L LOGAN .680/ F L 2 6 4 5R
SPEED CONSTRAINTS/RESTRICTIONS/SPEED TARGETS/CONSTANT SPEED SEGMENTS [1R] to [5R]:

Waypoint target speeds without a speed constraint display in a white small font.
Speed constraints display in a large font.
Waypoint speed constraints which cannot be honored display in an amber large font.
The starting waypoint for a constant speed segment displays speed in a green large font; subsequent and
ending waypoints display speed in a white large font.
If the CP-Selected Speed Intervention is active and the waypoint falls in the range affected by Selected speed, it
displays the Selected speed.
Constant Speed Segments: A pilot-entered Mach or IAS speed on a cruise waypoint propagates from
waypoint to waypoint, and ends at a cruise waypoint with an existing speed constraint, or the T/D anticipation
point. A constant speed segment end point is set by deleting the speed at the desired waypoint. The constant
speed segment can be removed completely by erasing the speed at the starting waypoint.
An OUT OF RANGE message displays when a pilot-entered speed is outside the aircraft speed envelope limits
A !MACH CSTR IN CRZ ONLY message displays when a pilot enters a Mach speed on a climb or descent
waypoint, or no profile exists.
Page RRJ-A-48
August 17, 2010
ALTITUDE CONSTRAINTS/RESTRICTIONS/CROSSING ALTITUDES [1R] to [5R]: The FMS displays the

waypoint altitude constraints or crossing altitudes as follows:
NOTE: Missed approach waypoints have no crossing altitude or speeds displayed.
Altitude Crossing
Constraint Altitude Display
Display Font Font
Waypoint Type Waypoint with a Waypoint with a Waypoint with Applicable VNAV
Navigation Pilot-entered no Altitude mode
Database Altitude Constraint
defined Altitude Constraint
Constraint
Achievable Altitude small font green large font green small font white Climb/Cruise/Descent
Constraint/Crossing /Approach
Altitude
Altitude small font yellow large font yellow small font white Climb/Cruise/Descent
Constraints/Crossing /Approach
Altitudes that cause
an unachievable path
Temperature- small font small font small font Descent/Approach
Compensated reverse video reverse video reverse video
Waypoint green green white
Temperature- small font small font N/A Descent/Approach
Compensated reverse video reverse video
Altitude Constraints yellow yellow
that cause an
unachievable path
Page RRJ-A-49
August 17, 2010
LEGS ETA 1/X

ETA EFA( M T )
1L
CAFTA 1916.4Z 32.8
1R
2L YZP 1950.2Z 18.5

2R
3L MOCA1 2000.7Z 17.9 3R
4L BKA 2044.2Z 9.5 4R
5L KILLA 2127.0Z 0.7 5R
ETA [1L] to [5L]: Displays ETA at the indicated waypoint when a vertical profile has been computed. Value is
displayed for the active and modified flight plan waypoints up and including to the runway waypoints, if present.
FMS-computed value is displayed in white small font. Data field displays dashes when no vertical profile has
been computed. The data field is blank for the inactive route.
On Ground the field displays ETE instead of ETA.
EFA [1R] to [5R]: Displays the Estimated Fuel Available (EFA) at the indicated waypoint when a vertical profile
has been computed. Values are displayed for the active and modified flight plan waypoints up and including to
the runway waypoints, if present.
FMS-computed value is displayed in white small font. Data field displays dashes when no vertical profile has
been computed. The data field is blank for the inactive route.
Page RRJ-A-50
August 17, 2010
PROGRESS 1/4

280° DTGN M ETA
ARRIE 35.2 1817.9Z <
1L 1R
280°
2L TOU 88.3 1830.5Z
2R
TRUE WIND TK/GS
3L >0 2 0 /
T
45KT 81T/228KT 3R
FMS SPD TKE/XTK
4L 220K T 000°/L0.00NM 4R
RNP/ANP HSI SCALE
5L 1.00/0.05NM 500F T /1.0N M 5R
NAV MODE TO T/D
6L <GPS 1900.0Z /100NM 6R
FMS SPD [4L]:

Displays the current FMS target speed in small white font and in the following format:
• IAS appended with KT when the FMS target speed displayed on the active VNAV page is an IAS target
(e.g.: 250KT); OR
• Mach appended with M when the FMS target speed displayed on the active VNAV page is a Mach target
(e.g.: .800M)
NOTE: No target speed entry is permitted from this page. Any change to the FMS target speed must be
performed from the active VNAV page.
TO T/C [6R]:
TO T/D [6R]:
TO E/D [6R]:
TO S/C [6R]:
TO S/D [6R]:
Displays ETA and the DTG to the next along-track VNAV computed altitude profile point:
• T/C when climb mode is active; OR
• T/D when cruise mode is active and the aircraft is within 150 nm of T/D; OR
• S/C when cruise mode is active and a pre-planned Step Climb exists in the active flight plan; OR
• S/D when cruise mode is active and a pre-planned Step Descent exists in the active flight plan; OR
• E/D when descent mode is active; OR
• Field title and data are blanked when the data is not available.
NOTE: ETA and DTG values are not affected by any route modification procedure that has not yet been
EXECuted. When the aircraft is on ground, ETE is displayed instead of ETA.
Page RRJ-A-51
August 17, 2010
HOLD 1/X
document for description of fields shown on the page and not documented in this section,
RTE 1 HOLD 1/1

FIX SPD/ALT
1L
KILLA 208/ 5000A 1R
TURN DIR FIX ETA
2L >RIGHT 1424.5Z
2R
INBD CRS HOLD TIME
3L 050° 01+45.0 3R
4L 1 M I N /--.-NM 208KT 4R
EXIT TYPE STATUS
6L <NEW HOLD 6R
SPD/ALT [1R]: A pilot-entered speed will trigger an OUT OF RANGE message if the entered speed is outside
the aircraft speed envelope limits.
HOLD TIME [3R]: Displays the maximum holding time for the aircraft to reach its destination with fuel reserves
available.
The title and data field are only displayed for HM legs (i.e. holding pattern with manual termination). The data
field is only computed and displayed for an active hold or, if a hold is not currently active, the nearest
downstream hold. This is true for the active and modified route when a valid profile exists.
.
BEST SPD [4R]:
Displays the best speed (corresponds to the maximum endurance speed).
The title and data fields are only displayed for manually terminated holding pattern. The data field is only
computed and displayed for an active hold or, if a hold is not currently active, the nearest downstream hold. This
is true for the active and modified route when a valid profile exists.
Page RRJ-A-52
August 17, 2010
RTA PROGRESS 3/4
Used to evaluate the required speed schedule to reach a waypoint at the required time of arrival (RTA).
Display the RTA PROGRESS 3/4 by pressing [PROG] [NEXT] [NEXT] or [PROG] [PREV] [PREV].
A. When the aircraft is on the ground.
ACT RTA PROGRESS 3/4

RTA WPT RTA
1L CAFTA 1938.0Z 1R
RTA CRZ SPD DIS
2L .790 288NM
2R
REC T/O UTC
3L 1820:30Z 1800.0Z
3R
ETA TO CAFTA
4L 1938.5Z 4R
FIRST –TO WINDOW- LAST
5L 1805.1Z 1833.5Z 5R
6L 6R
B. When the aircraft is airborne and the current VNAV mode is Cruise.
RTA WPT RTA
1L
CAFTA 1938.0Z 1R
RTA CRZ SPD DIS
2L .790 288NM
2R
UTC
3L 1810.1Z 3R
ETA TO CAFTA
4L 1938.5Z 4R
FIRST –RTA WINDOW- LAST
5L 1934.1Z 1945.1Z 5R
6L 6R
TITLE: The page title line displays:

• “ACT RTA PROGRESS” when there is an active route. The data presented on the page is relative to the
active flight plan.
• “MOD RTA PROGRESS” when a flight plan modification is in progress. The data presented on the page is
relative to the modified flight plan.
• “RTA PROGRESS” if there is no active or modified route.
Page RRJ-A-53
August 17, 2010
RTA WPT [1L]: Entry and display of the RTA waypoint identifier.
Manual entry is allowed when:
• the active or modified route is displayed; AND
• the waypoint is in the displayed (e.g. mod or active) route; AND
• no engine-out mode is active; AND
• VNAV descent mode is not active.

Manual entry is displayed in large white font. The data field displays dashes when:
• no RTA waypoint is entered; OR
• the RTA waypoint is sequenced; OR
• the RTA waypoint has been removed from the route.
RTA CRZ SPD [2L]: Displays the required cruise target speed to reach the RTA WPT [1L] at the RTA [1R]
time.
Computed values are displayed in small white font when the current VNAV mode is Takeoff, Climb or Cruise.
The data field is blank when the MOD route is currently being displayed, the current VNAV mode is
Descent/Approach or the aircraft is flying a holding pattern or an engine-out cruise procedure.
The title and data field are blank when RTA WPT [1L] displays dashes.
REC T/O [3L]: Displays the recommended takeoff time to meet the planned RTA [1R] time.
The recommended takeoff time is the time the aircraft should depart in order to arrive at the RTA WPT [1L] on
time.
"NOW" is displayed when the recommended takeoff time is passed. The title and data field are blank when:
• RTA WPT [1L] displays dashes; OR
• RTA [1R] time is not achievable; OR
• No RTA is displayed in [1R]; OR
• the aircraft is in the air.
- TO WINDOW - [5L]-[5R]:
- RTA WINDOW - [5L]-[5R]:
Displays:
• "- TO WINDOW -" while on ground ("TO" means Take Off); OR
• "- RTA WINDOW -" while in the air.
The title and data field are blank when:

• the aircraft is in the air and RTA WPT[1L] displays dashes; OR
• the aircraft is on ground and the RTA WPT[1L] or the RTA[1R] displays dashes or blanks; OR
• the aircraft is in descent; OR
• the aircraft is flying a holding pattern. OR
• the aircraft is flying a cruise engine out procedure.
Page RRJ-A-54
August 17, 2010
FIRST [5L]: Prior to takeoff, displays the earliest takeoff time that will allow compliance with the planned RTA
[1R] time. In the air, displays the earliest achievable arrival time at the RTA WPT [1L].
• the aircraft is flying a holding pattern. OR
• the aircraft is flying a cruise engine out procedure
RTA [1R]: Display the required time of arrival at the RTA WPT [1L].
Manual entry is allowed when an RTA WPT [1L] is displayed. Valid range is 0000 - 2359.
Manual entry is displayed in large white font. The title and data field are blank when RTA WPT [1L] displays
dashes or when the RTA is passed.
DIS [2R]: Displays the DTG to the RTA WPT [1L].

Value is displayed in small white font. The title and data field are blank when RTA WPT [1L] displays dashes.
Current Time [3R]: Displays the current time.

Current Time displayed in UTC or Local time pending configuration option selected in the SETUP page.
ETA TO [4R]: Displays the predicted ETA at the RTA WPT [1L]. On ground, the prediction assumes an
immediate takeoff.
Value is displayed in small white font. The title and data field are blank when RTA WPT [1L] displays dashes.
LAST [5R]: Prior to takeoff, displays the latest takeoff time that will allow compliance with the planned RTA [1R]
time. In the air, displays the latest achievable arrival time at the RTA WPT [1L].
• the aircraft is flying a holding pattern.
Page RRJ-A-55
August 17, 2010
IDENT 2/2
document for description of fields shown on the page and not documented in this section, or core functionalities
associated to fields described in this section.
FMS1 IDENT 2/2

AIRCRAFT ENGINES
1L SSJ100 SAM-146 G
1R
MAGVAR MODEL POLICY
2L 2005 (DEF) SSJ100 POL
2R
3L 3R
4L 4R
5L 5R
AIRCRAFT [1L]: Displays the aircraft type as defined in the Performance Database.
ENGINES [1R]: Displays the engine type as defined in the Performance Database.
POLICY (2R): Displays the name of the Airline Policy name as defined in the Policy file.
Page RRJ-A-56
August 17, 2010
VNAV INVALID 1/3
[VNAV] When the following condition is met:

• The PDB or POLICY file CRC check has failed;
• The PDB format ID does not match the FMS's expected PDB format ID;
• The Policy File format ID does not match the FMS's expected Policy File format ID.
VNAV 1/1
1L 1R
2L 2R
3L 3R
4L 4R
5L 5R
6L 6R
Page RRJ-A-57
August 17, 2010
FUEL 1/1 page for the ACTIVE route
Press [INIT/REF] and <FUEL>.
A. Active route FUEL page.

ACT RTE 1 FUEL 1/1
GWT KSEA BLOCK
33.0MT 10.0MT
1L 1R
FUEL
2L 10.0MT
2R
DTG ETE
3L 309NM 01+00.4
3R
LDG WT FUEL TO/AT
4L 22.0M T 1 . 4 /0 . 8 M T 4R
RESERVES EXTRA/TIME
5L 2.0MT 0.0MT/00+00.0 5R
FUEL FLOW
6L 600KG/HR 6R
TITLE: The page title displays "RTE N FUEL YYYY" and the FMS mode where:
• N is the route number of the active route
• YYYY corresponds to the active route’s destination (centered on the second line)
The page title also displays the FMS mode:

• ACT: Displaying active route legs;
• MOD: Displaying modified route legs; or
• " " (blank, no Flight Plan).
TOGW [1L]:
GWT [1L]:
Displays TOGW or GWT value propagated from the PERF INIT 1/1 page.
DTG [3L]: Displays the distance to go to the Destination.
LDG WT [4L]: The data field displays the Predicted Landing Gross Weight based on the takeoff gross weight
and the predicted fuel consumption along the flight plan.
RESERVES [5L]: Displays fuel RESERVES value propagated from the PERF INIT 1/1 page.
BLOCK [1R]: This field allows the crew to enter the initial BLOCK fuel weight at the gate. This field is
propagated to/from the PERF INIT page and is not modifiable once airborne.
ETE or ETA [3R]:

Displays the ETE to the destination while on the ground.
Displays the ETA at the destination while in the air.
FUEL TO/AT [4R]: The FUEL TO is the predictive fuel needed to reach the destination based on the VNAV fuel
prediction.
The FUEL AT is the predicted remaining fuel at the destination based on the VNAV fuel prediction.
Page RRJ-A-58
August 17, 2010
EXTRA TIME [5R]: The fuel remaining and endurance time accounting for the fuel to the active route
destination, holding fuel and reserves. The endurance time is calculated at 1500ft above the airport and green
dot speed.
FUEL FLOW [6R]: Data field displays the Fuel Flow from the DECU and APU, if they are available.
ENG OUT CLB 1/5
The Engine Out CLB page is used to activate and display engine out Climb vertical mode data.
Predictions (i.e time, alt, fuel) are not provided while engine out climb mode is active
Press [VNAV], <ENGINE OUT> (When in Climb mode)

Press [VNAV] (When E/O climb mode is active)
NOTE(S):
• When the Engine Out climb page is accessed, while E/O mode is not active, the EXEC key illuminates and
MOD is displayed on the title page. This allows the pilot to confirm the selection of FMS engine out mode.
• The VNAV profile is failed and all predictions are removed when engine-out mode climb mode is active
A. Engine Out has been selected on the CLB page, E/O CLB page, E/O CLB page is displayed (MOD state).
MOD E/O CLB 1/5
CRZ ALT G-DOT CEILING
1L
FL350 FL290
1R
G-DOT SPD LRC CEILING
2L 240 FL270
2R
3L 3R
4L 4R
5L 5R
6L <ERASE NO PROFILE 6R
Page RRJ-A-59
August 17, 2010
B. The EXEC key has been pressed. The Engine Out climb mode is active and the engine-out target speed is
highlighted
ACT E/O CLB 1/5

1L FL270 FL290
1R
2L 240 FL270
2R
3L 3R
4L 4R
5L <CANCEL E/O 5R
6L NO PROFILE 6R
C. E/O CLB is active when the flight plan is being modified.
MOD E/O CLB 1/5

1L
FL270 FL290
1R
2L 240 FL270
2R
3L 3R
4L 4R
5L 5R
6L <ERASE NO PROFILE 6R

• "E/O CLB" ; AND
• ACT to indicate that Engine-Out Climb is the active VNAV mode; OR
• MOD to indicate that the EXEC key is illuminated.
CRZ ALT [1L]: Refer to the CRZ ALT field description on the CLB (cruise) page.
GREEN DOT [2L]: Displays the engine out target speed. Manual entry is not allowed.
Page RRJ-A-60
August 17, 2010
CANCEL E/O [5L]: Cancels the Engine Out mode and provides direct access to the CLB page (sub-mode and
values before engine out condition).
"CANCEL E/O" prompt is displayed when the Engine Out mode is active and there is no flight plan modification.
STAB ALT [1R]: Entry and display of the critical engine out stabilizing altitude.
Manual entry overrides the FMS-computed value. Valid entry range between 3000ft below to 1000ft above the
FMS-computed Engine Out Stabilizing altitude. Deletion of the manual entry reverts to the FMS-computed
engine out Stabilizing altitude value. Deletion of FMS-computed value is not allowed.
Manual value is displayed in large white font. FMS-computed value is displayed in small white font.
NET CEILING [2R]: Entry and display the engine out net ceiling.
FMS-computed engine out net ceiling. Deletion of the manual entry reverts to the FMS-computed engine out net
ceiling value. Deletion of FMS-computed value is not allowed.
Page RRJ-A-61
August 17, 2010
ENG OUT CRZ 2/5
Press [VNAV], <ENGINE OUT> (When VNAV flight phase is Cruise and Engine Out is inactive)
Press [VNAV] (When VNAV flight phase is Cruise and Engine Out is active)
Notes:
• When the Engine Out page is accessed, while no E/O mode is active, the EXEC key illuminates and MOD is
displayed on the title page. This allows the pilot to confirm the selection of an FMS engine out mode.
• This page cannot be accessed from the CRZ page when the active mode is either Climb or
Descent/Approach.
A. E/O Driftdown is active when the flight plan is being modified

MOD E/O DD 2/5
1L
FL350 FL290
1R
2L 240 FL270
2R
DRIFT DOWN
3L 00+16.5/ 50N M
3R
DD FUEL
4L 1136K G 4R
5L <SCHED 5R
6L <ERASE 6R
B. The Engine Out drift down is active, one engine out LRC speed target has been selected and EXEC key
has been pressed.
ACT E/O DD 2/5

1L
FL270 FL290
1R
LRC SPD LRC CEILING
2L 260 FL270
2R
DRIFT DOWN
3L 00+16.5/ 50N M
3R
DD FUEL
4L <CANCEL E/O 1136K G 4R
5L <SCHED 5R
6L PROFILE> 6R
Page RRJ-A-62
August 17, 2010
C. The engine out cruise mode is active.

ACT E/O CRZ 2/5
1L FL260 FL280
1R
LRC SPD LRC CEILING
2L 260 FL260
2R
ETE RSRV
3L 2+49.10
3R
DIS RSRV
4L <CANCEL E/O 1136N M 4R
5L <SCHED 5R
6L PROFILE> 6R
D. The engine out cruise mode became active and the aircraft is below the descent speed restriction.
ACT E/O CRZ 2/5
9000 FL280
1L 1R
LRC SPD LRC CEILING
2L 260 FL260
2R
REST SPD ETE RSRV
3L 240 2+49.10 3R
DIS RSRV
4L <CANCEL E/O 1136N M 4R
5L <SCHED 5R
6L PROFILE> 6R
TITLE: The title line displays the following:

•"E/O DD" as the default page title;
•"E/O CRZ" when engine-out Cruise mode is active and not in drift down.
• ACT indicates that the active VNAV mode is Engine-Out Cruise or Drift-Down;
• MOD indicates that the EXEC key is illuminated.
CRZ ALT [1L]: Refer to the CRZ ALT field description on the CRZ (cruise) page.
G-DOT or LRC SPD [2L]: Displays the engine out target speed. Default value is the engine-out green dot
speed. Selection of a new engine-out sub-mode from the E/O SCHED page selects the engine-out target speed
defined for the selected sub-mode (e.g.: green dot speed or one engine out LRC speed) and updates the
display title accordingly.
If Green dot is selected the aircraft will not descend to the engine out net ceiling and may eventually begin to
climb if the gross weight is low enough.
Manual entry is not allowed.
Value is displayed in small white font if no Engine-Out mode is active or if the EXEC key is illuminated.
Otherwise, the value is displayed in reverse video white small font.
Page RRJ-A-63
August 17, 2010
• “LIM SPD” when the FMS target speed is being limited
• “REST SPD” when below the descent restriction altitude
CANCEL E/O [4L]: Cancels all Engine Out modes and provides direct access to the CRZ page (sub-mode and
values before engine out condition).
"CANCEL E/O" prompt is displayed when an Engine Out mode is active and there is no flight plan modification.
SCHED [5L]: Enables direct access to E/O SCHEDule 1/1 page.
G-DOT CEILING [1R]: Entry and display of the green dot ceiling altitude.
FMS-computed Engine Out Green dot ceiling. Deletion of the manual entry reverts to the FMS-computed engine
out Stabilizing altitude value. Deletion of FMS-computed value is not allowed.
LRC CEILING [2R]: Entry and display the engine out LRC ceiling.
Manual entry overrides the FMS-computed value. Valid entry range is between 3000ft below to 1000ft above the
FMS-computed engine out LRC ceiling. Deletion of the manual entry reverts to the FMS-computed engine out
net ceiling value. Deletion of FMS-computed value is not allowed.
ETE RSRV [3R]: Displays the estimated flight time before the fuel remaining is down to the fuel RESERVES on
the PERF INIT 1/1 page when engine-out cruise is active.
DRIFT DOWN [3R]: If one engine out LRC speed target is selected, displays the DTG and estimated flight time
until the aircraft reaches the engine out NET CEILING (drift down phase).
If Green Dot speed is selected, displays the DTG and estimated flight time until the aircraft reaches the engine
out Stabilizing altitude (drift down phase).
DD FUEL [4R]:
DIS RSRV [3R]:
When engine out drift down is active and the current vertical phase of flight is cruise, displays:
• "DD FUEL" as the field title; and
• the FMS-computed fuel consumed during the drift down phase.
When engine out cruise is active displays:
• "DIS RSRV" as the field title; and
• the FMS-computed distance in nm that will be flown until the fuel remaining is down to the fuel
RESERVES displayed on the PERF INIT 1/1 page.
Page RRJ-A-64
August 17, 2010
E/O SCHED
The E/O SCHED page is used to select the current Engine-Out speed sub-mode that will be flown for the
Engine-Out Cruise or Drift-Down. Only one Engine-Out speed sub-mode can be selectable at any time.
Display E/O SCHED page by pressing:

[VNAV], <SCHED> (When in Engine-out Cruise or Drift-Down mode).
A. Initial display after the E/O SCHED page was accessed and the default speed sub-mode is selected.
ACT E/O SCHED 1/1
SPD SCHED
1L GREEN DOT 1R
2L >L R C 2R
3L 3R
4L 4R
5L 5R
6L E/O CRZ> 6R
B. The sub-mode displayed in [2L] has been selected.
MOD E/O SCHED 1/1

SPD SCHED
1L >G R E E N D O T 1R
2L LRC 2R
3L 3R
4L 4R
5L 5R
6L <ERASE E/O CRZ> 6R
TITLE: The title displays:

• "MOD" if the EXEC key is illuminated; otherwise
• "ACT" if E/O Cruise or Drift-Down is active; otherwise
• Blanks
followed by E/O SCHED.
Page RRJ-A-65
August 17, 2010
GREEN DOT [1L]: The name of the default engine-out sub-mode (e.g.: "GREEN DOT") is displayed in this field.
This engine-out sub-mode automatically becomes the active sub-mode upon entry into Engine-Out mode.
When the prompt is displayed, pressing the adjacent LSK has the following effects:
• The sub-mode's speed schedule is copied into the E/O CRZ/DD page data field at LSK 2L;
• The sub-mode's name is copied as-is into the E/O CRZ/DD page title field at LSK 2L and appended with
'SPD' when applicable;
• The selected sub-mode is displayed in large white font and the selection caret is removed.
NOTE: 'SPD' is only appended to the sub-mode name if this name is less than 6 characters.
LRC: The name of the second engine-out sub-mode (i.e. "LRC") is displayed in this field. This engine-out sub-
mode can only become the active sub-mode if manually selected.
• The sub-mode's speed schedule is copied into the E/O CRZ/DD page data field at LSK 2L;
• The sub-mode's name is copied as-is into the E/O CRZ/DD page title field at LSK 2L and appended with
'SPD' when applicable;
• The selected sub-mode is displayed in large white font and the selection caret is removed.
NOTE: SPD' is only appended to the sub-mode name if this name is less than 6 characters.
ERASE: "ERASE" is only displayed when an active flight plan modification is in progress. Pressing this key will
undo all changes to the active flight plan and return to the ACT Route status.
E/O CRZ [6R]:

E/O DD [6R]: Enables direct access to VNAV E/O CRZ or E/O DD page.
Page RRJ-A-66
August 17, 2010
APPENDIX B - NAVIGATION LEG

TYPE DEFINITIONS
CONTENTS
Subject Page
INTRODUCTION.................................................................................................................................................B-1
DIRECT TO A FIX (WAYPOINT – DF LEG).......................................................................................................B-1
TRACK BETWEEN FIXES (TF LEG) .................................................................................................................B-1
COURSE TO A FIX (CF LEG) ............................................................................................................................B-2
DME ARC TO A FIX OR CONSTANT RADIUS TO A FIX (AF AND RF LEGS)...............................................B-3
PROCEDURE TURN (PI LEG) ...........................................................................................................................B-4
HOLDING PATTERN (HM, HF, HA LEGS)........................................................................................................B-5
COURSE TO AN ALTITUDE (CA LEG).............................................................................................................B-6
COURSE TO A DME DISTANCE (CD LEG)......................................................................................................B-7
COURSE TO A COURSE INTERCEPT (CI LEG) ..............................................................................................B-8
COURSE TO A RADIAL (CR LEG)....................................................................................................................B-9
COURSE FROM A FIX TO AN ALTITUDE (FA LEG) .....................................................................................B-10
COURSE FROM A FIX TO A DISTANCE ........................................................................................................B-11
COURSE FROM A FIX TO A DME DISTANCE (FD LEG) ..............................................................................B-12
COURSE FROM A FIX TO A MANUAL TERMINATION (FM LEG)................................................................B-13
HEADING TO AN ALTITUDE (VA LEG)..........................................................................................................B-14
HEADING TO A DME DISTANCE (VD LEG)...................................................................................................B-15
HEADING TO A COURSE INTERCEPT (VI LEG) ...........................................................................................B-16
HEADING TO A MANUAL TERMINATION (VM LEG) ....................................................................................B-17
HEADING TO A RADIAL (VR LEG).................................................................................................................B-18
RADIAL-TO.......................................................................................................................................................B-19
Page B-i
August 17, 2010
Page B-ii
August 17, 2010
APPENDIX B
NAVIGATION LEG TYPE DEFINITIONS
INTRODUCTION
For lateral guidance, the desired lateral route is entered into the FMS through keyboard entries such as custom
route, origin, destination, SID, waypoints, STAR and/or approach. Entries and selections of published
procedures are translated using 20 different types of navigation legs to define the lateral path. Each of these
types of legs is graphically illustrated with accompanying display in the following paragraphs.
DIRECT TO A FIX (WAYPOINT – DF LEG)
Refer to Section 9 for detailed information.
TRACK BETWEEN FIXES (TF LEG)
This navigation leg is a great circle path from a starting to an ending waypoint.
ACT RTE 1 LEGS 1/1

113o 112N M
1L
TOU 1R
098o 52.6N M
2L ARRIE 2R
099o 54.1N M
3L SEA 3R
4L ----- 4R
5L 5R
Page B-1
August 17, 2010
COURSE TO A FIX (CF LEG)
This navigation leg is defined by an ending waypoint and a course into the waypoint.
ACT RTE 1 LEGS 1/2

053o CRS 4.86N M
1L
ANC /O FAF 1R
053o CRS 5.09N M
2L RW06R /O MAP 2R
053o 0.74N M
3L (544) 3R
R200o HDG 12.4N M
4L (INTC) 4R
173o CRS 13.5N M
5L NAPTO /H 5R
Page B-2
August 17, 2010
DME ARC TO A FIX OR CONSTANT RADIUS TO A FIX

(AF AND RF LEGS)
This navigation leg is an arc about a center fix. The leg goes clockwise (right arc), or counterclockwise (left arc)
starting at a waypoint, or an intercept point on the radius, and terminates at a waypoint with a terminating
tangential course.
ACT RTE 1 LEGS 1/2
264o 12.8N M
1L
JOHH 1R
262o 113N M
2L D173J 2R
263o RA R C ANC 10.6N M
3L D233J 3R
053o CRS 10.0N M
4L ANC /O FAF 4R
053o CRS 5.09N M
5L RW06R /O MAP 5R
TRUE NORTH
ANC
(CENTER FIX)
J: 10 NM RADIUS
R2330
D10
0
R173
D233J
D10
RIGHT
TURN ARC
262 0
STARTING COURSE
D173J
NLD6/NLD6-3B.CDR
Page B-3
August 17, 2010
PROCEDURE TURN (PI LEG)
This navigation leg is defined by a starting waypoint, an initial direction, a turn direction and a course to intercept
on the following course to fix navigation leg.
ACT RTE 1 LEGS 1/4
042o 36.8N M
1L
ANC 1R
233o P-T 3.00N M
2L ANCPTL 2R
188o P-T 2.25N M
3L ANCPTR 3R
R053o CRS 4.86N M
4L ANC /O FAF 4R
053o CRS 5.09N M
5L RW06R /O MAP 5R
TRUE NORTH
ANC
233 (STARTING POINT)
D3.0
ANCPTL
(FIRST TURN POINT - LEFT TURN)
053
188
D2.25
ANCPTR
(SECOND TURN POINT - RIGHT TURN)
NLD6/NLD6-4C.CDR
Page B-4
August 17, 2010
HOLDING PATTERN (HM, HF, HA LEGS)
This navigation leg is defined by a holding fix waypoint, a turn direction, an inbound course and a time or
distance length. The leg terminates when:
• Crossing the waypoint and a hold exit or Direct-To has been initiated by the pilot (Exit Type is MANUAL).
• Crossing the waypoint after completing the entry procedure (hold for course reversal in lieu of a standard
procedure turn, the hold Exit Type is ONCE).
• Crossing the waypoint after reaching the target altitude (hold to an altitude, the hold Exit Type is AT TGT
ALT).
RTE 1 HOLD 1/1

FIX SPD/TGT ALT
1L
REEFO 220/ 2000A 1R
TURN DIR FIX ETA
INBD CRS HOLD TIME
3L 038° 01+45.0 3R
4L 1.0M I N / - - . - N M 208 K T 4R
EXIT TYPE STATUS
6L <NEW HOLD 6R
Page B-5
August 17, 2010
COURSE TO AN ALTITUDE (CA LEG)
This navigation leg is defined by a course from previous leg termination position and a target altitude.
ACT RTE 1 LEGS 1/1

053o CRS 3.09N M
1L RW06R /O MAP 1R
053o CRS 0.74N M
2L (544) 2R
R200o HDG 12.4N M
3L (INTC) 3R
173o CRS 13.5N M
4L NAPTO /H 4R
5L ----- 5R
6L MISSED APPR> 6R
Page B-6
August 17, 2010
COURSE TO A DME DISTANCE (CD LEG)
This navigation leg is defined by a course from current aircraft position and terminates when reaching a distance
from a DME Navaid.
ACT RTE 1 LEGS 2/2

071o CRS 1.50N M
1L
FFM-15 /O 764A 1R
R200o CRS 8.80N M
2L DFW2 2500A 2R
200o CRS 4.55N M
3L (INTC) 3R
173o CRS 13.5N M
4L WPT01 /H 4R
5L ----- 5R
Page B-7
August 17, 2010
COURSE TO A COURSE INTERCEPT (CI LEG)
This navigation leg is defined by a course from current aircraft position and terminates when a desired course
which is referenced to a waypoint is intercepted and captured.
ACT RTE 1 LEGS 2/2

330o CRS 4.70N M
1L
MA36 /O 1R
330o CRS 1.97N M
2L (INTC) 1107A 2R
L224o CRS 4.42N M
3L SWETT /H 3000A 3R
4L ----- 4R
5L 5R
Page B-8
August 17, 2010
COURSE TO A RADIAL (CR LEG)
This navigation leg is defined by a course from current aircraft position and terminates when crossing a radial
from a referenced waypoint.
ACT RTE 1 LEGS 1/1

080o CRS 8.23N M
1L
YUL020A 1R
200o CRS 15.1N M
2L YUL 2500A 2R
194o 299N M
3L JFK 3R
4L ----- 4R
5L 5R
Page B-9
August 17, 2010
COURSE FROM A FIX TO AN ALTITUDE (FA LEG)
This navigation leg is defined by a waypoint, a course and an altitude termination.
ACT RTE 1 LEGS 1/4

142o FR RW14 5.00N M
1L (2900)A 1R
L322o CRS 16.3N M
2L YOW 2R
3L ----- 3R
4L 4R
5L 5R
Page B-10
August 17, 2010
COURSE FROM A FIX TO A DISTANCE
This navigation leg is defined by a waypoint, a course and a distance to travel from the waypoint.
ACT RTE 1 LEGS 1/1

233o FR CMCM3 3.71N M
1L CMC10 /O 220/ 5000A 1R
L233o CRS 5.62N M
2L CMCM1 /H 040-050 2R
053o CRS 5.64N M
3L CMCM2 3000A 3R
4L ----- 4R
5L 5R
TRUE NORTH
CMCM3
0
233 COURSE
D10
CMC10 NLD6/NLD6-11B.CDR
Page B-11
August 17, 2010
COURSE FROM A FIX TO A DME DISTANCE (FD LEG)
This navigation leg is defined by a waypoint and a course and terminates when reaching a distance from a DME
Navaid.
ACT RTE 1 LEGS 2/2

038o FR RWO6R 18.5N M
1L
DPK10 5000A 1R
150o CRS 10.0N M
2L DPK 500A 2R
3L ----- 3R
4L 4R
5L 5R
DPK10
D10
DPK
0
038 COURSE
TRUE
NORTH
RW06R NLD6/NLD6-12B.CDR
Page B-12
August 17, 2010
COURSE FROM A FIX TO A MANUAL TERMINATION (FM LEG)
This navigation leg is defined by a waypoint and a course and terminates on pilot request.
ACT RTE 1 LEGS 1/1

251o FR AGLIN NM
1L (VECT)A 1R
060o 7.80N M
2L FANOL 2500 2R
235o CRS 9.13N M
3L OW /O 2000A 3R
4L ----- 4R
5L 5R
6L NEXT LEG> 6R
Page B-13
August 17, 2010
HEADING TO AN ALTITUDE (VA LEG)
This navigation leg is defined by a heading from current aircraft position and terminates when reaching a target
altitude.
ACT RTE 1 LEGS 2/3

058o CRS 3. 91N M
1L
RW06R /O MAP 1R
057o HDG 1.04N M
2L (1100) 2R
090o HDG 8.96N M
3L (INTC) 3R
4L ----- 4R
5L 5R
Page B-14
August 17, 2010
HEADING TO A DME DISTANCE (VD LEG)
This navigation leg is defined by a heading from current aircraft position and terminates when reaching a
distance from a DME Navaid.
ACT RTE 1 LEGS 2/3

071o HDG 2.00N M
1L
FFM-15 764A 1R
200o CRS 6.80N M
2L DFW2 2500A 2R
200o CRS 4.55N M
3L (INTC) 3R
4L ----- 4R
5L 5R
Page B-15
August 17, 2010
HEADING TO A COURSE INTERCEPT (VI LEG)
This navigation leg is defined by a heading from current aircraft position and terminates when a desired course
which is referenced to a waypoint is intercepted and captured.
ACT RTE 1 LEGS 2/3

057o FR RW06R 1.04N M
1L
(1100) /O 1100A 1R
090o HDG 8.96N M
2L (INTC) 2R
070o CRS 25.5N M
3L OO 3100 3R
4L ----- 4R
5L 5R
TRUE NORTH
0
070 COURSE
0
OO
090 HEADING
(INTC)
NLD6/NLD6-16B.CDR
Page B-16
August 17, 2010
HEADING TO A MANUAL TERMINATION (VM LEG)
This navigation leg is defined by a heading from current aircraft position and terminates on pilot request.
ACT RTE 1 LEGS 1/1

320o HDG NM
1L (VECT)F 1R
336o 14.1N M
2L FINEY 2000 2R
142o CRS 3.99N M
3L KAYTN /O 1500A 3R
4L ----- 4R
5L 5R
6L NEXT lEG> 6R
Page B-17
August 17, 2010
HEADING TO A RADIAL (VR LEG)
This navigation leg is defined by a heading from current aircraft position and terminates when crossing a radial
from a referenced waypoint.
ACT RTE 1 LEGS 2/3

280o CRS 3.50N M
1L
RW08 /O MAP 1R
053o HDG 2.30N M
2L (2000) 2R
053o HDG 11.6N M
3L YRQ256 3R
4L ----- 4R
5L 5R
Page B-18
August 17, 2010
RADIAL-TO
This navigation leg is defined by an entry waypoint and a reference waypoint. The entry waypoint is created by
the reverse to a radial and a distance to the reference waypoint. The reference waypoint can be a waypoint in
the route or another waypoint. The new leg in inserted in the route.
RADIAL-TO 1/1
FIX
1L REF 1R
INBD CRS
o
2L 076 2R
DISTANCE
3L 10.0N M 3R
4L 4R
5L 5R
6L <NEW RADIAL-TO 6R
TRUE NORTH
Radial
Distance
REF01 REF
Page B-19
August 17, 2010
Page B-20
August 17, 2010
APPENDIX C - NAVIGATION DISPLAYS
CONTENTS
Subject Page
APPENDIX C-1 NAVIGATION DISPLAYS – ARINC 702-TYPE EFIS .............................................................C-1

INTRODUCTION ..............................................................................................................................................C-1
MAP MODE ......................................................................................................................................................C-2
PLAN MODE ....................................................................................................................................................C-3
NAVIGATION DISPLAYS -- SYMBOLOGY AND COLORS...........................................................................C-4
NAVIGATION MODE AND ADVISORY MESSAGES .....................................................................................C-5
NAVIGATION DISPLAYS -- NAVIGATION MODE AND ADVISORY MESSAGES.......................................C-9
Page C-i
August 17, 2010
Page C-ii
August 17, 2010
NAVIGATION DISPLAYS
APPENDIX C-1
NAVIGATION DISPLAYS – ARINC 702-TYPE EFIS
INTRODUCTION
The FMS information on the Navigation Display can be viewed in one of two modes: MAP or PLAN. The MAP
mode can present the aircraft symbol in the center of display (CENTER mode) or in the lower part. The two
Navigation Display modes and the CENTER mode are selected via the EFIS control panel.
MAP 40 80 160
VOR/ILS PLAN 20 320
CADI CTR CHSI 10 640
DH
MODE RANGE
POS NAV AID ARPT RTE DATA
ON ON ON ON ON
KLM00049
Typical EFIS Control Panel
Page C-1
August 17, 2010
MAP MODE
In MAP mode, the Navigation Display shows the active, modified and/or inactive routes and background data
relative to the aircraft position and the current heading. The background data, route data, navigation aids and
airports, may be selectively removed using the NAVAID, ARPT and RTE DATA push buttons usually found on a
typical EFIS control panel (as shown above).
184
GS 210 LEKKO
TAS 240 HDG TRU 1420.0z
179° /29 19.2NM
18
21
15
THN
EHN
40
INKET
LEKKO
KLM00047
Typical MAP Mode
Page C-2
August 17, 2010
PLAN MODE
In PLAN mode the Navigation Display shows the active, modified and/or inactive routes relative to true north
and the center waypoint selected on the FMS RTE LEGS page. The center waypoint can be selected by
stepping through each waypoint on the RTE LEGS page via the MAP CTR STEP prompt.
182
GS 210 LEKKO
180° /29 17.0NM
18
21
15 EHAM
LEKKO
INKET
EHN
KLM00051
Typical PLAN Mode
Page C-3
August 17, 2010
183
GS 210 LEKKO
179° /29 18.1NM
EHBK S
15 21
THN
EHN 40 24
12
INKET
LEKKO
W
E
EHAM
30
6 40
3 33
N
KLM00052
Typical CTR Mode
In both MAP and PLAN modes the Navigation Display shows dynamic data and symbols/vectors. The range of
the MAP and PLAN display modes can be set to 5 1 , 10, 20, 40, 80, 160, 320 or 640 nautical miles via the range
selector on the EFIS control panel.
NAVIGATION DISPLAYS -- SYMBOLOGY AND COLORS
The color conventions used on the Navigation Display are installation dependant, but are typically as follows:
Green (G) position data

White (W) armed flight modes, present status situation
Magenta (M) fly-to condition, engaged flight modes
Cyan (C) background information
Black (B) blank areas, ‘OFF’ condition
1
The 5 nm range is only available on certain installations. On such installations, the range may span from either
5 to 640 nm or from 5 to 320 nm.
Page C-4
August 17, 2010
NAVIGATION MODE AND ADVISORY MESSAGES
The Navigation Display uses FMS data to generate symbology and information described below. Presentation
may vary from one EFIS type to another.
NAME SYMBOL APPLICABLE REMARKS

MODE(S)
PRESENT MAP Indicates ground track which will result with present heading
TRACK LINE MAP CTR and winds. Displayed range mark and figure is ½ the actual
and RANGE selected range.
SCALE (W) 80 VOR/ILS
ACTIVE ABCDE MAP, MAP Indicates active flight plan waypoint (top right corner).
WAYPOINT CTR, PLAN
IDENTIFIER
(M)
ETA 0834.5z MAP Indicates FMS calculated ETA for the active waypoint based
DISPLAY(W) MAP CTR on present groundspeed (top right corner).
PLAN
DISTANCE 123.4 NM MAP Distance is displayed to next FMS waypoint in NM (top right
DISPLAY (W) MAP CTR corner)
PLAN
GROUND GS 123 ALL Indicates current ground speed (top left).
SPEED
INDICATOR
(W)
WIND MAP Indicates wind direction with respect to the map display
DIRECTION MAP CTR, orientation and compass reference and digital wind direction
ARROW (W) 120°/20 and speed (top left).
and DIGITAL VOR/ILS
DIRECTION/ VOR/ILS CTR
SPEED (W)
WAYPOINT: MAP Active - Represents the waypoint the aircraft is currently
ACTIVE (M) ABCDE MAP CTR navigating to.
INACTIVE (W) PLAN Inactive-
Represents a navigation point making up the selected active
route.
Page C-5
August 17, 2010

MODE(S)
ACTIVE MAP The active route is displayed with a continuous lines (M)
ROUTE (M) AMBOY
MAP CTR between waypoints. Active route modifications are
ACTIVE displayed with short dashes (W) between waypoints. When
KILMR PLAN a change is activated in the FMC, the short dashes are
ROUTE
replaced with a continuous line (M). Inactive routes are
MODIFICATIO PARBY displayed with long dashes (C) between waypoints.
NS
ARO
(W)
INACTIVE
ROUTES
( C)
OFFSET PATH MAP Presents a dot-dash line parallel to an offset from the active
(M) MAP CTR route.
PLAN
AIRPORT MAP Appears when selected. Available when HSI range is 80,
IDENTIFIER KABC MAP CTR 160, 320 or 640 nm..
and RUNWAY 22L PLAN
(W)
AIRPORT and MAP Appears when selected. Available when HSI range is 10, 20
RUNWAY (W) MAP CTR or 40 nm. Dashed centerlines extend outward 14.2 nm.
22L
PLAN
VERTICAL MAP Displays vertical deviation from selected vertical profile

POINTER (M) MAP CTR (pointer) in MAP mode during descent only. Scale indicates
and ±400 ft deviation or ±150 ft deviation when in lateral
DEVIATION approach mode.
SCALE (W)
Page C-6
August 17, 2010

MODE(S)
VERTICAL MAP Represents an FMS calculated point and is labeled on the
ALTITUDE O T/C MAP CTR flight plan path as T/C (top-of-climb), T/D (top-of-descent),
S/C (step climb), E/D (end-of-descent) and D (deceleration).
PROFILE O S/C PLAN
POINT O T/D
and O E/D
IDENTIFIER
(G) O D
HOLDING MAP A fixed size holding pattern is displayed when selected or an

PATTERN MAP CTR instrument procedure with a holding pattern is selected into
ACTIVE (M) the route. Actual holding pattern size is displayed when
MODIFICATIO PLAN holding waypoint is active and HSI range 80 nm or less.
N (W)
INACTIVE (C ))
PROCEDURE MAP A fixed size procedure turn is displayed when an instrument
TURN MAP CTR approach procedure with a procedure turn is selected into
route. Actual procedure turn size is displayed when
ACTIVE (M) PLAN procedure turn is active and HSI range is 40 or less.
MODIFICATIO
N (W)
INACTIVE (C))
NORTH N PLAN Indicates map background is oriented and referenced to true
POINTER north.
(G)
SELECTED MAP Displays the reference point selected on the FIX page.
REFERENCE MAP CTR Bearing and/or distance from the Fix are displayed with
dashes.
POINT and ABC PLAN
BEARING
DISTANCE
INFORMATION
(G)
VOR (C,G) MAP When NAVAID P/B is ON, all appropriate navaids in range
DME/TACAN MAP CTR appear in addition to those navaids which are standard or
(C,G) active. Tuned nav aids are displayed regardless of the
NAVAID P/B and appear green.
VORTAC (C,G)
When HSI is 80, 160, 320 or 640 only high altitude navaids
NDB (M) are displayed. Otherwise, both high and low altitude
navaids are displayed.
Page C-7
August 17, 2010

MODE(S)
AIRPORT (C ) MAP When the ARPT P/B is ON, airports within the map area are
MAP CTR displayed. Origin and destination airports are always
displayed independent of ARPT P/B.
KTEB
ROUTE DATA MAP When the RTE DATA P/B is ON, altitude and ETA for route
(M, W MAP CTR waypoints can be displayed.
KILMR
12000 PLAN
0835Z
IRS POSITION MAP When POS P/B is ON indicates IRS position.

* (W) MAP CTR
TREND MAP Predicts aircraft directional trend at the end of 30, 60 and 90
VECTOR (W) MAP CTR second intervals. Based on bank angle and ground speed.
3 segments are displayed when selected range is greater
than 20 nm, 2 segments are displayed on the 20 nm scale
and one segment on 10 nm scale.
ALTITUDE MAP When intersected with the track line, it predicts the point
RANGE MAP CTR where the reference altitude will be reached, based on
current vertical speed.
ARC (G)
DME ARC MAP Predicts the track over the ground of an aircraft flying at a
MAP CTR constant distance from a navigational aid by reference to
distance measuring equipment (DME).
MAP SOURCE FMS 1, 2 or 3 MAP Display EHSI source when alternate source is selected.
ANNUNCIATIO MAP CTR
N (G)
TURN Right Left MAP Provide specific direction prior intercepting a flight path.
DIRECTION MAP CTR NOTE: Only applicable on installed systems that support a
(Ref True North) Turn Direction symbol.
PLAN
Page C-8
August 17, 2010
NAVIGATION DISPLAYS -- NAVIGATION MODE AND ADVISORY MESSAGES
The Navigation Display supports messages related to procedures, nav modes and nav alerts, as well as FMS
alerts. The following are various type of messages that can be displayed:
• Holding pattern entry types: parallel, teardrop, direct

• GPS approach armed status
• GPS integrity lost
• Unable RNP
• Offset route active (with magnitude and direction of offset)
• Active navigation mode (e.g. GPS, VOR/DME, DME, INERTIAL, DR)
• Position offset active
• FMS alert level scratchpad message triggered
An example of navigation mode and advisory message display is given below:
174
GS 000 LEKKO
TAS 000 HDG TRU 0z
000° /00 23.0NM
THN 18
15
21
EHN
40
INKET
LEKKO
INS
GPS INT THAM
KLM00050
Page C-9
August 17, 2010
Page C-10
August 17, 2010
APPENDIX D - CMA-9000 FMS DISPLAY

RRJ PAGES FLOW DIAGRAMS
CONTENTS
Subject Page
FMS DISPLAY PAGES FLOW DIAGRAMS (Sheet 1 of 8) ..............................................................................D-1
FMS DISPLAY PAGES FLOW DIAGRAMS (Sheet 6 of 8) ............................................................................D-11
Page D-i
August 17, 2010
Page D-ii
August 17, 2010
NOTE: This is a top down flow diagram.
Dash lines represent configured items.
FMS DISPLAY PAGES FLOW DIAGRAMS (Sheet 1 of 8)
Page D-1/(D-2 Blank)

August 17, 2010
NOTE: Dash lines represent configured items.

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August 17, 2010
APPENDIX E - SYSTEM MESSAGES AND

REMOTE ANNUNCIATORS
CONTENTS
Subject Page
SYSTEM MESSAGES AND REMOTE ANNUNCIATORS ................................................................................ E-1
SYSTEM ALERT MESSAGES......................................................................................................................... E-1
STATUS ADVISORY MESSAGES ................................................................................................................ E-13
DATA ENTRY ADVISORY MESSAGES ....................................................................................................... E-18
MAINTENANCE ADVISORY MESSAGES.................................................................................................... E-23
REMOTE ANNUNCIATORS .......................................................................................................................... E-27
A. ANNUNCIATORS....................................................................................................................................... E-27
B. NAVIGATION FLAG .................................................................................................................................. E-27
Page E-i
August 17, 2010
Page E-ii
August 17, 2010
APPENDIX E
SYSTEM MESSAGES AND REMOTE ANNUNCIATORS
The FMS can generate the following types of system messages:
• System Alert Messages: messages that require immediate pilot action;

• Status Advisory Messages: messages that do not require immediate pilot action but require pilot awareness;
• Data Entry Advisory Messages: messages that indicate that the user-entered data is incorrect.
• Maintenance Advisory Messages: messages that do not require immediate pilot action but indicate a
particular equipment failure condition;
SYSTEM ALERT MESSAGES
System Alert Messages are messages that require immediate pilot action. Alert Messages are the highest
priority scratchpad messages (cannot be typed over or overwritten by any other message type).
Alert messages are displayed in amber color in the scratchpad and on the MESSAGE RECALL page. These
messages disappear automatically when the condition that caused them no longer exists.
Alert messages cause both the FMS front panel MSG annunciator and the remote MSG annunciator to
illuminate until all messages are cleared/acknowledged by the pilot. Alert messages are cleared (thus
acknowledged) from the scratchpad by pressing the CLR key.
New messages that have not yet been acknowledged are displayed with an asterisk (*) prefix on the MESSAGE
RECALL page. Bringing in view the MESSAGE RECALL page(s) acknowledges all messages at once.
Alert messages have the highest priority and supersede any advisory message or typed-in data displayed in the
scratchpad.
Alert messages that are related to navigation sensor performance are displayed only if the sensor is interfaced
with the FMS and configured through the FMS maintenance pages (refer to Installation Manual).
Alert messages are prioritized internally by the FMS, with the highest displayed at the top and the lowest at the
bottom of the MESSAGE RECALL page.
Unless otherwise noted, the FMS Master Caution is inactive (e.g. FMS is still functional) for all the System Alert
messages.
Collector Alert messages are messages that combine several fault conditions into a single alert message (e.g.
AIR DATA LOST combines ADC1 FAILED and ADC2 FAILED Maintenance Advisory messages).
Page E-1
August 17, 2010
SYSTEM ALERT
MESSAGE DESCRIPTION ACTION
ADF CONTROL LOST The FMS cannot control the identified Check ADF Control Radio from another source.
ADF1 CONTROL LOST ADF radio (radio failure or requested Advise maintenance.
ADF2 CONTROL LOST tuning does not match feedback for 10
second).
AIR DATA LOST The FMS reports a failure of ADC input Ensure that ADC is powered.
data on both the onside and offside. A
failure is declared when at least one or Advise maintenance.
more critical labels are not being
updated or failed.
CHECK ANP The FMS ANP (Actual Navigation Verify RNP/ANP values on PROGRESS 1/3 or
Performance) value exceeds the RNP 1/4 page.
(Required Navigation Performance) Monitor FMS position; perform manual position
value. update if necessary (not possible in GPS Nav
mode).
Otherwise revert to an alternate means of
navigation.
CHECK SELECTED ALT In Climb: The stabilized selected In Climb: Lower the stabilized selected A/P
altitude is set above an AT, or AT OR altitude and arm as appropriate to ensure the
BELOW or upper limit of a WINDOW altitude constraint is captured without
climb waypoint altitude constraint, and overshoot.
the aircraft has reached an altitude
where the start of capturing the altitude
constraint would normally be
commanded; OR
In Cruise: At 10 nautical miles prior to a

planned Step Climb/Descent pseudo- In Cruise: Lower the selected altitude by at
waypoint, the stabilized selected least 150 ft (when approaching the
altitude is not within 150 ft of the T/D) OR raise/lower the selected
planned Step altitude; OR altitude to within 150 ft of the planned
At 10 nautical miles prior the top-of- step altitude (when approaching a
descent anticipation point, the selected step point).
altitude is greater than the cruise
altitude minus 150 ft; OR
In Descent: If the stabilized selected

altitude is set to an AT, or AT OR
ABOVE, or the lower limit of an
WINDOW altitude-constraint of the In Descent: Lower the stabilized selected A/P
active descent waypoint, where the altitude by at least 150 feet and arm as
descent path will continue once the appropriate to ensure the descent continues
waypoint is sequenced; past the waypoint.
NOTE: Pending the descent path flown, the

altitude selector should be set to the E/D
altitude or to the first descent waypoint altitude
which has an altitude constraint "AT" or "AT or
ABOVE".
Page E-2
August 17, 2010
SYSTEM ALERT
CHECK SELECTED ALT Message clears in Climb: If the selected
(continued) altitude is lowered to the climb waypoint
altitude constraint, or the pilot allows the
aircraft to climb above the climb waypoint
altitude, the message will be cleared.
Message clears in Cruise: If the crew has

lowered the selected altitude than 150 feet
below the cruise altitude when approaching
the top-of-descent anticipation point, or if the
selected altitude is not changed by the pilot,
the message will be cleared when the along
track distance past the top-of-descent
anticipation point is greater than 15 nautical
miles, or when the planned step point has
been sequenced.
Message clears in Descent: If the stabilized

selected altitude is lowered at least 150 feet
below the descent waypoint altitude constraint,
the message will be cleared.
CHECK TAKEOFF 1.When: Ensure that the entered BLOCK fuel weight is
SPEEDS • the actual aircraft gross weight consistent with the actual fuel on board weight.
(ZFW + Fuel weight decoded Verify that the entered TAXI fuel weight is
from the fuel computer) plus 10% correct.
of the TAXI fuel weight (to prevent
spurious alerts) is less than the If required, re-enter the takeoff speeds to
predicted takeoff gross weight account for the new aircraft actual or predicted
(ZFW + BLOCK fuel weight - takeoff gross weight.
TAXI fuel weight),
• the aircraft is on-ground,
• at least one takeoff speed has
been entered on the TAKEOFF
REF page and
• the T/O DATA DELETED If required, re-enter the takeoff speeds and
message is NOT currently raised. confirm on-side and off-side takeoff speeds
match.
2. If the FMS is in synchronized mode,
and at least one on-side and one off-
side takeoff speed differs by more than
1 knot for at least 5 seconds.
CHECK TRUE/MAG REF Phase of flight is Approach or Terminal If required, change Angle reference to MAG via
and the angle reference is TRUE. FMS SETUP page (or alternatively via external
switch).
CLB IN DES NOT The FMS detects a climb segment in Review the flight plan and remove any climb
ALLOWED the descent profile during the vertical segment falling into the descent profile.
profile generation.
NOTE: The only possible way for
having a climb segment in the descent
profile is to manually enter an altitude
constraint at a down-path waypoint that
is higher than the altitude constraint of
a waypoint before.
Page E-3
August 17, 2010
SYSTEM ALERT
CLB PATH 1. The FMS predicts that the predicted Review the climb vertical profile on the MCDU
UNACHIEVABLE flight path angle or the climb rate and identify the excess flight path angle, climb
exceeds the envelope limit. rate or the violated altitude constraint.
Adjust the climb profile to resolve non-

2. The computed climb path violates at compliances.
least one altitude-constrained climb
waypoint.
COUPLED LNAV/VNAV The FMS has detected a loss of Advise maintenance.
LOST communication with both AFCS or
neither AFCS1 nor AFCS2 are
identified as master autopilot.
COUPLED VNAV LOST The FMS has detected a lost of Use another vertical guidance mode.
communication.
Use another vertical guidance mode. Check the
The AFCS preselected altitude input is connection between the AFCS and the FMS.
no longer being received by the FMS.
COURSE CHANGE > The upcoming fly-by leg transition (from Ensure that this is the intended lateral path. If
125 active leg to the next leg) involves a yes, monitor guidance to the next leg. Expect
course change greater than 125 S-turn in capturing the next leg.
degrees.
CRZ ALT ABOVE MAX The pilot-entered Cruise Altitude is Enter on the MCDU a cruise altitude below the
ALT greater than the FMS-computed maximum altitude displayed on the cruise
Maximum Altitude; page;
OR OR
The stabilized selected altitude is Lower the pre-selected altitude below the
raised above the FMS-computed maximum altitude displayed on the cruise
Maximum Altitude and forces a change page;
to the FMS CRZ ALT; OR
OR The crew must evaluate the engine out event;
An engine-out situation occurs and the if it is judged as an engine-out non-critical
current aircraft altitude is above the situation, lower the pre-selected altitude to the
FMS-computed Stabilizing Altitude. stabilized altitude.
If the engine out event is critical, do not lower

the pre-selected altitude and monitor the
minimum rate of descent drift down.
CRZ ALTITUDE When the cruise altitude must be Verify the lateral and/or vertical flight plan and
LOWERED lowered to generate a climb profile to correct accordingly.
the cruise altitude.
If no changes are made, the message will be
removed when leveling of in cruise.
DATABASE OUT OF Navigation Database selected is not the Select correct database or advise maintenance
DATE current cycle. crew to load current database cycle.
DES PATH Upon flight plan execution: Review the descent vertical profile on the
UNACHIEVABLE 1. The FMS calculates that the MCDU; Identify the offending flight path angle,
predicted flight path angle or the descend rate or the violated altitude constraint.
descent rate exceeds the
performance envelope limits. Adjust the descent profile to resolve all non-
compliances.
2. The computed descent path
violates at least one altitude-
constrained waypoint within 50 nm of
T/D.
Page E-4
August 17, 2010
SYSTEM ALERT
DIRECT TO FIX When flying a Heading-to-Intercept Monitor FMS guidance.
from a published procedure, the
predicted intercept point is so close to
the next leg termination that the
intercept path cannot be calculated.
NOTE: The FMS then calculates a
path direct to the next leg
termination (waypoint).
DISCONTINUITY AHEAD The next waypoint (following the active Access RTE LEGS page to enter next waypoint
leg) is a discontinuity. or to close up route discontinuity. Failure to
The message is reinstated 60 seconds remove the discontinuity before it becomes
before the discontinuity becomes active, active will cause FMS steering to become
if the condition remains. invalid.
DME/DME NAV LOST DME-DME navigation no longer Verify if identified DME transceiver(s) operate(s)
available due to receiver(s) failure. normally.
If FMS was in DME-DME navigation
mode, it automatically reverts to the next Use another navigation sensor as a means of
available navigation mode. primary navigation.
Advise maintenance.
DME CONTROL LOST The FMS cannot control the DME which Control DME from another source.
DME1 CONTROL LOST is paired with the NAV radio. or DME receiver is no longer operational, use
DME2 CONTROL LOST Failure of the DME channel associated other navigation aids.
with NAV radio (manual tuning).
Advise maintenance.
END OF ROUTE Passing the last waypoint in the route. Select RTE LEGS page to enter additional
FMS steering becomes invalid. waypoints to resume FMS steering.
ENGINE OUT The FMS has detected an engine out Manage the aircraft operational parameters.
condition.
Engine Out VNAV is supported during Climb or

Cruise (ENGINE OUT (5R) on the CRZ page).
Do not use VNAV mode during Descent.
ENTER POS/DATE/TIME Battery failure invalidating the RTC Enter date, time and position.
date/time and current position. Advise maintenance.
Master Caution is active.
ENTER FORECAST Aircraft is within 25 nm of the T/D (or Enter QNH/QFE on the DESCENT
QNH past the T/D) and no Destination airport FORECAST 1/2 page.
QNH/QFE entry was performed on both
the altimeter and the FMS.
FMS ALTITUDES Excessive difference between two Verify altimeter setting on all systems
DISAGREE baro-corrected altitude inputs, two
FMS-calculated baro-corrected
altitudes or two pressure altitude
inputs.
FMS DEGRADED Internal FMS hardware fault related to Continue to use the FMS user interface.
I/O interface. The fault prevents full Backup systems will takeover the affected
function of the FMS. This fault is not operations. Refer to MAINT MESSAGE page
critical to the operation of the FMS user for fault trouble shooting.
interface or processing. Advise maintenance.
Page E-5
August 17, 2010
SYSTEM ALERT
FMS FAILED Internal FMS hardware fault. Do not use the FMS for radio tuning or
Master Caution is active. navigation. Refer to MAINT MESSAGE page for
more details.
Advise maintenance crew.
FMS- FMS POS The FMS reports discrepancy between When occurring during an approach, initiate a
DISAGREE the onside position (derived from its missed approach.
best onside sensor) and the cross-side Whenever possible, compare the FMS
position(s) that has exceeding a Position with the position obtained from
threshold for more than 10 seconds. available sensors.
Compare Position on onside and cross-side(s)
to determine the most probable one to identify
the incorrect sensor and disable the sensor
when required.
Select Independent Mode and ensure that the
A/P in command is being driven by the FMS
with the most probable position.
Synchronized Mode can be re-established
when the message disappears from each FMS
“MESSAGE RECALL” page.
Report problem to maintenance
FUEL INPUT LOST Total loss of Fuel Computer data on the Manually enter fuel quantity and fuel flow on
onside and offside FMSs. FUEL 1/1 page.
Note: Manual entry is not possible when VNAV

is configured.
Fuel Quantity can be entered from PERF INIT

page when PERF VNAV configured.
Verify if Fuel Computer(s) operate(s) normally.

Advise maintenance.
GLONASS INPUT LOST Failure of all GLONASS sensor inputs GLONASS is not longer operational.
GPS NAV LOST The GPS sensor is not being used for Maintain the flight path within the range of
the active navigation. NAVAIDS.
GPS POS UNCERTAIN No IFR approved navigation sensor GPS approaches cannot be flown.
(including GPS) meets requirements for Verify GPS position and monitor Horizontal
the phase of flight. Integrity Limit (HIL).
The FMS is using GPS position data for Revert to an alternate navigation means if GPS
which the GPS integrity does not meet position becomes unreliable.
requirements for the phase of flight.
This message does not imply that the
GPS position is in error, only that
confidence in the position accuracy is
reduced.
GPS integrity is lost.
GPS POS UNCERTAIN is mutually
exclusive with GPS NAV LOST.
GROSS WEIGHT When the actual aircraft gross weight Verify that the ZFW and Fuel weights displayed
DISAGREE (ZFW + Fuel weight decoded from the on all FMS are consistent and update them if
fuel computer) computed for the on-side required.
FMS is different from the actual aircraft
gross weight computed by the off-side If all is consistent and the condition persists, do
FMS(s) by a PDB-defined threshold for not use the FMS for VNAV.
at least 60 consecutive seconds when
operating in synchronized mode.
Page E-6
August 17, 2010
SYSTEM ALERT
HEADING INPUT LOST Total loss of heading input. When not in Refer to Operator’s Manual Section 17 for
GPS navigation, the FMS builds up an operation with a failed heading input.
error during rapid turns, and should be
used with caution. No wind computation
is available.
HF CONTROL LOST HF/HFx radio failure Advise maintenance
HF1 CONTROL LOST or
HF2 CONTROL LOST The FMS cannot tune the HF/HFx radio
(requested tuning does not match
feedback for 10 seconds).
HIGH ARC EXIT SPEED The combination of current TAS and Reduce speed prior to exiting the arc.
computed wind may cause the aircraft to
overshoot the next flight plan leg.
HIGH HOLDING SPEED The combination of current TAS and Reduce speed prior to reaching the holding fix.
computed wind may cause the ICAO
holding pattern protected airspace to be
exceeded.
This message is displayed one (1)
minute prior to reaching the holding fix
and on passage over the fix.
ILS CONTROL LOST ILS radio failure Advise maintenance
or
The FMS cannot tune the ILS radio
ILS IDENT MISMATCH The received ILS (MLS) ground-station Verify whether intended facility is being tuned.
MLS IDENT MISMATCH identifier is different than the selected
ILS (MLS) approach identifier.
Page E-7
August 17, 2010
SYSTEM ALERT
INDEPENDENT OP In a dual/triple-FMS installation, the Any automatically synchronized item listed in
identified FMS is now operating Section 3-5 of the Operator’s Manual,
independently of the off-side FMS(s), dual/triple-FMS Operations, must be now
because of at least one of the following performed independently on each FMS.
reasons: Clear message.
• Independent mode manually • Refer to MESSAGE RECALL and/or MAINT
requested on SETUP 1/1 MESSAGE page(s) for more details. Advise
page. maintenance.
• An inter-FMS communication • Verify Op Program on IDENT 1/1 page and
failure has occurred. advise maintenance if different.
• The Operational Software • Verify active navigation database on IDENT
programs are not the same in 1/1 page, select appropriate database if
all FMSs. possible, otherwise advise maintenance.
• The active navigation • Verify consistency of altitude input of each
database is not the same in all FMS.
FMSs. • Verify active performance database (Aircraft
• The FMSs have been in a & Engine type) on IDENT 2/2 page.
different phase of flight for • Verify active policy file on IDENT 2/2 page.
more than five seconds.
• The FMSs have been using a
different navigation sensor for
more than 10 seconds.
• The user databases are
different.
• The performance database is
not the same in all FMSs. This
is only applicable if VNAV
function is configured
• The policy file is not the same
in all FMSs. This is only
applicable if VNAV function is
configured
INSUFFICIENT FUEL In the active flight plan, the FMS Update the lateral and/or vertical flight plan to
reports that the calculated amount of shorten the route or fly at slower speeds.
the remaining fuel at destination is less
then the reserve fuel amount. Otherwise, take appropriate action to land with
sufficient fuel reserve.
IRS1 ALIGN FAIL IRS reports alignment failure. LTN-92: Ensure that entered position meets
IRS2 ALIGN FAIL LTN-92 latitude check and 3+3T check. Retry
IRS3 ALIGN FAIL IRS initialization on POS INIT page.
Others: Ensure that entered position meets
Reasonableness Test and System Performance
Test. Retry IRS initialization on POS INIT page.
IRS1 CHECK IRS reports that some of its navigation Move appropriate IRS Mode Selector Unit to
ACCURACY parameters may have become ATTitude position.
IRS2 CHECK unreliable. If attitude data of INS/IRS seems unreliable,
ACCURACY Or switch this INS/IRS to OFF.
IRS3 CHECK FMS determined that IRS inertial
ACCURACY position drift exceeds 3+3T nm, where T
is the IRS Time in Nav in hours.
Message enabled for ADIRS interfaces.
In Attitude mode, magnetic heading Magnetic heading must be manually entered in
IRS1 ENTER HEADING must be manually updated. SET IRS HDG field of POS INIT ½ page every
IRS2 ENTER HEADING Message enabled for ADIRS interface. 15 minutes.
IRS3 ENTER HEADING
Page E-8
August 17, 2010
SYSTEM ALERT
IRS requests position initialization. Perform IRS initialization on POS INIT page.
IRS1 ENTER PPOS Message enabled for LTN-92 and Enter position on POS INIT page.
IRS2 ENTER PPOS ADIRS interfaces.
IRS3 ENTER PPOS
IRS1 ON SEC. POWER IRS is on secondary power for more Advice maintenance.
IRS2 ON SEC. POWER than 10 seconds.
IRS3 ON SEC. POWER
LOW BATTERY POWER The power level of the internal battery is After any power interruption, monitor system
low. Manually-entered data may be lost performance and re-enter data as required.
if there is a primary power interruption Advise maintenance.
during flight.
MANUAL WPT Sequencing to the next waypoint needs Press NEXT LEG prompt (LSK 6R) when
SEQUENCE to be manually initiated by the pilot. required on the PROGRESS 1/4 or LEG 1/X
This message is displayed in pages.
conjunction with the NEXT LEG prompt
with legs requiring a manual termination.
This message also appears when the
FMS is flying an altitude-terminated leg
and a baro-corrected altitude is not
available.
MLS CONTROL LOST MLS radio failure Advise maintenance
or
FMS cannot tune the MLS radio
NO APPR INTEGRITY The predicted or actual GPS integrity Activate the missed approach or use alternate
does not meet the requirements for means of navigation (if available) to perform the
approach. approach.
NO CRUISE – VNAV The FMS cannot generate a climb Review the CRZ ALT data entry and enter a
LOST profile. lower cruise altitude or modify the lateral flight
plan to increase the distance between the
NOTE: The FMS invalidates VNAV departure and destination airports. Otherwise,
Performance function (no vertical do not use the FMS for VNAV guidance since
profile, no fuel and crossing altitudes this is not possible without a valid vertical
predictions). profile.
NO NAV DATABASE No navigation database has been Advise maintenance to reload navigation
loaded. database.
NO STEP CLB NEAR After computing the vertical flight plan Remove the altitude constraint on the waypoint
T/D profile and the location of a waypoint within 50 nm of the T/D.
with an altitude constraint above the
waypoint’s crossing altitude falls within
50 nm of the T/D.
NO STEP DES NEAR After computing the vertical flight plan Remove the altitude constraint on the waypoint
T/D profile and the location of a waypoint within 50 nm of the T/D.
with an altitude constraint below the
waypoint’s crossing altitude falls within
50 nm of the T/D.
NOT ON INTERCEPT Current aircraft track does not intercept Fly the aircraft to an appropriate intercept
TRK desired course to fix. course. Re-engage LNAV to capture new active
This alert message appears after leg.
executing a Direct-To with Intercept-
Course, or when flying a Course-to-
Intercept leg of a NavDataBase
procedure (SID/STAR).
Page E-9
August 17, 2010
SYSTEM ALERT
PRED SPEED LIMITED The FMS identifies a speed constraint Review the speed/altitude restrictions and
(crew entered or derived from the segment or waypoint altitude/speed constraints
navigation database) that is not within and modify accordingly. If no change is made,
the performance database speed entry then do not use the FMS for VNAV.
limits.
POLICY FILE INVALID The FMS detects an invalid Policy File The FMS VNAV function can not be used.
(bad CRC). Once on ground, reload the Airline policy file.
POSITION SHIFT While LNAV is engaged, the FMS Crew to monitor that the aircraft smoothly
transitions from one navigation mode recaptures the lateral flight plan.
(position fixing mode) to another thus
inducing a position jump larger than
1nm.
In such case the FMS reduces its
lateral path capture angle from 45
degrees (default value) to 25 degrees.
ROUTE CORRUPTION Current route is corrupted. Reload route from Custom Route Database.
RWY/ILS MISMATCH An ILS, LOC, LOC BC or MLS Check that the selected approach is correct.
RWY/MLS MISMATCH approach is selected in the active flight Check that the manually tuned frequency ILS is
plan; correct.
and
The manually-tuned ILS frequency or
MLS channel does not match the
frequency/channel of the ILS, LOC or
MLS station associated with the
selected approach.
SET AUTO SPEED FMS transitioned from Climb to Cruise Activate AUTO SPEED on the FGCP panel to
or from Cruise to Descent and FGCP set control of the AFCS speed target to the
speed intervention is active. FMS.
T/C AFTER T/D – NO When the computed vertical profile Verify the lateral and/or vertical flight plan and
CRZ leads to no cruise and descent paths correct accordingly.
and the CRZ ALTITUDE LOWER
message has not been raised If no changes are made, the message will be
removed upon levelling off at the cruise altitude
where a cruise and descent profile will be
calculated.
SWS INPUT LOST Loss of communication with both SWS. Advise maintenance
T/O DATA DELETED After at least one takeoff speed (V1, VR, Re-enter takeoff speeds that are consistent with
V2) has been entered while on ground, if the new parameter(s) which led to the deletion
the crew changes one of the following of the takeoff speeds.
items:
ZFW, Block Fuel Weight, Taxi Fuel
Weight, Departure Runway, Flex and
Derate.
Page E-10
August 17, 2010
SYSTEM ALERT
UNABLE ALT In climb, if the active waypoint has an Review the flight plan (waypoint altitude
CONSTRAINT altitude constraint above the current constraint).
altitude and the FMS computes for 30
seconds that, at the current ground Take appropriate action to fly at the waypoint
speed and altitude rate, the aircraft altitude constraint.
cannot reach an altitude within 150 ft of
the next altitude constraint.
In descent, if the aircraft is in clean

configuration, and above the descent
path by more than 150 feet, and the
FMS computes for 10 seconds that the
aircraft cannot reach an altitude within
150 ft of the next altitude constraint.
NOTE: In descent, the message will be

cleared if the aircraft configuration
changes to not clean or the FMS
computes for 10 seconds that the
aircraft will be at or below the next
altitude constraint or VDEV is less than
150 feet.
UNABLE TEMP COMP Upon entry of the destination airport Review the destination airport OAT data entry
ALT temperature, the FMS computes at in the DES Forecast 1/2 page. Verify the
least one temperature-compensated temperature units and sign (+/-).
altitude that is higher than the lowest If the destination airport OAT data entry is
non-temperature compensated altitude. correct and the error message still shows-up,
inform ATC that you will not be able to comply
with the identified waypoint altitude constraint
compensated for cold temperature.
VAPP DISAGREE While operating multiple FMS in Check that Final Approach Speed on all FMS
synchronized mode, once the active are consistent.
flight plan transfer is complete, upon
detection of a 2 knot or greater When in VNAV Approach mode, manage the
difference between the on-side and off- Final Approach Speed manually..
side Final Approach Speed for at least
5 seconds. .
VERIFY RNP VALUE A manually entered RNP value greater The crew is responsible for monitoring
than that approved for the phase of flight navigation performance and ensuring that the
is used. aircraft remains within protected airspace at all
times.
Verify that the RNP value is appropriate for the
phase of flight. Modify as necessary.
VHF CONTROL LOST The FMS cannot tune the VHF COM Control COM radio from another source.
VHF1 CONTROL LOST radio Advise maintenance.
VHF2 CONTROL LOST
VOR CONTROL LOST The FMS cannot tune the VOR/ILS Control NAV radio from another source.
VOR1 CONTROL LOST radio Advise maintenance.
VOR2 CONTROL LOST .
VNAV DATABASE The FMS detects that the Performance Do not use the FMS for VNAV.
INVALID Database CRC is invalid. Advise Maintenance.
NOTE: The FMS invalidates VNAV
Performance function (no vertical
profile, no fuel and crossing altitudes
predictions).
Page E-11
August 17, 2010
SYSTEM ALERT
VNAV PATH CHANGE The FMS has transitioned to/from level Prepare for and then monitor the transition
flight and the VNAV mode of the AFCS to\from level flight.
is engaged.
VOR/DME NAV LOST VOR and/or DME receiver failure on the Verify if VOR and DME receivers operate
onside and offside FMSs. normally.
VOR-DME navigation mode is no longer Control the VOR or DME receivers from
available. another source.
If FMS was in VOR-DME navigation Advise maintenance
mode, it automatically reverts to the next
available navigation mode.
XPDR CONTROL LOST FMS cannot control the transponder. Control the transponder from another source.
XPDR1 CONTROL LOST Advise maintenance
XPDR2 CONTROL LOST
Page E-12
August 17, 2010
STATUS ADVISORY MESSAGES
• Status Advisory messages are messages which do not require immediate pilot action but require pilot
notification: Displayed in white on the scratchpad (until acknowledged).
• Never displayed on the MESSAGE RECALL or MAINT MESSAGES page.
• Second lowest scratchpad priority (can be typed over and overwritten by any message type except
maintenance advisory messages).
STATUS ADVISORY DESCRIPTION ACTION

MESSAGE
AUTOMATIC HOLD A holding pattern will be exited automatically Acknowledge message.
EXIT by the FMS.
NOTE: Applicable to HA, HF leg types
(holding patterns from Navigation
Database).
CAPT MAP CONTROL Capt and F/O are using the same FMS to Capt or F/O to select another FMS if
IN USE drive their EFIS map. individual map displays are required.
NOTE:
• Selected FMS is using Captain
• EFIS panel selections. F/O EFIS
• Control panel selections are ignored.
CDU ENTRY Conflict of entry in dual/triple-FMS Insure no conflicting action between flight
CONFLICT operations. crew members.
CHECK CRUISE TEMP The FMS has detected that the newly Check if the manually entered cruise
selected Cruise Altitude may not be temperature is consistent with the current
consistent with the previously entered cruise altitude.
Temperature.
CHECK HOLD ALT Next leg is a holding pattern having an Confirm holding pattern altitude constraint.
altitude constraint different from the current
leg’s.
CHECK Manual position update while in Dead- Ensure that the previously entered manual
TRACK/HEADING reckoning mode. heading is still useable for navigation after
the manual update. Update the correct
update using other means.
CHECK TRANS Transition Altitude or Transition Level is not
ALT/LVL present in the navigation database for the
selected departure or destination airport
Enter Transition Altitude and/or Transition

Level on PLAN DATA page.
Enter Transition Altitude and/or Transition

Level on the PERF INIT and DES
FORECAST 1/2 pages
CHECK TRUE/MAG Aircraft transitioned out of the High Latitude If required, change Angle reference to MAG
REF regions (as configured by the North and via FMS SET-UP page.
South polar regions, or by the default latitude
of N73 and S60 deg)
COURSE CHANGE > The upcoming fly-by leg transition (from active Ensure that this is the intended lateral path.
125 leg to the next leg) involves a course change If yes, monitor guidance to the next leg.
greater than 125 degrees. Expect S-turn in capturing the next leg.
Page E-13
August 17, 2010

MESSAGE
CLB PATH When the flight plan is in "MOD" state: Review the climb vertical profile on the
UNACHIEVABLE MCDU; Identify the offender flight path
1. The FMS predicts that the predicted flight angle, climb rate or the violated altitude
path angle or the climb rate exceeds the constraint.
envelope limit.
Adjust the climb profile to resolve non-
2. The computed climb path violates at compliances.
least one altitude-constrained climb
waypoint.
CLB IN DES NOT In the flight plan being modified, the FMS Review the flight plan and remove any
ALLOWED detects a climb segment in the descent climb segment falling into the descent
profile during the vertical profile generation. profile.
NOTE: The only possible way for having a
climb segment in the descent profile is to
manually enter an altitude constraint at a
down-path waypoint that is higher than the
altitude constraint of a waypoint before.
When the flight plan is being modified : and Enter on the MCDU a cruise altitude below
the maximum altitude displayed on the
The pilot-entered Cruise Atitude is greater cruise page;
than the FMS-computed Maximum Altitude; OR
OR Lower the pre-selected altitude below the
maximum altitude displayed on the cruise
The stabilized selected altitude is raised page;
CRZ ALT ABOVE MAX above the FMS-computed Maximum Altitude OR
ALT and forces a change to the FMS CRZ ALT; The crew must evaluate the engine out
OR event; if it is judged as an engine-out non-
critical situation, lower the pre-selected
An engine-out situation occurs and the altitude to the stabilized altitude.
current aircraft altitude is above the FMS-
computed Stabilizing Altitude. If the engine out event is critical, do not
low the pre-selected altitude and monitor
the minimum rate of descent drift down.
CRZ ALTITUDE When the cruise altitude must be lowered to Verify the lateral and/or vertical flight plan
LOWERED generate a climb profile to the cruise altitude. and correct accordingly.
If no changes are made, the message will

be removed when leveling of in cruise.
DES PATH While the flight plan is in "MOD" state and Review the flight plan descent profile for
UNACHIEVABLE the FMS calculates a flight path angle of a altitude/speed restriction and waypoint
descent segment or a vertical speed to altitude/speed constraints to reckon the
maintain that segment at the predicted performance envelope limits.
ground speed that exceeds the limits stored
in the performance database, or if an
altitude-constrained descent waypoint is
located within 50 nm of T/D.
DIRECT HOLD ENTRY Holding pattern entry procedure to be used Acknowledge the holding pattern entry.
on crossing of holding fix.
DIRECT TO FIX Upon flying a Direct-To with intercept course, Review the intercept course entered.
the predicted intercept point is so close to
the leg's termination waypoint such that the
intercept path cannot be calculated.
NOTE: The FMS then calculates a path
direct to the waypoint.
DME NAV DME Sensor manually de-selected by the Ensure DME navigation sensor should be
DESELECTED pilot. deselected.
Page E-14
August 17, 2010

MESSAGE
DRAG REQUIRED While on descent, the FMS detects one of Take appropriate action to slow the aircraft
the following conditions: down by reducing the current:
1.The current indicated Mach/airspeed • MACH/IAS below MMO/VMO by at

exceeds the Mach/IAS descent speed least 0.02M/10 knots, OR
target by more than the DRAG LIMIT • MACH/IAS to within half of the DRAG
defined in the PDB; or LIMIT parameter in the PDB of the
2. The current indicated Mach/airspeed required descent target speed.
approaches the MMO/VMO by more than
0.01M/5 knots; or
NOTE: During deceleration path, the

predicted speed at the end of the path is
used.
EMERGENCY Emergency Tuning switch has been Acknowledge emergency status.
ENGAGED engaged.
NOTE: The radios are set to emergency
frequencies.
END OF OFFSET End of offset navigation. Acknowledge the end of the offset.
F/O MAP CONTROL IN Capt and F/O are using the same FMS to Capt or F/O to select another FMS if
USE drive their EFIS map. individual map displays are required.
NOTE: Selected FMS is using F/O EFIS
panel selections. Capt EFIS control
panel selections are ignored.
FMS NAV IN DR The FMS is receiving insufficient navigation Take appropriate measure to fly in manual
information from other sensors. mode. Verify sensors power status and
NOTE: The FMS is in dead reckoning self-test status.
navigation mode using heading and
speed inputs and last computed
value of wind.
GPS INTEGRITY VALID GPS sensor has just acquired integrity that Acknowledge GPS navigation mode.
satisfies the limit requirement for the phase
of flight.
GPS NAV GPS sensor has been de-selected by the Ensure GPS navigation mode should be
HOLD EXIT TYPE A modified route that contains a holding Acknowledge the message and monitor
CHANGED pattern for which the exit type has been the lateral guidance to be consistent with
changed is executed. the newly entered exit type.
HSI SCALES The FMS is commanding an HSI lateral Acknowledge HSI scale change.
CHANGING scale sensitivity increase when entering
terminal area and/or when adopting a new
RNP value.
HSI SCALES TO At 3 nm inbound to the FAF, GPS approach Acknowledge HSI scale change.
CHANGE is enabled (armed).
The HSI lateral deviation sensitivity will
change from 1 nm to 0.3 nm full scale at 2
nm to the FAF waypoint.
ILS RECEIVER ACTIVE ILS changed Status from STANDBY to Acknowledge the status change.
ACTIVE.
IN INERTIAL MODE Reversion to Inertial navigation mode. Acknowledge Inertial navigation mode.
Verify GPS integrity by monitoring the
NAV STATUS page.
Page E-15
August 17, 2010

MESSAGE
INSUFFICIENT FUEL For the flight plan being modified, the FMS Take appropriate action to land with
reports that the calculated amount of sufficient fuel reserve.
remaining fuel at destination is less than the
reserve fuel amount.
MAINTENANCE LOG Not enough memory is available to save a Advise maintenance to verify the content
FULL file. of the Log file and delete some entries.
MLS RECEIVER MLS changed Status from STANDBY to Acknowledge the status change.
ACTIVE ACTIVE.
While flight plan in “MOD” state, Review the CRZ ALT data entry and enter
The FMS cannot generate a climb profile. a lower cruise altitude or modify the lateral
flight plan to increase the distance
NO CRUISE – VNAV
NOTE: The FMS invalidates VNAV between the departure and destination
LOST
Performance function (no vertical profile, no airports. Otherwise, do not use the FMS
fuel and crossing altitudes predictions). for VNAV guidance since this is not
possible without a valid vertical profile.
NO STEP CLB NEAR After computing the vertical flight plan profile Remove the altitude constraint on the
T/D and the location of a waypoint with an waypoint within 50 nm of the T/D.
altitude constraint above the waypoint’s
crossing altitude falls within 50 nm of the
T/D.
NO STEP DES NEAR After computing the vertical flight plan profile Remove the altitude constraint on the
T/D and the location of a waypoint with an waypoint within 50 nm of the T/D.
altitude constraint below the waypoint’s
crossing altitude falls within 50 nm of the
T/D.
NOT ON INTERCEPT When a Direct-To with Intercept-Course is Verify intercept course entry and the track.
TRK pending (modified route), current aircraft
track does not intercept desired course to fix.
PARALLEL HOLD Holding pattern entry procedure to be used Acknowledge the holding pattern entry.
ENTRY at crossing of holding fix.
PASSWORD The library password has been successfully Configuration can be used.
CHANGED changed.
POS MANUALLY System confirmation of crew manual position None
UPDATED update while in Inertial navigation mode.
PRED SPEED LIMITED The FMS identifies a speed constraint (crew Review the speed/altitude restrictions and
entered or derived from the navigation segment or waypoint altitude/speed
database) that is not within the performance constraints and modify accordingly. If no
database speed entry limits. change is made, then do not use the FMS
for VNAV.
RTA UNACHIEVABLE While flight plan in “MOD” state, Take appropriate action knowing that RTA
1. The FMS detects that the RTA time on will not be respected or/and review RTA
the RTA Page cannot be met within a data entry.
tolerance of 30 seconds.
2. The aircraft enters a holding pattern
when FMS is operating in RTA mode.
T/C AFTER T/D – NO When the computed vertical profile leads to Verify the lateral and/or vertical flight plan
CRZ no cruise and descent paths and the CRZ and correct accordingly.
ALTITUDE LOWER message has not been
raised If no changes are made, the message will
be removed upon levelling off at the cruise
altitude where a cruise and descent profile
will be calculated.
Page E-16
August 17, 2010

MESSAGE
TEARDROP HOLD Holding pattern entry procedure to be used Acknowledge the holding pattern entry.
ENTRY at crossing of holding fix.
T/O DATA DELETED After at least one takeoff speed (V1, VR, V2) Re-enter takeoff speeds that are consistent
has been entered while on ground, if the crew with the new parameter(s) which led to the
changes one of the following items: deletion of the takeoff speeds.
ZFW, Block Fuel Weight, Taxi Fuel Weight,
Departure Runway, Flex and Derate.
TRANS ALT/LVL Manual entry of Transition Altitude/Level Ensure that the correct TRANS ALT and
MISMATCH does not match the Transition Altitude/Level TRANS LVL are selected.
extracted from the navigation database
UNABLE TEMP COMP Upon entry of the destination airport Review the destination airport OAT data
ALT temperature, the FMS computes at least one entry in the DES FORECAST 1/2 page.
temperature-compensated altitude that is Verify the temperature units and sign (+/-).
higher than the lowest non-temperature If the destination airport OAT data entry is
compensated altitude. correct and the error message still shows-
up, inform ATC that you will not be able to
comply with the identified waypoint altitude
constraint compensated for cold
temperature.
USING MAG REF TRUE/MAG switch set to MAG and aircraft Crew to decide if the navigation angles and
transitioning out of the high latitude region (as wind direction reference must be preserved
configured by the North and South polar as MAG or switched back to TRUE.
regions, or by the default latitude of N73 and
S60 deg
).
USING TRUE REF Automatic angle reference reversion from None. For awareness only.
magnetic to true upon entry in high latitude
region (as configured by the North and South
polar regions, or by the default latitude of
N73 and S60 deg).
VOR/DME NAV VOR Sensor manually deselected by the Confirm VOR/DME navigation mode is
WAYPOINT Because of irregular geometry, sequencing Acknowledge that the FMS sequences
BYPASSED criteria of NEXT leg is met before active leg. both the active and the next leg.
X-FMS NAV FMS-FMS synchronized navigation manually Ensure xFMS navigation mode should be
DESELECTED deselected by the pilot. deselected.
Page E-17
August 17, 2010
DATA ENTRY ADVISORY MESSAGES
Data Entry Advisory messages are messages that are only displayed on the scratchpad. They indicate that the
FMS has determined that the user-entered data is incorrect.
• Displayed in white on the scratchpad (until acknowledged)

• Never displayed on the MESSAGE RECALL or MAINT MESSAGES page
• Second highest scratchpad priority (can be typed over and overwritten by system alert messages only).
DATA ENTRY DESCRIPTION ACTION

ADVISORY
MESSAGE
!25 kHz STEP ERROR The frequency entered is not a multiple of 25 Enter a frequency which is a multiple of 25
kHz. kHz.
!ACTIVE ROUTE IN Attempt to access the INACT DES+SAR 2/2 Execute active route prior to accessing
MOD page. DES+SAR 2/2 page.
!APPROACH WPT/LEG Attempt to modify the final approach segment Review desired route modification.
(FAF to MAP).
!ATC NOT ACTIVE 1. Attempt to squawk the ID of an inactive Perform the squawk on an active
!XPDR NOT ACTIVE ATC transponder. transponder.
!TPDR NOT ACTIVE 2. Cannot Squawk ATC because status is
standby.
!CDU ENTRY Conflict of entry in dual/triple-FMS Check entry and re-enter data as required.
CONFLICT operations.
!CONFIG_0 INVALID
While computing the CRC checksum on a Review the configuration.
!CONFIG_1 INVALID
new configuration to be uploaded to the DLU,
!CONFIG_2 INVALID
the FMS detects an invalid configuration.
!CONFIG_3 INVALID
!DATA LOADER IN USE Attempt to access database while data Wait until data loader transfer is completed.
loader is active.
!DISPLAY REF TRUE Attempt to move a waypoint along a DME arc Select magnetic display on SETUP 1/1 page.
while in True North reference display.
!DUPLICATE Attempt to enter a waypoint with an identifier Choose another ident.
WAYPOINT already existing in the database, except the
user database.
!DUPLICATE USER Attempt to enter a user waypoint with an Enter another ident.
WAYPOINT identifier already existing in the user
database.
!EMPTY Attempt to delete an item from an emptied list None.
(VHF NAV DESELECTION page).
!ENTER ACT WPT/LEG Occurs with a power-up restart of FMS Execute a Direct-To or leg intercept to create
in-flight or with an attempt to execute (or an active TO waypoint.
when LEGS key pressed) a flight plan
without an active TO waypoint.
!ENTER DESTINATION Attempt to execute a flight plan without a Enter the DESTINATION airport.
destination airport.
!ENTER ORIGIN Attempt to execute a flight plan without an Enter the ORIGIN airport.
origin airport, or to enter the destination
airport prior to the ORIGIN airport.
Page E-18
August 17, 2010

ADVISORY
MESSAGE
!FIXED WPT LIST FULL Attempt to create more than 450 fixed Cancel entry.
waypoints.
!FREQ/CHAN IS Attempt to enter a radio library entry without Enter the frequency after the Preset and
NEEDED frequency or channel information. Ident.
!FULL Attempt to de-select more than 25 VHF Review VHF NAV deselection list for
Navaids. possible deletions.
!FUNCTION NOT Function invoked by the FMS function key None.
AVAILABLE just pressed is not yet implemented in the
FMS (ATC) or not configured (FUEL, FREQ).
!GPS DATE Attempt to enter a new system date when the Do not enter date.
system date is coming from the GPS sensor.
!GPS NOT AVAILABLE GPS almanac is not available for Predictive Check GPS power, wait at least 25 minutes
RAIM request. for a new almanac to be acquired and
or re-initiate the request for RAIM prediction.
or
Operator is invoking the GPS PRAIM
function while the GPS sensor is failed. If FMS is fed by an external GPS sensor,
verify power of external GPS sensor.
!GPS UTC Attempt to enter a new system time when the Do not enter time.
system time is coming from the GPS sensor.
!HOLD EXIT IN Attempt to change a holding pattern Cancel entry.
PROGRESS parameter while hold exit is armed.
!HOLDING IN Attempt to delete the active holding Exit holding pattern or execute a Direct-To.
PROGRESS procedure or to synchronize the FMSs while
active in a holding pattern.
!IDENT/FREQ IS Only frequency was entered in the radio Enter the ident before the frequency.
NEEDED library.
!IDENT NOT FOUND Entered radio station ident was not found in Check identifier or re-enter a valid identifier.
the navigation database or in the radio
tuning library.
!IN APPROACH Attempt to synchronize the FMSs while in Wait until the approach is completed before
approach. synchronizing the FMSs.
!IN FLIGHT Attempt to enter data while the aircraft is Do not enter data in flight.
airborne into a data field legal only for use on
the ground.
Examples that would generate this message:
• Active database selection
• Origin airport (if an entry already exists)
• SID selection
• Departure runway selection
!IN MISSED Attempt to synchronize the FMSs while in Wait until the MAP is sequenced before
APPROACH missed approach but before the MAP is synchronizing the FMSs, or cancel missed
sequenced. approach by executing a DIRECT-TO
procedure.
!INCORRECT The password entered to unlock the radio Enter a valid password.
PASSWORD library is incorrect.
!INVALID AIRWAY The airway entered in the VIA field of the If possible, select an alternate airway.
RTE page is not found in the NavDataBase.
Page E-19
August 17, 2010

ADVISORY
MESSAGE
!INVALID APPROACH The selected approach is invalid or If possible, select an alternate approach.
corrupted.
!INVALID APPR TRANS The selected approach transition is invalid or If possible, select an alternate approach or
corrupted. approach transition.
!INVALID DATABASE Attempt to activate an invalid database. Check database.
!INVALID DELETE Attempt to DELETE an undeletable field. Select correct field for deletion or overwrite
the field data.
!INVALID ENTRY Attempt to enter incorrect data to the Enter correct data for the desired field.
selected field.
!INVALID FORMAT Attempt to enter data having an incorrect Enter correct data for the desired field.
format for the selected field.
!INVALID FREQUENCY Entered frequency does not fall within the Re-enter valid frequency.
valid range.
!INVALID IDENT An invalid Ident was entered in the library. Enter a valid Ident (5 characters max.).
!INVALID Place/Bearing-Place/Bearing inputs do not Review data entry. Modify as necessary.
INTERSECTION intersect to form a valid waypoint or the
entered downtrack intersection does not
exist.
!INVALID LINE SELECT Invalid line select key was pressed. Choose valid LSK when deleting RADIO
library element.
!INVALID PRESET Invalid Preset was entered in the library. Enter a valid Preset (00 to 99).
!INVALID RUNWAY Operator selected an invalid runway (error in Select a runway in the database or enter
database). runway manually.
!INVALID SID Operator selected an invalid SID (error in If possible, select alternate SID.
database).
!INVALID SID TRANS Operator selected an invalid SID TRANS If possible, select alternate SID or SID
(error in database). transition.
!INVALID STAR Operator selected an invalid STAR (error in If possible, select alternate STAR or
database). manually enter STAR waypoints.
!INVALID STAR TRANS Operator selected an invalid STAR TRANS If possible, select alternate STAR or STAR
(error in database). transition.
!INVALID X-TALK Attempt to synchronize FMSs despite invalid Advise maintenance to verify dual FMS
CONFIG X-talk installation/ configuration. system interconnects.
!LIBRARY IS LOCKED Library is locked. Unlock the library before saving the Preset
frequencies.
!MACH CSTR IN CRZ Attempt to enter a Mach constraint on a For climb and descent speed constraints,
ONLY climb or descent waypoint, on an enter a speed in IAS. To enter a cruise
incomplete profile, or inactive route. constant speed segment, ensure the profile
is completed and the active route is selected.
!MEMORY LOCKED Attempt to modify protected memory. Unlock maintenance memory.
!MULTIPLE AWY On RTE page, multiple common waypoints Enter desired intersection waypoint in TO-
INTERSECTS are found between two successive airways. field of first airway.
!NO AIRWAY No intersection is found when attempting to Enter proper waypoint in TO-field of first
INTERSECTION link two airways on RTE page. airway.
!NO AWY WPTS TO On RTE page, the waypoint entered in the Enter proper waypoint in TO-field of
LOAD TO-field of a pending airway is the same as pending airway.
the starting waypoint of the airway (TO-field
of previous line).
Page E-20
August 17, 2010

ADVISORY
MESSAGE
!NO ENTRY ALLOWED Attempt to enter data into a non-entry data Select correct data field for entry.
field.
For example, in a SID/STAR modification of
some combinations of waypoints is not
allowed.
!NO LEG PROC On RTE page, entry of procedures (holding Enter these special procedures on the RTE
ALLOWED pattern, search patterns, fly-over) are not LEGS page.
allowed in TO-field.
This refers to the procedures preceded by a
“/” (“/H”, “/O”).
!NO STEP CLB NEAR The selected altitude is raised while the Acknowledge message or wait until descent
T/D cruise mode is active and the aircraft is mode becomes active.
within 50 nm before the T/D.
!NO STEP DES NEAR The selected altitude is lowered while the Acknowledge message or wait until descent
T/D cruise mode is active and the aircraft is mode becomes active.
within 50 nm before the T/D.
!NO SUCH CO ROUTE Route not found in custom route database. Access SELECT CO ROUTE pages to
determine correct custom route name or
manually define flight plan by entering
waypoints on RTE LEGS pages.
!NOT CONFIGURED Element Not Configured - Illegal Entry. Advise maintenance to ensure that all
configuration pages are correctly set.
!NOT IN DATABASE FMS could not find entered identifier in the Check identifier or re-enter the desired
navigation database or custom route identifier.
database or route.
!NOT IN LIBRARY FMS could not find entered preset number Verify desired preset number/identifier.
or identifier in the radio tuning library.
!NOT IN ROUTE On RTA PROGRESS page, FMS could not Check the identifier or verify identifier from
find the entered identifier in flight plan. RTE LEGS page.
!OUT OF RANGE Attempt to enter data having an incorrect Enter correct data for the desired field.
range for selected field. Also displayed
when inserting an along track waypoint
which would overlap an adjacent waypoint.
!PRESET NEEDED The entry of +/- to increment/decrement the Enter a valid preset number explicitly. The
FIRST active/standby preset number requires a +/- key can be used afterwards.
valid preset number already appears in the
entry field.
!PRESET NOT IN The Preset entered was not found in the Enter a valid Preset.
LIBRARY radio tuning library.
!RADIO TUNING Attempt to change a radio frequency while Verify reason for radio tuning inhibit.
DISABLED FMS radio tuning is inhibited.
!RESERVED Attempt to create a user waypoint with one Enter a different identifier.
IDENTIFIER of the following reserved identifiers: "ORIG",
"DEST", "PPOS", "###M" where # is a
number.
!ROUTE FULL Attempt to enter more than 199 waypoints in Review the flight plan for possible deletions.
the flight plan.
!ROUTE TRUNCATED The selected custom route or arrival Review the flight plan for possible deletions
procedure has been truncated to fit flight and re-select arrival path.
plan capacity (199 waypoints maximum).
!RUNWAY N/A FOR SID Runway not applicable for SID. Not applicable.
Page E-21
August 17, 2010

ADVISORY
MESSAGE
!SELECT Selection of the STAR transition or Select STAR transition, approach, or
TRANS/APPR/RWY approach or runway is required before the runway as appropriate.
STAR waypoints can be loaded into a route
!SELECT Selection of the SID transition or runway is Select SID transition or runway as
TRANS/RUNWAY required before the SID waypoints can be appropriate.
loaded in route from the navigation
database.
!TEMP DATABASE Temporary database is full (99 waypoints or Use existing temporary waypoints or reload
FULL 50 waypoints with the first three letters are the custom route (for waypoints not in
different). Navigation database).
!UNABLE FMS-FMS In a dual/triple-FMS installation, attempt to Any automatically synchronized item listed
SYNC synchronize FMSs failed because of an in Section 3, dual/triple-FMS Operations,
inter-FMS communication failure. must be now performed independently on
each FMS.
Refer to MESSAGE RECALL and/or MAINT
MESSAGE page(s) for more details.
Advise maintenance.
!USER ROUTE EXISTS The entered user route name is the same Enter a different user route name.
as an existing user route.
!USER WPT LIST FULL Attempt to add a new waypoint whilst the Cancel entry or delete unnecessary
FMS list is full (450 fixed and 10 moving waypoints to make room for the new one(s).
waypoints).
!WAIT Custom Route load in process. Wait until the FMS has completed loading
of the custom route.
!WPT NOT IN AIRWAY On RTE page, waypoint entered in TO-field Enter proper waypoint in TO-field of
of a pending airway is not found on this pending airway.
airway.
Page E-22
August 17, 2010
MAINTENANCE ADVISORY MESSAGES
Maintenance advisory messages are messages that do not require immediate pilot action but that indicate a
particular equipment failure condition:
• Displayed in white on the MAINT MESSAGES page.

• Displayed on the scratchpad unless an associated collector message exists and is active (until
acknowledged).
• Lowest priority scratchpad messages (can be typed over and overwritten by any other message type).
• Unless otherwise noted, the FMS Master Caution is inactive (e.g. FMS is still functional) for all the
Maintenance Advisory messages.
• Collector messages are messages that combine several fault conditions into a single alert message. (e.g.
AIR DATA LOST combines ADC1 FAILED and ADC2 FAILED Maintenance Advisory messages).
MAINTENANCE DESCRIPTION ACTION

ADVISORY
MESSAGE
ADC1 FAILED Failure of the ADC receiver or the ADC Ensure that ADC is powered. Verify that ADC
ADC2 FAILED communication BUS. operates normally.
Advise maintenance.
Refer to Section 15 of the Operator’s Manual
for operation with a failed TAS/Altitude input
if an alternate TAS/Altitude source is not
available.
ADC1 DEGRADED Invalid data in ADC critical label list. Acknowledge that the faulty ADCx is not used
ADC2 DEGRADED by the FMS.
ADC3 DEGRADED When the installation is permitting, perform a
manual reversion of ADC source.
Advise maintenance.
ADF1 FAILED ADF receiver input failure Tune ADF from another source.
ADF2 FAILED When ADF receiver is no longer operational,
use other navigation aids.
AFCS1 FAILED AFCS input failure Check ARINC connection between AFCS
AFCS2 FAILED and FMS Equipment.
AUTO RESET Upon an exceptional fault the FMS has The unit has detected a problem and has
restarted. attempted to restart. No action required
except to verify it is functioning as expected.
CAPT EFIS INPUT Failure of the Capt. EHSI or failure of the Ensure that Capt EHSI is powered. Verify if
FAILED Capt. EHSI communication bus. EHSI operates normally.
Map display available on F/O EHSI.
Advise maintenance.
CONC1 FAILED Concentrator input failure Loss of the CONCENTRATOR input alone
CONC2 FAILED does not cause any adverse effect; the
specific equipment affected will be
annunciated directly.
Page E-23
August 17, 2010

ADVISORY
MESSAGE
CONFIG INVALID Installation configuration failure. Do not use system for any function. Advise
This message automatically generates an maintenance crew to load a valid
associated “FMS FAILED” alert message. configuration
DCU1 FAILED DCU (Data Concentrator Unit) input failure Ensure that DCU is powered.
DCU2 FAILED Verify if the EFIS operates normally.
DCU3 FAILED Advise maintenance.
DME1 FAILED DME input failure. Tune DME from another source. Advise
DME2 FAILED maintenance.
FADEC1 FAILED FADEC input failure Check that FADECx is powered.
FADEC2 FAILED
FMS CLOCK FAILED FMS internal real time clock failure. Manually enter date and time.
FMS1 X-TALK FAILED 1. Offside FMS input failure. 1. Ensure that identified FMS is powered.
FMS2 X-TALK FAILED 2. In a dual/triple configuration, the Verify if identified FMS operates normally.
FMS3 X-TALK FAILED synchronized mode of operation and 2. Any automatically synchronized item listed
manual flight plan synchronization are in Section 3 of the Operator’s Manual,
not possible. dual/triple-FMS Operations, must be
3. Failure of the cross-talk bus detected. performed independently on each FMS.
3. Advise maintenance.
FUEL1 FAILED Fuel Computer input failure. Verify if Fuel Computer operates normally.
FUEL2 FAILED Advise maintenance.
FUEL FLOW FAILED Fuel Computer input failure. Verify Fuel Computer operation.
or Advise Maintenance.
Invalid fuel flow input
FUEL FLOW 1 FAILED Fuel Computer input failure. Verify the indicated fuel Computer operation.
FUEL FLOW 2 FAILED or Advise Maintenance,
Invalid fuel flow input
FUEL QTY FAILED Fuel quantity from fuel computer is not Advise maintenance.
available or valid.
F/O EFIS INPUT FAILED F/O EHSI input failure. Ensure that F/O EHSI is powered.
Verify F/O EHSI operates normally.
Map display available on Capt. EHSI.
Advise maintenance.
GLONASS FAILED GLONASS sensor input failure Advice maintenance.
GLONASS1 FAILED
GLONASS2 FAILED
GPS FAILED GPS sensor input failure. Entry of date and time may be required.
GPS1 FAILED Functions requiring GPS position/time will
GPS2 FAILED not operate.
HF1 FAILED HF radio input failure Check HFx is powered on.

HF2 FAILED Advise maintenance
Page E-24
August 17, 2010

ADVISORY
MESSAGE
ILS1 FAILED ILS receiver input failure Control the ILS radio from another source.
ILS2 FAILED Advise maintenance
IRS1 CHECK ADC 1. IRS reports invalid ADC inputs. No usage LTN-92: Take note of INS maintenance
IRS2 CHECK ADC of some or all ADC info.INS/IRS may not word contents on appropriate INS MAINT
IRS3 CHECK ADC be able to provide baro-inertial altitude MESSAGE page.
data. Advise maintenance.
2. Depending of the installation, the FMS
may have lost its only source of altitude.
The ALTITUDE FAILED message would
then also be displayed.
IRS1 COOL FAIL IRS overheat detected. Internal temperature Cycle Mode Selector Unit through OFF.
IRS2 COOL FAIL exceeds 72 degrees C. Advise maintenance.
IRS3 COOL FAIL
IRS1 EXCESS MOTION IRS reports excessive motion during Ensure that aircraft remains stationary during
IRS2 EXCESS MOTION alignment phase. ALIGN mode automatically alignment period.
IRS3 EXCESS MOTION re-sequences to 10 minutes (32 seconds if in
rapid re-align mode).
IRS1 FAILED 1) Inertial sensor input failure. Ensure that inertial sensor is powered.
IRS2 FAILED 2) Inertial Navigation mode, heading and Verify if inertial sensor operates normally.
IRS3 FAILED altitude inputs (if applicable) still available as Turn off INU/IRU and advise maintenance.
long as one inertial sensor is still operating LTN-92 INS:
normally.
Take note of INS maintenance word
contents on appropriate INS MAINT
MESSAGE page.
IRS1 SEC. POWER IRS is on secondary power for more than 10 Advice maintenance.
WARN seconds.
IRS2 SEC. POWER
WARN
IRS3 SEC. POWER
WARN
MAG VAR OUT OF 1) Magnetic variation tables out of date (more Load up-to-date magnetic variation tables.
DATE than 5 years old).
2) Message displayed at power-up, or after
loading tables via data loader.
MLS1 FAILED MLS Receiver input failure Control the MLS from another source.
MLS2 FAILED Advise maintenance
SWS1 FAILED SWSx Equipment input failure Ensure that the identified SWSx equipment is
SWS2 FAILED powered.
UNABLE FMS-FMS In a dual/triple-FMS installation, operator’s or Any automatically synchronized item listed in
SYNC automatic attempt to synchronize FMSs Section 3 of the Operator’s Manual,
failed because: dual/triple-FMS Operations, must be now
1. An inter-FMS communication failure has performed independently on each FMS.
occurred. 1. Refer to MESSAGE RECALL and/or
2. The Operational Software programs are MAINT MESSAGE page(s) for more
not the same in all FMSs. details. Advise maintenance.
3. The active navigation database is not the 2. Verify Op Program on IDENT 1/1 page
same in all FMSs. and advise maintenance if different.
3. Verify active navigation database on
IDENT 1/2 page, select appropriate
database if possible, otherwise advise
maintenance.
Page E-25
August 17, 2010

ADVISORY
MESSAGE
VHF1 FAILED VHF COM radio input failure Control the VHF COM radio from another
VHF2 FAILED source.
COM radio is no longer operational, use
other communication radios.
Advise maintenance.
VOR1 FAILED VOR radio input failure Control NAV from another source. NAV
VOR2 FAILED receiver is no longer operational, use other
navigation aids.
Advise maintenance.
XPDR1 FAILED ATC transponder input failure Control the transponder from another source.
XPDR2 FAILED Advise maintenance.
Page E-26
August 17, 2010
REMOTE ANNUNCIATORS
A. ANNUNCIATORS
Outputs are provided to drive external annunciators to alert the pilot of system status or flight plan sequencing.
Refer to section 2 for the annunciator layout associated with a specific FMS front panel variation.
NOTE: The actual legends and colors of the remote annunciators may vary depending on the installation.
Refer to the AFMS/RFMS for details.
B. NAVIGATION FLAG
The EFIS annunciator, will be displayed under the operational or system hardware conditions listed below. At
the same time, the validity of the FMS roll steering output signal will be set to INVALID, resulting in the
disengagement of the autopilot/flight director LNAV mode.
1. OPERATIONAL CONDITIONS
a. The aircraft is airborne and the speed is below the minimum take-off speed. ACTION: None. If the
NAV flag has appeared during the take-off roll, it will disappear shortly after.
b. The active waypoint is undefined (e.g. at a route discontinuity, at the end of the route, or if no route is
loaded). The NAV flag will be accompanied by a !SELECT ACT WPT/LEG advisory message.
ACTION: Select the active waypoint.
c. During direct-to intercept navigation when engaging the LNAV autopilot mode before being on an
appropriate intercept heading. The NAV flag will be accompanied by a NOT ON INTERCEPT
HDG/TRK advisory message. ACTION: Fly to an intercept heading before re-engaging the LNAV
mode.
d. At 2 nm inbound to the FAF for a GPS approach when all conditions necessary for the approach have not
been met (e.g. no GPS integrity, loss of GPS navigation, a route discontinuity exists before the FAF, or the
aircraft is not in the approach zone). The NAV flag will be accompanied by a number of possible alert or
advisory messages, depending on the cause. ACTION: Depending on the cause, eliminate or change the
operational condition, or, if related to the GPS function, initiate a missed approach.
e. When the active route leg loaded from the navigation database is a heading or course to intercept the
next leg and the aircraft is not on the correct course or heading. The NAV flag will be accompanied by
a NOT ON INTERCEPT HDG or NOT ON INTERCEPT TRK advisory message. ACTION: Fly to the
correct intercept heading or course before re-engaging the AP/FD LNAV mode.
Page E-27
August 17, 2010
2. HARDWARE CONDITIONS
a. A FMS hardware failure condition (including loss of communication with the FMS) is detected by the
built-in test function. ACTION: Revert to an alternate means of navigation.
b. Loss of power input to the FMS. ACTION: Check circuit breakers. Restore power input only if no
evidence of a hardware failure exists.
c. The FMS has been turned off. ACTION: Turn on the FMS.
d. A heading input failure occurs when navigating in dead reckoning modes, or when flying any heading
leg. ACTION: Switch to an alternate heading source, or revert to another navigation mode or to an
alternate means of navigation.
e. A True Airspeed input failure occurs when navigating in dead reckoning. ACTION: Revert to an
alternate means of navigation.
Page E-28
August 17, 2010
APPENDIX F - CMA-9000 FMS RRJ VNAV
CONTENTS
Subject Page
1.1 Overview ................................................................................................................................................... F-1
1.1.1 Vertical Profile ...................................................................................................................................... F-2
1.1.2 FMS Speed-Managed and Path-Managed Vertical Modes ............................................................... F-7
1.1.3 VNAV Advisories & Alerts.................................................................................................................... F-9
1.2 Preflight ..................................................................................................................................................... F-9
1.2.1 Aircraft Performance Status Check..................................................................................................... F-9
1.2.2 Performance VNAV Initialization Pages............................................................................................ F-10
1.3 Performance Initialization ..................................................................................................................... F-10
1.3.1 Mandatory Data Entries ..................................................................................................................... F-10
1.3.2 Take-Off Reference Data Entry......................................................................................................... F-11
1.4 Vertical Flight Planning......................................................................................................................... F-12
1.4.1 Lateral Flight Planning Effects on the Vertical Profile....................................................................... F-12
1.4.2 Speeds ............................................................................................................................................... F-13
1.4.2.1 Speed Restrictions.............................................................................................................. F-13
1.4.2.2 Speed Schedules................................................................................................................ F-13
1.4.2.3 Waypoint Speed Constraints .............................................................................................. F-14
1.4.2.4 Holding Pattern Speeds ...................................................................................................... F-14
1.4.2.5 Speed Limiting .................................................................................................................... F-14
1.4.3 Waypoint Altitude Constraints ........................................................................................................... F-15
1.4.4 Waypoint Time Constraints (RTA)..................................................................................................... F-16
1.4.5 Vertical Profile Verification................................................................................................................. F-16
1.4.5.1 TAKEOFF REF page .......................................................................................................... F-16
1.4.5.2 CLB page ............................................................................................................................ F-17
1.4.5.3 LEGS page ......................................................................................................................... F-17
1.4.5.4 PROFILE Page ................................................................................................................... F-18
1.4.6 Preparation for Takeoff ...................................................................................................................... F-19
1.5 Takeoff..................................................................................................................................................... F-19
1.5.1 Takeoff Speed.................................................................................................................................... F-19
1.5.2 Thrust Reduction from Takeoff Thrust to MCL ................................................................................. F-19
1.5.3 Transition to Climb Phase.................................................................................................................. F-20
1.6 Climb........................................................................................................................................................ F-20
1.6.1 Speed Restrictions/Constraints ......................................................................................................... F-20
1.6.2 Situational Awareness in Climb......................................................................................................... F-20
1.6.3 Unachievable Waypoint Altitudes in Climb ....................................................................................... F-21
1.6.4 Open Climb Guidance ....................................................................................................................... F-21
1.6.5 Engine Out in Climb ........................................................................................................................... F-22
1.6.6 FGCP Speed Intervention in Climb ................................................................................................... F-23
1.6.7 Level Off in Climb............................................................................................................................... F-24
1.6.7.1 Level Holding in Climb ........................................................................................................ F-24
1.6.8 Altimeter Setting Effect on Climb Profile ........................................................................................... F-24
1.6.9 Change in Cruise Altitude during Climb ............................................................................................ F-25
1.6.10 Vectored Off Lateral Path during Climb........................................................................................ F-25
1.6.11 Parallel Offset during Climb .......................................................................................................... F-25
1.6.11.1 Transition to Cruise Phase.................................................................................................. F-25
Page F-i
August 17, 2010
CONTENTS
Subject Page
1.7 Cruise ...................................................................................................................................................... F-26

1.7.1 Cruise Winds...................................................................................................................................... F-26
1.7.2 Maximum Altitude .............................................................................................................................. F-26

1.7.3 Cruise Flight Level Change ............................................................................................................... F-27
1.7.3.1 Step Climb and Step Descent............................................................................................. F-27
1.7.3.2 Immediate Climb in Cruise.................................................................................................. F-28
1.7.3.3 Immediate Descent in Cruise.............................................................................................. F-28
1.7.4 Engine Out in Cruise.......................................................................................................................... F-29
1.7.4.1 Green-Dot or LRC speed E/O Drift Down (DD) .................................................................. F-31
1.7.4.2 Green Dot E/O Cruise......................................................................................................... F-33
1.7.4.3 LRC E/O Cruise .................................................................................................................. F-33
1.7.5 FGCP Speed Intervention in Cruise.................................................................................................. F-34
1.7.6 Required Time of Arrival in Cruise .................................................................................................... F-35
1.7.7 Cruise Constant Speed Segments.................................................................................................... F-36
1.7.8 Holding in Cruise................................................................................................................................ F-37
1.7.9 Preparation for Descent..................................................................................................................... F-38
1.7.10 Descent Trajectory Check............................................................................................................. F-39
1.7.11 Transition to Descent Phase......................................................................................................... F-39
1.8 DESCENT ................................................................................................................................................ F-40
1.8.1 Descent Target Speed....................................................................................................................... F-40
1.8.2 Path Descent Guidance..................................................................................................................... F-40
1.8.3 Early Descent..................................................................................................................................... F-41
1.8.4 Late Descent ...................................................................................................................................... F-41
1.8.5 Impact of Flight Plan Changes .......................................................................................................... F-42
1.8.6 Descent Situational Awareness......................................................................................................... F-42
1.8.6.1 Impact of Lateral Leg Type on Vertical Deviation ............................................................... F-42
1.8.6.2 Descent Page [3R]/[4R][5R] Fields..................................................................................... F-42
1.8.7 Speed Constraints in Descent........................................................................................................... F-43
1.8.8 Un-planned Level-Off in Descent ...................................................................................................... F-43
1.8.9 Planned Level-Off in Descent............................................................................................................ F-44
1.8.10 Unachievable Waypoint Altitudes in Descent............................................................................... F-44
1.8.11 Protection of Altitude Constraints in Descent ............................................................................... F-44
1.8.12 Holding in Descent ........................................................................................................................ F-44
1.8.13 Engine out in Descent ................................................................................................................... F-45
1.8.14 FGCP Speed Intervention in Descent .......................................................................................... F-45
1.8.15 Altimeter Setting Effects on Descent Profile................................................................................. F-45
1.8.16 End-of-Descent.............................................................................................................................. F-46
1.8.17 Approach Preparation ................................................................................................................... F-47
1.8.18 Transition to Vertical Approach..................................................................................................... F-48
1.8.19 Transition to Cruise or Climb from Descent ................................................................................. F-48
Page F-ii
August 17, 2010
CONTENTS
Subject Page
1.9 Approach................................................................................................................................................. F-48

1.9.1 Final Approach Path .......................................................................................................................... F-49
1.9.2 Target Speed ..................................................................................................................................... F-50
1.9.3 Vertical Deviation ............................................................................................................................... F-51
1.10 Transition to Go Around ....................................................................................................................... F-51
1.11 Post-Landing Phase .............................................................................................................................. F-52
1.12 Second Route ......................................................................................................................................... F-52
1.13 Diversion to Alternate............................................................................................................................ F-53
Page F-iii
August 17, 2010
Page F-iv
August 17, 2010
APPENDIX F CMA-9000 FMS RRJ VNAV
1.1 Overview
This section describes the vertical navigation (VNAV) function of the CMA-9000 Flight Management System and
provides an overview, followed by a “how to use” description of the basic procedures that are specifically
tailored to the RRJ aircraft. Additional detailed information can also be found in the MCDU page descriptions of
Appendix A.
The VNAV function is intended to aid the flight crew in vertical flight planning and in the management of the
overall vertical profile to ensure compliance with all ATC instructions, waypoint constraints (altitude, speed and
required time of arrival), and airspace speed restrictions.
The VNAV function has three basic elements:
• Reference vertical trajectory with associated performance and fuel predictions and vertical situational
awareness information
• Vertical guidance outputs to the Auto Flight Control System (AFCS)
• Performance database containing aircraft/engine performance data, and a policy file of operational
preferences and defaults
The entry and display of VNAV data is by means of the dedicated VNAV and the LEGS pages. The barometric
altimetry system is the primary altitude reference source. Pre-selected altitude and Vertical mode inputs are
received from the Flight Guidance Control Panel (FGCP). VNAV-related information is also displayed on the ND
and PFD.
Page F-1
August 17, 2010
1.1.1 Vertical Profile
Figure 1 shows a typical vertical profile and its relationship with the flight phases of the lateral flight plan.
Lateral Flight Plan
Departure procedures Arrival procedures

(RWY, SID, TRANS) Enroute (STAR, TRANS, APPR, GA)
Vertical Profile
Initial cruise flight level (CRZ ALT)
Top of descent (T/D)

Late descent
Top of climb (T/C) Step descent(s)
(S/D)
Descent performance path
FGCP altitude
Climb performance path
Waypoint altitude Planned Step Waypoint altitude
constraint climb(s) (S/C) constraint
FGCP altitude
Early descent FGCP altitude Speed restriction
Speed
restriction
Acceleration
End of Descent (E/D)
Height
Origin
Airport Destination
Thrust reduction height
Aircraft reconfiguration Airport
Manual thrust reduction to MCL
Takeoff Final approach fix

& Approach
Initial &
Climb Climb Phase Cruise Phase Descent Phase Landing
Figure 1 – Typical Vertical Profile
The FMS computes the vertical profile made up of take-off and initial climb, climb, cruise, descent, and
approach flight phases. The vertical profile is based on the lateral flight plan, the environmental conditions (e.g.
wind, temperature) and the aircraft/engines’ performance data; it extends as a continuous trajectory between the
departure and destination airports. The missed approach and post-flight phases are also covered in this
section.
Page F-2
August 17, 2010
The climb and descent profiles are built from the ground up, taking into account a wide range of factors,
including:
• aircraft/engine performance
• current or predicted aircraft gross weight
• cruise altitude
• thrust reduction and acceleration heights
• airport speed restrictions
• departure runway elevation
• Reduced takeoff thrust (Flex Temperature or De-rate)
• all manually-entered or navigation database constraints associated with lateral waypoints
• the planned speed schedule for each vertical phase, and
• forecast winds/temperature.
Where a route discontinuity exists in the lateral flight plan, the vertical profile assumes a direct path across the
discontinuity to the next waypoint.
Supported waypoint altitude constraint types are:
• AT (e.g. FL270), AT or ABOVE (e.g. FL290A), AT or BELOW (e.g. FL150B)
• WINDOW (e.g. 270-350 altitude range – from the navigation database only)
Once the aircraft position has been initialized and a valid lateral flight plan has been created, all mandatory
performance data (“boxed” fields) must be entered in order to enable the FMS to generate a vertical profile. The
accuracy of the vertical profile can be further enhanced by entry of additional optional entries.
Key characteristics of the vertical profile are summarized below.
Vertical profile points: Each vertical flight phase is terminated by a vertical profile point (also known as a
pseudo waypoint) that is not associated with a lateral waypoint. The pseudo waypoints are listed in Table 1-1.
Vertical flight phases: The vertical profile consists of the following phases.
• Takeoff and Initial Climb: The takeoff phase starts at lift-off and ends at the thrust reduction height. The
initial climb phase starts at the thrust reduction height and ends at the acceleration height.
• Climb: The climb phase starts at the acceleration height and ends at the beginning of the cruise altitude
capture at the Top-of-Climb (T/C).
• Cruise: The cruise phase starts with the capture of the cruise altitude and ends at the beginning of the
descent phase. The cruise profile takes into account the crew-selected speed schedule and constant
speed segments, all cruise waypoint altitude and speed constraints, blended winds and temperature.
• Step Climbs/Descents: As many pre-planned step climb/descent altitudes as desired can be inserted as
waypoint altitude constraints, except for waypoints within 50 nm of the T/D. A climb or descent in cruise is
flown at the current cruise speed.
Page F-3
August 17, 2010
• Descent: The descent phase begins with the deceleration to descent speed, or at the point at which the
aircraft starts to capture the descent path and extends to the transition to approach phase at the End-of-
Descent (E/D). Both early and late descents are supported. An early descent is flown at the descent speed
and at fixed rate of descent. A late descent is flown at an increased speed to ensure airplane convergence
to the descent path. The descent profile takes into account the crew-selected speed schedule, all waypoint
altitude and speed constraints, blended winds, forecast local baro-setting, temperature at the destination
airport, the airport speed restriction. A performance path is created between the final cruise altitude and the
highest descent waypoint altitude constraint that restricts the path. From that waypoint onwards, straight-
line (geometric) vertical paths link waypoint altitudes that constrain the path until the E/D. A deceleration
segment to the E/D speed is automatically inserted if required. Entry of a forecast local altimeter setting
(QNH or QFE) prior to the start of descent minimizes the sudden change of the vertical path deviation when
the actual altimeter setting is entered on descending through the transition level.
• Approach: The approach phase is a seamless extension of the descent profile that begins at the E/D point
and ends at 50ft above the runway threshold. The approach profile includes a segment of reduced descent
rate prior to the FAF to allow for aircraft reconfiguration and deceleration. The profile assumes the aircraft
will fly the FMS-predicted flaps, slats and final approach speeds displayed on the APPR REF page,
including any manually-entered approach speed wind correction. Entry of a forecast destination airport
temperature below 0°C causes adjustment of the approach and approach transition waypoint altitudes.
• Missed Approach: When a go-around is initiated, the vertical profile is deleted. The FMS lateral and
vertical navigation of the missed approach procedure is interrupted and the FMS commands the go-around
target speed for the current conditions. The requirement for a new vertical profile after go-around initiation
is entry of a new cruise altitude and the activation of a new lateral flight plan, comprising typically either a
second approach procedure or a route to an alternate airport. The new vertical profile is computed based
on current aircraft conditions (gross weight, fuel, etc).
NOTE: The current approach is automatically re-loaded into the active flight plan following a Go-
Around.
• Done Phase: This phase is initiated on ground, two minutes after landing, and when shut down of both
engines is detected. The vertical profile, as well as all performance initialization data and
associated predictions are deleted.
Performance predictions: Predictions provided for each lateral waypoint depend on the vertical flight phase
and include: ETE or ETA, crossing altitude, speed target (or FGCP speed intervention), flight path angle and
vertical speed target, fuel remaining, and estimates of takeoff, current and landing gross weight. ETA and fuel
predictions for all waypoints, as well as predicted crossing altitudes for waypoints with no associated altitude
constraint are displayed on the LEGS pages. Specific climb and descent profile predictions are displayed on the
PROFILE page. The vertical profile and all predictions are recomputed when any source data element is
modified. In practice, this means when any lateral or vertical flight plan event occurs that causes the EXEC
annunciator to illuminate or a change of the FGCP pre-selected altitude that updates the FMS cruise altitude.
In descent, a change in local barometric setting may also trigger the re-computation of the vertical profile.
Performance predictions for the Active route are also updated periodically during flight to take into account
current conditions.
Page F-4
August 17, 2010
Vertical situational awareness information: Vertical situational awareness information displayed on the DES
page includes: vertical deviation, current flight path angle, vertical bearing and target vertical speed from present
position to a selected altitude-constrained waypoint, as well as ground distance to the FGCP-selected or a
reference altitude.
NOTE: During off-lateral path descent operations, the DES page vertical bearing information is
particularly useful in determining whether a waypoint altitude constraint can be achieved.
Vertical fly-by transitions: Any vertical path change is flown on a vertical “fly-by” transition path that limits the
aircraft normal acceleration during the capture of the next path.
Forecast winds and temperatures: For climb, a single Top-of-Climb forecast wind can be entered. In cruise,
winds can be entered for any waypoint for up to four (4) flight levels/altitudes. For descent, winds for up to four
(4) flight levels/altitudes can be entered. In flight, current wind is blended with forecast winds both laterally and
vertically. A single forecast temperature can be entered for the current cruise flight level and is blended with
current OAT to enhance cruise predictions.
Table 1 – VNAV Information Display
VNAV Location Displayed on

Definition
Element MCDU ND or PFD
THR RED Location at which the FMS predicts the thrust reduction height will be
No No
HT reached.
ACCEL HT Location at which the FMS predicts the acceleration height will be reached. No No
Top-of- Location at which the FMS predicts the CRZ ALT will be reached.
Climb Yes
(T/C)
Pre-planned Location in the cruise profile at which the FMS predicts the climb to a
Step Climb higher waypoint altitude constraint will begin. Yes
(S/C)
Climb in cruise can be manually initiated until within 50 nm of the predicted
Climb in T/D and only if no pre-planned step climb exists. Yes
Cruise
Pre-planned Location in the cruise profile at which the FMS predicts the descent to a
Step lower waypoint altitude constraint will begin.
Yes
Descent
(S/D)
Descent in cruise can be manually initiated until within 50 nm of the
Descent in predicted T/D and if no pre-planned step descent exists. No
Cruise
Location in the descent profile at which the FMS calculates the

DECEL deceleration to the next speed target must begin. Yes
Only the next deceleration point ahead is displayed.
Top-of- Location in the cruise profile at which the FMS predicts the transition to the
Descent descent will begin. The T/D location takes into account any required level Yes
(T/D) flight deceleration segment.
Page F-5
August 17, 2010
VNAV Location Displayed on

Definition
Element MCDU ND or PFD
Early descent can be initiated beginning at 50 nm prior to T/D by selecting
the “DES NOW” prompt on DES page.
Early
No
Descent
Refer to Note
Late descent state exists if the T/D point is over flown without the descent
having been initiated.
Late
No
Descent
Refer to Note
End-of- Location where the descent profile transitions to the vertical approach
Descent phase. Yes
(E/D)
The active VNAV mode switches to vertical Approach at the E/D.
NOTE: The transition to lateral approach mode (in GPS navigation mode
only when a Non-Precision approach has been selected) occurs
Approach at the 2 nm point inbound to the FAF (if sufficient position integrity Yes
is available).
Refer to Note
Speed Location at which the FMS predicts the climb or descent profile will
No No
Restriction intercept the airport speed restriction altitude.
NOTE: The VDEV pointer is displayed on the PFD as soon as the FMS transitions to the Descent
phase of flight
Passed the E/D, the VDEV pointer continues to be displayed until the runway threshold if the conditions leading
to invalidating the VDEV are not met. The VDEV pointer being in a centered position on the vertical scale
depicts an example.
Engine out profile: Engine out performance predictions are supported, except in E/C Climb. Crew action is
required to activate this function.
Required Time of Arrival (RTA): A required time of arrival can be defined for a single cruise or descent
waypoint only. An RTA window is computed for both take-off time and during flight. Only the cruise speed
schedule is adjusted to meet the RTA, climb and descent speed schedules remain unchanged. When the
aircraft is in descent, the crew cannot define an RTA.
NOTE: The accuracy of the RTA function is determined largely by the accuracy of the forecast wind,
and the flight time remaining to the RTA waypoint.
Holding patterns: Performance and fuel predictions are computed when a hold is included in the lateral flight
plan or when a holding pattern is active.
Page F-6
August 17, 2010
1.1.2 FMS Speed-Managed and Path-Managed Vertical Modes
The FMS computes vertical speed targets only for descent and approach flight phases. For all other vertical
flight phases, the FMS computes a target speed.
In climb and cruise, the Autopilot system commands the airplane to track and hold the FMS-computed target
speed.
The Auto-thrust modes and the Autopilot Lateral/Vertical modes are displayed on the PFD Flight Mode
Annunciator (FMA).
The displayed FMA corresponding to each vertical phase of flight are summarized in Table 1-2.
VNAV speed sub-modes: One sub-mode defined in the Policy file is used to define the speed schedule for
CLB, CRZ and DES VNAV performance modes. Crew can manually over-write the speed schedule.
Vertical path deviation: The FMS computes vertical deviation from the reference profile in descent and
approach modes and displays it on the DES and APPR pages as well as on the PFD.
Speed management: The FMS respects all waypoint speed constraints and all airspace speed restrictions
(refer to NOTE). The FMS-commanded speed is the speed (IAS or Mach) displayed on in reverse video at [2L]
on the active VNAV performance page.
If the speed schedule displayed at 2L is not the source of the target speed but a speed restriction or limitation is,
the speed displayed at 3L or 4L (page dependent) will be displayed in reverse video.
When a CAS or MACH is selected on the FGCP panel (Auto Speed not selected), the FMS speed schedule at
2L or the speed restriction or limited speed at 3L or 4L remains the FMS-commanded target speed.
The Autopilot system will use the IAS portion of the IAS/Mach speed couple below the crossover altitude and
the Mach portion above the crossover altitude during climb and descent phases of flight. In cruise, it uses either
Mach or IAS depending upon the selected cruise speed schedule and the crossover altitude.
The speed control strategy (speed on pitch or thrust) is a function of the vertical flight phase (refer to Table 1-2).
CAUTION: If the aircraft is above the descent path and below the speed restriction altitude, the speed
restriction will not be respected in an attempt to re-capture the path and comply with the altitude
constraints.
Page F-7
August 17, 2010
Transitions from/to level flight: When VNAV mode is engaged, the FMS provides annunciation of the vertical
transitions from/to level flight. The annunciation consists of the scratchpad message “VNAV PATH CHANGE”
Table 1-1 FMS speed-managed and path-managed vertical modes

FMA Indications
Vertical Phase Element VNAV
Auto-thrust Modes Autopilot
Active
(Vertical modes)
Mode
Take-off to thrust reduction TAKEOFF

height
Initial Climb & Climb CLB
Climb level off transition CLB
Climb level off (FGCP altitude) CLB
Cruise altitude hold (*) CRZ
Step climb / climb in cruise CRZ CLB
Step descent / descent in CRZ DES

cruise
Early Descent DES
Late Descent DES
Descent prior to E/D (**) DES
Descent planned level off DES

transition (level vertical path)
Descent un-planned level off DES

(FGCP altitude)
Vertical APPR
Approach after E/D (**)
Lateral Approach (2nm before APPR

the FAF)
Missed Approach GO
AROUND
(*) MACH or SPEED depending upon the FMS target speed

(**) In Descent, the Auto-Thrust FMA displays THRUST or SPEED depending if the FMS commands
IDLE thrust or not
Page F-8
August 17, 2010
CAUTION: In climb, the flight crew remain responsible at all times for compliance with ATC altitude
clearances and instructions and waypoint altitude constraints. The FGCP altitude must
be set appropriately to ensure compliance.
In descent operations above the vertical path containing speed restrictions, the flight crew must
comply with the altitude constraints using the FGCP pre-selected altitude as the airplane may not
converge quickly to the descent path.
PFD displays: The FMS provides the following VNAV-related information for display on the PFD:
• Target speed: speed bug and digital readout
• V1, speed bug and digital readout
• VR, speed bug
• Vertical Track Deviation (VDEV)
ND displays: Top-of-Climb, Top-of-Descent, End-of-Descent, Pseudo-waypoints and Deceleration symbols
(refer to Table 1-1 for details).
1.1.3 VNAV Advisories & Alerts
Scratchpad advisories and alerts are generated when the FMS detects vertical profile anomalies or performance
problems. A scratchpad alert message may also cause the display of an associated message on the PFD (e.g.
Drag Required).
1.2 Preflight
1.2.1 Aircraft Performance Status Check
FMS1 IDENT 2/2

AIRCRAFT ENGINES
SSJ100 SaM-146 G
MAGVAR MODEL POLICY
2005 (DEF) SSJ100 POL
{SETUP POS INIT}
Confirm that the Aircraft, Policy and Engine type displayed on the IDENT 2/2 page are correct.
CAUTION: If there is a discrepancy between the displayed and actual aircraft and/or engine type, do not
initialize VNAV and advise maintenance.
Page F-9
August 17, 2010
1.2.2 Performance VNAV Initialization Pages
Access the VNAV Performance Initialization pages using the INIT/REF pages.

{IDENT NAV DATA}
{POS INIT WPT LISTS}
{PERF INIT NEAREST}
{TAKEOFF
{APPR REF NAV STATUS}
{MSG RECALL
1.3 Performance Initialization
The PERF INIT page is used to enter the Performance initialization parameters that are required to generate a
vertical profile.
PERF INIT 1/1
TOGW CRZ ALT
39.8 mt FL240
BLOCK FOB CRZ TEMP
10.0 mt 10.0 mt -33`c
ZFW CRZ WIND
30.0 mt ---$/---
RESERVES
2.5 mt
TAXI TRANS ALT
0.2 mt 5000ft
{INIT/REF TAKEOFF}
1.3.1 Mandatory Data Entries
A vertical profile can be generated if the following mandatory entries have been performed:
• A valid lateral flight plan
• Block fuel weight [2L]
• Zero Fuel Weight [3L]
• Cruise Altitude [1R]
Page F-10
August 17, 2010
Optional Data Entries
The following data entries are optional entries that optimize the FMS-computed trip predictions (NOTE: many
of these fields will already be pre-filled to default values):
• Forecast Cruise Altitude Temperature [2R]:
NOTE: Manual entry of a Cruise Temperature followed by a subsequent change of the CRZ ALT will
generate a CHECK CRUISE TEMP message.
• Forecast Cruise Altitude Wind direction (true) and speed (knots) [3R]
• Reserves fuel weight [4L]:
NOTE: The aircraft Reserves fuel weight default value is included in the Block/Actual fuel weight.
• Taxi fuel weight [5L]
• Transition Altitude [5R] (default value extracted from the Navigation Data Base)
1.3.2 Take-Off Reference Data Entry
The TAKEOFF REF page is used to enter/display all Takeoff-related parameters.
TAKEOFF REF 1/1

V1 DERATE-FLEX
125kt -----
VR ACCEL HT
135kt 3000ft
V2 THR RED HT
165kt 1500ft
FLP RETR
180kt
SLT RETR GREEN DOT
170kt 210kt
{INIT/REF ROUTE}
The following parameters can be entered/selected from this page:

• V1, VR and V2 Takeoff Speeds at [1L] to [3L]
• Reduced Takeoff Thrust (Derate or FLEX) at [1R]
• DERATE = Enter D plus 0, 5, 10, 15, 20, or 25 (%)
• FLEX = Enter F plus a value between 0-55 (degrees Celsius)
• Departure Airport Acceleration Height at [2R]
• Departure Airport Thrust Reduction Height at [3R]
The following speeds are received from Stall Warning System; these speeds are displayed for reference
purposes and cannot be modified:
• Minimum Speed for Flap Retraction at [4L]
• Minimum Speed for Slat Retraction at [5L]
• Green Dot Speed at [5R]
Page F-11
August 17, 2010
Associated takeoff speed related messages may also be raised when on-ground if at least one takeoff speed
was entered:
• T/O DATA DELETED: When raised, all entered takeoff speeds are automatically deleted.
• CHECK TAKEOFF SPEEDS: Raised if the FMS detects that there is a discrepancy between the predicted
takeoff gross weight and the actual aircraft gross weight, or during synchronized FMS operations, if a 1 knot
or greater discrepancy between on-side and off-side takeoff speeds is detected for at least 5 seconds.
NOTE: It is recommended to complete the route and departure entry as well as the performance data
initialization from the PERF INIT page before entering the takeoff speeds in order to avoid
potential deletion of takeoff speeds.
1.4 Vertical Flight Planning
Computation of a vertical profile is required for the FMS to provide performance predictions (ETA, fuel, speed
and altitude) and for VNAV mode engagement in descent and FMS target speed computation.
The vertical profile accounts for all waypoint speed constraints, altitude constraints, time constraints and
planned speed schedules. Entries affecting the vertical profile are checked against aircraft limits.
During all vertical phases of flight except descent, the vertical profile is re-computed automatically every minute.
Although in descent the vertical profile is not periodically re-computed, the fuel and time predictions are updated
once per minute.
Upon crew revisions to the lateral or vertical flight plan, the FMS re-computes the vertical profile during all
vertical phases of flight.
1.4.1 Lateral Flight Planning Effects on the Vertical Profile
Any changes made to the lateral fight plan will force a re-calculation of the entire vertical profile. This may result
in alert messages being raised which must be resolved by the crew:
• NO CRUISE – VNAV LOST
• CRZ ALTITUDE LOWERED
• T/C AFTER T/D – NO CRZ
• INSUFFICIENT FUEL
NOTES:
• Refer to Appendix E for message details and suggested resolution for each message.
• A vertical profile and associated trip predictions are only generated for the Active and Modified route. Trip
predictions are available for the inactive route.
• There may be differences between the distances displayed on the LEGS pages and the VNAV pages. This
is because the distances displayed on the LEGS pages do not take into account the waypoint transition
paths (fly-by or fly-over).
Page F-12
August 17, 2010
1.4.2 Speeds
CRZ ALT MAX AT T/C
FL240 FL400 FL240
MFUEL SPD TO T/C
280/.780 2253.6z/44.0nm
SPD REST
250/10000
{SCHED
PROFILE}
1.4.2.1 Speed Restrictions
The climb speed restriction defaults to the Navigation Database restriction defined for the departure airport.
The descent speed restriction defaults to the Navigation Database restriction defined for the destination airport,
decremented by 10 knots.
Both the climb and descent restrictions can be manually revised.
Both the climb and descent restrictions are accounted for in the computed vertical profile.
1.4.2.2 Speed Schedules
The selected speed schedule affects the computed vertical profile (and associated vertical guidance). Speed
schedules are defined in the Policy File or manually entered by the crew are supported. Cruise speed schedules
derived from the Policy File will display in IAS below the cross-over altitude and MACH above it.
1.4.2.2.1 Default Speed Schedules
The default speed schedules for climb, cruise and descent are defined in the Policy File; these speed schedules
correspond to the Minimum Fuel sub-mode.
1.4.2.2.2 Manual Speed Schedules
Manually-entered speed schedules only apply to the VNAV mode for which the entry was performed (e.g.: a
speed schedule manually entered on the CLB page only applies to the Climb phase of flight) and must always
be within the PDB-defined aircraft speed limits.
Page F-13
August 17, 2010
1.4.2.3 Waypoint Speed Constraints
Speed constraints may be assigned to any waypoint in the lateral flight plan.
NOTE: All speed constraint entries on the LEGS page must always be within the PDB-defined aircraft
speed limits.
1.4.2.4 Holding Pattern Speeds
The holding pattern speed is the holding pattern speed constraint (if any), otherwise it will be the lowest of:
The speed constraint at the holding fix; or
The maximum holding endurance speed (HM Legs only); or
The green dot speed (HA Legs only).
NOTE: The maximum holding endurance speed is only computed for manually terminated holds and
once the hold becomes active, corresponds to the current aircraft configuration speed extracted
from the PDB.
1.4.2.5 Speed Limiting
1.4.2.5.1 FMS Target Speed
The FMS Target Speed prompt will display the following speeds at 3L or 4L, depending upon the page:
• LIM SPD when the current FMS target speed is outside of the Performance Database (Vmo/MMO and
Vmin) speed limits.
• SPD REST when the current FMS target speed is being limited in climb while below the climb speed
restriction altitude.
• REST SPD when the current FMS target speed is being limited while in cruise climb below the descent
restriction altitude.
• CRZ SPD during a cruise climb while targeting the cruise speed.
The target speed is displayed in reverse video white on the active Climb, Cruise, Descent, Approach or RTA
(Progress 3/4) pages.
1.4.2.5.2 Predicted Speeds
A PRED SPEED LIMITED message is raised against any predicted speeds that will fall outside of the
Performance Database (Vmo/MMO and Vmin) speeds.
The limited speeds will be displayed in amber:
• On the LEGS page if it is a waypoint speed constraint that is unachievable; and/or
• On the PROFIILE page to represent unachievable constraint and/or target speeds.
Page F-14
August 17, 2010
1.4.3 Waypoint Altitude Constraints
Waypoint altitude constraints may be assigned to any waypoint in the lateral flight plan:
• Assigning an altitude constraint that is above or below the planned Cruise Altitude at a cruise waypoint will
result in a Pre-Planned Step Climb or Step Descent point being inserted into the vertical profile:
• Multiple Step Climbs/Descents can be defined
• Recommended step altitudes received from dispatch can be entered as altitude constraints.
NOTE: Cruise altitude constraints that fall within 50 nm of the planned Top-of-Descent may not be
accounted for in the vertical profile.
• If the generated vertical profile is problematic or violates a waypoint altitude constraint, the following
messages may be raised:
• CLB PATH UNACHIEVABLE
• DES PATH UNACHIEVABLE
• CLB IN DES NOT ALLOWED
• If any of these messages is raised:
• The lateral and/or vertical flight plan should be modified in order to generate a vertical profile that respects
the aircraft operational limits and meets all constraints; or
• ATC should be advised that clearance cannot be met.
NOTE: Refer to Appendix E for message details and suggested resolution for each message.
Manual entries of speed and altitude constraints are only allowed on the LEGS page. The crew
cannot modify an altitude/speed constraint on the VNAV PROFILE page.
The following example illustrates the display format of an unachievable climb waypoint altitude constraint:

CRZ ALT MAX AT (INTC)
FL240 FL400 15000A
MFUEL SPD TO (INTC)
280/.780 2308.4z/3.9nm
SPD REST ERROR
250/10000 2890LO/ 4LONG
{SCHED ENGINE OUT}

PROFILE}
CLB PATH UNACHIEVABLE
Page F-15
August 17, 2010
1.4.4 Waypoint Time Constraints (RTA)

RTA WPT RTA
MLN 2055.0z
RTA CRZ SPD DIS
.575 406nm
REC TO UTC
1942.7z 1930.9z
ETA TO MLN
2043.1z
FIRST -TO WINDOW- LAST
1934.3z 1951.1z
A time constraint [1R] can be assigned to a single Cruise or Descent waypoint [1L] using the RTA PROGRESS
3/4 page:
• Only the planned Cruise speed schedule [2L] is adjusted to meet the RTA.
• An RTA can be entered while on-ground or while airborne. If the RTA is achievable:
• While on ground, a recommended takeoff time is displayed at [3L].
• The earliest and latest times that will permit the aircraft to respect the waypoint time constraint are
displayed at [5L] and [5R].
• An RTA UNACHIEVABLE message will be raised if the entered RTA cannot be met.
NOTE: Refer to the Required Time of Arrival in Cruise sub-section for additional details.
1.4.5 Vertical Profile Verification
1.4.5.1 TAKEOFF REF page
Before takeoff, go to the TAKEOFF REF page to ensure that:

• The entered takeoff speeds and the reduced takeoff thrust are consistent with the takeoff gross weight.
• The V1, V2 speeds entered on the MCDU are consistent with the V1, V2 symbols displayed on the PFD. For
VR, refer to the Note below. The PFD display is illustrated below.
• The reduced takeoff thrust (De-rate or Flex) displayed on the primary field of view is consistent with the
entered value
NOTE: V2, the reduced takeoff thrust, the departure runway elevation and the thrust reduction height
impact the computed vertical profile. The FMS assumes that a speed of V2+10kts will be flown
up to the Acceleration Altitude.
VR is displayed on the PFD only during the takeoff ground run.
Page F-16
August 17, 2010
V2 indication
210 210
V1 indication
VR indication
1.4.5.2 CLB page
Before takeoff, verify the Climb portion of the computed vertical profile using the CLB page:
• Planned Cruise Altitude at [1L]
• Planned Climb speed schedule at [2L]
• Departure airport speed restriction at [3L]
• Next Climb Waypoint Altitude Constraint at [1R] (if applicable else T/C altitude is displayed) and predicted
undershoot error [3R] if the constraint cannot be met (if applicable)
• Predicted Time/Distance to the Waypoint displayed at [1R].
NOTE: In the event that an altitude constrained climb waypoint is displayed at [1R] instead of the T/C,
the predicted Time and Distance to the T/C can be verified using the [6R] field of the
PROGRESS 1/4 page.
1.4.5.3 LEGS page

The LEGS page displays the predicted target speed (or speed constraint) and predicted crossing altitude (or
altitude constraint) for each waypoint of the lateral flight plan except altitude-terminated waypoints.
ACT RTE 1 LEGS 1/4

324` crs nm
( 899) 899A
324` crs 3.79nm
TOU /o 250/ 4454
r117` hdg 5.12nm
(INTC) 280/ FL143
086` crs 26.2nm
FINOT .575/ FL240
085` 36.6nm
AFRIC .575/ FL240
{RTE 2 LEGS LEGS ETA}
Page F-17
August 17, 2010
Before takeoff, verify the following vertical profile elements displayed on the LEGS page(s) (the PROFILE page
can also be used for this purpose depending upon the configured page layout):
• Waypoint altitude constraints and predicted crossing altitudes
• Waypoint speed constraints and predicted target speeds
NOTE: if any altitude or speed constraints are displayed in Amber, perform the required lateral and/or
vertical flight plan change to correct the problem.
1.4.5.4 PROFILE Page
The PROFILE page is accessible via any VNAV page (CLB, CRZ, DES, APPR or GO AROUND) and identifies
all climb and descent waypoints, as well as any altitude-constrained cruise waypoints and all pseudo-waypoints
(T/C, S/C, S/D, T/D, E/D) associated with the computed vertical profile.
The title field of each pseudo-waypoint displayed on the PROFILE page displays the following data:
• The along-track distance (in nm) to the pseudo-waypoint from the previous lateral flight plan waypoint (if
one exists), otherwise :
• The along-track distance (in nm) to the pseudo-waypoint from the aircraft’s present position
The title field of any altitude-constrained cruise waypoint following the first step point in the flight plan (S/C or
S/D) displays the along-track distance (in nm) between the step point and this cruise waypoint.
Actual distance between the current aircraft position and the next pseudo-waypoint is also displayed on the
VNAV and PROGRESS pages. Pseudo waypoints are superimposed over the flight plan map on the EFIS ND.
VNAV PROFILE 1/2

-- 20.6nm FROM PPOS --
(T/C) 280/ 15000
-- 10.4nm FROM FUL01 --
(S/C) .573/ 15000
-- 4.6nm FROM S/C --
FUL02 .575/ 18000 {
-- 1.8nm FROM FUL03 --
(T/D) 280/ 18000
-- 44.9nm FROM FUL03 --
(E/D) 192/ 3923
{CLIMB DES FORECAST}
Page F-18
August 17, 2010
Following a missed approach or with a very short route, the lateral flight plan may not be long enough to allow a
climb to the cruise altitude followed by a descent to the destination. In this case a truncated profile is generated
with a climb profile only. No predictions are provided beyond the Top of Climb. Once the aircraft reaches the
cruise altitude a cruise and descent profile will be generated.
NOTE: The Green arrow displayed at [3R] indicates that there is an altitude and/or speed constraint on
the waypoint. Pressing the LSK next to the arrow toggles the display between target
speeds/crossing altitudes and speed/altitude constraints for all waypoints displayed on the
PROFILE page(s).
Before takeoff, it is recommended to verify the computed vertical profile using the PROFILE page. Check if any
of the following elements are displayed in amber:
• Predicted Vertical Path Angle (VPA) inbound to each waypoint or pseudo-waypoint (not applicable for T/D,
S/C or S/D):
• Predicted Vertical Speeds (ft/min) inbound to each waypoint or pseudo-waypoint (not applicable for T/D,
S/C or S/D) required to fly the predicted VPA at the predicted target speed:
• Predicted Crossing Altitudes
• Predicted Target Speeds
NOTE if any of these elements are displayed in Amber, perform the required lateral and/or vertical
flight plan change to correct the problem.
1.4.6 Preparation for Takeoff
After the lateral flight plan and the performance initialization data has been entered, verify the elements of the
lateral flight plan and of the computed vertical profile.
If an RTA has been assigned to a waypoint, the FMS-estimated Takeoff Time should be consulted using the
RTA PROGRESS 3/4 page.
1.5 Takeoff
1.5.1 Takeoff Speed
The speed V2 is displayed on the PFD as the magenta M-shaped target speed bug located on the speed scale
along with the magenta target speed readout located above the speed scale.
1.5.2 Thrust Reduction from Takeoff Thrust to MCL
Upon the airplane reaching the Thrust Reduction Height, the primary field of view displays visual cues that the
crew should reduce thrust from takeoff thrust to MCL.
NOTE: At the Thrust Reduction Height, the TO mode annunciation on the FMA is flashing.
Page F-19
August 17, 2010
1.5.3 Transition to Climb Phase
At the Acceleration Height, the FMS will command acceleration to the climb target speed (Refer to Climb section
for additional details).
1.6 Climb
The CLB page is used to monitor all Climb-related parameters.

CRZ ALT MAX AT T/C
FL240 FL400 FL240
MFUEL SPD TO T/C
280/.780 2322.4z/0.4nm
SPD REST
250/10000
{SCHED ENGINE OUT}

PROFILE}
1.6.1 Speed Restrictions/Constraints
The FMS-commanded climb target speed will account for the departure airport Speed Restriction; all climb
waypoint speed constraints and the planned Climb speed schedule.
NOTE: All speed constraints propagate down so all constraints ahead of the aircraft in climb will be
honored.
1.6.2 Situational Awareness in Climb
If an ATC clearance limits the climb to an altitude lower than the altitude constraint at a climb waypoint, it is
important to maintain climb situational awareness to avoid inadvertently violating the altitude constraint.
This can be done by forcing a re-computation of the vertical profile and then verifying the updated waypoint
crossing altitude on the PROFILE page.
NOTE: An immediate re-computation of the vertical profile can be performed by simply pressing [LSK
1L] twice from the CLB page and then EXEC.
Page F-20
August 17, 2010
1.6.3 Unachievable Waypoint Altitudes in Climb
If the FMS predicts, based on current aircraft Vertical Speed and Distance to Go, that the aircraft will not reach
an altitude within 150 ft of the altitude constraint associated with the active climb waypoint:
• An UNABLE ALT CONSTRAINT message is raised
• The unachievable altitude constraint is displayed in amber on the CLB page

CRZ ALT MAX AT (INTC)
FL240 FL400 15000A
MFUEL SPD TO (INTC)
280/.780 2308.4z/3.9nm
SPD REST
250/10000
{SCHED ENGINE OUT}

PROFILE}
UNABLE ALT CONSTRAINT
1.6.4 Open Climb Guidance
During Climb, the FMS transmits to the Autopilot system and displays on the PFD a target speed; the airplane
tracks and holds the FMS-commanded target speed. This climb strategy is known as “Open Climb” guidance.
NOTE: Although the FMS-commanded climb target speed respects all waypoint speed constraints, it is
the responsibility of the flight crew to ensure that the aircraft respects all waypoint altitude
constraints during climb.
During Climb, the FMS will continue to manage the climb target speed regardless of the selected lateral mode
(e.g.: LNAV or HDG modes).
CAUTION: The FGCP altitude must always be set to the altitude of a climb waypoint altitude that constrains
the climb path (e.g. an AT, or AT OR BELOW constraint); otherwise the aircraft will continue to
climb towards the FGCP altitude and may therefore violate the altitude constraint.
NOTE: A CHECK SELECTED ALT alert message will also be raised if the FGCP altitude is set above
an AT, or AT OR BELOW or upper limit of a WINDOW climb waypoint altitude constraint, and
the aircraft has reached an altitude where the start of capturing the altitude constraint would
normally be commanded.
Page F-21
August 17, 2010
1.6.5 Engine Out in Climb
The engine-out detection and alerting is performed automatically; ENGINE OUT alert message is raised.
The crew confirms and manually activates engine-out by pressing the ENGINE OUT prompt, and confirming the
activation by pressing the EXEC key.
During engine out climb, the FMS provides speed guidance at either the Green-Dot or LRC speed depending
upon the crew selection.
The crew can manually de-activate engine-out by pressing the CANCEL E/O prompt in the engine-out climb
page, and confirming the activation by pressing the EXEC key.

CRZ ALT MAX AT T/C
FL350 FL400 FL350
MFUEL SPD TO T/C
280/.780 1612.0z/25.8nm
SPD REST
250/10000
{SCHED ENGINE OUT}

PROFILE}
To activate an FMS E/O in CLIMB:

1. Press the ENGINE OUT prompt [5R] from the CLB page.
The displayed VNAV page automatically changes from CLB to E/O CLB.
The active E/O sub mode is displayed at [2L]
The FMS-computed maximum one-engine stabilizing altitude is displayed at [1R].
The FMS-computed one-engine Net Ceiling altitude is displayed at [2R].
No change in vertical guidance occurs until the FMS E/O mode is activated by pressing the [EXEC] key.
2. Press the EXEC key to confirm the engine-out mode.
Green Dot speed is the commanded target speed at [2L].
Active VNAV phase is CLIMB, VNAV page 1/5 is E/O CLB.
Page F-22
August 17, 2010
ACT E/O CLB 1/5

FL350 FL298
215 FL263
{CANCEL E/O
NO PROFILE
To de-activate an FMS E/O in CLIMB:

1. Press the CANCEL E/O prompt [4L] from the E/O CLB page.
The displayed VNAV page automatically changes to the CLB page.
No change in vertical guidance occurs until the FMS E/O mode is de-activated by pressing the [EXEC] key.
2. Press the EXEC key to confirm the cancellation of the engine-out mode.
All-engines operative Cruise guidance resumes.
A transition from E/O in CLIMB to Engine-Out Cruise mode occurs upon capturing the selected altitude
• The VNAV page title automatically changes to E/O CRZ.
• The FMS commands Green Dot or LRC speed depending on crew selection.
NOTE: “NO PROFILE” indicates no vertical profile is computed during FMS engine-out climb mode and
consequently, access to the PROFILE page is forbidden from all pages where it is normally
permitted.
1.6.6 FGCP Speed Intervention in Climb
The FMS uses the FGCP-selected CAS or MACH to calculate ETAs, while assuming the crew will revert to
FMS-computed speed when:
• Sequencing the next speed-constrained waypoint, or
• Aircraft is at or above the departure airport speed restriction altitude,
• Switching to Cruise, or
• Entering or exiting a hold other than an altitude-constrained hold, or
• Reaching the FMS crossover altitude.
Page F-23
August 17, 2010

CRZ ALT MAX AT T/C
FL240 FL400 FL240
MFUEL SPD TO T/C
280/.780 2322.4z/0.4nm
SPD REST
250/10000
{SCHED ENGINE OUT}

PROFILE}
NOTE: The target speed displayed in reverse video remains derived from the FMS. This is the speed
the aircraft will revert to if the AUTO pushbutton is pressed.
1.6.7 Level Off in Climb
An intermediate level-off can be initiated at any time during climb in order to comply with a climb waypoint
altitude constraint or at an ATC clearance altitude:
Set the FGCP pre-selected altitude to the desired altitude.
To resume the climb after laterally sequencing the altitude-constrained waypoint (or when cleared by ATC),
raise the FGCP pre-selected altitude to the next cleared altitude and push the selector knob.
1.6.7.1 Level Holding in Climb
To perform a level holding pattern while in climb:

1. Determine the hold type (e.g. Manually-terminated or Altitude-terminated) by accessing the HOLD page.
2. If the hold is manually-terminated, set the FGCP pre-selected altitude to the holding fix altitude. If required,
a deceleration will automatically occur prior to entering the hold. The speed will be maintained unless a new
speed is manually entered while in the hold either on the HOLD or LEGS pages.
3. If the hold is altitude-terminated, no pilot action is required. The current climb speed will be maintained and
the aircraft will continue to climb.
4. If a deceleration is required, the FMS will compute a deceleration segment before entering the hold pattern.
5. Upon exiting a hold with a current FMS commanded speed, the FMS commands an acceleration to the
original climb schedule speed.
NOTE: The Holding Pattern type can be viewed on the HOLD page [6L] field (e.g. EXIT TYPE =
MANUAL/AT TGT ALT/ONCE).
1.6.8 Altimeter Setting Effect on Climb Profile
Selection of the STD altimeter setting will automatically update the display format of any altitude constraint or
crossing altitude between the current altitude and the transition altitude from MSL to FL (if applicable).
Page F-24
August 17, 2010
1.6.9 Change in Cruise Altitude during Climb
During climb, selection of an FGCP pre-selected altitude that is above the current Cruise Altitude will
automatically:
• Update the Cruise Altitude to the FGCP-pre-selected altitude without requiring confirmation (e.g. no EXEC
key press is required nor is pushing the FGCP altitude selector knob required)
• Initiate a re-computation of the vertical profile.
• The autopilot system will not climb to the new cruise altitude if the pre-selected altitude knob was not
pushed.
1.6.10 Vectored Off Lateral Path during Climb
If, during climb, the aircraft is vectored off the flight plan lateral path by ATC (e.g.: HDG SEL mode), the climb
target speed will be maintained until the cruise altitude is captured.
1.6.11 Parallel Offset during Climb
If, during climb, the aircraft is flying a defined lateral offset (LNAV mode engaged), the climb target speed will be
maintained until the cruise altitude is captured.
1.6.11.1 Transition to Cruise Phase
To achieve the transition from Climb to Cruise at the planned cruise altitude, set the FGCP altitude to the FMS
Cruise Altitude.
A transition from Climb to Cruise will occur when the aircraft is within 150 ft of the CRZ ALT. Upon this
transition, the displayed VNAV page will automatically change from the CLB to CRZ page.
Anticipation of the predicted Climb to Cruise transition is available via the following cues:
• Top-of-Climb symbol displayed on the ND
• ETA and Distance to the Top-of-Climb displayed on the CLB [2R] and PROGRESS 1/4 [6R] pages
• PFD FMA transition from CLB to ALT*
Page F-25
August 17, 2010
1.7 Cruise
The CRZ page is used to monitor all Cruise-related parameters and to access the DEScent FORECAST page.
CRZ ALT MAX
FL350 FL400
MFUEL SPD
.745
{SCHED ENGINE OUT}

{DES FORECAST PROFILE}
1.7.1 Cruise Winds
The vertical profile and associated trip predictions are adjusted based on a blending of current and forecast
cruise winds.
If entered, the forecast waypoint winds (up to 4 levels) on the LEGS WIND page(s) are used, otherwise the CRZ
WIND entered on the PERF INIT page at [3R] is used for the entire cruise phase.
NOTE: Refer to Section 5 – ENROUTE for information on 4-level wind entry and wind blending.
1.7.2 Maximum Altitude
The FMS computes an indication of altitude performance for the planned flight that is based on aircraft gross
weight, temperature and speed:
• The Maximum altitude corresponds to a 1.3 g buffet-limited altitude and is displayed on the CLB and CRZ
pages.
Page F-26
August 17, 2010
1.7.3 Cruise Flight Level Change
1.7.3.1 Step Climb and Step Descent
As many pre-planned step climbs or step descents as desired can be entered into the active flight plan, both
while on-ground and in-flight. Entry of such pre-planned step altitude changes cause re-computation of the
vertical profile and associated predictions.

CRZ ALT MAX AT LOG01
FL350 FL400 FL380
MFUEL SPD TO STEP
.738 1832.2z/192nm
{SCHED ENGINE OUT}

To insert a pre-planned Step Climb or Step Descent into the active flight plan:
1. On the LEGS page, enter an altitude constraint at the desired cruise waypoint that is greater (S/C) or
lower (S/D) than the Cruise Altitude.
2. If an existing flight plan waypoint is not located sufficiently close to the desired step altitude change
location, insert an along-tack waypoint and assign an altitude constraint to this waypoint (Refer to
Section 5 ENROUTE for information on along-track waypoints).
Once in cruise, prepare to climb or descent at the first pre-planned step altitude change by raising/lowering the
FGCP altitude to the planned step altitude.
Upon arriving at the step point, push the pre-selected altitude knob to have the airplane climb or descent to the
step altitude.
NOTES:
• The step climb is a performance climb while the step descent is an idle-thrust descent. Both are flown at the
cruise speed.
• It is recommended not to make FGCP altitude changes (SEL ALT) while the FMS FPLAN is in the MOD-
ified state.
• A CHECK SELECTED ALT message will be raised at 10 nm prior to the step point if the FGCP selected
altitude is not within 150 ft of the planned step altitude.
• Pre-planned Step Climbs/Descents cannot be inserted into the active flight plan if the step point is within 50
nm of the predicted Top-of-Descent.
Page F-27
August 17, 2010
1.7.3.2 Immediate Climb in Cruise
ACT CRZ CLB 1/5

CRZ ALT MAX AT T/C
FL370 FL400 FL370
MFUEL SPD TO T/C
280/.780 1738.3z/7.4nm
SPD REST
250/10000
CRZ SPD
.752
{SCHED ENGINE OUT}
PROFILE}
When an immediate climb in cruise is initiated by raising the FGCP-selected altitude and pushing the selector:
• The aircraft will climb to the FGCP-selected altitude at the current cruise speed.
• The displayed VNAV page automatically changes to the CLB page and the page title changes to CRZ CLB.
• The Cruise Altitude will automatically be updated to the FGCP altitude for the Active or Modified route
(whichever is displayed).
• The vertical profile will automatically be recomputed to account for the new cruise altitude.
NOTE: A CHECK CRUISE TEMP message will be raised as a result of a cruise climb if a manually
entered cruise temperature was associated with the previous Cruise Altitude.
1.7.3.3 Immediate Descent in Cruise
ACT CRZ DES 2/5

CRZ ALT MAX
FL350 FL400
MFUEL SPD
.777
{SCHED ENGINE OUT}

Page F-28
August 17, 2010
If the aircraft is located before 50nm from the T/D, when an immediate descent in cruise is initiated by lowering
the FGCP-selected altitude and pushing the selector:
• The aircraft will descend to the FGCP-selected altitude.
• The CRZ page title automatically changes to CRZ DES.
• The Cruise Altitude will automatically be updated to the FGCP altitude for the Active or Modified route
(whichever is displayed).
• The vertical profile will automatically be recomputed to account for the new cruise altitude.
• The CRZ ALT can also be manually changed before selecting a new FGCP altitude. However, the aircraft
will not descend until the FGCP altitude is lowered and the FGCP pre-selected altitude knob is pushed.
When this action is performed, the autopilot engages the DES mode.
If the aircraft is within 50nm of the T/D:
• Lowering the FGCP altitude will preselect a new selected altitude (the current cruise altitude remains
unchanged and the aircraft remains level).
• Pressing the VNAV push-button on the FGCP, arms the VNAV mode of the autopilot.
• There are three operational options:
• If the crew presses the DES NOW prompt on the MCDU, the autopilot engages the VNAV mode and the
aircraft starts descending;
• If the crew pushes the FGCP altitude selector, the autopilot engages the DES mode and the aircraft starts
descending;
• If the aircraft sequences the T/D, the airplane starts descending and the VNAV mode engages.
1.7.4 Engine Out in Cruise
The engine-out detection and alerting is performed automatically; ENGINE OUT alert message is raised
The crew manually activates engine-out by pressing the ENGINE OUT prompt in the cruise page and confirms
the activation by pressing the EXEC key.
During engine out cruise, the FMS provides speed guidance at either the Green-Dot or LRC speed depending
upon the crew selection.
Predictions of the estimated time enroute (ETE) and distance to reserves are displayed.
The crew can manually de-activate engine-out by pressing the CANCEL E/O prompt in the engine-out cruise
page.
NOTES:
• The activation/de-activation of FMS E/O mode can be performed manually at any time while in Cruise
regardless of the automatic detection of an E/O condition.
• The FMS ignores FGCP-selected speed if engine out is active.
Page F-29
August 17, 2010

CRZ ALT MAX
FL350 FL400
MFUEL SPD
.770
{SCHED ENGINE OUT}

To activate engine out in cruise:

1. Press the ENGINE OUT prompt [5R].
The displayed VNAV page automatically changes from CRZ to E/O DD.
The active E/O target speed is displayed at [2L].
The engine-out stabilizing altitude is displayed at [1R].
The engine-out net ceiling altitude is displayed at [2R].
No change in vertical guidance occurs until the FMS E/O mode is activated by pressing the [EXEC] key.
2. Press [EXEC] key to confirm the engine out event.

Green Dot (default) or LRC speed is the commanded target speed depending on selection made at [2L].
To de-activate engine out in cruise:

1. Press the CANCEL E/O prompt [4L] from the E/O DD page.
The displayed VNAV page automatically changes to the CRZ page.
No change in vertical guidance occurs until the FMS E/O mode is de-activated by pressing the [EXEC] key.
2. Press the [EXEC] key to confirm de-activation of the engine out.
All-engines operative Cruise guidance resumes.
Page F-30
August 17, 2010
1.7.4.1 Green-Dot or LRC speed E/O Drift Down (DD)
The green dot speed is the default engine out target speed upon crew activation of the engine out event.
MOD E/O CRZ 2/5

FL350 FL239
222 FL195
ETE RSRV
22+41.4
DIS RSRV
8669nm
{SCHED
{ERASE PROFILE}
The engine out stabilizing altitude value [1R] is highlighted to indicate the drift down target altitude
Set the FGCP-selected altitude to the engine out G-Dot altitude
Press the EXEC key to confirm engine out event
The airplane initiates the engine out drift down at green dot speed;
This ensures the minimum rate of descent for the current conditions.
ACT E/O DD 2/5

FL350 FL239
222 FL195
DRIFT DOWN
00+09.2/ 69nm
DD FUEL
{CANCEL E/O 63kg
{SCHED
PROFILE}
NOTE: Trip predictions are based on the assumption that the crew will command a Drift Down to the
CRZ ALT at Maximum Continuous Thrust (MCT).
If drift down at a faster descent rate is desired, toggle SCHED prompt [5L] to go to the E/O SCHED page.
Page F-31
August 17, 2010
MOD E/O SCHED 1/1

SPD SCHED
}GREEN DOT
LRC
{ERASE E/O DD}
1. On the E/O SCHED page, press LRC SPD prompt [2L] .

The line title toggles to LRC SPD.
2. Press the E/O D/D prompt LSK [6R] to confirm the change.
Set the FGCP-selected altitude to the engine out LRC ceiling altitude
The airplane initiates the engine out drift down at LRC speed down to the engine out LRC ceiling.
ACT E/O DD 2/5

FL350 FL239
LRC SPD LRC CEILING
260 FL195
DRIFT DOWN
00+02.3/ 10nm
DD FUEL
{CANCEL E/O 23kg
{SCHED
PROFILE}
The VNAV page title automatically changes to E/O DD.

• The CRZ ALT is automatically updated to the FGCP-selected altitude.
• The FMS commands LRC speed.
NOTE: Trip predictions are based on the assumption that the crew will command a Drift Down to the
CRZ ALT at IDLE thrust.
Page F-32
August 17, 2010
1.7.4.2 Green Dot E/O Cruise
ACT E/O CRZ 2/5

FL350 FL239
G–DOT LRC CEILING
222 FL195
ETE RSRV
22+35.9
DIS RSRV
{CANCEL E/O 8634nm
{SCHED
PROFILE}
A transition to E/O Cruise mode occurs as soon as the selected altitude is captured during the Green Dot E/O
Drift-Down.
• The VNAV page title automatically changes to E/O CRZ.
• The FMS commands Green Dot speed
CAUTION: If the FGCP-selected altitude is above the engine-out Green dot Altitude [1R], the aircraft may not
be able to maintain this altitude.
1.7.4.3 LRC E/O Cruise
ACT E/O CRZ 2/5

FL350 FL239
LRC SPD LRC CEILING
260 FL195
ETE RSRV
23+16.7
DIS RSRV
{CANCEL E/O 7218nm
{SCHED
PROFILE}
Page F-33
August 17, 2010
A transition to E/O Cruise mode occurs as soon as the CRUISE altitude is captured during the LRC E/O Drift-
Down.
The VNAV page title automatically changes to E/O CRZ.
• The FMS commands LRC speed.
CAUTION: If the FCP-selected altitude is above the engine-out LRC ceiling, the aircraft may not be able to
maintain this altitude at LRC speed.
1.7.5 FGCP Speed Intervention in Cruise
The FMS uses the FGCP selected CAS or MACH for calculating cruise trip predictions, while assuming the crew
will revert to FMS-computed speed when:
• Switching to Descent, or
• Entering or exiting a hold other than an altitude-constrained hold.

CRZ ALT MAX
FL350 FL400
MFUEL SPD
.790
{SCHED
NOTES:
• The target speed displayed in reverse video remains derived from the FMS.
• For accurate profile calculation over long cruise segments, select a new FMS cruise speed or
use MACH cruise speed segments instead of using FCGP Speed intervention.
Page F-34
August 17, 2010
1.7.6 Required Time of Arrival in Cruise
If a time constraint is assigned to a Cruise or Descent waypoint, the FMS will command a Cruise target speed
that meets the Required Time of Arrival (RTA) within 30 seconds of the desired time. To assign an RTA to a
waypoint:
1. Enter the desired waypoint at [1L] from the RTA PROGRESS page.
2. Enter the Required Time of Arrival at [1R].
3. Press [EXEC].
RTA WPT RTA
MILPA 2125.0z
RTA CRZ SPD DIS
.760 123nm
UTC
2100.0z
ETA TO MILPA
2125.7z
FIRST -RTA WINDOW- LAST
2122.4z 2130.0z
When an RTA is active, RTA speed will display on the CRZ page at 3L.
ACT RTA CRZ 3/4

CRZ ALT MAX
FL350 FL390
MFUEL SPD
.787
RTA SPD
.760
{SCHED ENGINE OUT}

Page F-35
August 17, 2010
• During Cruise, the RTA-based cruise target speed may be adjusted if the predicted ETA at the RTA
waypoint falls outside an acceptable RTA threshold. This target speed adjustment may be the result of
actual winds or temperatures which differ from the predicted values.
• An RTA UNACHEIVABLE message will be raised if the aircraft cannot meet the RTA within the displayed
RTA window, or enters a holding pattern while an RTA is active.
• The RTA-based cruise target speed will automatically be cancelled if:
• A new cruise target speed is manually entered.
• The aircraft enters a holding pattern.
NOTES:
• RTA is applicable to cruise and descent waypoints only. Climb waypoints cannot be assigned an RTA.
When an RTA is assigned to a descent waypoint, only the cruise target speed will be modified to achieve it;
the climb and descent target speeds are not affected.
• The RTA target speed is limited within a certain margin included in the airplane speed envelope.
• The RTA target speed will be re-activated on exit from the holding pattern (if applicable).
• Meeting the RTA within 30 seconds of the desired time is dependent on the accuracy of the forecast cruise
and descent winds.
• The RTA may not be respected if any lateral/vertical flight plan changes are made during the descent phase
of flight since the descent target speed will not change to meet the RTA.
• The activation of an RTA speed will override an FGCP selected speed and an active RTA speed will ignore
the selection of an FGCP speed. The FMS prediction will be based on the RTA cruise target speed even if
the FGCP speed intervention is active during cruise.
1.7.7 Cruise Constant Speed Segments
Constant speed segments can be created, for example, for ATC spacing during trans-oceanic cruise. A
segment (entered in MACH or IAS) assigned to a cruise waypoint on the LEGS page propagates to following
cruise waypoints, and ends at a cruise waypoint with an existing speed constraint, or the T/D anticipation point.
A constant speed segment becomes active and is maintained once the starting waypoint is laterally sequenced,
until any of the following occurs:
• entering a new manual speed; or
• deleting the speed at a waypoint; or
• a holding pattern becomes active or is exited; or
• a transition to descent occurs.
To assign a cruise constant speed segment to a waypoint:
1. Enter the desired cruise constant speed at the waypoint on the LEGS page.
2. In the example below, a speed of MACH 0.77 is desired from waypoint SCR06 onward.
Enter .77/ at [1R] to enter the constant speed segment starting waypoint.
3. Press [EXEC].
Page F-36
August 17, 2010
ACT RTE 1 LEGS 2/4

093` 300nm
SCR06 .770/ FL350
098` 300nm
SCR07 .770/ FL350
103` 300nm
SCR08 .770/ FL350
106` 310nm
ERAKA .770/ FL350
135` 548nm
LOGAN .680/ FL264
{RTE 2 LEGS LEGS ETA}
The constant speed segment in the above example continues until the T/D anticipation point before waypoint
LOGAN, where a change from Cruise to Descent ends it.
NOTES:
• The starting constant speed segment waypoint speed is displayed in a large green font. Subsequent
waypoint speeds display in a large white font.
• MACH speeds will be rejected if they are entered on a climb or descent waypoint or a vertical profile has
not been generated
• Valid MACH speeds for constant speed segments will not be converted to IAS below the cross-over
altitude.
1.7.8 Holding in Cruise
ACT RTE 1 HOLD 1/1

FIX SPD/TGT ALT
MILPA 250/
TURN DIR FIX ETA
}RIGHT 0116.5z
INBD CRS HOLD TIME
261` 03+51.0
1.5min/--.-nm 250kt
EXIT TYPE STATUS
MANUAL IN PROGRESS
{NEW HOLD EXIT HOLD}
Page F-37
August 17, 2010
For holding patterns during cruise:

1. Prior to entering the hold the FMS commands a level deceleration, prior to entering the hold, to a speed
constraint (if one exists); otherwise, to a green dot speed. This speed will be maintained unless a new
speed is manually entered while in the hold either on the HOLD or LEGS pages.
2. Upon exiting a hold, the FMS commands an acceleration to the original cruise schedule speed.
3. Fuel predictions will be updated.
1.7.9 Preparation for Descent
The DES FORECAST pages are used to enter the Destination airport information (page 1/2) and Forecast
Descent Winds (page 2/2). The FMS uses the following data to compute the vertical profile:
1. Forecast descent winds can be entered for up to 4 different flight levels/altitudes. Forecast winds are
blended with current wind during the descent.
2. The descent profile is adjusted based on the destination airport forecast altimeter setting. This entry
reduces VDEV sudden changes when the altimeter is changed from STD to the local altimeter setting
during descent through the transition level.
3. Transition level.
4. Destination airport temperature. Entry of a negative temperature (below 0ºC – limited to -55ºC) causes
temperature correction of approach transition and approach waypoint altitude constraints, crossing altitudes
and the MDA/DA.
DES FORECAST 1/2 DES FORECAST 2/2
LFBO TEMP LFBO QNH ALT WIND
+15`C 28.80inhg{ FL330 220$/050kt
TRANS LVL CORRECTION
FL180 QNH{ FL260 200$/040kt
LDG ELEV
497 ft FL210 180$/035kt
12000 190$/025kt
PROFILE} PROFILE}
NOTES:
• If no temperature entry is performed, an ISA deviation of 0 at the destination airport is assumed.

• An UNABLE TEMP COMP ALT message will be raised if at least one temperature compensated waypoint
altitude is higher than the lowest non-temperature compensated waypoint altitude.
• Positive temperature entries are used for profile generation but do not temperature-compensate the
waypoint altitude constraints.
• Refer to the Descent section Altimeter Setting Effect on Descent Profile sub-section for additional details
concerning these fields.
Page F-38
August 17, 2010
CAUTION: If a forecast local barometric setting value is not entered, a violation of altitude constraints may
result during the descent.
1.7.10 Descent Trajectory Check
Prior to initiating the descent, it is important to review the computed descent trajectory to ensure the consistency
and reasonableness of the FMS-computed descent profile and predictions.
Verify the descent profile using the following pages:
1. DES page
If the approach has not yet been loaded, verify the E/D distance and height from the destination airport.
2. LEGS and PROFILE page(s)
Ensure that no waypoint constraint anomalies exist, as indicated by a speed or altitude field displayed in
Amber.
3. PROGRESS 1/4 page
Verify the ETA and Distance to the Top-of-Descent.
NOTE: The T/D point shown on the PROGRESS page and the ND map display corresponds to the
interception of the descent path and the cruise altitude.
1.7.11 Transition to Descent Phase
The FMS automatically transitions to Descent mode at the Top-of-Descent anticipation point, and the DES page
is automatically displayed if a VNAV page was previously displayed (if another page was displayed, pressing the
VNAV key accesses the DES page).
The Top-of-Descent anticipation point corresponds to:
• The start of the vertical transition path that captures the descent trajectory; or
• The planned deceleration point if a deceleration to the planned descent speed is required.
The vertical deviation pointer comes into view on the PFD and its numerical value on the MCDU DES page.
The vertical deviation error function is to indicate the airplane’s position relative to the vertical path during
descent.
NOTES:
• When within 50Nm from the T/D, the crew must Arm the VNAV mode through the FGCP VNAV push
button. The FMA displays ALT in green and VNAV is displayed in cyan. VNAV mode will engage when the
FMS switches into the descent phase of flight.
• When a deceleration is required, the FMS will transition to Descent mode as soon as the level deceleration
begins, however the FMS will only command a descent at the start of the vertical transition path.
• A CHECK SELECTED ALT message is raised at 10 nm prior to the T/D anticipation point if the selected
altitude is not at least 150 ft lower than the cruise altitude.
• Vertical Deviation relative to the descent path is displayed starting at the T/D anticipation point.
• The autopilot FMA transitions from ALT to VNAV when the VNAV mode engages. The auto-thrust FMA
indicates THRUST or SPEED depending whether the descent path is a performance path or a GPP path.
Page F-39
August 17, 2010
1.8 DESCENT
The DES page is used to monitor all Descent-related parameters.

E/D(kt/nm) AT E/D
207/ 8 207/ 4638
MFUEL SPD TO E/D
.780/280 2023.0z/92.1nm
SPD REST WPT / ALT
240/10000 E/D/ 4638{
V/B V/S
4.1 3258
FPA VDEV
{SCHED 2.4 50
PROFILE}
1.8.1 Descent Target Speed
The FMS-commanded descent target speed will account for the arrival airport speed restriction, all descent
waypoint speed constraints and the planned descent speed schedule.
1.8.2 Path Descent Guidance
The FMS manages the Descent path using vertical speed-controlled vertical guidance also known as “Path
Descent”.
The FMS commands a vertical speed computed to capture and track the descent path.
The FMS commands IDLE thrust on performance descent paths and SPEED on geometric point to point (GPP)
paths.
If the FMS detects the airplane current speed below a certain threshold, it commands the Auto-thrust system to
advance the throttle levers from the IDLE position.
The FMS determines and displays the deceleration point ahead when the airplane must slow down.
NOTE: During descent on a steep GPP path, the displayed deceleration point may not ensure the
required deceleration; the crew should monitor the airplane speed under these conditions.
Page F-40
August 17, 2010
1.8.3 Early Descent
MIN FUEL DES 3/5

E/D(kt/nm) AT E/D
205/ 8 205/ 4672
MFUEL SPD TO T/D
.780/280 1912.6z/8.8nm
SPD REST WPT / ALT
240/10000 E/D/ 4672{
V/B V/S
FPA
{SCHED
DES NOW}
An Early Descent can be initiated once the aircraft is within 50 nm of the predicted Top-of-Descent point. To
execute an Early Descent:
1. Arm the VNAV mode through the FGCP VNAV pushbutton. The FMA will display ALT in green and VNAV in
cyan.
2. Lower the FGCP selected altitude below the current cruise altitude.
3. Press the DES NOW prompt which appears at [6R] of the DES page and then [EXEC].
The VNAV mode of the Autopilot system will engage and the airplane will start descending. The FMS
commands the transition to descent at a fixed rate of descent.
Vertical Deviation increases as the aircraft approaches the predicted T/D and then decreases as the aircraft
converges to the descent path.
1.8.4 Late Descent
A late descent becomes necessary if the aircraft has passed the Top-of-Descent without descending. This
happens if the FGCP pre-selected altitude is not dialled down prior to the T/D; however, the vertical deviation
error continues to display the error with respect to the descent path and, in this case, shows an increasing
positive error (airplane above path).
E/D(kt/nm) AT E/D
205/ 8 205/ 4672
MFUEL SPD TO E/D
.780/280 1933.9z/70.1nm
SPD REST WPT / ALT
240/10000 E/D/ 4672{
PATH SPD V/B V/S
.800 4.6 3737
FPA VDEV
{SCHED 4.1 5230
PROFILE}
Page F-41
August 17, 2010
To perform a Late Descent:

1. Lower the FGCP selected altitude below the cruise altitude. The FMA displays ALT in green;
2. Engage VNAV mode through the FGCP VNAV pushbutton. The FMA displays VNAV in green.
The VNAV mode of the Autopilot system will engage and the airplane will start descending. The FMS transitions
to Late Descent mode and commands acceleration to a speed that is higher than the planned descent target
speed, in order to expedite convergence to the descent path. When VDEV becomes less than 150 feet, the FMS
transitions to descent mode and maintains the descent target speed.
NOTE: During a late descent the FMS respects all waypoint speed constraints.
1.8.5 Impact of Flight Plan Changes
Any change to the flight plan causes re-computation of the descent trajectory. Consequently, when a flight plan
change is EXEC-uted, a VDEV jump may occur.
1.8.6 Descent Situational Awareness
1.8.6.1 Impact of Lateral Leg Type on Vertical Deviation
Vertical Deviation is normally computed as the difference between the aircraft altitude and the predicted altitude
at the current position except for the following leg type:
• For a hold that has an altitude constraint that is lower than the holding fix (entry) point,, VDEV is referenced
to the altitude constraint that terminates the hold. This can result in a VDEV jump when sequencing to and
from these legs.
1.8.6.2 Descent Page [3R]/[4R][5R] Fields
Data fields [3R], [4R] and [5R] of the DES page provide the crew with quick-reference vertical situational
awareness information regarding the aircraft’s present position relative to a selected waypoint or the ground
distance to reach a reference altitude at the current vertical speed:
1. [3R] is filled by default with the next altitude-constrained descent waypoint and crossing altitude, but any
on-route or off-route waypoint and altitude can be manually entered.
The Vertical Bearing (V/B) and Vertical Speed (V/S) fields at [4R] display the estimated vertical bearing and
required vertical speed on a direct path from current aircraft position to the crossing altitude at the waypoint
displayed at [3R]. FPA corresponds to the current Flight Path angle of the aircraft. FPA and VDEV (if any) is
displayed at [5R] corresponds to the current Flight Path angle of the aircraft and any vertical deviation from
the computed path.
2. Press [3R] to toggle the display to the reference altitude. [3R] is filled by default with the current FGCP
selected altitude, but any altitude can be manually entered.
[4R] displays an estimate of the ground distance to reach the reference altitude under current conditions.
Page F-42
August 17, 2010

E/D(kt/nm) AT E/D
207/ 8 207/ 4638
MFUEL SPD TO E/D
.780/280 2046.2z/52.1nm
SPD REST REF ALT
240/10000 3000{
DIST ALT
56.9nm
FPA VDEV
{SCHED 3.1 0
PROFILE}
1.8.7 Speed Constraints in Descent
Once a waypoint with a speed constraint has been sequenced in descent, the FMS will never target a speed
greater than the waypoint speed constraint, unless a transition to climb or cruise is initiated or the aircraft is
above path.
If the aircraft is not yet at the airport restriction speed when approaching the speed restriction altitude, the FMS
will command an automatic level off at the speed restriction altitude until the speed restriction is attained. The
descent will automatically resume once the deceleration is complete.
NOTE: When above the path, the FMS will never command a speed target 10 knots greater than the speed
constraint or the selected speed restriction. It is the pilot’s responsibility to configure the aircraft to recapture the
path.
CAUTION: Upon resuming the descent after level-off at the speed restriction altitude, the airplane may not re-
capture the descent path. The crew must ensure altitude constraints are honored by appropriate
setting of the pre-selected altitude.
1.8.8 Un-planned Level-Off in Descent
An intermediate un-planned level-off can be initiated during descent in order to comply with a waypoint altitude
constraint or an ATC clearance:
1. Set the FGCP pre-selected altitude to the required altitude.
Upon reaching the capture range of the FGCP altitude, the autopilot engaged mode changes from VNAV to
ALT.
To resume the descent after laterally sequencing the altitude-constrained waypoint (or when cleared by ATC),
lower the FGCP selected altitude to the next desired altitude and re-engage VNAV.
NOTE: A CHECK SELECTED ALT message is raised if VNAV is re-engaged and the FGCP selected
altitude is not set to the next desired altitude constraint, where the descent path will continue
once the waypoint is sequenced.
Page F-43
August 17, 2010
1.8.9 Planned Level-Off in Descent

If the descent path contains level segments (e.g. determined by waypoints with the same altitude constraints)
the FMS will capture and hold the level segment of the descent trajectory.
In this case, the engaged mode of the autopilot remains VNAV.
1.8.10 Unachievable Waypoint Altitudes in Descent
If the FMS predicts, based on current ETE, Distance to Go and the maximum achievable vertical speed for the
current conditions, that the aircraft will overshoot the next descent altitude constraint by more than 150 ft:
• An UNABLE ALT CONSTRAINT message is raised
• The unachievable altitude constraint is displayed in amber on the DES page, the PROFILE page and on the
LEGS page
• A predicted waypoint crossing altitude is displayed in white at [3R] on the DES page and on the PROFILE
page with the associated waypoint.
NOTES:
The message is inhibited if the aircraft is not in clean configuration.
The crossing altitude displayed at 3R is not the same as the one on the Profile page when the UNABLE
ALT CONSTRAINT message is raised.
1.8.11 Protection of Altitude Constraints in Descent
If the FMS predicts, based on current aircraft conditions, that the aircraft will undershoot the next descent
altitude constraint by more than 150 ft:
• The FMS commands a level off at the altitude constraint
• The FMS resumes normal descent once the constrained waypoint has been sequenced
1.8.12 Holding in Descent
During descent, if a holding pattern is part of the flight plan, a deceleration will be commanded if required prior to
sequencing the holding fix for the first time.
On a performance path, the FMS commands speed on thrust before leveling off at the hold fix crossing altitude.
Upon commanding a hold exit, the holding pattern speed is maintained until the re-capturing the performance
path. An acceleration is initiated if the descent target speed is greater than the holding target speed. If a
deceleration from the holding speed to the descent speed is required, the FMS commands this once the holding
fix has been sequenced. Speed on pitch resumes when the vertical speed corresponds to the performance path.
The VDEV is displayed relative to the current holding fix crossing altitude while the hold is in progress.
Page F-44
August 17, 2010
1.8.13 Engine out in Descent
Future Growth
1.8.14 FGCP Speed Intervention in Descent
The FMS uses the FGCP selected CAS or MACH for the computations of the ETA predictions, while assuming
the crew will revert to FMS-computed speed when:
• Altitude is less than the destination airport speed restriction altitude, or
• Entering or exiting a hold, or
• Reaching the FMS crossover altitude, or
• Reaching E/D.
E/D(kt/nm) AT E/D
207/ 8 207/ 4638
MFUEL SPD TO E/D
.780/280 2023.0z/85.0nm
SPD REST WPT / ALT
240/10000 E/D/ 4638{
V/B V/S
3.9 3140
FPA VDEV
{SCHED 3.0 0
PROFILE}
NOTES:
• The target speed displayed in reverse video remains derived from the FMS.
• The FGCP selected speed has no effect on the descent profile, which remains frozen. Additional
thrust or drag may be required to remain on the calculated descent path.
1.8.15 Altimeter Setting Effects on Descent Profile
The descent path is constructed based on the assumption that the forecast local baro-setting entry (from the
DES FORECAST 1/2 page) will be set accordingly using the altimeter at or before the transition level is reached.
1. The transition from STD to QNH or QFE altimeter setting causes re-computation of the descent
vertical profile if:
• The QNH setting or its equivalent value for a QFE entry on the altimeter is different from
the forecast QNH entry or its equivalent for an QFE entry; or
• The transition level is below the airport speed restriction altitude, any altitude-constrained
waypoint or the End-of-Descent point.
Page F-45
August 17, 2010
NOTE: A VDEV jump may then occur caused by the difference between the forecast and actual local
barometric setting.
1. The transition to local altimeter setting will also change the display format from FL to MSL (if
applicable) of the altitude constraint or crossing altitude of any waypoint between the current
altitude and the transition level. The display of the TRANS LVL [2L] on the DES FORECAST
1/2 page will also be blanked.
2. If the Forecast altimeter setting value is changed during the descent, the predicted crossing
altitudes at the descent waypoints may also change.
3. Any subsequent change to the altimeter BARO setting will force a re-computation of the vertical
profile.
4. If QFE is selected on the Cockpit Display System (CDS) control panel:
• The altitude constraints and crossing altitudes on the MCDU are displayed in MSL format
below TL and FL format above TL
• The FMS next altitude constraint displayed on the PFD is corrected for the airport elevation.
CAUTION: If a forecast local baro-setting value has been entered and the actual local barometric setting is not
selected before descending through the transition level, a violation of altitude constraints may
result.
1.8.16 End-of-Descent
The vertical flight phase transitions from Descent to Approach at the End-of-Descent pseudo-waypoint. If an
approach procedure is loaded in the active flight plan, the E/D is located at a pre-defined along track distance
from the FAF.
If no approach is loaded and there is no altitude-constrained waypoint between the E/D and the runway, the E/D
is located at a pre-defined distance and height (AGL) from the runway threshold; otherwise the E/D is located a
pre-defined distance from the altitude-constrained waypoint.
The FMS computes a pre-defined target speed at the E/D based on the predicted landing weight, and will
command a deceleration to this speed before reaching the E/D.
NOTE: The pre-defined E/D speed and location can be modified at anytime from [1L] of the DES page.
The E/D speed is limited to the minimum envelope speed.
Page F-46
August 17, 2010
1.8.17 Approach Preparation
The APR REF pages display reference data related to the approach.
VORD07L APPR REF 1/2

VREF1 LDG CONF
211kt FULL{
VREF2 MIN BARO
191kt 700ft
VREF3 MIN RADIO
149kt
APPR Vls APPR WIND
128kt 100`/10kt
Vapp
137kt
{APPROACH INIT/REF}
VORD07L APPR REF 2/2

VFE NEXT
155KT
ACCEL HT
3014ft
THR RED HT
1514ft
{APPROACH INIT/REF}
Preparation for the approach should occur before the E/D is sequenced and can be performed using first the
APPR REF 1/2 page:
1. Select the planned Landing Configuration (FULL or CONF3 ) at [1R].
2. Enter the MIN BARO (MDA-DA) [2R] or MIN RADIO (DH) [3R] based on the selected approach type.
3. Enter the approach wind [4R].
4. Verify the consistency of the FMS-computed Approach Reference Speeds (VREFx VLS) [1L, 2L, 3L and 4L
respectively].
NOTE(S): Before the E/D, the predicted values of the approach reference speeds are computed based on
the airplane predicted landing weight.
Passed the E/D, the approach reference speeds are computed based on the airplane current
gross weight and configuration.
The approach reference speeds can be manually modified if required.
5. Verify the consistency of the FMS-computed Final Approach Speed (VAPP) displayed at [5L].
Page F-47
August 17, 2010
NOTE: VAPP is computed and can be modified if required. Before the E/D, it is based on the predicted
landing weight, planned landing configuration and entered approach wind correction. After the
E/D is based upon current weight and landing configuration.
6. On the APPR REF 2/2 page, enter the destination airport Thrust Reduction [3R] and Acceleration [2R]
heights in preparation for a potential missed approach.
1.8.18 Transition to Vertical Approach
The FMS automatically transitions to the vertical approach mode when the End-of-Descent is sequenced. The
active VNAV page automatically transitions to the APPR page; otherwise pressing the [VNAV] key displays the
APPR page.
1.8.19 Transition to Cruise or Climb from Descent
To transition to cruise or climb while still in descent (before the E/D), enter a new cruise altitude on the PERF
INIT [1R], CLB [1L] or CRZ [1L] pages.
The appropriate active VNAV mode (e.g. Climb or Cruise) will be recomputed based on the current aircraft
altitude, the new cruise altitude and the lateral flight plan.
1.9 Approach
The APPR page is used to monitor all Approach-related parameters. The FGCP pre-selected altitude is ignored
by the Autopilot system if the FMS enters in the lateral approach phase of flight and the APP push-button is
pressed on the FGCP. Note that, in this case, LNAV APP and VNAV APP modes are engaged and displayed in
green color in the FMA.
ACT VORD32L APPR 4/5
MIN BARO AT MD32Lmap
800 ft 673
V_e/d TO MD32Lmap
206kt 2124.6z/5.3nm
HEADWIND CROSSWIND
0kt L0kt
XTK VDEV
R0.03nm 10
RNP/ANP
0.30/0.00nm
{APPR REF PROFILE}
Page F-48
August 17, 2010
1.9.1 Final Approach Path
The Final Approach path is computed as a geometric vertical path from 50 feet above the runway threshold to
the computed crossing altitude at the FAF.
VDEV
FAF
50 FT VER
TIC
MINIMUM ALTITUDE RESTRICTION AL
PAT
H
RWY
MDA WPT
VPA TCH = 50 FT
RUNWAY
THRESHOLD
ELEVATION 0101031
Figure 1-1 Vertical Approach Mode Vertical Path
NOTE: The FPA of the final approach segment extracted from the NDB may lead to the FAF crossing
altitude exceeding the FAF altitude constraint.
Page F-49
August 17, 2010
1.9.2 Target Speed
The target speed field title and the associated target speed displayed at [2L] on the APPR page will change as
the aircraft configuration is changed during the approach.
Condition Airplane [2L] Field Target speed Notes

Configura Title
tion
Prior to Target speed at the E/D from It is the same as the E/D
sequencing PDB based upon estimated speed displayed at [1L] on
CONF 0 V_E/D
the E/D point landing weight and Conf 0 the DES page.
(Clean)
After the E/D Target speed at E/D from PDB

has been based on current gross weight
CONF 0
sequenced and Conf 0
(Clean) V_E/D
CONF1 VREF1 Target speed from PDB based on

current gross weight and Conf 1
CONF2 VREF2 Target speed from PDB based on

current gross weight and Conf 2
CONF3 VREF3 Target speed from PDB based on If the planned landing
current gross weight and Conf 3 configuration is FULL.
VAPP VAPP from PDB If the planned landing

configuration is CONF3.
FULL VAPP VAPP from PDB Irrespective of the planned

landing configuration.
Any time Any MAN SPD Manually-entered target speed Overrides the computed
target speed for the
current configuration.
The FMS-computed Final Approach target speed (VAPP) is derived from the RRJ Performance Data Base (PDB).
NOTE(S): The current Approach target speed will also be updated in the waypoint speed fields on the
LEGS page as the configuration changes.
An approach speed related message VAPP DISAGREE will be raised during FMS synchronized
operations, if the on-side and off-side Final Approach Speed differs by 2 knots or more for at least 5
seconds.
Page F-50
August 17, 2010
1.9.3 Vertical Deviation
If the crew conducts a GPS-overlay Non Precision Approach (NPA), the vertical deviation error remains in view
on the MCDU and the primary field of view down to the runway threshold.
If the crew conducts an ILS or MLS approach, the FMS-driven vertical deviation display on the MCDU and PFD
is removed upon sequencing the Final Approach Fix (FAF).
CAUTION: On an NPA, the display of vertical deviation will be blanked and the VNAV mode will disengage if
the position integrity requirements for the approach phase of flight are not met at 2 nm before the
FAF or the crew initiated missed approach.
NOTE: When the position integrity requirements for the approach phase of flight are not met, the lateral
flight phase remains TERMINAL. In this case, the HSI displays TERM.
1.10 Transition to Go Around
ACT GO AROUND 5/5

CRZ ALT
~~~~~
FMS SPD ACCEL HT
222kt 3000ft
SPD REST THR RED HT
240/10000 1500ft
FLAP RETR
180kt
SLAT RETR GREEN DOT
170kt 210kt
PROFILE}
In the event that a Missed Approach is initiated before or after the End-of-Descent:
1. The FMS commands a new Green Dot target speed.
2. The active VNAV page automatically transitions to the GO AROUND page; otherwise pressing [VNAV]
automatically displays the GO AROUND page.
3. The cruise altitude is cleared.
4. The FMS automatically reselects the active approach procedure into the active flight plan.
Page F-51
August 17, 2010
NOTES:
• The remaining waypoints of the active approach procedure (including missed approach) are
retained and the whole procedure (including missed approach) are appended at the end of the
active flight plan proceeded by a discontinuity
• Any selected STAR transition, STAR or approach transition are deselected
• AT, AT or Below and Between altitudes below the current aircraft altitude in the original
procedure are converted to At or Above constraints and displayed as manually entered altitude
constraints
• Any speed constraints are removed from the original approach procedure
• The new lateral flight plan must be long enough to allow the climb to the new cruise altitude and
descent back to the airport. If, due to icing or other constraints, the cruise altitude must be set
to a higher altitude and this is not possible, the FMS will lower the cruise altitude to 1500 feet
below the highest altitude that can be reached (rounded down to the closest 500 ft multiple)
and raise a “CRZ ALTITUDE LOWERED” message. If the climb cannot reach the minimum
cruise altitude, a NO CRUISE – VNAV LOST message will be raised. Under these
circumstances, it may be necessary to extend the lateral flight plan by adding temporary
waypoints, with the concurrence of ATC.
• The climb, cruise and descent target speeds will be limited to the airport speed restriction as
long as the aircraft remains below the airport speed restriction altitude and within 30 nm of the
airport.
• The FMS will continue to command a new Green Dot target speed and keep the GO-AROUND
page active, until a new cruise altitude is entered.
1.11 Post-Landing Phase
After landing, the FMS automatically deletes all VNAV-related parameters, or resets them to default values (e.g.:
CRZ ALT cleared), when both of the following conditions are met:
• The aircraft has been on the ground for two minutes AND
• Both engines have been shut down for at least 15 seconds.
1.12 Second Route
No vertical profile and associated predictions are computed for the Second route (e.g. the inactive flight plan).
These computations are only performed when the Second route is activated (refer to Section 5 – Enroute (Route
2 Option) for activation details).
The Second route can be activated at any time in order to perform a last-minute change in the selected arrival
procedure or runway, or to activate a flight plan to divert to an alternate airport (refer to next section):
1. Activate the second route.
The second route is converted into the MODified route. All VNAV performance parameters (CRZ ALT, weights,
speeds, etc.) are copied from the “old” (currently active - e.g.: RTE1) route to the “new” (modified - e.g.:
RTE 2) route. These parameters are then used to generate the vertical profile for the second route.
2. Verify the resulting vertical profile and predictions, then press [EXEC] to activate the new flight plan.
Page F-52
August 17, 2010
1.13 Diversion to Alternate
Diversion to an alternate airport can be planned using either the Modified ACT-ive route or the Second route
function.
Modified route:
1. Update the active flight plan destination airport, approach procedure and/or
speed/altitudes. This results in the automatic computation of the vertical profile for the
diversion to the alternate.
2. Verify the lateral flight plan and vertical profile and predictions, then press [EXEC] when
cleared to the alternate by ATC.
Second route (refer to previous section):
1. Prepare the flight plan to the alternate airport using the Second route function.
2. Activate the Second route to generate a new vertical profile in the Modified route.
3. Verify the resulting vertical profile and predictions, then press [EXEC] when cleared to the
alternate by ATC.
Page F-53
August 17, 2010
Page F-54
August 17, 2010

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LIST OF EFFECTIVE PAGES

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1 - Introduction 1-i Aug 17/10

2 - CMA-9000 FMS Control and Display 2-i Aug 17/10

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5 - Enroute (cont’d) 5-33 Aug 17/10

6 - Arrivals 6-i Aug 17/10

7 – Approach 7-i Aug 17/10

8 - Post-Flight Procedures 8-i Aug 17/10

9 - Direct-To/Intercept 9-i Aug 17/10

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10 - Holding Pattern Navigation 10-i Aug 17/10

11 - Tactical Functions 11-i Aug 17/10

12 -Navigation Sensors 12-i Aug 17/10

13 -CMA-9000 FMS Pages - Radio Tuning 13-i Aug 17/10

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13 -CMA-9000 FMS Pages - Radio Tuning (cont’d) 13-10 Aug 17/10

14 -Performance Functions 14-i Aug 17/10

15 - RNP Capability 15-i Aug 17/10

16 –MCDU Functions 16-i Aug 17/10

17 - Abnormal Procedures 17-i Aug 17/10

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Appendix A - CMA-9000 VNAV RRJ Display Pages - Detailed Descriptions

Appendix B - Navigation Leg Type Definitions B-i Aug 17/10

Appendix C - Navigation Displays – EFIS C-i Aug 17/10

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Appendix C - Navigation Displays – EFIS (cont’d) C-7 Aug 17/10

Appendix E - System Messages and Remote Annunciators E-i Aug 17/10

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Appendix F - CMA-9000 FMS RRJ VNAV F-i Aug 17/10

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Appendix F - CMA-9000 FMS RRJ VNAV (cont’d) F-39 Aug 17/10

Index IND-i Aug 17/10

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