FMS Guide PDF

THIS DOCUMENT IS FOR SIMULATION USE ONLY.
1
TABLE OF CONTENTS
OVERVIEW ·················································· 6
INTRODUCTION ························································ 6
OVERVIEW ······························································· 7
OPERATIONS ··············································· 8
FMS OVERVIEW ························································ 8
FLIGHT PHASES ······················································ 10
DUAL MODE ··························································· 12
STANDBY OPERATION ············································ 13
NAVIGATION ·························································· 14
GUIDANCE ······························································ 17
SOFTWARE AND DATABASE ···································· 19
MCDU DISPLAY L AYOUT ········································· 20
MCDU DATA ENTRY ················································ 21
I N I T · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 23
F-PLN INIT ····························································· 23
WEIGHT INIT ·························································· 26
FUEL INIT ······························································· 31
COMPANY ROUTE SELECTION ································· 33
THIS DOCUMENT IS FOR SIMULATION USE ONLY. 2

TABLE OF CONTENTS
M E N U · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 34
MENU ···································································· 34
R E F · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 36
REF INDEX ······························································ 36
NEW WAYPOINT ····················································· 37
DEFINED WAYPOINT ··············································· 40
WAYPOINT ····························································· 42
CLOSEST AIRPORTS ················································ 43
POS REF ································································· 44
IRS/GNS POS ·························································· 46
IRS STATUS ···························································· 48
DOCUMENTARY DATA ············································· 50
A/C STATUS (PAGE 1) ············································· 51
A/C STATUS (PAGE 2) ············································· 53
MAINT ··································································· 54
SENSOR STATUS ····················································· 55
F I X · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 56
FIX INFO ································································ 56

TABLE OF CONTENTS
D I R I N T C · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 58
DIR INTC ································································ 58
T O / A P P R · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 60
TAKEOFF ································································ 60
APPROACH ····························································· 64
GO AROUND ··························································· 67
F - P L N · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 69
ACT F-PLN (PAGE 1) ··············································· 69
ACT F-PLN (PAGE 2) ··············································· 72
LAT REV ································································· 73
DUPLICATE NAMES ················································· 75
SID ········································································· 76
STAR ······································································ 78
APPR TRANS ·························································· 80
AIRWAYS ································································ 81
HOLD ····································································· 83
VERT REV ······························································· 86
N A V R A D · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 89

TABLE OF CONTENTS
NAV RAD ································································ 89
P E R F · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 91
CLB ········································································ 91
CRZ ········································································ 94
DES ········································································ 96
THRUST LIMITS ······················································ 99
P R O G · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 102
PROGRESS ···························································· 102

INTRODUCTION
This document is designed to assist you in operating the Flight Management
System (FMS) in the TFDi Design 717, and provides operating
recommendations to help keep your flights as functional and stable as
possible. Included are written descriptions and diagrams, where applicable,
of the FMS and relevant indications.
A complete write-up of the 717’s systems is included as a separate

document.

OVERVIEW
OVERVIEW
This portion of the document exists to demonstrate the functions and
characteristics of the FMS (Flight Management System) simulated within the
TFDi Design 717. The FMS installed in this aircraft can be used for various
activities such as flight planning, navigation, performance management,
airplane guidance and even the progress of the current flight.
The key role of the FMS is to provide a flight management function to the
crew operating the aircraft driven through two VIA (Versatile Integrated
Avionics) computers and two MCDU ’s (Multifunction Control and Display
Unit’s) installed in the left and right side of the forward pedestal.
The FMS functionality is calculated by the FCP (Flight Control Panel) on the
glareshield, pilot input within the MCDU, various flight controls settings, and
other necessary data needed for standard flight operations. The progress of
the flight is monitored through the MCDU and the EIS (Electronic Instrument
System).
After pilot input, the FMC (Flight Management Computer) then generates a
flight plan from the ICAO entered as the origin and the ICAO entered as the
destination. The FMC will then guide the aircraft throughout the waypoints
calculated while also taking into account provided roll, pitch, speed and
thrust commands to the FCC (Flight Control Computers).

FMS OVERVIEW
The FMS supplies guidance and control to the aircraft through the following
control modes:
• NAV – Lateral Navigation Guidance
• PROF – Vertical Profile Control
• FMS SPD – Optimum Speed Control
The FMS data translates to the autopilot/flight director through steering

commands and target limits. The FMS supplies the following:
• Autopilot and flight director takeoff and go -around references.
• Variable bank angle limit control (in AUTO position).
• V MIN bank angle limiting data.
• ILS LOC ONLY mode selection.
• VOR mode selection (option).
• V MIN speed and thrust limiting data.
All generated data, command line entries, and performance data are
displayed on the MCDU. Each flight mode contains its own page(s) that can
be found within the MCDU.
Other functions of the FMS include flight number identification,

initialization, position referencing, radio tuning, navigation reference,

OPERATIONS
performance, thrust limiting, takeoff, approach, go around, maintenance,

sensor data, route data, route legs, route progress, and standby operation.
The FMS requires electrical power to be supplied to the aircraft so the FMC
is able to operate. Disruption of electrical power supply to the FMS may
interrupt operation, but the FMS is able to store enough data so once
sufficient power is connected, the FMS is able to recover.

OVERVIEW
FLIGHT PHASES
The many phases of flight include the vertical profile and speed modes,
PROF and SPD respectively. As stated in the introduction, the FMC takes this
information into account along with the FMS as it will supply lateral
navigation guidance to follow the waypoints along the route provided by
pilot input.
The flight may be divided into a multitude of categories or phases labeled as

PREFLIGHT, TAKEOFF, CLIMB, CRUISE, DESCENT, APPROACH, and DONE (FMC
Reset).
While the PREFLIGHT phase is in sequence, the following must be done to

complete this phase:
• Review configuration and FMC navigation data.
• Enter origin/destination, cruise altitude(s), flight number and cost index

provided in dispatch sheet.
• Enter weight and fuel.
• Align the IRS.
• Enter provided flight route including runway, SID (Standard Instrument

Departure) and transition, and if required, speed, altitude, and time
restrictions.
• Confirm provided V Speeds or enter them manually.
• Select ECON or pilot-defined flight phase speed.
• Tune to appropriate frequencies for departure
The TAKEOFF phase leads up to the acceleration altitude. PROF, FMS SPD,
and NAV modes are normally engaged at or above 400ft. Thrust is reduced
automatically at the thrust reduction altitude. Optionally, PROF mode may

OVERVIEW
be armed on the ground and will engage at 400 feet as expected.
The CLIMB phase leads from the acceleration altitude to the T/C for the
cruise flight level entered on the F-PLN INIT page located on the MCDU.
During CLIMB, FMS SPD/PROF climb mode, when engaged, do the following:
• Supply guidance for acceleration of the airplane when above speed

restriction.
• Observe speed/altitude restrictions that have been entered/stored in the

FMC database.
• Supply speed and altitude targets for the AFS (Auto Flight System).
The CRUISE phase is then initiated at the T/C point and extends to the T/D
(Top-of-descent). Functionalities included within the CRUISE phase are step
climbs as well as en route descents. In order for a step climb to work
correctly, a new target altitude must be set on the FCP. During en route
descents, this function is initiated by flight level change or vertical speed
mode, in which a new cruise flight level must be entered into the MCDU.
The DESCENT and APPROACH phases are then initiated from T/D or at a
point where the pilot manually starts the descent with a flight level change
or V/S mode is engaged. At this point the FMS will the calculate the
appropriate point in which the aircraft should start its descent and then the
descent will be initiated given the altitude has been lowered on the FCP and
PROF, FMS SPD modes are engaged. Upon descending to the destination,
when the ILS (Instrument Landing System) localizer and glideslope are
intercepted NAV and PROF mode will be terminated. In the event where a
missed approach is executed, NAV and PROF mode can be engaged to
automatically fly the MAP (Missed Approach Procedure) indicated on the ND
(Navigation Display). After landing and engine shutdown, the FMC goes
through the DONE phase, which resets its state.

OPERATIONS
DUAL MODE
The FMS is able to operate in multiple forms of instances given there is
sufficient power provided to the FMC. Under normal conditions, an FMC
operates in unison with the other which is known as DUAL mode. During
this mode, the FMC will be able to take data entries from either MCDU. The
crew is also able to view different pages shown on the MCDU and fill out the
required entry slots for standardized flight. The other forms of modes the
FMS operates under are listed as INDEPENDENT and STANDBY modes. Either
of those modes will be triggered under abdominal conditions such as
insufficient power to the bus supplying power, disconnection of external
power with no other source of connection, or a failure that would reduce the
electrical power needed to have the FMC function to its fullest capabilities.

OPERATIONS
S TA N D B Y O P E R AT I O N
In the event of an FMC failure or a need for standby operation, the pilot can
activate STANDBY mode. This is done by pressing LSK 1R on the MENU page.
STANDBY mode provides limited flight plan access, STANDBY PROGRESS,

and standby NAV RAD functionality. Images of some of these pages are
below.
When possible, the pilot can return the MCDU to standard operation by
pressing the LSK 1L on the MENU page.

OPERATIONS
N AV I G AT I O N
Airplane position and groundspeed is calculated based off of the location
and velocity data collected from the GNS.
As the aircraft continues through its scheduled route, the FMS references to
the aircrafts position in relation to stored navaids to tune into the nearest
VOR/DME stations to be able to form an accurate estimate of its current
location.
Navaids can be classified as a VOR, DME, VOR/DME, VORTAC, or LOC. The

process of selection between either are primarily chosen by the range of the
station and its relevance to the aircraft.
The way the aircraft is able to determine its location during initial cold -and-
dark start up is through the FMS through coordinates provided. The
navigation reverts to IRS update only when GNS is not available or engaged.
The various modes of the FMS speed calculation and performance used for
the aircraft vertical profile are categorized by the following:
• ECON (Economy) – ECON CLIMB/CRUISE/DESCENT phase airspeed is

calculated to obtain the minimum operating cost per mile traveled en
route based according to the entered cost index. Other data that is taken
into consideration is flight level, gross weight, and temperature.
• EDIT – This is created by pilot entry and allows manual control of CLIMB,
CRUISE and DESCENT speed.
• MAX CLB – This is data provided to the pilot to assist in providing the
optimum speed for the angle of climb used.
• MAX END – The max endurance speed is calculated by the best target

OPERATIONS
speed for minimum drag and maximum flight time.
• MAX DES – Max descent is based on operation at maximum flight speed.
Performance mode on the MCDU provides a various amount of information

useful to flight such as optimal speeds for flight, fuel consumption and gross
weight, predicted time for fuel by waypoint, predicted time to next
waypoint/destination, distance from current waypoint to the next, optimal
altitude, maximum altitude, and approach speeds.
Flight path predictions are calculated by the FMS using data such as origin -
to-destination course based on gross weight, cost index, predicted cruise
winds, constraints at waypoints, and modes indicated for climb, cruise,
descent and approach. Allowances for takeoff and acceleration required
between legs are factored in. These predictions are updated periodically
throughout the course of the flight to incorporate airplane performance and
groundspeed.
Descent path is calculated off of the assumption that thrust during descent
is at idle above the speed restriction for the altitude and slightly above idle
below this altitude. The calculation point starts at the destination airport
and backtracks to intersect the cruise altitude, creating what is known as the
T/D point.
Approach speeds are calculated using gross weight and deceleration

segments between configuration changes to arrive at the final approach
speed 1000ft above the destination airport. The VAPP (final approach speed)
accounts for 5 knots above 1.23 multiplied by the VREF. Alternatively, VAPP
can be changed by the pilot to account for discretion.

OPERATIONS
For the FMS to calculate accurately, fuel, weight, temperature, and center of
gravity values are needed.
The calculation for fuel and weight begins after engine start and is based on
tank readings and time integration of the fuel flow for each engine (FF+FQ).
Waypoints inserted into the FMS through the MCDU are displayed on the ND
(Navigation Display) map, and during descent, a vertical deviation indicator
is shown to present the pilot with any possible deviation from the indicated
path. The Flight Mode Annunciator is displayed on the Primary Flight Display
to aid the pilot into the correct track for descent.

OPERATIONS
GUIDANCE
As stated previously, there are three modes that are able to assist in optimal
performance during standard flight. These modes are known as NAV for
lateral guidance, and PROF for vertical guidance, and FMS SPD for speed/
thrust control. These modes can be engaged through the FCP.
While NAV mode is engaged, the aircraft will aid in lateral guidance through
the primary flight plan engaged in the FMS. The FMS compares the current
location along with the desired flight path and is able to command steering
to the auto pilot and flight director. At this point, the aircraft will then fly
along the desired path along with allowing the pilot to make direct
navigation from present location to any waypoint shown in the MCDU.
TAKEOFF, CLIMB, CRUISE, DESCENT and approach phases all require the use
of vertical guidance through the use of data entered into the FMS during
flight planning.
During CLIMB, the vertical profile is used by the AFS to control thrust based
on FMS thrust limits and speed targets. The aircraft will use climb thrust to
achieve the altitude constraint indicated. The aircraft will then level off at an
appropriate speed until the restriction is passed, at which point the aircraft
will continue to utilize climb limit thrust. In the event there are no
restrictions for speed, the FMS will utilize the selected performance mode.
Once cruise level is achieved, the FMS will maintain its current speed until
DESCENT phase has been initiated.
During the DESCENT phase, the FMS will cross reference waypoint altitude
and speed restrictions to be able to provide optimal descent performance.
The calculations for the optimal descent are based on the path to the first
altitude constraint assuming IDLE thrust and a descent gradient that

OPERATIONS
maintains the scheduled speed or speed restriction, also taking into account
for predicted wind conditions. During this phase, PROF mode controls the
aircraft pitch, while instructing the pilot to use the speed brake in order to
maintain speed if an unanticipated acceleration is to occur. If speed is to fall
under 10 knots of the target speed, the thrust will begin to advance to
achieve the speed indicated.

OPERATIONS
S O F T W A R E A N D D ATA B A S E
The following are brief descriptions of the FMS software functionalities:
• Navigation – Frequency autotuning, position, velocity, and wind data.
• Performance – Calculate trajectory, maintain guidance and control targets

by predicting flight path.
• Guidance – Finding flight path deviation and interacts with lateral

steering and control commands
• EIS – Presenting map and situation data for PFD and ND.
• MCDU – Records keystrokes and constructs flight plans.
• I/O - Processing received data and transmitted data.
The FMS uses the performance database to predict in -flight performance

and perform flight path and trajectory predictions.
Material stored in this database include accurate airplane drag, engine

model data, optimum speed data, maximum altitudes, and maximum/
minimum speeds for standard use relevant to the flight.

OPERATIONS
M C D U D I S P L AY L AY O U T

OPERATIONS
M C D U D ATA E N T R Y
Data must be entered into the scratchpad from left to right. After data entry
has been placed into the SP field, a LSK must be pushed in order for the
FMC to accept the value.
Data entry placed on either FMC will be transferred between both FMCs in
correlation to the corresponding LSK when inserted. In the event where both
MCDUs receive input, the master FMC assumes that it ’s input was recorded
first, thus inputting the recorded data into the LSK selected. This allows both
pilots to operate independently to speed up work flow during any phase of
flight.
Important MCDU data entry and display behavior is listed below.
• Certain areas of the MCDU will indicate an actionable item by placing an

asterisk adjacent to the line select.
• When available, the current sub-page and number of sub-pages available

will be displayed in the top right of the screen. Pressing the PAGE
function key will advance to the next page, or back to the beginning if
already on the last page.
• Many areas of the MCDU will display data as blank or as hyphens if the
FMC is unable to calculate the data currently. Areas that accept entry may
also be displayed as hyphens, boxes, or space between brackets if data
hasn’t been entered.
• Weight and temperature will be displayed and expected in the units

selected for the aircraft.
• Some areas may allow individual entry of multi -field data by preceding
the entry with a slash to access the second field.

OPERATIONS
• Altitude related data can be entered as either altitude or flight level. Data
is assumed to be a flight level if it is prefixed with FL or if it is entered as
1, 2, or 3 digits without an FL prefix.
• In many cases, modifications to default values or entries into optional

fields can be reset to default or cleared by entering CLR (accessed by
pressing the CLR key with a blank scratchpad) into the field.
• In most fields, speeds may be entered as either a Mach number or an

indicated airspeed.

F-PLN INIT
The “F-PLN INIT” page is utilized to input a multitude of data. In this
example, a sample of what the F-PLN INIT page would look like when the
data from the start of this section has been entered has been provided.
CO ROUTE (Company Route)

This allows the loading of a preset list of waypoints, known as a company
route. The data entry should be the name of the company route file without
its extension. Once filled out, pressing “1L” on the MCDU LSK’s will then
project a prompt for the file(s) found. Pressing the LSK adjacent to “INSERT”
will then accept the input and program it into the FMS.
FROM/TO
The departure and arrival airports must be entered here. Entering a
departure airport will cause the FMC to reset the flight plan and

INIT
performance data to allow a new flight to be inputted. Entries into this box
must be written as departure airport ICAO/arrival airport ICAO (for example,
“KATL/KJFK”).
ALTN ROUTE
An company route for the alternate route could be loaded here (not
simulated). A zero may be entered to disable ALTN entry for the flight.
ALTN
An alternate airport can be entered here.
LAT and LONG

The latitude and longitude of the IRS is displayed here. If an adjustment is
needed during alignment, this can be done by pushing the up and down
slew keys. If the GNS is valid, then the GNS position may be used for IRS
alignment.
When the IRS is ready for alignment, “INITIALIZE IRS*” will appear in place of
POS REF. Pressing 4R will initialize the IRS with the latitude and longitude
displayed.
FLT NO
The flight number can be entered here as a text value. This can be used to
help the crew recall the flight number and it will be displayed on the PROG
page.

INIT
POS REF
Pressing right line select 4 when “INITIALIZE IRS*” is not displayed will
access the POS REF page.
CRZ LEVEL
Entering at least one cruise altitude is required for initialization. If cruise
altitudes are low, the cruise speeds may be displayed in Mach on the FMA
and on the performance pages, even though the airplane is in normal IAS
range.
TEMP/WIND
This allows for temperature and wind entry to assist in performance
calculation (not simulated).
OPT/MAXFL
The current optimum and maximum operating altitude of the aircraft, based
on its current weight, will be displayed here.
CI (Cost Index)
The cost index is a relative representation of the value of time versus fuel.
This ranges from zero to several hundred. A cost index value of zero
instructs the aircraft to conserve as much fuel as possible at the expense of
time. As the value increases, more priority is given to time. Cost index is a
required field for performance calculation. Values between 0 and 80 are
more common for budget operators, whereas premium operators may use
values in excess of 100.

INIT
WEIGHT INIT
The “WEIGHT INIT” page can be located by returning to the “INIT” page and
then pushing the “PAGE” key on the MCDU. This page calculates and displays
various weight and fuel related information. The calculations of the FMS will
be in small font while the pilot entries will be in large font.
TAXI
Fuel reserved for taxi is displayed here. This value can be altered by pilot but
isn’t necessary. If no value is input, the FMS will default to 0.5. Input must
be entered as a weight in thousands. This field is hidden after engine start.
UFOB (Usable Fuel On Board)

Usable fuel on board is calculated by subtracting ballast fuel from the
current detected fuel quantity. This is not pilot alterable before engine start.
Before engine start, any calculations of weight already account for ballast
fuel (ZFW=TOGW+TAXI-BLOCK). The pilot is responsible for correcting the
weight data for ballast fuel where needed.

INIT
After engine start, this field is editable and can be used in conjunction with
the fuel flow integrator to sense fuel quantity.
BLOCK
BLOCK fuel weight is either entered by the pilot or calculated once TOGW,
ZFW, and TAXI data fields are entered manually. Alternatively, if the FMC
deems the UFOB acceptable and the scratchpad is empty, pushing the LSK
adjacent to “UFOB and BLOCK” will insert the UFOB value into the “BLOCK”
data field.
After engine start, this field will display the selected fuel quantity sensors
and its label will be removed. Entering “FF” will disable the fuel quantity
sensors and revert to fuel flow integration to determine current fuel level.
Entering “FQ” will disable the fuel flow integrator and revert to fuel quantity
sensors. Deleting the field will revert to the default fuel quantity sensing
system.
TRIP/TIME
The calculated trip fuel and time to the primary destination. This is not pilot
alterable.
TOGW (Takeoff Gross Weight)

Takeoff gross weight is either pilot-entered or calculated as the sum of
BLOCK and ZFW minus TAXI.
RTE RSV/%
This data field is the reserve fuel for the flight. This value can either be

INIT
entered by the pilot or a default value will be used. If left default, 5% of the
trip fuel will be considered reserve and displayed accordingly. Either a
weight or a percent may be entered, but not both.
BLST IN
Selected ballast fuel will be displayed here. This is not pilot alterable.
ZFW (Zero Fuel Weight)

Zero fuel weight is shown here. ZFW is the sum of the empty weight of the
aircraft and payload, or gross weight minus fuel weight.
Zero fuel weight can either be entered by the pilot or calculated by the FMC
from BLOCK, TOGW, and TAXI data entries. It is recommended this value is
input by the pilot. Pilot input of this field will permit the system to compute
the Takeoff Gross Weight (TOGW).
If values of ZFW, TOGW or (after engine start) GW are out of range, a

scratchpad message to that affect will be displayed. ZFW must contain the
ballast fuel weight if ballast fuel is to be carried on the flight.
ALTN
If an alternate airport has been specified, predicted fuel to the alternate
airport appears and is not editable. Otherwise, an alternate fuel can be
entered.
LW

INIT
This is the landing weight is calculated by the FMC using ZFW and the EFOB
at destination. This is not editable.
FINAL/TIME
This field is for fuel needed at least 1500 feet above the destination airport
for situations where there may be a hold if required. Either fuel or time may
be entered manually, but not both. If a value isn ’t entered manually, the FMC
will calculate the correct value.
TOCG (Takeoff Center of Gravity)

TOCG is a required entry and cannot be calculated automatically. The TOCG
is used to calculate stabilizer trim for departure. The accepted range is from
5.9 to 34.7.
EXTRA/TIME
This value is BLOCK fuel minus the sum of all fuel needed for flight. In the
event a negative number appears in this field, the fuel on board may not be
enough to satisfy the current flight as entered into the MCDU. This will
result in the “INSUFFICIENT FUEL” message appearing in the scratchpad. This
field is not editable.
ZFWCG (Zero Fuel Weight Center of Gravity)

This field allows entry of the ZFWCG. Accepted ranges are the same as
TOCG.
Data Entr y and Calculations

After the initial pilot entries have been made before engine start, edits of
weight data will result in another computation according to the following

INIT
rules:
• When ZFW is edited, TOGW is recalculated.
• When TOGW is edited, ZFW is recalculated.
• When BLOCK is edited, TOGW is recalculated.
• When TAXI is edited, the value displayed in small font (either ZFW,
BLOCK, or TOGW) is recalculated.
• When BALLAST is edited, UFOB is recalculated.

INIT
FUEL INIT
The “FUEL INIT” page is used to input ballast fuel or specify different fuel
properties. This page is not required for standard setup.
BLST FUEL
Ballast fuel is a denomination of fuel on the aircraft that is not intended for
use on that flight. This can help to avoid refueling aircraft the current leg.
The fuel entered here is it thousands.
BLST TANK
After the ballast fuel is entered, a field to enter which tank the ballast fuel is
in will appear. The only accepted input is “C” for center tank.
FUEL TYPE
By default, fuel type will be set to “JET A”. The following additional fuel
types can be entered/used: A, A1, B, 4 (JP4), 5 (JP5), 8 (JP8).

INIT
Freeze temperature may also be altered but will defaulted to the freezing
temperature of the fuel type selected.

INIT
C O M PA N Y R O U T E S E L E C T I O N
When a departure and arrival are entered, a company route search will be
performance. The page will display the departure and arrival airports as the
title and list any applicable company routes.
Company Route List

Pressing the left line select adjacent to the desired company route will insert
the respective company route into the appropriate location.

MENU
The MENU page offers an interface to access various pages of the MCDU.
FMC-1/2
This prompt will provide access to the respective FMC. If it has been
initialized, it will display “ACT”. If it requires initialization, it will display
“REQ” and the left line select 1 must be pressed before usage.
STANDBY NAV/RAD
When not in standby mode, pressing right line select 1 will activate standby
mode.

MENU
ACARS
Pressing left line select 2 will access the ACARS system (not simulated).
ADAS
Pressing left line select 3 will access the ADAS system (not simulated).
CFDS
Pressing left line select 4 will access the CFDS system (not simulated).
MAINT
Pressing right line select 5 will access the MAINT page.
RETURN
When applicable, pressing right line select 6 will return to the previously
accessed page.

REF INDEX
The REF INDEX page provides an interface to reach various miscellaneous
sections of the MCDU.
DEFINED WAYPOINT
Pressing left line select 1 accesses the NEW/DEFINED WAYPOINT page. This
page allows for management of pilot defined waypoints.
WAYPOINT
Pressing left line select 2 accesses the WAYPOINT page. This page allows for
lookup of a particular waypoint.
CLOSEST AIRPORTS
Pressing left line select 3 accesses the CLOSEST AIRPORTS page. This page

REF
displays closest airports and allows for airport position lookup.
NAVAID
Pressing right line select 3 accesses the NAVAID page (not simulated).
POS REF
Pressing left line select 4 accesses the POS REF page. This pages allows for
review of position sensing systems. The IRS/GNS POS and IRS STATUS page
are accessible from the POS REF page.
DOC DATA
Pressing right line select 4 accesses the DOC DATA page. This page allows
for review of the system time information.
A/C STATUS
Pressing left line select 5 accesses the A/C STATUS page. This page allows
for review of the software and databases.
MAINT
Pressing right line select 5 accesses the MAINT page. This page offers
various utilities.
SENSOR STATUS
Pressing left line select 6 accesses the SENSOR STATUS page. This page
allows for review of the IRU statuses.

REF
N E W W AY P O I N T
The NEW WAYPOINT page allows for creation of a custom waypoint by
latitude and longitude or place/distance/bearing.
IDENT
The name of the custom waypoint can be entered in. The maximum number
of characters allowed is 7.
LAT/LONG
The latitude and longitude of the waypoint can be entered in the same
format as entering a latitude and longitude as a waypoint.
PLACE/BRG/DIST
The location of the waypoint can be entered as a location a certain number
of miles at a certain distance from another location. This is entered as an
identifier, the bearing, and the distance of the new location. Either place,
bearing, and distance or latitude and longitude can be entered, not both.

REF
ENTER
Once a name and location have been entered, “ENTER” will appear on the
bottom right. Pressing the right line select 6 will enter the custom waypoint
and allow it to be used in a flight plan.

REF
D E F I N E D W AY P O I N T
The DEFINED WAYPOINT page allows for management of custom defined
waypoints.
IDENT
This field displays the name of the selected custom waypoint.
NEXT
If applicable, pressing right line select 1 will advance to the next custom
waypoint. If only one custom waypoint exists, input will be ignored.
LAT/LONG
The latitude and longitude of the custom waypoint are displayed here.
PREV
If applicable, pressing right line select 2 will return to the previous custom

REF
waypoint. If only one custom waypoint exists, input will be ignored.
PLACE/BRG/DIST
If the waypoint was created as a place, bearing, and distance, the values
used to create it will be displayed here.
NEW WAYPOINT
Pressing right line select 4 will access the NEW WAYPOINT page.
DELETE ALL
Pressing right line select 5 will delete all custom waypoints. If a waypoint is
in use, the message “F-PLN WPT/NAV RETAINED” will appear and the
waypoint will not be deleted.

REF
W AY P O I N T
The waypoint page allows for lookup of a waypoint.
IDENT
The name of the waypoint is displayed in this field, once one is entered, or
will accept the name of the waypoint to look up if not.
LAT/LONG
Once the waypoint has been looked up, its latitude and longitude will be
displayed in this field.

REF
CLOSEST AIRPORTS
The closest airports page allows display of the four closest airports and their
distance and bearing from the aircraft.
Airpor t Entr y
The empty brackets at the bottom of the page allow entry of an airport to
find its location and bearing from the aircraft. Once entered, its name and
details will be displayed.

REF
POS REF
The POS REF page allows management of position calculation for the
aircraft.
FMC LAT/LONG
Current FMC computed location will be displayed here.
IRS (MIX)
Current IRS sensed location will be displayed here.
RNP/ACTUAL
Required and actual navigation performance is displayed here (not
simulated).
GNS NAV INHIBIT/ENABLE

Pressing right line select 5 will enable or disable usage of the GNS in

REF
position calculation.
RETURN TO F-PLN INIT

Pressing right line select 6 will return to the F -PLN INIT page.

REF
IRS/GNS POS
The IRS/GNS POS page displays the location detected by the individual GNS
and IRS units.
IRU 1
If IRU 1 is aligned, this field will display “NAV” next to “IRU 1” and the
location it is currently sensing. Otherwise, it will display dashes.
IRU 2
If IRU 2 is aligned, this field will display “NAV” next to “IRU 2” and the
GNS 1
If GNS 1 is available, this field will display “NAV” next to “GNS 1” and the

REF
GNS 2
If GNS 2 is available, this field will display “NAV” next to “GNS 2” and the


REF
I R S S TAT U S
The IRS/GNS POS page displays the location detected by the individual GNS
and IRS units.
IRU1
The first IRU1 row will display its drift rate (not simulated) and its currently
detected ground speed.
IRU2
The first IRU2 row will display its drift rate (not simulated) and its currently
detected ground speed.
STATUS CODE
The status code of IRU1 and IRU2 will be displayed here. They are as follows.
• 00 - Operating normally
• 03 - IRU is expecting but has not received an initial position

REF
• 05 - Excess motion was detected during alignment and the unit requires
reinitialization.


REF
D O C U M E N TA R Y D ATA
The DOCUMENTARY DATA page allows management of system time
information.
TIME
This displays the current system time.
DAY/MONTH
This displays the current day and month.
DOC DATA
This field allows control of the time source (not simulated).

REF
A / C S TAT U S ( PA G E 1 )
The DOC DATA page allows management of system time information.
MODEL
The current aircraft model is displayed here.
ENGINE
The current engine model is displayed here.
OP PROGRAM
The current software version is displayed here.
ACTIVE DATA BASE

This field displays the effective dates of the primary navigation database on
the left and the revision number on the right.

REF
SECOND DATA BASE

This field displays the effective dates of the secondary navigation database
on the left and the revision number on the right (not simulated).
F-PLN INIT
Pressing right line select 6 will access the F -PLN INIT page.

REF
A / C S TAT U S ( PA G E 2 )
The DOC DATA page allows management of system time information.
PERF DATABASE
The current performance database is displayed here (not simulated).
DATA LINK
The current data link information is displayed here (not simulated).
F-PLN INIT
Pressing right line select 6 will access the F -PLN INIT page.

REF
MAINT
The MAINT page offers various utilities.
SAVE FPLN AS CO RTE

When a name is entered, the current flight plan will be saved as a company
route with the name provided.
SAVE AIRCRAFT STATE

When a name is entered, the current state of the aircraft will be saved with
the entered name in the persistence folder.

REF
S E N S O R S TAT U S
The SENSOR STATUS page offers an overview of the IRU sensor status.
IRU
The status of IRU 1, 3/AUX, and 2 are displayed here. If the sensor is
unreachable, “FAIL” will be displayed. IRU 3/AUX is not installed and will
never display a status.

FIX INFO
The FIX page allows for tracking of a navigation point outside of the flight
plan. The last page of the list will provide an option to add a new FIX.
FIX
When a waypoint has not been entered, this field will display as empty
boxes. It accepts the same formats as the F -PLN page. Once entered, it will
display the identifier of the waypoint.
RAD/DIST
The radial and distance between the present computed position and entered
waypoint are displayed here.

FIX
DNTKFX , ETO, DTG, ALT

Radials for the FIX may be entered and distance, time, and altitude
predictions will be displayed accordingly (not simulated).
ABEAM
The abeam radial be to the flight plan will be displayed according to the
information provided above (not simulated).

D I R I N TC
The DIR INTC page allows direct sequencing to a desired leg. Page 1 and 2
behave similarly, with the exception of displaying the same data ACT F -PLN
page 1 and 2 display.
DIR TO
A waypoint can be entered into this box by name to queue it. Once it is
queued, pressing left line select 1 will sequence directly to that waypoint.
INTC FIX/CRS
This field allows creation of a unique waypoint with additional data (not
simulated).

DIR INTC
Waypoint List
Pressing the left line select adjacent to a waypoint in the flight plan will
queue it. Pressing left line select 1 will then sequence directly to that leg in
the flight plan, skipping waypoints between it and the current leg.

TA K E O F F
The TAKEOFF page accepts and provides data relevant to takeoff and takeoff
performance calculations. The departure airport and runway will display, if
applicable, in the title.
FLEX
Allows pilot entry of a simulated outside temperature for a FLEX takeoff
thrust rating. Range is from the present total air temperature (TAT)
indication to 99°C. FLEX entries on this page are also entered on the THRUST
LIMITS page. To regain full thrust, the assumed temperature may be cleared.
TOCG/TOGW or TOCG/GW
These values are the same numbers as on the WEIGHT INIT page. After
engine start, the TOGW on the WEIGHT INIT page will change to GW. As fuel

TO/APPR
is used, both pages will reflect the change.
THRUST LIMITS
Pressing right line select 1 will access the THRUST LIMITS page.
PACKS
This displays the desired air conditioning packs setting for takeoff. Defaults
to airline selection option of ON or OFF, but is pilot alterable to ON or OFF.
EPR
The current calculated takeoff EPR is displayed in this field and is not pilot
editable.
SLOPE/WIND
This field allows either complete or independent entry of runway slope and
takeoff wind. A headwind is entered as a positive number and a tailwind is
entered as a negative number. These fields are required for takeoff
performance calculations.
FLAP
The field represents the takeoff flap setting and requires pilot entry. Range
is from 5° to 20°.
STAB
This area displays the calculated takeoff stabilizer trim setting and is not

TO/APPR
pilot editable.
OAT (Outside Air Temperature)

This field should contain the current outside air temperature. This is a
required entry for takeoff performance calculation.
V1
This speed indicates the airspeed at which a takeoff cannot be aborted.
Once calculated, it can be confirmed by pressing left line select 4. It can
accept manually entry.
VFR
This field displays the flap retraction speed. It is not pilot editable.
CLB THRUST
This field displays the altitude at which takeoff thrust can be reduced to
climb thrust. It defaults to 1500 feet above airport elevation and is pilot
alterable. The minimum is 1000 feet above airport elevation.
VR
This speed indicates the airspeed at which the nose can begin rising for
takeoff. Once calculated, it can be confirmed by pressing left line select 5. It
can accept manually entry.

TO/APPR
V3/VSR
This speed indicates the slat retraction speed and is not pilot editable.
ACCEL
This is the altitude at which the aircraft can reduce nose pitch and
accelerate. It will default to 3000 feet above airport elevation and display in
small font. It is pilot alterable and the minimum is 1000 feet above airport
elevation.
V2
This speed indicates the airspeed at which the aircraft can climb with one
engine operational. Once calculated, it can be confirmed by pressing left line
select 6. It can accept manually entry.
VCL
This field indicates the climb speed of the aircraft above acceleration
altitude and below the restriction altitude.
EO ACCEL
This is the altitude at which the aircraft can reduce nose pitch and accelerate
with one engine operational. It will default to 800 feet above airport
elevation and display in small font. It is pilot alterable and the minimum is
1000 feet above airport elevation.

TO/APPR
APPROACH
The APPR page accepts and provides data relevant to approach and
approach performance calculations. The arrival airport and runway will
display, if applicable, in the title.
CLEAN MIN
This field displays the current minimum operating speed of the aircraft with
no flaps or slats.
LW (Landing Weight)
This field displays the predicted landing weight of the aircraft.
SLAT EXT MIN

slats extended.

TO/APPR
LENGTH
This field will display the selected arrival runway length.
FLAP 18 MIN
slats extended and flaps to deployed to 18.
ELEV
This field will display the selected arrival runway elevation.
40/EXT or 25/EXT
This field will display the currently selected landing flap configuration.
TIMER MMSS
Entry into this field will initialize the EIS displayed timer (not simulated).
VAPP
This displays the current approach speed and is pilot alterable.
VREF
This field displays the current approach reference speed and is not pilot
alterable.

TO/APPR
25/EXT or 40/EXT
Pressing left line select 6 will activate either landing flaps 25 setting or
landing flaps 40 setting, depending on the active setting.
GO AROUND
Pressing right line select 6 will access the GO AROUND page.

TO/APPR
GO AROUND
The GO AROUND page accepts and provides data relevant to the GO
AROUND procedure. The arrival airport and runway will display, if applicable,
in the title.
CLB THRUST
This is the altitude at which thrust will be reverted to CLB THRUST mode.
VFR
This field displays the flap retraction speed. It is not pilot editable.
ACCEL
This is the altitude at which the aircraft can reduce nose pitch and
accelerate. It will default to 3000 feet above airport elevation and display in
small font. It is pilot alterable and the minimum is 1000 feet above airport
elevation.

TO/APPR
VSR
This speed indicates the slat retraction speed and is not pilot editable.
EO ACCEL
This is the altitude at which the aircraft can reduce nose pitch and accelerate
with one engine operational. It will default to 800 feet above airport
elevation and display in small font. It is pilot alterable and the minimum is
1000 feet above airport elevation.
CLEAN MIN
no flaps or slats.
THRUST LIMITS
RETURN TO APPROACH
Pressing right line select 6 will return to the APPROACH page.

A C T F - P L N ( PA G E 1 )
The ACT F-PLN (PAGE 1) is used to input flight plan routing and provides
access the lateral and vertical revision (LAT REV and VERT REV) page.
NAVIGATIONAL POINT NAME

The navigational point name will be displayed in large text on the left side
of the page. If the name is part of a terminal procedure or airway, it will be
displayed in small text above the waypoint. If the waypoint at the top of the
page is the active FROM waypoint, “FROM” will be displayed above it. If a
waypoint is intended to be overflown, a triangle symbol will appear after the
name.
Certain points in the flight will be displayed as pseudo -waypoints. For

example, top of climb will be displayed as (T/C) and top of descent will be

F-PLN
displayed as (T/D).
In the event that the FMC is unable to determine whether or a new point is
being sequenced during climb or descent, a prompt to specify will appear on
the bottom row of the page.
A new point can be entered by entering its identifier. Accepted entries are as
follows.
• Waypoints (example: ATHOS)
• VORs (example: IGN)
• Airports (example: KALB)
• Place/bearing/distance (waypoint Z miles at Y bearing from X point —

example: KBWI/255/15)
• Latitude longitude (example: N5544.2/W07322.1)
Pressing a left line select with an empty scratchpad will enter the LAT REV
page
Time Display (ETE/ETO)

The estimated time en route (ETE) to the waypoint will be displayed in the
second column. After throttle advancement for takeoff, this will change to
estimated time over (ETO). If the hours digit is the same as the previous line,
only the minutes will be shown.
SPD
The predicted speed or speed restriction will be displayed in small text or
large text, respectively, here.

F-PLN
ALT
The predicted altitude or altitude restriction will be displayed in small text
or large text, respectively, here. When a HOLD is displayed, this will indicate
the HOLD limit information.
Speed and Altitude Restriction Entr y

Entering a single number into the scratchpad without a slash and pressing a
right line select will set the speed restriction. Entering a single number into
the scratchpad preceded by a slash and pressing a right line select will set
the altitude restriction. Entering a speed and altitude separated by a slash
and pressing a right line select will set both the speed and altitude
restriction. Pressing a right line select with an empty scratchpad will enter
the VERT REV page.

F-PLN
A C T F - P L N ( PA G E 2 )
The ACT F-PLN (PAGE 2) allows the same waypoint entry system as the first
page. Page 2 is intended for display of distance, temperature, and wind.
DIST
This field displays the distance between the previous waypoint and that
waypoint.
Temperature
This field displays the temperature at the waypoint (not simulated).
WIND
This field displays the wind at the waypoint (not simulated).

F-PLN
L AT R E V
The “LAT REV” page provides access to various options to modify the lateral
portion of the flight plan.
Title
The title area of the page will display “LAT REV FROM X”, where “X” is the
name of the waypoint this revision was initiated from. Below it, the latitude
and longitude of that waypoint is displayed.
SID (Standard Instrument Depar ture)

When the LAT REV is made from the “FROM” leg of a flight plan, “SID” will
be displayed adjacent to the left line select 1 key. Pressing it will enter the
SID page.
STAR (Standard Terminal Arrival)

When the LAT REV is made from anything but the “FROM” leg of a flight
plan, pressing right line select 1 will enter the STAR page.

F-PLN
AIRWAYS
Pressing left line select 2 when “AIRWAYS” is displayed will enter the
AIRWAYS page.
HOLD
Pressing right line select 2 when “HOLD” is displayed will enter the HOLD
page.
NEXT WPT
This field accepts a waypoint entry with the same format as the F -PLN page.
RETURN TO ACT F-PLN

This returns to the ACT F-PLN page at the point the LAT REV was entered.

F-PLN
D U P L I C AT E N A M E S
In the event that an identifier is looked up and it refers to more than one
navigational point, the DUPLICATE NAMES page will appear.
Navigational Point Identifiers

Pressing the left line select adjacent to the desired waypoint will select it for
the purposes the original identifier was entered for.
RETURN TO ACT F-PLN

Pressing the right line select 6 will return to the ACT F -PLN page.

F-PLN
SID
The SID page allows selection of a standard instrument departure and
departure runway. The title will display the departure airport.
A SID is a group of waypoints that assist in normalizing departure from an

airport and sequencing into a flight plan.
STD SID
This section displays the SIDs normally available for the airport. Pressing the
left line select adjacent will select the SID displayed on that line. The SID list
may be filtered to SIDs compatible with the selected runway, if applicable.
After selecting a SID, a list of transitions may be displayed. Once again,

pressing the left line select adjacent to it will select it. Other SIDs will be
displayed below the transition(s) and can be selected if a change is desired.
RWY
A list of runways available will be displayed in this section. Pressing a right
line select will select the adjacent runway. The runway list may be filtered to

F-PLN
runways compatible with the selected SID, if applicable.
After selection, other runways will be displayed below and can be selected if
desired.
INSERT
Pressing left line select 6 once a SID and/or runway is selected will insert the
revision into the flight plan. Navigating away from the page before inserting
it will cancel the changes.
RETURN TO LAT REV

This returns to the LAT REV page.

F-PLN
S TA R
The STAR page allows selection of a standard terminal arrivals, approaches,
and/or arrival runways. The title will display the arrival airport.
A STAR is a group of waypoints that assist in normalizing arrival to an

airport and sequencing from a flight plan.
STD STAR
This section displays the STARs normally available for the airport. Pressing
the left line select adjacent will select the STAR displayed on that line. The
STAR list may be filtered to STARs compatible with the selected runway, if
applicable.
After selecting a STAR, a list of transitions may be displayed. Once again,

pressing the left line select adjacent to it will select it. Other STARs will be
displayed below the transition(s) and can be selected if a change is desired.
APPR
A list of approaches and runways available will be displayed in this section.

F-PLN
Pressing a right line select will select the adjacent runway. The runway list
may be filtered to runways compatible with the selected STAR, if applicable.
After selection, other approaches will be displayed below and can be

selected if desired.
For applicable approaches that do not allow vertical guidance to the runway,
a prompt for “MIN PROF” will appear. This field requires an altitude to
terminate vertical guidance at. This must be between 200 feet and 5000 feet
above the airport elevation.
INSERT
Pressing left line select 6 once a STAR and/or approach is selected will insert
the revision into the flight plan. Navigating away from the page before
inserting it will cancel the changes.
RETURN TO LAT REV

This returns to the LAT REV page.

F-PLN
APPR TRANS
After inserting an applicable approach, a page will appear that allows
selection of an approach transition.
TRANS
Pressing the right line select key adjacent to the desired transition will select
it immediately. Navigating away before selecting one will cause the
approach to be inserted without a transition.

F-PLN
A I R W AY S
The airways page allows entry of one or more airways to be entered.
VIA
The airway name can be entered into the scratchpad and inserted field via
the adjacent left line select.
TO
The terminating waypoint can be entered via the adjacent right line select. If
a valid route via waypoint the lateral revision was initiated from and the
entered airway cannot be calculated, “NOT IN DATABASE” will be displayed
and the input will be ignored.
INSERT
After one or more valid airways has been entered, INSERT will appear.

F-PLN
Pressing left line select 1 will insert the airway into the flight plan.
Navigating away before pressing INSERT will cancel the changes.

F-PLN
HOLD
The HOLD page allows a hold to be entered into the flight plan.
INB CRS (Inbound Course)

This displays the inbound course to the hold. It will default to a reasonable
value based on the flight plan or database. It is pilot editable.
TIME/DIST
This field accepts either a time or distance entry. The default value is time
and it will be 1 minute under 14,000 feet or 1.5 minutes above 14,000 feet.
The measurement of altitude is taken from the altitude at the point of
revision.
TURN
This field displays the turn direction of the hold. It is pilot editable and
accepts L for left and R for right.

F-PLN
REVERT TO STANDARD/DATABASE
In the event that a hold has been modified from standard, or if the hold is
part of a database procedure, modified from its default value, a prompt to
revert to default will be displayed. Pressing right line select 2 will revert it.
TRIP
This displays FMC calculated trip fuel from the holding fix (not simulated).
LIMIT UTC/FUEL
This field displays the predicted time fuel on board will be equivalent to the
amount of fuel required to complete the flight plan with no changes to
reserve fuel (not simulated).
RTE RSV/%
This data field is the reserve fuel from the hold. This value can either be
entered by the pilot or a default value will be used. Either a weight or a
percent may be entered, but not both.
ALTN/FUEL
The alternate airport, if specified, or “NONE”, is displayed first. If an
alternate airport has been specified, predicted fuel to the alternate airport
appears second and is not editable. Otherwise, an alternate fuel can be
entered.
FINAL/TIME
This field is for fuel needed at least 1500 feet above the destination airport

F-PLN
for situations where there may be a hold if required. Either fuel or time may
be entered manually, but not both. If a value isn ’t entered manually, the FMC
will calculate the correct value.
CLEAR ALTN
If an alternate airport has been specified, this prompt will appear. Pressing
right line select 5 will clear the alternate airport and set alternate fuel to 0.
INSERT
Pressing left line select 6 will insert the hold into the flight plan.
RETURN TO LAT REV

Pressing right line select 6 will return to the LAT REV page and cancel the
entry or changes to the hold.

F-PLN
VERT REV
The VERT REV page allows for revision to the vertical section of the flight
plan. The title will display the waypoint the revision was made from.
EFOB (Estimated Fuel On Board)

This field displays the estimated fuel on board at the waypoint the revision
was made from.
EXTRA
This field displays the estimated amount of fuel exceeding what is required
for the remainder of the flight plus reserves at the waypoint the revision was
made from.
SPD: AT/BELOW
This field allows entry or editing of an AT OR BELOW speed restriction. The
aircraft, if FMS speed guidance is active, will stay at or under the speed set
here when it crossed the waypoint the revision was made from.

F-PLN
RTA PROGRESS
Pressing the right line select 2 will access the RTA PROGRESS page (not
simulated).
ALT: AT/ABOVE
This field allows entry or editing of an AT OR ABOVE altitude restriction. The
aircraft, if profile (PROF) vertical guidance is active, will stay at or above the
altitude set when it crosses the waypoint the revision was made from.
ALT: AT
This field allows entry or editing of an AT altitude restriction. The aircraft, if
profile (PROF) vertical guidance is active, will stay as close to the altitude set
as possible when it crosses the waypoint the revision was made from.
ALT: AT/BELOW
This field allows entry or editing of an AT OR ABOVE altitude restriction. The
aircraft, if profile (PROF) vertical guidance is active, will stay at or above the
altitude set when it crosses the waypoint the revision was made from.
CLB/DES SPD/LIM
If the waypoint the revision was made from is part of the climb phase CLB
SPD/LIM will be shown, otherwise, DES SPD/LIM will be shown. This field
represents a speed limit and the altitude that should be considered the
upper limit. Manual entry in the form of speed/altitude is accepted.

F-PLN
RETURN TO ACT F-PLN

Pressing right line select 6 will return to the F -PLN page at the point the
revision was made from.

N AV R A D
The NAV RAD page offers navigation radio tuning and data functions.
VOR/CRS (Both Sides)

The current VOR will be displayed here. Entering a VOR identifier or
frequency will look up the VOR and tune the respective NAV radio to it as
applicable. A course can be entered either as part of the VOR/frequency
entry or on its own by using a slash as the separator.
VOR ARM (Both Sides)

When a VOR and course has been entered, VOR ARM will appear below.
Pressing the adjacent line select will arm the VOR autoflight guidance mode.

NAV RAD
ADF (Both Sides)

The current ADF will be displayed here. Entering an ADF identifier will look it
up and tune the respective ADF radio to it as applicable. A frequency can
also be entered.
VOR/CRS (Both Sides)

The current ILS will be displayed here. Entering an ILS identifier will look up
the ILS and tune the respective NAV radio to it as applicable. A frequency
can also be entered. A course can be entered either as part of the ILS
frequency entry or on its own by using a slash as the separator.
PRESELECT
The preselect boxes allow entry of a frequency or identifier and/or course.
This entry serves only as a way to store data for use later and does not serve
a function by itself. Pressing the adjacent line select key with an empty
scratchpad will copy the value into the scratchpad.

CLB
The CLB page will indicate various performance information regarding the
climb phase of the flight. After cruise has been reached, the CLB page will no
longer be accessible. The title may change to represent the active mode.
PRED TO
This field indicates the altitude that will be used for prediction on the rows
below and is pilot editable.
ECON
The current economy climb speeds are displayed here. If not active, pressing
left line select 2 will activate ECON CLB speed mode.

PERF
TIME
These values represent the estimated time the PRED TO altitude will be
reached if the speed mode on the respective line is used.
DIST
These values represent the estimated distance required to reach the PRED
TO altitude if the speed mode on the respective line is used.
MAX CLB
The current maximum angle climb speeds are displayed in this field. If not
active, pressing left line select 3 will activate MAX CLB speed mode.
EDIT
This field allows for entry of an IAS, Mach, or IAS/Mach combination to
manually control FMS guided speed. If not active, once a value has been
entered, pressing left line select 4 will active EDIT CLB speed mode.
CLIMB FORECAST
Pressing right line select 5 will access the CLIMB FORECAST page (not
simulated).
TRANS
This field displays the transition altitude, or the altitude at which the
altimeter should be reset to standard, from the database for the departure
airport. It is not pilot editable.

PERF
OPT/MAXFL
THRUST LIMITS

PERF
CRZ
The CRZ page will indicate various performance information regarding the
cruise phase of the flight. After cruise, this page will no longer be accessible.
If this page is previewed before cruise is reached, it will be displayed as
“PRESELECT CRZ” and some fields may not be available. The title may change
to represent the active mode.
TO T/D
This field indicates the distance to the top of descent point.
ECON
The current economy cruise speeds are displayed here. If not active, pressing
left line select 2 will activate ECON CRZ speed mode.
MAX END
The current maximum efficiency cruise speeds are displayed in this field. If
not active, pressing left line select 3 will activate MAX END CRZ speed mode.

PERF
EDIT
entered, pressing left line select 4 will active EDIT CRZ speed mode.
OPT/MAXFL
THRUST LIMITS

PERF
DES
The DES page will indicate various performance information regarding the
descent phase of the flight. If this page is previewed before cruise is
reached, it will be displayed as “PRESELECT DES” and some fields may not be
available. The title may change to represent the active mode.
PATH ERROR
The deviation from the vertical path in height is displayed as an altitude
high or low. Lateral deviation from the descent profile is also displayed (not
simulated).
PRED TO
This field indicates the altitude that will be used for prediction on the rows
below and is pilot editable.
ECON
The current economy climb speeds are displayed here. If not active, pressing

PERF
left line select 2 will activate ECON DES speed mode.
TIME
These values represent the estimated time the PRED TO altitude will be
reached if the speed mode on the respective line is used.
DIST
These values represent the estimated distance required to reach the PRED
TO altitude if the speed mode on the respective line is used.
MAX DES
The current maximum angle descent speeds are displayed in this field. If not
active, pressing left line select 3 will activate MAX DES speed mode.
EDIT
entered, pressing left line select 4 will active EDIT DES speed mode.
DESCENT FORECAST
Pressing right line select 5 will access the DESCENT FORECAST page (not
simulated).
TRANS
This field displays the transition altitude, or the altitude at which the

PERF
altimeter should be reset to standard, from the database for the arrival
airport. It is not pilot editable.
OPT/MAXFL
THRUST LIMITS

PERF
THRUST LIMITS
The THRUST LIMITS page allows control of the current thrust limits and
allows arming of subsequent modes when applicable. The title will adjust to
reflect whether or not the thrust limits are in automatic or manual selection
mode.
Thrust Mode (Left and Right Columns)

Available thrust modes will be listed on the left and right sides of the
screen. Possible thrust modes are as follows.
• T/O (Takeoff)
• FLX DERATE (Flex Derate)
• T/O1 (Takeoff Derate 1)
• T/O2 (Takeoff Derate 2)
• G/A (Go Around)
• G/A1 (Go Around Derate 1)
• G/A2 (Go Around Derate 2)

PERF
• MCT (Maximum Continuous Thrust)
• CLB (Climb)
• CLB1 (Climb Derate 1)
• CLB2 (Climb Derate 2)
• CRZ (Cruise)
The active thrust mode is indicated by an arrow pointing to it and is

displayed in large text. A mode that can be selected without disabling
automatic thrust limit selection will have an asterisk adjacent to it.
During preflight, a climb thrust limit can be armed and will automatically be
activated when entering climb mode. The armed climb thrust setting will be
displayed in large text. Pressing the line select adjacent to the desired climb
thrust setting will arm it and it will display in large text. Pressing it again will
activate that mode immediately.
As selected modes change, the side they are on may reverse. After the
takeoff phase is complete, the T/O thrust limits will replaced by the G/A
thrust limits and the arming system will be disabled.
EPR
The EPR associated with the currently selected thrust limit will be displayed
on the respective line in the EPR column.
TAT
The current true air temperature will be displayed in this field.

PERF
FLEX
Allows pilot entry of a simulated outside temperature for a FLEX takeoff
thrust rating. Range is from the present total air temperature (TAT)
indication to 99°C. FLEX entries on this page are also entered on the
TAKEOFF page. To regain full thrust, the assumed temperature may be
cleared. This field will not be available after the takeoff phase is complete.
RETURN TO PERF MODE, TAKEOFF, or GO AROUND

Pressing right line select 6 will return to the respective page.

PROGRESS
The PROGRESS page displays the current progress through the flight. It is
tailored for oceanic position reporting.
FROM
The previous sequenced leg in the flight plan will display here.
ATO
This will display the time of crossing the previous waypoint. It will display
zeros until the throttles are advanced for takeoff.
ALT
This field displays the altitude at which the previously sequenced leg was

COCKPIT LAYOUT
crossed, or for the TO and NEXT leg, the predicted altitude for the respective
leg is displayed.
TO
The leg the aircraft is currently en route to is displayed here.
ETE or ETO (Upper Rows)

Before throttle advancement for takeoff, the estimated time en route to the
leg on the same row as this field is displayed. After throttle advancement,
the estimated time over the leg is displayed.
TEMP
The current sensed outside air temperature is displayed in this field.
WIND
When applicable, the current wind velocity and direction will be displayed in
this field.
UFOB
This field displays the current usable fuel on board.
DEST
The destination leg of the current flight plan is displayed here.

COCKPIT LAYOUT
ETE (Bottom Row)

This field displays the estimated time en route to the destination leg.
DTG (Distance to Go)

The flight plan distance to the destination leg is displayed in this field.
EFOB
This field displays the estimated fuel on board at the destination leg.
ALTN
If entered, the ALTN airport identifier is displayed here.

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THIS DOCUMENT IS FOR SIMULATION USE ONLY.

FLIGHT PHASES ······················································ 10

DUAL MODE ··························································· 12

STANDBY OPERATION ············································ 13

SOFTWARE AND DATABASE ···································· 19

MCDU DISPLAY L AYOUT ········································· 20

MCDU DATA ENTRY ················································ 21

WEIGHT INIT ·························································· 26

FUEL INIT ······························································· 31

COMPANY ROUTE SELECTION ································· 33

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 2

NEW WAYPOINT ····················································· 37

DEFINED WAYPOINT ··············································· 40

CLOSEST AIRPORTS ················································ 43

POS REF ································································· 44

IRS/GNS POS ·························································· 46

IRS STATUS ···························································· 48

DOCUMENTARY DATA ············································· 50

A/C STATUS (PAGE 1) ············································· 51

A/C STATUS (PAGE 2) ············································· 53

SENSOR STATUS ····················································· 55

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 3

ACT F-PLN (PAGE 2) ··············································· 72

LAT REV ································································· 73

DUPLICATE NAMES ················································· 75

APPR TRANS ·························································· 80

VERT REV ······························································· 86

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 4

NAV RAD ································································ 89

THRUST LIMITS ······················································ 99

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 5

A complete write-up of the 717’s systems is included as a separate

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 6

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 7

• NAV – Lateral Navigation Guidance

• PROF – Vertical Profile Control

• FMS SPD – Optimum Speed Control

The FMS data translates to the autopilot/flight director through steering

• Autopilot and flight director takeoff and go -around references.

• Variable bank angle limit control (in AUTO position).

• V MIN bank angle limiting data.

• ILS LOC ONLY mode selection.

• VOR mode selection (option).

• V MIN speed and thrust limiting data.

Other functions of the FMS include flight number identification,

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 8

performance, thrust limiting, takeoff, approach, go around, maintenance,

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 9

The flight may be divided into a multitude of categories or phases labeled as

While the PREFLIGHT phase is in sequence, the following must be done to

• Review configuration and FMC navigation data.

• Enter origin/destination, cruise altitude(s), flight number and cost index

• Enter weight and fuel.

• Align the IRS.

• Enter provided flight route including runway, SID (Standard Instrument

• Confirm provided V Speeds or enter them manually.

• Select ECON or pilot-defined flight phase speed.

• Tune to appropriate frequencies for departure

THIS DOCUMENT IS FOR SIMULATION USE ONLY. 10

be armed on the ground and will engage at 400 feet as expected.

• Supply guidance for acceleration of the airplane when above speed

• Observe speed/altitude restrictions that have been entered/stored in the