Fcom Part 4 FMS

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FCOM 4 PART : FMS PILOT’S GUIDE NOV 14
FMS QUICK ACCESS 00
FMS GENERAL DESCRIPTION 01
FMS FUNCTIONS 02
FMS MESSAGES 03
DISCLAIMER
This document is referred for ATR as the FMS Pilot’s Guide; it is intended for Pilot’s
information, related in an operational environment of the Thales FMS220 system
fitted with the Glass Cockpit / Avionics suite on ATR aircraft.
The term “Pilot” refers to Pilot of any operator that is having or is going to have the
direct usage of this FMS.
Interpretation and implementation of any piece of the FMS Pilot’s Guide shall be at
the Pilot’s sole risks. The pilot shall contact ATR operational support services to
clarify any doubt related to the system’s behavior and effect of the implementation
of any part of this guide.
GUIDE OBJECTIVES
The FMS Pilot’s Guide is operationally oriented. The guide provides relevant need-
to-know information reflecting recommended principles to use this FMS. Nice-to-
know information have been restricted to main questions that might be raised by
pilots. All technical details not required for operational use by pilots are omitted.
GUIDE DESCRIPTION
This guide consists in four chapters, each divided into sub-chapters. Content
description tables showing chapters and sub-chapters titles are provided at
beginning of every chapter.
Part 0 – FMS QUICK ACCESS is a description of main pilot’s tasks related to FMS
operations during a normal flight scenario from final cockpit preparation to
landing given as example to clarify the description.
Part 1 – FMS GENERAL DESCRIPTION is an overview of the FMS, its core

principles and its interfaces.
Part 2 – FMS FUNCTIONS is a detailed description of all FMS functions.
Part 3 – FMS MESSAGES describes all messages generated by the FMS through
its various interfaces to pilots.
AIRCRAFT APPLICABILITY
This guide describes the operation of Thales FMS 220 fitted on all ATR -600 series
fitted with NAS Standard 2 configuration basic configuration.
This guide also generally applies to aircraft in earlier configuration or with different
options, but some functions will not be available.
Illustrations are used as generic and cover either ATR 42 or 72, type specific
illustration are available in respective FCOM chapter 1.
AUTHOR’S NOTE
This guide objective is to familiarize pilots with utilization of the FMS during the
initial phases of training, and as reference aid during line operations.
CONTACT
For any discrepancy, omission or error found in this manual, to order additional
copies, to be notified of further revisions,
PLEASE CONTACT:
ATR TECHDESK
techdesk@atr.fr
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FCOM PRELIMINARY PAGES
GLOSSARY FOR FMS PILOT’S GUIDE NOV 14
1EO One Engine Out

A/C Aircraft
ACMS Aircraft Centralized Maintenance System
ACT Active
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Display Indicator
AFCS Automatic Flight Control System
AFDX Avionics Full DupleX switched ethernet
AHRS Attitude and Heading Reference System
AIRAC Aeronautical Information Regulation and Control
ALT Altitude
ALTN Alternate
AP Auto-Pilot
APM Aircraft Performance Monitoring
ARPT Airport
APP Approach
APV Approach Procedure with Vertical guidance
ANP Actual Navigation Performance
ANF Airport Navigation Function
ARINC Aeronautical Radio, INCorporated
ATC Air Traffic Control
ATT Attitude
AUTO Automatic
BARO Barometric
BC Back Course
BCP Best Computed Position
BRG Bearing
BRT Brightness
CAC Core Avionics Cabinet
CAPT Captain
CAT Category
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CDI Course Deviation Indicator

CF Compact Flash
CG Centre of Gravity
CH Channel
CLR Clear
CMS Centralized Maintenance System
COM Communication
CO-RTE, CO-ROUTE Company Route
CPL Coupling
CRC Cyclical Redundancy Check
CRS Course
CRZ Cruise
CTK Cross-Talk
DEPT Departure
DEST Destination
DH Decision Height
DIR Direction
∆ISA Delta-ISA, ISA deviation
DME Distance Measuring Equipment
DN Down
DTK Desired Track
DTO DIRECT TO
DU Display Unit
EEC Engine Electronic Control
EFCP EFIS control Panel
EFIS Electronic Flight Instrument System
EFOB Estimated FOB
ELEV Elevator
ENG Engine
ENT Enter
EPE Estimated Position Error
ESC Escape
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ETA Estimated Time of Arrival (UTC time)

ETE Estimated Time En route (countdown)
EWD Engine / Warning Display
EXEC Execute
FAF Final Approach Fix
FAIL Failure
FCOM Flight Crew Operating Manual
FD Flight Director
FDS Flight Display Software
FF Fuel Flow
FGCP Flight Guidance Control Panel
FL Flight Level
FLT Flight
FMA Flight Mode Annunciator
FMS Flight Management System
F/O First Officer
FOB Fuel On Board
FPA Flight Path Angle
FPLN Key or page title: flight plan,
Otherwise: Active flight plan
FRQ Frequency
FT Flight Time
GA Go Around
CG Centre of Gravity
GND Ground
GPS Global Positioning System
GS Ground Speed
GW Gross Weight
HDG Heading
HDOP Horizontal Dilution of Precision
HF High Frequency
HIL Horizontal Integrity Limit
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HSI Horizontal Situation Indicator

IAS Indicated AirSpeed
ICAO International Civil Aviation Organization
ICP Index Control Panel
IDENT Identification
INBND CRS Inbound Course
INHG Inch of Mercury (HG)
INIT Initialization
ISA International Standard Atmosphere
LAT Latitude
LDG Landing
LH Left Hand
LNAV Lateral navigation
LONG Longitude
LP Localizer Performance
LPV Localizer Performance with Vertical guidance
LSK Line Select Key
LTRL Lateral
LVL Level
MAG VAR Magnetic Variation
MAN Manual
MAPT Missed Approach Point
MARK, MRK, MK Marker
MCDU Multi Control Display Unit
MCP Multi-purpose Control Panel
MFD Multi-Function Display
MISC Miscellaneous
MSG Message
NAV Navigation
NAVAID Navigation Aid
ND Navigation Display
NDB Non-Directional Beacon
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NDM Non-Directional Beacon + DME

NM Nautical Mile
NORM Normal
OAT Outside Air Temperature
OFST Offset
OVLY Overlay
P/B Push Button
PERF Performance
PF Pilot Flying
PFD Primary Flight Display
PLT Pilot
PM Pilot Monitoring
POS Position
PRAIM Predictive RAIM
PREV Previous
PROG Progress
RA Radio Altimeter
RAIM Receiver Autonomous Integrity Monitoring
REV Revision
RH Right Hand
RMS Radio Management System
RNG Range
RNP Required Navigation Performance
R/NAV Radio Navigation
RNAV Area Navigation
RTA Required Time of Arrival
RWY Runway
SAT Static Air Temperature
SEC Secondary flight plan
SEL Selection
SID Standard Instrument Departure
SOP Standard Operating Policy
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SPD Speed
SRC Source
STAR Standard Terminal Arrival Route
STBY Stand-by
STD Standard
SURV Surveillance
SYNC Synchronization
SYS System
TAS True Air Speed
TAT Total Air Temperature
TEMP COMP Temperature Compensation
TERM Terminal
TERR Terrain
TGT Target
TK, TRK Track
TKE Track Angle Error
TMPY Temporary flight plan
T/O Take Off
TOC Top Of Climb
TOD Top Of Descent
TTG Time To Go
TQ Torque
TRANS Transition
TX Transmission
QNH Atmospheric pressure at mean sea level
QRH Quick Reference Handbook
UTC Universal Time Coordinated
V1 Decision speed
V2 Initial Climb speed
VAPP, V APP Approach Speed
VCP Virtual Control Panel
VDEV Vertical Deviation
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VERT Vertical
VFE Velocity Flaps Extended
VHF Very High Frequency
VID Video
V/ILS VOR / ILS
VLE Velocity Landing gear Extended
VMAX Maximum Velocity to not exceed
VMHB Minimum Velocity in High Bank
VMIN Minimum Velocity (c.f. Vpusher)
VMIN OPS Minimum Operational Velocity
VMLB Minimum Velocity in Low Bank
VMO Maximum Operating Velocity
VNAV Vertical Navigation
VOR VHF Omni-directional Range
VPCA Vertical Path Change Alert.
Vpusher Speed at which the Flight Controls equipment activates
the stick pusher, i.e. control wheel pusher activation
VR Rotation Speed
VS, V/S Vertical Speed
Vshaker Speed below which the Flight Controls equipment
activates the stick pusher, i.e. control wheel shaker
activation
VTA Vertical Track Alert
VTF Vector to Final approach
WGS 84 World Geodetic System, revision of 1984
WPT Waypoint
XPDR Transponder
XTK Cross-Track Error
YD Yaw Damper
ZFW Zero Fuel Weight
4.00
FMS QUICK ACCESS

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4.00.00
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FCOM CONTENTS NOV 14
4.00.00 CONTENTS
4.00.10 FOREWORD
10.1 CHAPTER OBJECTIVES
10.2 GENERAL CONTRIBUTION FOR NAVIGATION
10.3 INTERFACES
4.00.20 FINAL COCKPIT PREPARATION

20.1 FMS PRE-INITIALIZATION
20.2 FMS INITIALIZATION
20.3 PERFORMANCES INITIALIZATION (SEQ. 2)
20.4 FPLN INITIALIZATION (SEQ. 2 – STEP 3)
20.5 FPLN REVISION (AT DEPARTURE)
20.6 SEC: PERF / ROUTE (ADVISORY)
20.7 UNSERVICEABLE VHF NAVAIDS DESELECTION
20.8 WIND ENTRY
20.9 T/O WEIGHT UPDATE
4.00.30 BEFORE PROPELLER ROTATION

30.1 ATMOSPHERIC CONDITIONS ENTRY
30.2 CHECK & CONFIRM T/O PERFORMANCES
30.3 LAST CHANGES BEFORE T/O (IF REQUIRED)
30.4 LNAV MODE ARMING
30.5 MCDU PAGES FOR TAKE OFF (ADVISORY)

4.00.00
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FCOM CONTENTS NOV 14
4.00.40 TAKE-OFF
40.1 LNAV MODE ACTIVATION AT TAKE OFF
40.2 MCDU PAGES FOR CLIMB AND CRUISE (ADVISORY)
4.00.50 CLIMB
50.1 LATERAL GUIDANCE
50.2 VERTICAL GUIDANCE
CRUISE
4.00.60
60.1 NAVIGATION MONITORING
60.2 FPLN REVISION (IN FLIGHT)
60.3 DESCENT PREPARATION
4.00.70 DESCENT
70.1 ARRIVAL PROCEDURE REVISION (IF REQUIRED)
70.2 VERTICAL ADVISORY DURING DESCENT
70.3 VERTICAL DIRECT TO
4.00.80 APPROACH
80.1 FMS GUIDED APPROACH PROCEDURES
80.2 END OF FPLN
4.00.90 MISSED APPROACH

90.1 MISSED APPROACH
4.00.10 Foreword
4.00.10
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FCOM FOREWORD NOV 14
10.1 CHAPTER OBJECTIVES
This chapter provides main keys to pilots for a quick access to the operational use
of the FMS. These keys are provided as short procedures.
These procedures are provided in the most probable sequence along phases of a
normal flight scenario from final cockpit preparation to landing.
The reader could find further information related to interfaces and functions
introduced presented in this procedure into following chapters of FCOM volume 4:
- FMS GENERAL DESCRIPTION ........ FCOM volume 4 chapter 4.01
- FMS FUNCTIONS ................... FCOM volume 4 chapter 4.02
- FMS MESSAGES ................... FCOM volume 4 chapter 4.03
10.2 GENERAL CONTRIBUTION FOR NAVIGATION
FMS allows the pilot to:

▪ Enter flight parameters:
- Aircraft performance data: Weights, Cruise altitude …,
- Define and revise a flight plan: Departure and Arrival procedures,
airways, waypoints, HOLD, OFFSET, altitude / time constraints …
▪ Know the aircraft position
▪ Get flight navigation parameters:
- Fuel and time predictions along the flight plan,
- Flight parameters to follow the FPLN route,
- Couple FMS and AFCS for lateral navigation and guidance along flight
path.
ADVISORY
As any predictions computation, FMS predictions would be accurate if the pilot
provides appropriate entries.
Although the FMS has capacity to adapt itself to various flight path changes, follow-
up of procedures provided in this chapter would optimize the benefit provided by the
FMS.
Otherwise, the pilot can either follow the flight plan or update the FMS entries
according to the situation.
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10.3 INTERFACES
PFD1 ND1 ND2 PFD2
HSI/Mini ND VCP1 VCP2 HSI/Mini ND
DU1 DU2 DU3 (EWD) DU4 DU5
MCDU1 MCDU2
Main Pilots / FMS interfaces in the cockpit consist in:

- 2 Multi Control Display Unit (MCDU) with FMS pages,
Main pilot’s interface to enter and read FMS data.
- 2 Navigation Displays (ND) and 2 mini-ND*,
Active flight plan (FPLN) and information related to the TO waypoint.
- 2 Primary Flight Displays (PFD)
Mainly for speed bugs, managed speed and guidance modes.
- The MFD PERF page** and the VCP PERF T/O DATA page
Aircraft performance data reminder and control.
- The Engine / Warning Display (EWD)
Pitch trim objective, aircraft Gross Weight (GW), Fuel on Board (FOB) and
time reference***.
Note:
DU: Display Unit
* HSI or Mini-ND display depends on ND configuration.
** MFD PERF page can be displayed instead of ND according to pilot’s
selection.
*** In normal situation, time reference is provided by GPS.
Further details in FCOM volume 4 chapter 4.01.10.3.

4.00.10
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Main interface for FMS data insertion: the MCDU

Hereafter is a quick presentation of the MCDU used during FMS operations.
Comprehensive description of all FMS/Pilot cockpit interfaces (including MCDU) are
described in FCOM volume 4 chapter 4.01.30.
9
8 14
X MSG TITLE LOC EPE
LABEL L1 LABEL R1
13 LEFT DATA L1 RIGHT DATA R1 15
LABEL L2 LABEL R2
LEFT DATA L2 RIGHT DATA R2
7 LABEL L3 LABEL R3
LEFT DATA L3 RIGHT DATA R3 7
LABEL L4 LABEL R4
LABEL L5 LABEL R5
LABEL L6 LABEL R6 2
5 LEFT DATA L6 RIGHT DATA R6
SCRATCHPAD
3
11
10
12
1
4
6
Note: Use BRT ▲▼ keys to adjust MCDU screen BRighTness as desired.

(1) MENU key Press to display the MCDU MENU page and select the
available system to connect to the MCDU.
(2) FMS PAGES keys

FPLN Press to display flight plans:
- FPLN (green / magenta) : active Flight PLaN
- SEC (white), SECondary FPLN
with accesses to flight plans initialization and revisions.
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PROG Press to display PROG pages with main navigation data in

progress.
DTO Press to display the DIRECT TO page.
DATA Press to display the DATA MENU page with access to
navigation databases.
PERF Press to display PERF pages with aircraft performances
information and to access PERF entry (PERF INIT and
WEIGHT pages)
VNAV Press to display VNAV pages with vertical navigation data.
MSG Press to display MSG pages with detailed FMS messages
(if any)
MRK Press to create a MARKER waypoint at present A/C
position.
(3) SCROLLING / Press PREV key or NEXT key to display respectively

SLEW keys previous or next pages (if any).
DATA ENTRY / DATA DELETION

(4) KEYBOARD Alphanumeric keyboard; any keyboard entry is entered
into the SCRATCHPAD first.
(5) SCRATCHPAD Buffer area for manual entry on keyboard; it allows the
pilot to check an entry before inserting it into the FMS.
(6) CLEAR Press to clear a text or reset a field (if allowed).
DATA SELECTION
(7) LSK Press a Line Select Key to:
- Insert data written in the scratchpad into the
data field related to the LSK,
- Perform the action mentioned by a PROMPT
that would be displayed on a page.
- Display revisions pages when a FPLN, TMPY or
SEC page is displayed.
PROMPT Press LSK of a prompt displayed on the screen:
- Inward arrow (>XXX ; XXX<): Modifies a
selection or performs the labeled action
- Outward arrow (<XXX ; XXX>): Displays a
dedicated page.
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ATTENTION GETTERS
(8) MSG TITLE The message reminder is displayed in case of FMS
message.
(9) ANNUNCIATORS From left to right:
- FAIL (amber) indicates a system failure,
- MSG (amber) indicates that a MCDU message
is pending on the MSG page.
- POS is amber to indicate a positioning error.
- OFST (green) indicates the OFFSET function is
active.
( 10 ) REQUEST light is green when an inactive peripheral system
requests pilot’s attention.
( 11 ) EXECUTION light is green when the EXEC key can be pressed to

confirm execution of a command
( 12 ) EXEC key Press to execute an action when the EXECUTION
light is green.
NAVIGATION DATA
( 13 ) X ‘M’ Magnetic or ‘T’ True heading reference
( 14 ) LOC Navigation mode
( 15 ) EPE Estimated Position Error = Navigation accuracy of
the navigation mode
Further details in FCOM volume 4 chapter 4.01.30.2.2.

4.00.20 Final cockpit preparation

4.00.20
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FCOM FINAL COCKPIT PREPARATION NOV 14
20.1 FMS PRE-INITIALIZATION
At FMS power up:

The MCDU automatically displays the MCDU MENU page.
Note: Any time the pilot can display the MCDU MENU page by pressing the MENU
key on the MCDU keyboard.
20.1.1 FMS SELECTION

Purpose: Select one FMS to connect with the MCDU.
MCDU - MENU page

(content depends on fitted equipment)
On the MCDU MENU page:
– LEFT LSK / <FMS1 or <FMS2 ........................... PRESS

Connects the selected FMS to the MCDU.
Note: Several systems are linked to a MCDU but only one system is
connected to a MCDU to display and enter data. System connection of
each MCDU is managed individually.
ADVISORY
During normal FMS operations, it is recommended that the CAPTAIN selects
FMS1 on MCDU1 and the FIRST OFFICER selects FMS2 on MCDU2.
It allows FMS data crosschecking by both pilots.
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20.1.2 FMS STARTING

After connecting the MCDU to one FMS, the MCDU displays the FMS power up
page.
Otherwise (after FMS de-selection on MCDU MENU page, after a short FMS
interruption …), the last FMS page displayed on the MCDU is displayed again.
MCDU - FMS power up page

On the FMS power up page:
– PERF DATA: AIRCRAFT TYPE (42 or 72) ...................CHECK
– STD DATA: EXPIRING DATE (GREEN) .................... CHECK
If STD DATA expiring date is amber (out of date), refer to FCOM volume 4
chapter 4.00.20.2.1.2 to confirm the STD database status.
– CONF DATA : OK .................................... CHECK

– NAV DATA : OK .................................... CHECK
These tests consist in automatic checking of FMS databases integrity.
If a test fails, refer to chapter related to FMS POWER UP page in FCOM
volume 4 chapter 4.01.30.2.2.4.
In parallel, the FMS initializes and tests the dual FMS cross-talk. A scratchpad
message indicates the initialization is pending; a MSG is displayed if the test
fails.
After these checks:
– LSK R6 / INIT> ....................................... PRESS
Displays the INIT page to initialize the FMS.
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20.2 FMS INITIALIZATION
The INIT page is displayed after pressing the INIT> prompt on the FMS power up
page.
Note: Any time, the pilot can display the INIT page by pressing the DATA key on
the MCDU keyboard (that displays the DATA MENU page), then pressing
the prompt <INIT on LSK [L1].
On the INIT page:
Purpose: Check FMS initial settings and initialize flight plans and
performance data insertion.
▪ INIT page (upper part):
MCDU - FMS INIT page

– DATE / UTC TIME: SOURCE AND CONSISTENCY .........CHECK
Source is displayed between brackets.
Usually, GPS provides UTC time and date.
– LOCAL / DIFF TIME (OPTIONAL SETTING) ......... SET / CHECK

DIFF is the time difference that can be inserted by the pilot to compute
the LOCAL time from the UTC time.
CAUTION
All time predictions computed by the FMS are based on this LOCAL time. It may be
easier to set LOCAL = UTC (i.e. DIFF = +00H00).
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▪ INIT page (Lower part):

Lower part of the INIT page gives access to MCDU pages that allow the pilot to
initialize the FMS.
SEQ. 1 : FMS settings check: POS INIT, NAV DATA, UNITS
SEQ. 2 : PERF / FPLN preparation: WEIGHT, PERF INIT, FPLN INIT
SEQ. 1 SEQ. 2
1 4
5
2
6 3
Note: During this manual initialization sequence, the pilot returns to the INIT page
by pressing the prompt <RETURN on LSK L6.
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20.2.1 FMS SETTINGS (SEQ. 1)

Before initializing performance and flight plan, the pilot may have to adjust or modify
some of the basic FMS settings as required for operational use.
20.2.1.1 POS INIT (SEQ1 - STEP1)
On the INIT page:

– LSK L4 / <POS INIT ................................. PRESS
Displays the POS INIT page that allows initializing the FMS position and
FMS positioning sensors on the A/C position inserted by the pilot.
CAUTION
This manual FMS positioning initialization overrides the automatic FMS
positioning function.
Usually, the FMS continuously computes its position through an algorithm
that can mix all positioning systems onboard (GPS, R/NAV) to compute the
best FMS position available onboard.
(1)
(2)
(3)
(4)
EXIT ( 5 )
( 1 ) INIT POS…. Displays the selected position to initialize FMS position.

N□□°□□.□□/E□□□°□□.□□ (amber) = no position inserted, so
initial FMS position is computed by the FMS.
If manual FMS position initialization is required
If present FMS position is suspected to be inaccurate:
– NEW INIT FMS POS SOURCE ......................... SELECT
By pressing left LSK of one of source: ( 2 ) ( 3 ) or ( 4 )
CAUTION
When manual FMS position initialization is performed, it must be done on
ground with the A/C stopped and valid position from the selected source.
( 5 ) – LSK L6 / <RETURN................................ PRESS

Displays the INIT page.
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20.2.1.2 NAV DATA (SEQ1 - STEP2)

On the INIT page:
– LSK L5 / <NAV DATA ...................................PRESS
Displays the NAV DATA page that allows the pilot to check validity date and
identification of loaded FMS navigation databases.
(1)
(2)
(3)
EXIT ( 4 )
MCDU – NAV DATA page (on ground)
( 1 ) STD DATA contains all navigation data extracted from edited navigation
charts: Airports, waypoints, airways, SID, STAR, APP, VHF NAVAIDs …
The FMS manages automatically two AIRAC cycles of the STD DATA
database and it uses only the valid (or last valid) AIRAC cycle.
If FMS has not selected the valid STD DATA:
– LSK L1 ..........................................PRESS
CAUTION
Manual selection of the active STD DATA must be done on ground.
If EXP DATE of STD DATA is not green (out of date):
Loading of STD DATA AIRAC cycles shall be performed manually on ground
during maintenance operations.
( 2 ) CO-RTE DATA: Company routes database with date of the last loading.
CAUTION
Loading of CO-RTE DATA shall be performed manually on ground during
maintenance operations.
( 3 ) PILOT DATA: Navigation item created by pilots on the aircraft with date of the
last new entry in the PILOT DATA.
Further details in FCOM volume 4 chapter 4.02.110.
( 4 ) – LSK L6 / <RETURN ..................................PRESS

4.00.20
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20.2.1.3 UNITS (SEQ1 – STEP3)

On the INIT page:
– LSK R6 / UNITS>.......................................PRESS
Displays the UNITS page that allows the pilot to check and select units of
displayed FMS data.
MCDU – UNITS page (basic configuration)
FMS sets units to a default configuration according to activated optional units (if
any). Further details in FCOM volume 4 chapter 4.02.10.3.
The pilot can modify only units which are displayed with a prompt symbol
> or < :
If unit change is required:

– RELATED LSK ........................................ PRESS
On PFD, ND, EWD, MCDU:

– CONCERNED UNIT AND RELATED VALUES UPDATE .........CHECK
PRESS
( 4 ) – LSK L6 / <RETURN ...................................
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20.3 PERFORMANCES INITIALIZATION (SEQ. 2)
20.3.1 TAKE OFF WEIGHTS INITIALIZATION (SEQ. 2 – STEP 1)
On the INIT page:

– LSK R4 / WEIGHT> ...................................PRESS
Displays the WEIGHT page.
Note: Any time, the pilot can display the WEIGHT page by pressing the
PERF key on the MCDU keyboard, then pressing the prompt PERF
INIT> on the LSK R6 (that displays the PERF INIT page) and finally
pressing the prompt WEIGHT> on the LSK R6.
On the WEIGHT page:
(1)
(2)
(1) (3)
(4)
MCDU - WEIGHT page
ENTER WEIGHT VALUES FOR TAKE OFF:

…
( 1 ) – ZFW or GW ........................................ ENTER
( 2 ) – T/O FOB .......................................... ENTER
FMS computes the third weight values when the pilot has inserted a value
for two of these three weight parameters.
X-CHECK
– FUEL QUANTITIES ON FUEL PAGE and T/O FOB .........
( 3 ) – T/O CG ........................................... ENTER
FMS computes the objective T/O TRIM when entering the T/O CG.
( 4 ) – FUEL RESERVE .................................... ENTER
This is the minimum fuel quantity that the pilot would keep to divert to the
alternate airport.
– LSK L6 / <RETURN ..................................PRESS
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20.3.2 PERFORMANCE SETTINGS (SEQ. 2 – STEP 2)
On the INIT page:

– LSK R5 / PERF INIT> .................................PRESS
Displays the PERF INIT page.
Note: Any time, the pilot can display the PERF INIT page by pressing the
PERF key on the MCDU keyboard, then pressing prompt PERF
INIT> on the LSK R6.
On the PERF INIT page:
(1)
(5) (2)
(3)
(4)
MCDU - PERF INIT page

( 1 ) – CRUISE ALTITUDE (CRZ ALT: FT or FL) ....................ENTER
( 2 ) – FMS CRUISE SPEED MODE (CRZ MODE) .................SELECT
MAX CRUISE (default setting), LONG RANGE or an IAS value manually
entered. It modifies computation of the IAS FMS target.
If DFLT FPA modification is required:
( 3 ) – NEW DFLT FPA ......................................ENTER
Default Flight Path Angle is the FPA applied for descent / approach when no
vertical constraint is defined.
If ALTN / CRZ ALT is different from DEPT ARPT / FL100:
( 4 ) – ALTN / CRZ ALT ......................................ENTER
It refers respectively to the alternate airport (ALTN) and the Cruise altitude to
reach the ALTN.
● If no ALTN airport is defined at FPLN insertion, the ALTN airport is the
departure airport and CRZ ALT equals FL100.
● If the pilot inserts ALTN / CRZ ALT values, these entries are not modified
at FPLN insertion or revision.
ALTN and CRZ ALT entries can be inserted separately using “/”.
4.00.20
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If FF FACTOR modification is required:

( 5 ) – FF FACTOR (CORRECTION PERCENTAGE) ...............ENTER
Fuel Flow FACTOR percentage allows taking into account the fuel
consumption increase due to engine wear only for the EFOB predictions
computation.
FF FACTOR is set by default to +0.0% (i.e. standard Fuel Flow defined in
engines performances tables).
CAUTION
Except if requested by operator, pilot shall not modify the default value
+0.0%.
– LSK L6 / <RETURN ................................... PRESS

4.00.20
F.C.O.M
P 11 001
20.4 FPLN INITIALIZATION (SEQ. 2 – STEP 3)
Purpose: FPLN initialization consists in defining a route with at least a

departure airport and a destination airport.
After FPLN initialization, LATERAL and VERTICAL revisions may be

necessary to obtain a complete FPLN. Further details in FCOM volume 4
chapter 4.00.20.5
On the INIT page:

– LSK L6 / <FPLN INIT ................................ PRESS
Displays the FPLN INIT page.
Note: Any time, the pilot can display the FPLN INIT page by pressing the
FPLN key on the MCDU keyboard, then pressing the prompt <NEW
FPLN on LSK L6.
On the FPLN INIT page:
(1)
MCDU – FPLN INIT page
(1) – LSK L1 / <ROUTE .............................. PRESS

Displays the ROUTE SEL page.
4.00.20
F.C.O.M
P 12 001
On the ROUTE SEL page:
( 3a ) (2)
( 3b )
ROUTE
SUMMARY
MCDU - ROUTE SEL page (empty)

( 2 ) – FLT ID (FLIGHT IDENT) ...............................ENTER
FLT ID is also used for XPDR mode S.
FPLN route initialization

The pilot can initialize a route either by selecting a pre-defined route ( 3a ) or by
selecting departure and arrival airports ( 3b ).
4.00.20
F.C.O.M
P 13 001
( 3a ) IDENT field
This method allows the selection of an existing route pre-defined either in Co-
routes or Pilot routes database. The procedure to define Co-routes or Pilot
routes are detailed respectively in FCOM volume 4 chapter 4.02.110.3 and
4.02.110.4.
● If the route is identified
– CO-ROUTE / PILOT ROUTE IDENT ...................ENTER
Displays a summary of the selected route on the ROUTE SEL page.
● Otherwise
– LSK L1 / IDENT [ ] ...............................PRESS
Displays the STD DATA / CO-ROUTE page with the list of stored Co-
Routes; the pilot can also display the list of Pilot routes by pressing the
related prompt on the CO-ROUTE page.
– CO-ROUTE / PILOT ROUTE ........................SELECT
Displays a summary of the selected route on the CO-ROUTE or PLT
ROUTE page.
– LSK R6 / ROUTE SELECT> .........................PRESS
Displays a summary of the selected route on the ROUTE SEL page.
On the ROUTE SEL page, after route selection:
MCDU – ROUTE SEL page with summary of a temporary PLT

route
– ROUTE SUMMARY ................................ CHECK
If the selected route is appropriate:
– EXEC KEY ....................................... PRESS
Displays and activates the selected route on the FPLN page.
4.00.20
F.C.O.M
P 14 001
( 3b ) FROM/TO field
It does not require necessarily that Co-Routes or Pilot routes have been
defined previously in the FMS databases:
– DEPARTURE / DESTINATION AIRPORTS .................ENTER
● If FMS identifies FROM/TO of a Co-route or a Pilot route:

The MCDU displays a summary of the route on the ROUTE SEL page;
see result on the previous page.
– ROUTE SUMMARY ........................... CHECK
ADVISORY
When several routes (CO-ROUTE or PILOT ROUTE) are defined
with same FROM/TO airports, pressing PREV or NEXT key of
MCDU keyboard allows to display each route in order to select
the required one (if it exists, else the FROM/TO pair alone) .
● Otherwise:
The FMS initializes a FPLN route only with the departure airport and
the destination airport.
MCDU – ROUTE SEL page with summary of a temporary route
– ROUTE SUMMARY ................................. CHECK
Once the selected route is appropriate:

– EXEC KEY ....................................... PRESS
Displays and activates the selected route on the FPLN page.
4.00.20
F.C.O.M
P 15 001
20.5 FPLN REVISION (AT DEPARTURE)
After flight plan initialization, the pilot completes it with:

LATERAL revisions:
- Select a departure procedure on departure airport: Runway, SID …
- Insert intermediate airways and waypoints
- Insert lateral procedures: OFFSET, HOLD
- Insert lateral constraints at waypoints: Overfly or fly-by transitions
- Delete elements from the flight plan (ex: DISCONTINUITY …)
- Select an arrival procedure at destination airport: Runway, approach…
VERTICAL revisions:
- Insert vertical procedures: preplanned vertical steps
- Insert constraints (SPD, ALT, FPA or RTA) at waypoints
- Insert vertical wind profiles along FPLN.
The pilot can access flight plan revisions via left and right LSK on the line of each
waypoint.
LATERAL VERTICAL
revisions revisions
pages pages
MCDU – Access to FPLN revisions

Details of the revision page varies according to the type and the position of
the revised waypoint or airport.
LATERAL revisions pages:

- DEPARTURE FROM page for the departure airport or first waypoint of the
departure procedure, if defined.
- ARRIVAL TO page for the destination airport or last active waypoint of the
arrival procedure (i.e. the MAPT), if defined.
- LTRL REV page for other waypoints.
VERTICAL revisions pages:
- WIND page for the departure airport or first waypoint of the departure
procedure, if defined.
- VERT REV page for other waypoints (including the destination airport).
4.00.20
F.C.O.M
P 16 001
FPLN revisions in TMPY

Insertion of any FPLN revision creates automatically a temporary flight plan that is
displayed in yellow on TMPY pages.
Note: Only the active FPLN is displayed on ND.
The pilot can revise TMPY as for FPLN. When TMPY is open, the pilot can insert all
required revisions in a same TMPY until executing it: pressing the EXEC key
transfers the TMPY to active FPLN.
Procedure for selecting a departure runway or SID is provided in FCOM volume 4

chapter 4.00.20.5.1.
General FPLN revision pages are detailed in FCOM volume 4 chapter 4.00.60.2.
4.00.20
F.C.O.M
P 17 001
20.5.1 T/O RUNWAY OR SID REVISION (IF REQUIRED)
The pilot may have to modify the take-off runway or the SID (at initial clearance for
instance). This procedure can be applied any time before take-off.
On FIRST FPLN PAGE OF MCDU,
– LSK L1 / LEFT LSK OF FIRST WPT ....................... PRESS

Displays the DEPARTURE page.
– DEPARTURE PROCEDURE (RWY, SID, TRANS) ............. SELECT
Among available stored items displayed on the lower screen area:
(1) RWY: runway with its corresponding initial departure waypoint,
(2) SID: Standard Instrument Departure,
(3) TRANS: transition (if any).
Note: Selecting an item displays automatically the list of the next item.
(A)
(B)
( A ) Departure procedure items:

RWY, SID, TRANS.
( B ) List of the available items (in
alpha numeric order)
MCDU - DEPARTURE PAGE

(LH: with no selection / RH: with a fulfilled page)
– TMPY> PROMPT ...................................... PRESS

Displays the TMPY page
– NEW SID INSERTION INTO TMPY / FPLN ................... CHECK
– EXEC KEY (ON MCDU KEYBOARD) ....................... PRESS
Transfers the selected SID into the FPLN and activates it.
4.00.20
F.C.O.M
P 18 001
20.6 SEC: PERF / ROUTE (ADVISORY)
20.6.1 SEC INITIALIZATION

Pilot may create a Secondary Flight Plan to anticipate a second leg or procedure or
to anticipate a diversion route from a FPLN waypoint.
When FPLN page is displayed:
– FPLN KEY (ON MCDU KEYBOARD) ........................ PRESS
Displays the SEC page.
– LSK L6 / <NEW FPLN .................................. PRESS
Displays the SEC INIT page.
(2)
(1)
SEC INIT
REQUEST
SEC
PERF INIT.
MCDU - SEC INIT page
● To anticipate a second flight path or procedure (departure, airway or

arrival) or to anticipate a diversion route from a FPLN waypoint:
( 1 ) – LSK L2 / >COPY FPLN ............................PRESS
Copies the active FPLN in the SEC. Until pilot performs a revision to
the SEC, SEC remains a copy of the active FPLN and any FPLN
revision revises both active FPLN and SEC.
● To create a diversion route, anticipating or following a missed approach, or to
extend the FPLN, when FPLN is full:
( 2 ) – LSK L1 / <ROUTE ............................... PRESS
Initializes a route for SEC similar to FPLN initialization (selection of a
route or insertion of FROM/TO airports).
– EXEC KEY ...........................................PRESS

Saves the SEC into the FMS resident card, but does not activate the SEC.
This action on the SEC does not modify the active FPLN.
4.00.20
F.C.O.M
P 19 001
20.6.2 SEC REVISION

After SEC initialization, the pilot can revise SEC as for FPLN, except that:
● SEC revisions are directly applied in SEC. There is not TMPY for SEC.
● SEC is not displayed on ND
● DIRECT TO function can be applied only from FPLN.
– SEC REVISION ............................... AS REQUIRED
This action on the SEC does not modify the FPLN.
20.6.3 20.6.3 SEC PERFORMANCES INITIALIZATION

The pilot can enter performance parameters for SEC to improve predictions
computed by the FMS for the SEC flight plan.
On the SEC INIT page:
– SEC PERF> PROMPT ................................PRESS
Displays the SEC PERF page.
KG KG
MCDU - SEC PERF page
Note: The SEC PERF page is designed to enter performances parameters for
flight phases with greatest probabilities, from top to bottom, to activate
the SEC.
– SEC PERF VALUES ................................. ENTER

Notes:
● When the pilot inserts weight data for FPLN, T/O ZFW and FOB are
automatically reported to SEC; the pilot does not need to enter again
these values. The pilot can enter other weight values for the SEC which
do not modify FPLN weights.
● It may be useful to enter APP data related to the departure airport to
anticipate an immediate return to the departure airport with SEC.
4.00.20
F.C.O.M
P 20 001
20.6.4 SEC ACTIVATION (IF REQUIRED)
When pilot decides to activate the secondary flight plan to replace the active flight
plan, two methods are available from the SEC INIT page:
(1)
(2)
ACTIVATE SEC
REQUEST
MCDU - SEC INIT page

( 1 ) – LSK R1 / ACTIVATE< ............................ PRESS
Transfers SEC into FPLN; former FPLN is erased.
or
( 2 ) – LSK R2 / SWAP FPLN< .......................... PRESS
Exchanges FPLN route and SEC route
– EXEC KEY (ON MCDU KEYBOARD) ..................PRESS
Confirms respectively SEC activation or SEC/FPLN swapping
20.6.5 SEC CANCELATION (IF REQUIRED)

– LSK R6 / CANCEL SEC< ......................... PRESS
- All SEC data (flight plan and performance) are erased,
- The pilot cannot retrieve the cancelled SEC.
SEC cancelation has no effect on FPLN.

4.00.20
F.C.O.M
P 21 001
20.7 UNSERVICEABLE VHF NAVAIDS DESELECTION

If a NAVAID is unserviceable (NOTAM), the pilot shall deselect this NAVAID from
the navigation computations.
– DATA KEY (ON MCDU KEYBOARD) ....................... PRESS
Displays the MENU page.
– LSK R3 / NAV FRQ> .................................. PRESS

Displays the NAV FRQ page.
– LSK R6 / DESELECT> ................................. PRESS

Displays the DESELECTED NAVAIDS page.
Note: On the NAV FRQ page, press

the prompt <NEAREST to
display:
- the 20 nearest VHF NAVAIDs,
or
- the 20 nearest NDB NAVAIDs.
On the DESELECTED NAVAIDS page:
This page presents deselected NAVAIDS, if any, and it allows the pilot to deselect
up to 10 NAVAIDS.
– NAVAID IDENT TO DESELECT .................... ENTER/SELECT
Enter a NAVAID identification or select a NAVAID among the FMS
databases by pressing LSK L1 to deactivate the unserviceable NAVAID.
4.00.20
F.C.O.M
P 22 001
20.8 WIND ENTRY
WIND ALONG THE FLIGHT

The pilot can insert forecasted wind along the flight to improve performance
predictions computation. Longer is the flight path, more useful would be the
insertion of a wind along the FPLN.
The pilot can define along the whole flight plan either a multi-wind profile or a
mean wind.
MULTI-WIND PROFILE
Multi-wind profile corresponds to a vertical revision on a waypoint (including the
departure airport) with a maximum of 4 wind data at different flight levels.
From the revised waypoint, the wind profile is propagated to all rearward and
forward waypoints.
When FPLN or TMPY page is displayed:
– RIGHT LSK IN FRONT OF A WAYPOINT ................ PRESS
Displays the LTRL REV page.
– LSK L5 / <WIND .................................. PRESS
Displays the WIND page.
INSERTION
OF WIND
DATA WIND PROFILE
PROPAGATED
UP TO THIS WPT
MCDU - WIND page
Further information in FCOM volume 4 chapter 4.02.50.4.1.2.

4.00.20
F.C.O.M
P 23 001
MEAN WIND
Mean wind can be defined by the pilot only for the cruise phase.
FMS computes a mean wind for all flight phases using actual wind measure.
The pilot can define a mean cruise wind up to the destination airport and up to the
alternate airport.
On MCDU:
– CRUISE PAGE ..................... DISPLAY WITH PERF KEY
On the PERF / CRUISE page:
75 / 6
MCDU – PERF / CRUISE page with mean winds
– CRUISE MEAN WIND DIR. & SPEED UP TO DEST ......... ENTER

Applies this MEAN WIND along the whole CRUISE phase and mixes it
with other wind data for predictions computation along all flight phases
until the destination airport.
– CRUISE MEAN WIND DIR. & SPEED UP TO ALTN ......... ENTER

Applies this MEAN WIND along the whole CRUISE phase and mixes it
with other wind data for predictions computation along all flight phases
until the alternate airport.
Further information in FCOM volume 4 chapter 4.02.50.4.1.1.

4.00.20
F.C.O.M
P 24 001
20.9 T/O WEIGHT UPDATE

At the end of the aircraft loading, the pilot can update weights and CG entries
according to last reported pax, cargo, fuel …
When final weights and CG for Take-off are available:

– WEIGHT PAGE (ON MCDU) .......................... DISPLAY
(1)
(2)
MCDU – WEIGHT page
On the WEIGHT page:

(1) – T/O WEIGHTS (ZFW, FOB, GW) ........................ ENTER
FMS computes the third weight when the pilot has inserted a value for two
of these three weight parameters.
(2) – T/O CG ........................................... ENTER
FMS computes the objective T/O TRIM at T/O CG entry.
4.00.30 Before propeller rotation
4.00.30
F.C.O.M
P1 001
FCOM BEFORE PROPELLER ROTATION NOV 14
30.1 ATMOSPHERIC CONDITIONS ENTRY
If ICING at take-off:
The pilot can select the ICING conditions to correct take off speeds according to the
aircraft performance database.
CAUTION
ICING function must be activated when icing situation is present at take-off.
– PERF KEY (ON–SIDE EFCP) .............................. PRESS

Displays the VCP PERF page and the MFD PERF page.
– ICING CONDITIONS .................................. ACTIVATE

Use MCP arrows below MCDU to select the ICING CONDITIONS item and
press the ENT key on MCP to activate or deactivate this function.
VCP - PERF page
On the MCDU TAKE OFF page and on the MFD PERF page:
– ICING LABEL DISPLAY .................................. CHECK
In MCDU and MFD, ICING label is displayed in amber; otherwise, NORMAL
green label or MANUAL white label can be displayed.
4.00.30
F.C.O.M
P2 001
30.2 CHECK & CONFIRM T/O PERFORMANCES
30.2.1 T/O SPEEDS V1, VR, V2 CHECK / UPDATE
– PERF KEY (ON MCDU) ........ USE TO DISPLAY TAKE OFF PAGE
(1)
MCDU - PERF / TAKE OFF page

On TAKE OFF page:
– RWY LNG/AXIS (RUNWAY LENGTH / DIRECTION) ......... CHECK
– TRANS ALT ....................................... CHECK
– ICING / NORMAL / MANUAL T/O SPEEDS LABEL ..........CHECK
– T/O SPEEDS ...................................... CHECK
– T/O SPEEDS COMPUTATION MESSAGES ................CHECK
CAUTION
The FMS computes take-off speeds for non-limiting runway.
The pilot has to enter manually appropriate take-off speed values for limiting
runway.
For limiting runway or reduced runway length

(RWY limitation, NOTAM, intersection departure):
( 1 ) – TAKE OFF SPEEDS .... ADJUST MANUALLY AS REQUIRED
Note: If the pilot manually enters a V2 speed value that is lower than the
V2min value computed by the FMS then the ‘RANGE ERROR’
scratchpad message is displayed on the MCDU and the pilot
should enter manually the speed value V2 +1 if the displayed V2
value does not correspond to the manual entry.

4.00.30
F.C.O.M
P3 001
30.2.2 T/O PERFORMANCE PARAMETERS CONFIRMATION

If MFD PERF page is not displayed
– PERF KEY (ON EFCP) .................................... PRESS
Displays the MFD PERF page and the VCP PERF page.
Note: This MFD PERF page is fulfilled in real time according to manual
entries on the MCDU and related FMS computations.
On the MFD PERF page:
(1)
(2)
MFD - PERF page (here in ICING condition before T/O data confirmation)
( 1 ) – A/C DATA ........................................ CHECK

( 2 ) – TAKE OFF DATA ................................... CHECK
Framed values are displayed:
- in yellow before T/O DATA confirmation,
- in green after confirmation.
4.00.30
F.C.O.M
P4 001
On the VCP PERF page (below the MFD PERF page):
VCP – PERF page

– T/O DATA ....................................... CONFIRM
Use MCP arrows below the MCDU to select the “CONFIRM T/O DATA”
command and press the ENT key to confirm MFD PERF data insertion.
Note: When FMS cross-talk is running normally, this action performed on
one side is automatically applied on both FMS.
When T/O DATA are CONFIRMED:

On MFD PERF page:
– ALL VALUES IN GREEN ............................. CHECK
To check that T/O DATA confirmation has been actually performed
On EWD / TRIM area:

– T/O PITCH TRIM (CYAN POINTER) ............................
....... SET on PITCH TRIM OBJECTIVE BUG (MAGENTA M-SHAPE)
Green T/O range sector

EWD
Manual pitch Trim Pointer
Magenta pitch trim objective bug
On EWD / ENGINE area:

– T/O TORQUE OBJECTIVES........................... CHECK
On PFD / Speed scale:

At this moment of the flight, T/O speeds bugs are displayed beyond the
displayed IAS scale range.
4.00.30
F.C.O.M
P5 001
30.3 LAST CHANGES BEFORE T/O (IF REQUIRED)

In case of any change in aircraft configuration or environment situation, the pilot
must update FMS entries for take-off accordingly.
■ ICING SITUATION CHANGE
On VCP PERF / TO DATA page:

– ICING CONDITIONS ................................. UPDATE
On MFD PERF page or on MCDU PERF TAKE OFF page:

– ICING SETTING UPDATE ...............................CHECK
– NEW TAKE OFF SPEEDS ...............................CHECK
On the VCP PERF / TO DATA page and on the MFD PERF page:
– T/O DATA .................................CHECK & CONFIRM
Further details in FCOM volume 4 chapter 4.00.30.2.1 and following.
■ SID / DEPT RWY CHANGE
On MCDU FPLN 1 page

– LSK L1 / LEFT LSK OF DEPT WAYPOINT ................. PRESS
Displays the DEPARTURE FROM page.
– RWY / SID / TRANS ...................... REVISE AS REQUIRED
– TMPY............................................EXECUTE
Activates the revised FPLN with a new departure procedure.
Further details in FCOM volume 4 chapter 4.00.20.5 and following.

4.00.30
F.C.O.M
P6 001
■ LIMITING / REDUCED DEPT RWY

Due to RWY limitation, NOTAM, intersection departure …
CAUTION
FMS computes take-off speeds for non-limiting runway.
The pilot has to enter manually appropriate take-off speed values for limiting
runway.
On MCDU PERF / TAKE OFF page:

– RWY LNG (RUNWAY LENGTH) .........................UPDATE
– TAKE OFF SPEEDS ........... ADJUST MANUALLY AS REQUIRED
Note: If the pilot manually enters a V2 speed value that is less than the V2min
value computed by the FMS then the ‘RANGE ERROR’ scratchpad
message is displayed on the MCDU and the pilot should enter manually
the speed value V2 +1 if the displayed V2 value does not correspond to
the manual entry.
– T/O DATA ................................ CHECK & CONFIRM
■ T/O WEIGHTS UPDATE

Due to taxi longer than expected for instance.
– T/O DATA .................................CHECK & CONFIRM

4.00.30
F.C.O.M
P7 001
30.4 LNAV MODE ARMING
LNAV is the AFCS guidance mode that provides lateral guidance along the FMS
FPLN.
( 1 ) – ON FGCP, CPL P/B ................. PRESS TO SELECT PF SIDE

Couples AFCS with the FMS selected on the PF side.
Green arrow is displayed on the PF side.
( 2 ) – ON FGCP, NAV SOURCE FMS ......................... SELECT
FMS is reported as navigation in right top corner of the navigation area
(HSI) on PFD and FMS data are displayed on PFD and ND.
ADVISORY
In normal operation, it is recommended to select FM1 on Captain’s side,
FM2 on F/O’s side.
( 3 ) – ON FGCP, FIRST CLIMB ALTITUDE .....................SELECT

( 4 ) – ON FGCP, HDG P/B .................................. PRESS
Engages the HDG SEL lateral guidance mode (HDG SEL green).
FGCP
(2) (4) (2)
FGCP – INITIALIZATION (3)

(1)
4.00.30
F.C.O.M
P8 001
( 5 ) – ON FGCP,IAS P/B .................................. PRESS

Engages the IAS vertical guidance mode (IAS green).
( 6 ) – ON FGCP, NAV P/B .................................. PRESS
The LNAV mode is armed (LNAV cyan). It will activate automatically 2
seconds after lift-off.
FGCP
(6) (5)
FGCP – LNAV SELECTION
PFD
(4) (5) (1)
(6)
FMA – LNAV ARMED
4.00.30
F.C.O.M
P9 001
Baro setting:
–ON PFD, QNH BARO SETTING........................... CHECK
On ICP / SPD TGT panel:
Automatic IAS FMS target provided by FMS:

– AUTO MODE ....................................... SELECT
Displays the IAS FMS target readout in magenta above the IAS scale on
PFD and the associated magenta M-shape bug in this scale at the related
position. The IAS FMS target is continuously computed by the FMS
according to FPLN.
– ON PFD, IAS FMS TARGET MAGENTA ................... CHECK
Note: AUTO mode inhibition will trigger a SPEED AUTO INOP message if:
- Flaps are not in take-off configuration, or
- Selected Altitude is below current aircraft altitude.
If the pilot has to set manually the IAS target:

– MAN MODE ........................................ SELECT
– ON PFD, IAS TARGET CYAN ............................CHECK
– IAS TARGET VALUE ................................. SELECT
Displays the IAS target readout in cyan above the IAS scale on PFD and the
associated cyan M-shape bug in this scale at the related position.
4.00.30
F.C.O.M
P 10 001
30.5 MCDU PAGES FOR TAKE OFF (ADVISORY)
For PF
– ON MCDU, PERF “TAKE OFF” PAGE .................... DISPLAY
Displays T/O speed values and computation conditions.
For PM
– ON MCDU, FPLN PAGE 1 ............................. DISPLAY
Displays first FPLN waypoints forward.
4.00.40 Take-Off
4.00.40
F.C.O.M
P1 001
FCOM TAKE-OFF NOV 14
40.1 LNAV MODE ACTIVATION AT TAKE OFF
The LNAV mode activate automatically two seconds after lift-off.
Just after lift-off:

– ON FMA, LNAV GREEN (ACTIVE)......................... CHECK
FMA – LNAV ENGAGED AFTER TAKE OFF
AP activation:
The pilot can engage AP in parallel of the LNAV activation.
40.2 MCDU PAGES FOR CLIMB AND CRUISE (ADVISORY)

For PF
– ON MCDU, FIRST “FPLN” PAGE........................ DISPLAY
Displays the active FPLN and sequencing of waypoints and legs.
For PM
– ON MCDU, ACCORDING TO OPERATOR SOP............. DISPLAY
PM can choose among following MCDU pages:
● “PROG 1/3” page: Short-term FPLN, next vertical point,
● “PROG 2/3” page: Short-term lateral navigation parameters,
● PERF “CRUISE” page: Defined mean wind, CRZ ALT & CRZ MODE, one
engine ceilings,
● “VNAV 1/2” page: Vertical navigation parameters.
4.00.50 CLIMB
4.00.50
F.C.O.M
P1 001
FCOM CLIMB Dec-14
50.1 LATERAL GUIDANCE
With LNAV mode active, the aircraft trajectory follows lateral path defined by FPLN.
Current TO WPT information is displayed on top right corner of the ND and
navigation area of the PFD. Each time aircraft reaches a waypoint, it is sequenced
and removed from active FPLN.
– ON ND, FPLN SEQUENCING ............................ CHECK
50.2 VERTICAL GUIDANCE
FMS does not provide vertical guidance and coupling with AFCS similar to the
LNAV mode.
Pilot must guide the aircraft vertically during all flight phases.
4.00.60 CRUISE
4.00.60
F.C.O.M
P1 001
FCOM CRUISE NOV 14
60.1 NAVIGATION MONITORING
60.1.1 FPLN PREDICTIONS MONITORING
On FPLN page:
MCDU - FPLN pages (left: ETE/EFOB format, right: ETA/SPD/ALT format)

– ETE & EFOB AT FPLN WAYPOINTS ...................... CHECK
– ETA & SPD / ALT CNSTR ............................... CHECK
On PROG 1/3 page: (Use the PROG KEY on the MCDU keyboard)
– PRED. AT NEXT VERTICAL PSEUDO WAYPOINT.......... CHECK

It may be an interception altitude, TOC (e.g. ↑25000), STEP or TOD.
Vertical points are displayed along the FPLN on ND. Further details in
FCOM volume 4 chapter 4.02.100.3.3.
– PRED. AT DESTINATION AIRPORT .................... CHECK

4.00.60
F.C.O.M
P2 001
FCOM CRUISE NOV 14
60.1.2 ACTUAL NAVIGATION PERFORMANCE (ANP) MONITORING (IF

REQUIRED)
On PROG 2/3 page:

Use PROG KEY on the MCDU keyboard to display the PROG 2/3 page.
MCDU - PROG 2/3 page
– RNP ≥ ANP ....................................... CHECK

RNP value is automatically given for the present A/C position based on (by
order of priority):
- Pilot manual entry
- FMS Navigation Database
- Flight Phase
ANP is computed by the FMS. FMS compares its value to the RNP and triggers
the RNP alert in case of an exceedance.
4.00.60
F.C.O.M
P3 001
FCOM CRUISE NOV 14
60.2 FPLN REVISION (IN FLIGHT)
The pilot can revise the FPLN in flight without modifying the guidance mode.
LATERAL revisions:
- Insert intermediate airways and waypoints
- Insert lateral procedures: OFFSET, HOLD
- Insert lateral constraints at waypoints: Overfly or fly-by transitions
- Delete elements from the flight plan (ex: DISCONTINUITY …)
- Select an arrival procedure at destination airport
VERTICAL revisions:
- Insert vertical procedures: preplanned vertical steps
- Insert constraints (SPeeD, ALTitude, Flight Path Angle or Required Time of
Arrival) at waypoints
- Insert vertical wind profiles.
The pilot manages most of flight plan revisions through left and right LSK on the line
of a waypoint. The Lateral DIRECT TO function is called by pressing the DTO key
on the MCDU keyboard.
LATERAL VERTICAL
revisions revisions
pages pages
MCDU – Access to FPLN revisions
Type of the revision page are different according to the type and the position
of the revised waypoint or airport.
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LATERAL revisions pages:

- ARRIVAL page for the destination airport or last active waypoint of the arrival
procedure (i.e. the MAPT), if defined.
- LTRL REV page for other waypoints.
VERTICAL revisions pages:

- VERT REV page for other waypoints (including the destination airport).
FPLN revisions in TMPY

Insertion of any FPLN revision creates automatically a temporary flight plan that is
displayed in yellow on TMPY pages.
The pilot can revise TMPY as for FPLN. Once TMPY is open, the pilot can insert
several revisions in TMPY until executing it (by pressing the EXEC key on the
MCDU keyboard).
Note: While TMPY is open, active FPLN is not available on MCDU.
SEC revision
The pilot revises the SEC directly into the SEC. SEC is displayed in white on SEC
pages. Use the FPLN key on the MCDU keyboard to display SEC pages.
Contrary to FPLN / TMPY, press the EXEC key is not required to maintain SEC
revisions.
Note: Only the active FPLN is displayed on ND.

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60.2.1 LATERAL DIRECT TO
60.2.1.1 General DIRECT TO page

The pilot can use Lateral DIRECT TO (DTO) function to fly directly to a waypoint
from present aircraft position with a quick FPLN revision (available only for FPLN).
– DTO KEY (ON MCDU KEYBOARD) ....................... PRESS

Displays first page of the lateral DIRECT TO function.
DTO WPT SELECTED
(1)
( 2a )
( 2b )
MCDU - DIRECT TO page

Further details in FCOM volume 4 chapter 4.02.20.4.2.3.
( 1 ) – ‘DIRECT TO’ CATEGORY ............................. SELECT
1st page - DIRECT TO waypoint of FPLN (default page).
2nd page - DTO ABEAM a waypoint: FMS builds intermediate abeam
waypoints based on initial intermediate FPLN waypoints.
rd
3 page - DIRECT TO an airport.
Caution: The selected airport becomes the new destination.
– ‘DIRECT TO WPT, NAVAID or ARPT .................... SELECT
Displays a DIRECT TO page to precise the DIRECT TO function.
( 2a ) SELECTING A WAYPOINT AMONG THE FPLN WPT LIST.
Note: The list contains FPLN waypoints ahead in order of occurrence in
the FPLN.
The AIRPORTS list contains up to 20 airports within 240 NM.
( 2b ) ENTERING MANUALLY IDENT OF ANY WPT, NAVAID OR ARPT.
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60.2.1.2 Detailed DIRECT TO page
Once pilot selects a target waypoint, the MCDU displays the detailed DIRECT TO
page to finalize the DIRECT TO options if necessary:
(1)
(2)
(3)
(4)
(5)
Detailed DIRECT TO page
( 1 ) – TARGET WAYPOINT DETAILS.......................... CHECK

DIRECT TO will remove all waypoints to target waypoint.
Target waypoint will become the new TO waypoint.
( 2 ) – INBOUND COURSE..................................... SET
DIRECT TO INBOUND will remove all waypoints to target waypoint and
create a straight 30 NM leg from target waypoint with the required course.
Caution: Upon DIRECT TO INBOUND execution, LNAV mode will deactivate. Pilot
must then guide aircraft and arm LNAV to capture the new leg.
( 3 ) – INTERCEPTION DISTANCE............................... SET

DIRECT TO will remove all waypoints to target waypoint and insert a new
TO waypoint at the required distance along the leg to target waypoint.
( 4 ) – ALT CONSTRAINT...................................... SET
Pilot can insert an altitude constraint at target waypoint.
( 5 ) – TMPY.............................................. PRESS
Pressing TMPY applies the DIRECT TO revision in TMPY FPLN.
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60.2.2 REVISION PAGES

A revision can be applied on a waypoint; the revision pages are related to a
waypoint.
LATERAL REVISIONS on the LTRL REV page:

At this stage, it is assumed that the aircraft is in flight.
On the FPLN page:

– LEFT LSK OF THE FPLN WAYPOINT TO REVISE ............. PRESS
Displays the LTRL REV page. Content of this page depends on position of the
revised waypoint in the FPLN.
■ LTRL REV page at last passed WPT (top WPT on first FPLN page)
Displays the LTRL REV page at PPOS, i.e. the present A/C position.
OFFSET
HOLDING
PATTERN BRG & DIST
UP TO ANY WPT
■ LTRL REV page at any other FPLN WPT

(other that first waypoint and other that the destination airport).
Displays the LTRL REV page at the revised waypoint.
NEXT WPT
WPT
INSERTION
TRANSITION
NEW DEST.
HOLDING INSERTION
PATTERN
XXXXX
DEPT/APP AIRWAY
PROC* INSERTION
* If the waypoint belongs to a departure or an arrival procedure, prompt <ARRIVAL

or <DEPARTURE is displayed in the field of the LSK L5. Press the LSK displays
the DEPARTURE FROM page or the ARRIVAL TO page. Further details in FCOM
volume 4 chapter 4.00.20.5.1 and 4.00.60.3.1.
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VERTICAL REVISIONS on the VERT REV page:

At this stage, it is assumed that the aircraft is in flight.
Note: Press right LSK of the departure airport displays the WIND page.
On the FPLN page:
– RIGHT LSK OF THE FPLN WAYPOINT TO REVISE .............PRESS
Displays the VERT REV page. Content of this page depends on position of
the revised waypoint in the FPLN.
STEP ALT CROSSING ALT
ALT
ARRIVAL TIME CONSTRAINT
CONSTRAINT SPEED
AT WPT CONSTRAINT
WIND
PROFILE ARRIVAL FPA
INSERTION* AT WPT
* A wind profile may be defined with up to 4 altitudes. It is automatically propagated

to rearward and forward FPLN waypoints.
FPLN revision functions available on the LTRL REV pages and on the VERT REV
page are briefly described in following pages.
Further details in FCOM volume 4 chapter 4.02.20.4.3.1 and 4.02.20.4.4.1.
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60.2.3 REVISION FUNCTIONS
60.2.3.1 LTRL REV PAGE: CHECK POS TO

Allows getting bearing BRG and distance DIST from the present aircraft position to
the selected waypoint.
N TO WPT
FPLN
A/C
BRG
CHECK POS TO WPT
DIST
FROM WPT
Note: This function does not modify the FPLN but it may help to prepare a FPLN
revision.
On LTRL REV page at FROM WPT:
L I BRU
– WPT IDENT ......................................... ENTER

Displays the bearing (BRG) and the ground distance (DIST) between the
present aircraft position and the selected waypoint in the BRG /DIST fields.
Note: If the pilot does not know ident of the waypoint, press LSK R3 while
scratchpad is empty to display the list of waypoints.
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60.2.3.2 LTRL REV PAGE: OFFSET

Allows flying parallel to the flight path without modifying the initial FPLN.
PPOS = INITIAL FPLN

OFFSET REQUEST
RIGHT OFFSET
45° DISTANCE
FROM WPT A/C

OFFSET
FLIGHT PATH
On LTRL REV page at FROM WPT:
R5
– OFFSET SIDE AND DISTANCE ........................... ENTER

Examples: R5, L0.3
● L and R, refers to the OFFSET side (resp. left and right). It indicates the
side where the aircraft shall go compared to the present flight path.
● The number refers to the target cross-track (i.e. lateral) OFFSET distance
between the flight path and the OFFSET path. It is expressed in NM with
none or one decimal from L20 to R20.
The OFFSET can be activated when FMS assesses that present A/C position
allows such maneuver; then FMS displays related navigation and guidance
information.
The OFFSET is not activated or it is de-activated:
● Manually, by inserting a null OFFSET: L0, R0.
● Automatically, due to flight path geometry (according with the type of legs
and course change not great than 90°) or if the A/C is flying the approach
procedure.
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60.2.3.3 LTRL REV PAGE: HOLD / HOLDING PATTERN

Inserts a holding pattern based on a FPLN waypoint as holding fix. This waypoint is
the HOLD introduction, entry and exit.
On LTRL REV page:

PRESS
– <HOLDING PROMPT .....................................
Displays the HOLDING AT page.
(A) (C)
(B) (D)
17 H 55 2537
NEXT EXIT
PRED
MCDU – HOLDING AT page
OUTBOUND STRAIGHT LEG LENGTH

= DIST or TIME OUTBOUND LEG
HOLDING
LEG
TURN ENTRY LEG RIGHT
DIR. TURN
70°
EXIT LEG
INBOUND LEG
INBND CRS
A/C
ARRIVAL LEG REFERENCE WAYPOINT
HOLDING PATTERN principle illustration

(example)

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Use default HOLD characteristics or modify the HOLD:

( A ) – INBOUND COURSE .............................. ENTER
From 001 to 360 (degrees). By default, the inbound course depends
of the arrival leg to the HOLD, except if it is defined by procedure.
( B ) – TURN DIRECTION ............... SELECT PRESSING LSK L3
LEFT or RIGHT, RIGHT turn is selected by default except if the
HOLD is defined by procedure with another turn direction..
( C ) – HOLD OUTBOUND LEG TIME / DISTANCE ........... ENTER
A time (decimal of minute: 1.0) or a distance (in NM: 2 or 2.0).
One minute is selected by default (with the corresponding distance),
except if the HOLD outbound leg is defined by procedure.
( D ) – IAS TARGET IN THE HOLD ........... MODIFY AS REQUIRED
170 kt is selected by default; maximum value is 240 kt.
On the FPLN page:

– ETA / EFOB PREDICTIONS OF FPLN WAYPOINTS ............. CHECK
HOLD exit / interruption:

The holding pattern is automatically repeated until the pilot erases the line “---
- CLEAR TO EXIT NEXT----“ from flight plan pages using the MCDU CLR
key; the aircraft will exit at next waypoint overfly.
Note: The pilot can interrupt HOLDING by entering a DIRECT TO; aircraft
will fly directly to the TO waypoint from present position.
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60.2.3.4 LTRL REV PAGE: OVERFLY

The pilot can force the aircraft to fly over a waypoint by activating the OVERFLY
function at this waypoint.
Note: The overfly function is automatically applied on waypoints defined with an
overfly constraint.
On the LTRL REV page:
– OVERFLY: YES ....................................... SELECT

Activates OVERFLY only at the revised waypoint and displays YES in green
large font.
When OVERFLY is selected on a waypoint, a small white triangle is displayed
on the right side of the waypoint identification on the MCDU pages.
OVERFLY: YES Turn transition trajectory

Exit Vector
TO WPT
Exit leg "WPT to WPT"
Entry leg "WPT to WPT"
A/C
OVERFLY: NO (= FLY-BY) Exit leg

TO WPT
If OVERFLY is not selected,
the FMS applies a turn
transition in ‘Fly-by’, i.e. the Turn transition trajectory
aircraft may not overfly the
waypoint during transition
between two legs. Entry leg
A/C

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60.2.3.5 LATERAL REVISION: WAYPOINT INSERTION

The pilot can insert a waypoint into the FPLN from FPLN page or from the LTRL
REV page.
■ WPT insertion from the FPLN page:
In this example, SECHE

will be located before
MIRBA.
– WPT IDENT ..........................................ENTER

Displays the TMPY page with waypoint inserted at the required position.
■ WPT insertion from the LTRL REV page:

On the FPLN page:
– LEFT LSK / AT WPT INSERTION POS. .................... PRESS
Displays the LTRL REV page at the revised waypoint.
In this example, SECHE

will be located after
MIRBA.
– WPT IDENT ..........................................ENTER

Displays the LTRL REV page at the inserted waypoint.
Note: If the pilot does not know ident of the waypoint, press LSK R2 while
scratchpad is empty to display the list of waypoints.
– LSK L6 / <RETURN ................................... PRESS

Displays the TMPY page with waypoint inserted at the defined position.
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Inserting a waypoint in the FPLN moves ahead waypoints forwards (i.e.

downwards on the MCDU screen), including the waypoint in front of the
pressed LSK.
ADVISORY
Waypoints shall be inserted between the SID and the STAR.
It is forbidden to modify SID/STAR procedures selected in the FPLN.
After WPT insertion (and TMPY is still open):

The FMS inserts a FPLN discontinuity just after the inserted waypoint.
– FPLN DISCONTINUITY ................................ CLEAR
With the CLR key on the MCDU keyboard.
Note: When passing a FPLN waypoint immediately followed by a FPLN
DISCONTINUITY, the guidance reverts from LNAV to HDG HOLD if
LNAV is active when passing the discontinuity.

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60.2.3.6 LTRL REV PAGE: NEW DESTINATION

The pilot can define a new destination airport into the FPLN from the LTRL REV
page or from the DIRECT TO AIRPORT page.
– NEW DEST. AIRPORT IDENT ..............................ENTER

Displays the TMPY page with the new destination airport located just after the
revised waypoint; all previous FPLN waypoints located forwards this waypoint
are removed from the new FPLN.
Note: If the pilot does not know ICAO code of the airport, press LSK R3 while
scratchpad is empty displays the list of airports.
ADVISORY
The pilot can use the AIRPORTS function on the NAV / ND OVLY page of VCP
to display 15 nearest airports on ND.
A FPLN discontinuity is inserted between the revised waypoint and the new
destination airport.
CAUTION
Inserting an airport in the NEXT WPT field does not modify destination of the
FPLN: the airport is managed by the FMS like a waypoint.
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60.2.3.7 LTRL REV PAGE: AIRWAY INSERTION

The pilot can insert an airway from a waypoint that belongs to an airway (that
excludes some of the departure/arrival waypoints). The pilot can insert a set of five
airways, each defined between two of its waypoints.
– AIRWAY IDENT ..................................... ENTER

Starts the airway at the revised waypoint
and displays the AIRWAYS page to assembly segments of airways. Each
segment is manually limited by two waypoints of the airway.
Note: If the pilot does not know ident of the airway, press LSK R4 while
scratchpad is empty to display on the AIRWAY page the list of
airways passing by this waypoint.
ADVISORY
Airways shall be inserted between the SID and the STAR.
It is forbidden to modify SID/STAR procedures selected in the FPLN.
On the AIRWAYS page:

– LSK R6 / TMPY> ......................................PRESS
Displays the TMPY page with airway(s) inserted at the defined position.
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60.2.3.8 VERT REV PAGE: RTA

The pilot can define a Required Time of Arrival (i.e. an arrival time constraint) at a
waypoint.
On the VERT REV page:
– RTA ................................................. ENTER

For instance enter 1553 for “AT 15H53”, A1553 for “AT or AFTER 15H53”,
B1553 for “AT or BEFORE 15H53”.
This action displays the ETA field. Actually, this field indicates the time
difference between RTA and ETA at the revised waypoint.
CAUTION
This FMS is certified such as the ETA computed for the RTA is given with ±30
seconds accuracy independently if the RTA is manually entered with one minute or
one second accuracy.
Insert a RTA with one second accuracy is possible with this FMS but it is not
consistent considering limits of its performance and predictions computation
capacity.
On PFD, the IAS FMS target (magenta) is set to comply with the RTA. The AUTO
SPD mode must be activated to display the appropriate indications on PFD.
Whatever the RTA is missed or not, the FMS computes the appropriate IAS FMS
target to match as much as possible with the RTA, except when the RTA is defined
in a climb waypoint (only 170 kt climb speed).
– POWER LEVERS ...................................... ADJUST

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On FPLN pages, ETA and ETE values are underlined when a RTA is defined on a
waypoint and they are colored like the ETA field on the VERT REV page.
On the FPLN pages in ETA/SPD/ALT format:

– ETA (COMPLIANCE WITH RTA) ........................... CHECK
The value is amber if the constraint is predicted to be missed, green otherwise.
The prediction is negative if the aircraft is predicted to be late, positive
otherwise.

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60.2.3.9 VERT REV PAGE: STEP TO (ALT STEP)
The STEP function allows the pilot to modify the CRZ ALT at a waypoint during the
CRUISE phase (i.e. between TOC and TOD); the pilot can insert up to two STEPs,
into the FPLN, up or down the present Cruise altitude.
Note: The pilot can no longer modify the CRZ ALT field on the MCDU after having
passed the TOC.
The FMS initiates transition to the target altitude from the revised waypoint, as
shown on the figure below.
STEP 1 : NEW CRZ ALT
STEP
« UP »
INIT CRUISE ALT

WPT 1 WPT 2

– STEP TO ALTITUDE OR FL value .......................... ENTER
Displays the inserted value and displays below the STEP MODE field.
– STEP MODE ......................................... SELECT

Is the IAS FMS target mode (default selection MAX CRUISE, LONG RANGE or
an IAS value manually inserted) that is applied at the new CRZ ALT.
On ND, label STEP is displayed below the waypoint identification.

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On FPLN pages in ETA/SPD/ALT format, label STEP is displayed in the SPD field
of the revised waypoint. In addition, the VNAV 1/2 page displays ETA predictions for
two next STEP altitude/level (if defined).
60.2.3.10 VERTICAL TRACK ALERT
When FPLN contains a preplanned step, ALT SEL and ALT SEL bug flash
(Vertical Track Alert) one minute before the step start waypoint to prompt the
pilot to initiate the step procedure.
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60.2.3.11 VERT REV PAGE: ALT CNSTR

The pilot can define an altitude constraint or a FL constraint on a waypoint.
– ALT CNSTR ........................................... ENTER

For instance enter FL160 for “AT FL160”, 5000A for “AT or ABOVE 5000”, FL100B
for “AT or BELOW FL100”, 5000/6000 or 5000-6000 for “WINDOW 5000-6000”.
Note: The ALT CNSTR field is automatically filled according to waypoint

definition in database. The pilot can modify the displayed constraint and
reselect the stored constraint.
ALT CROSS indicates the altitude prediction at waypoint computed by the FMS.
ALT CROSS is displayed as:
- Green: Made Altitude constraint

- Amber: Missed Altitude constraint
- White: Ignored Altitude constraint
On FPLN pages in ETA/SPD/ALT format, the ALT CNSTR value is displayed in

the ALT field of the concerned waypoint.
On ND, the ALT CNSTR value is displayed below the FPLN waypoint identification.

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60.2.3.12 VERT REV PAGE: SPD CNSTR
The pilot can define a speed constraint on a waypoint.

– SPD CNSTR ........................................... ENTER

Notes: The SPD CNSTR field is automatically filled when such constraint is
defined at a waypoint in the FMS databases. The pilot can modify the
displayed constraint and reselect the stored constraint.
CAUTION
A SPD CNSTR is propagated to forward FPLN waypoints until meeting a FPLN
discontinuity, until a FPLN waypoint defined with another speed constraint or
until the TOD (for SPD CNSTR defined in the cruise phase).
On FPLN pages in ETA/SPD ALT format, the speed constraint value is displayed
in the SPD field at the waypoint where is defined the constraint. The speed
constraint is amber when it is predicted to be missed, green otherwise.
On the IAS speed scale of PFD, the IAS FMS target displayed in SPD AUTO
mode helps the pilot to comply with the speed constraint.
If SPD AUTO is not activated:

– ON ICP, SPD TGT: AUTO .............................. ACTIVATE
– POWER LEVERS ...................................... ADJUST
The pilot shall maneuver the aircraft to respect the speed constraint by
following the IAS FMS target.

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60.2.3.13 VERT REV PAGE: FLIGHT PATH ANGLE (ON WPT)
The pilot can define the inbound Flight Path Angle (i.e. the angle of descent) on a
waypoint. Further details in FCOM volume 4 chapter 4.02.20.4.4.6.
– DESCENT FPA ON WPT .................................ENTER

For instance enter 2 for “2.0° in descent on the wa ypoint”.
Note: The FPA field is automatically filled when a FPA is defined at a
waypoint in the FMS databases. The pilot can modify the displayed
constraint and reselect the stored constraint.
CAUTION
FPA on the VERT REV page shall not be confused with DFLT FPA on the
PERF INIT page. DFLT FPA may be used to compute position of TOD while
this FPA is the inbound vertical angle that can be defined on any FPLN
waypoint.
On FPLN pages of MCDU, the FPA value defined at a waypoint is displayed in

small white characters on the right of the distance between two waypoints.
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60.2.3.14 CLEAR KEY: DATA REMOVAL OR RESET
The pilot can use the CLR key of the MCDU keyboard to:
● Remove any item (waypoint, discontinuity …) from a flight plan,
● Retrieve default value (when it exists and when this action is authorized) of a
data field on any other FMS page of the MCDU.
Example: Use of the CLR key on TMPY pages

On the TMPY page:
– CLEAR KEY (ON MCDU KEYBOARD) ...................... PRESS

Displays the label CLEAR ? in reverse video into the scratchpad.
– LEFT LSK OF THE LINE TO REMOVE ...................... PRESS
If the CLEAR action is performed from a FPLN page, the MCDU displays the
TMPY.
The selected line is removed from the page.
ADVISORY
FLIGHT PLAN CONTINUITY
Insertion/removal of waypoints, destination airport or arrival procedure introduces a
FPLN DISCONTINUITY in the flight plan.
It is recommended to remove FPLN DISCONTINUITY from FPLN before reaching
this discontinuity:
- To ensure navigation and guidance continuity; if LNAV is activated, the lateral
guidance reverts to HDG HOLD when passing the discontinuity).
- To avoid degraded fuel and time predictions beyond a discontinuity.
– “- - - FPLN DISCONTINUITY - - -“ LINE ......................CLEAR

For this action, use of the CLR key is described on the previous page.
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60.2.4 TMPY / FPLN REVISIONS ACTIVATION
When required revisions have been inserted:

– REVISED FLIGHT PLAN ..................................CHECK
Once the TMPY is open, the EXECUTE active light is green to remind the pilot that
the EXEC key should be pressed to execute the FPLN revision.
If the active light is green:
– EXEC KEY (ON MCDU KEYBOARD) .........................PRESS
Transfers TMPY into FPLN, activates the revised FPLN
and displays the first FPLN page.
MCDU - EXECUTE active light and EXEC key
The revised FPLN is displayed on ND and on FPLN pages of MCDU.

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60.2.5 CANCEL FPLN REVISION (IF REQUIRED)
● From TMPY page (i.e. before revision execution)
– LSK L6 / >CLR TMPY ............................... PRESS

Cancels all revisions inserted in the present TMPY and maintains the active
FPLN unchanged.
MCDU – Clear FPLN revisions from TMPY page
● From FPLN page (i.e. after revision execution)

After execution of the revised FPLN, the pilot has one minute to cancel the
revised FPLN and re-activate the previous FPLN.
– LSK L6 / >UNDO ................................... PRESS
MCDU – Clear FPLN revision from FPLN page

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60.3 DESCENT PREPARATION
60.3.1 ARRIVAL PROCEDURE SELECTION
The pilot can select an arrival procedure according to the destination airport.
The Arrival procedures are stored in the FMS databases; they are based on edited
navigation charts.
On the FPLN pages:

– DESTINATION AIRPORT / LEFT LSK ........................ PRESS
Displays the ARRIVAL page.
(A)
(B)
MCDU - ARRIVAL TO page (with no procedure selected)
– ARRIVAL PROCEDURE: APP, STAR, VIA, TRANS ............ SELECT

Select following items from FMS navigation databases:
( A ) Selected arrival procedure items: APP, STAR, VIA, TRANS.
APP Final approach up to a runway,
An APP contains final approach procedure waypoints (IAF,
FAF, MAP …), the landing runway and related Missed
Approach procedure waypoints (cyan when not activated).
STAR Standard Terminal Arrival Route,
VIA Waypoint joining the STAR to the APP,
TRANS Transition (if any).
Note: Select an item displays the list of the next item in area ( B ).
( B ) List of the available items in alpha numeric order (use PREV or NEXT
keys of MCDU keyboard to scroll the list).
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CAUTION
● Insertion of an arrival procedure on the destination airport into the FPLN is:
- Mandatory for Non Precision Approach (NPA) in LNAV.
- Recommended for Precision Approach and NPA without LNAV.
Note: If no APP is selected, there is no Missed Approach procedure
available.
● Pilot must insert a destination airport into the FPLN to:

□ Compute location of TOD
Note: TOD location is computed as intersection of the FMS cruise level and
the vertical descent/approach profile. This profile is computed rearwards
starting from the arrival airport,
- according to all vertical constraints defined in the arrival
procedure, if an arrival procedure is defined in the FPLN,
- otherwise, according to the DFLT FPA parameter.
□ Allow selection of an arrival procedure among all arrival procedures
available (edited procedures) with the destination airport
ADVISORY
It is recommended to define arrival procedure with all available items (APP, STAR,
VIA, TRANS when they exist).
Insertion of a detailed arrival procedure:
- Facilitates optimization of the flight path along the FPLN by the FMS,
- Allows optimizing Fuel and Time predictions to the destination airport (plus Fuel
monitoring and alerting functions).
4.00.60
F.C.O.M
P 30 001
FCOM CRUISE NOV 14
The pilot can modify at any time the arrival procedure current selection by:
● Pressing LSK of the item to modify (APP, VIA, STAR or TRANS). This displays
a list of all available other possibilities
● Entering the identification of an item that is defined in FMS database.
MCDU - ARRIVAL PAGE (with a procedure)
Prompt TMPY> allows displaying the TMPY pages with the selected arrival
procedure. Like other FPLN revisions, TMPY must be executed to activate the
arrival procedure.
If an arrival procedure change is anticipated:

The pilot can program the secondary flight plan SEC to manage a second arrival
procedure.
4.00.60
F.C.O.M
P 31 001
FCOM CRUISE NOV 14
60.3.2 QNH AND WIND AT DESTINATION
(2)
(1)
MCDU - PERF / APPROACH page

On the APPROACH page: (cycle the PERF key on the MCDU keyboard)
( 1 ) – QNH (AT DESTINATION) ............................... ENTER
( 2 ) – GND WIND/GUST (AT DESTINATION) ..................... ENTER
Format: WIND DIR / WIND SPD / GUST SPD
Pilot can enter complete data (for instance 250/10/20) or a partial data
(gust wind: 250//10, direction: 250, speed: /10, gust: //20).
– APPROACH SITUATION: NORMAL OR ICING ............... CHECK

CHECK
– VMHB & VAPP ........................................
VAPP = VHMB + Wind Factor
Wind Factor is the highest of one third of the headwind or the gust, for a
maximum of 15kts.
Note: The field DEST RWY (destination runway) automatically updates upon
selection of an APP (c.f. the ARRIVAL TO page) with the destination airport.
4.00.60
F.C.O.M
P 32 001
FCOM CRUISE NOV 14
60.3.3 TEMPERATURE COMPENSATION

The FMS includes a temperature compensation function according to ISA deviation
that corrects altitude constraints defined in the final approach.
ADVISORY
Pilot should provide the FMS with the SAT at destinations for all approaches.
Pilot must activate the temperature compensation if the approach requires it or if the
FMS generates the “ISA” MSG (it occurs when ISA deviation exceeds -15°).
(3)
(1)
(2)
(4)
On the VNAV 2/2 page: (use the VNAV key on the MCDU keyboard)
( 1 ) – SAT (AT DESTINATION) ................................ENTER
If QNH at DEST has not been already inserted:

( 2 ) – QNH (AT DESTINATION) ................................ENTER
Activation of the temperature compensation:

( 3 ) – TEMP COMP ........................................... ON
Activates the temperature compensation function that corrects vertical profile
of the arrival procedure according to the ISA deviation.
Computation of a specific compensated altitude from any standard
altitude (for the compensated MDA for instance):
( 4 ) – BARO ALT......................................... ENTER
– COMP ALT ......................................... CHECK
Altitude constraints corrected by the temperature compensation function are

preceded by a “c” in small font.
ADVISORY
BARO / COMP ALT field can be used to compute a compensated Minimum
Decision Altitude (MDA). However, pilot has to set manually MDA on ICP.
4.00.60
F.C.O.M
P 33 001
FCOM CRUISE NOV 14
60.3.4 APPROACH SPEEDS CHECK
Approach speeds are displayed on the MFD PERF page and on the PERF /
APPROACH page on the MCDU.
Check on the MFD PERF page:

– PERF KEY (ON EFCP) .................................... PRESS
Displays the MFD PERF page.
(1)
(2)
MFD - PERF page (here in ICING condition)
According to the NORMAL / ICING situation:

( 1 ) – APPROACH SPEEDS: VMHB & V APP .....................CHECK
With FLAPS position
( 2 ) – WIND (GROUND WIND INSERTED AT DESTINATION) ....... CHECK
4.00.70 Descent
4.00.70
F.C.O.M
P1 001
FCOM DESCENT NOV 14
70.1 ARRIVAL PROCEDURE REVISION (IF REQUIRED)
CAUTION
The pilot must update FPLN according to ATC instructions. FPLN update ensures
optimization of FPLN predictions and navigation / guidance.
Notes:
● FMS updates the vertical profile when the pilot modifies the FPLN even
after having passed the TOD.
● If the pilot has anticipated a modification of the arrival procedure with the
SEC, the SEC can be activated.
70.2 VERTICAL ADVISORY DURING DESCENT
During Descent, FMS provides vertical advisory indications on the PFDs through the
Vertical Course Deviation Indicators.
Five minutes before reaching the TOD, vertical deviation scale appears on PFD
(scale range is ±500ft), on the right of the horizon side.
One minute before reaching the TOD, the VTA Alert prompts the pilot to initiate the
descent procedure.
Guidance monitoring:
On the VNAV 1/2 page of MCDU, VDEV and TGT VS values may help to monitor
vertical aircraft position along FMS vertical profile (equivalent information available
on PFD).
VDEV is the vertical deviation of the aircraft compared to the FMS vertical profile.
TGT VS is actually the difference between the current aircraft V/S and the FMS V/S
target.
Note on Late Descent
In case of a descent initiated after the TOD, vertical advisory will advise to capture
the descent path computed from TOD. Consequently, this may lead to a start of
descent at -5.5° until aircraft reaches the origina l decent path.
To avoid this situation, FMS can update the descent path from current aircraft
position if pilot performs a Vertical Direct To.
4.00.70
F.C.O.M
P2 001
FCOM DESCENT NOV 14
70.3 VERTICAL DIRECT TO
The pilot can use Vertical DIRECT TO (VERT DTO) function to ignore FPLN vertical
constraints before a target waypoint with a quick FPLN revision:
- VERT DTO modifies the vertical profile by ignoring altitude constraints between
current aircraft position and the waypoint where VERT DTO is applied.
- VERT DTO does not modify the lateral path.
The VERT DTO function becomes available five minutes before TOD (when vertical
deviation scale appears on PFD).
Pilot initiates a VERT DTO from the VERT REV page accessed from target
waypoint, LSK R5:
– ON VERT REV PAGE, VERT DTO......................... PRESS

– ON VERT REV PAGE, NEW COMPUTED FPA................ CHECK
– ON VERT REV PAGE, TMPY............................. PRESS
– ON MCDU PAGE, EXEC................................ PRESS
Once a VERT DTO is performed, altitude constraints before the VERT DTO
waypoint are ignored but not deleted.
If necessary, pilot can perform a VERT DTO to a previous waypoint to consider its
altitude constraint again.
New altitude constraints entered before the VERT DTO waypoint are not ignored.
4.00.80 APPROACH
4.00.80
F.C.O.M
P1 001
FCOM APPROACH NOV 14
80.1 FMS GUIDED APPROACH PROCEDURES
During Approach, FMS provides vertical advisory indications on the PFDs through
the Vertical CDI.
Once in approach phase, the vertical deviation scale range reduces to ±150ft.
80.2 END OF FPLN
FPLN ends when the aircraft sequences the MAPT (last waypoint of the active
FPLN) and if the Missed Approach procedure is not activated.
At FPLN end, LNAV guidance mode is de-activated.
After landing:
FMS data (FPLN, SEC, performances …) are automatically reset.
4.00.90 Missed approach
4.00.90
F.C.O.M
P1 001
FCOM MISSED APPROACH NOV 14
90.1 MISSED APPROACH
Pressing the GA pushbutton on the Power Levers disconnects the AP and activates
the FPLN Missed Approach procedure.
If active, LNAV mode remains active in order to provide lateral guidance along the
Missed Approach procedure. Otherwise, the HDG HOLD mode engages.
Pilot can then engage AP to provide automatic guidance to the aircraft along FMS
FPLN.
4.01
FMS GENERAL DESCRIPTION

FMS GENERAL DESCRIPTION 4.01.00
P1 000
F.C.O.M CONTENTS JUN 13
4.01.00 CONTENTS
4.01.10 OVERVIEW
10 .1 INTRODUCTION
10 .2 SYSTEM INTERFACES
10 .3 COCKPIT INTERFACES
4.01.20 FMS OPERATION
20 .1 MFD OPERATING MODES
20 .2 FMS SOFTWARE AND DATABASES
20 .3 FMS OPERATION MODES
20 .4 DUAL FMS CONFIGURATION
20 .5 FLIGHT MANAGEMENT
20 .6 LIMITATIONS
4.01.30 PILOTS / FMS INTERFACES
30 .1 GLARE SHIELD
30 .2 CENTRE PEDESTAL
30 .3 NAVIGATION SYMBOLS
P1 000
F.C.O.M OVERVIEW JUN 13
10.1 INTRODUCTION
The ATR 42-600 and 72-600 aircrafts are equipped with two THALES FMS220
(Flight Management Systems) customized for ATR: FMS1 and FMS2 are located
respectively in Display Unit 2 (DU2) and Display Unit 4 (DU4), also called Multi
Function Displays (MFD1 and MFD2).
FMS is composed of following elements:

■ SOFTWARE: FMS is a software application hosted by MFD1&2.
Note: MFD hosts several basic applications (FMS, RMS …) and
optional applications (ANS, …)
■ HARDWARE: FMS uses MFD processing capacities: Electrical power supply,

system interface, internal memory, display and computation
operations.
■ CF CARDS: Two types of Compact Flash cards inserted in MFD1&2:

□ A removable card contains FMS software application and basic
FMS data (a FMS configuration file and an aircraft
performance Database). It is used for software update during
maintenance operation.
□ Two resident cards (one per MFD) must be permanently
inserted in MFD when the removable card is not inserted.
Resident cards contain navigation data:
- Two successive Standard Database AIRAC cycles,
- A Pilot Database and a Company Database (if initialized)
- A Magnetic Variation Database
- A secondary flight plan (if initialized)
Content of a card is stored in MFD memory when this card is
inserted into MFD compact flash reader.
FMS allows the pilot to manage aircraft flight during all phases:
- Radio navigation management (NAVAIDS auto-tuning)
- Multi-sensors localization
- Flight planning
- Flight navigation (Lateral and Vertical advisory indications)
- Flight guidance (Lateral automatic command)
- Flight performance prediction and optimization
P2 000
10.2 SYSTEM INTERFACES

FMS exchanges data with other aircraft systems through connections illustrated on
the figure here below.
CAC 1 / CAC 2
CLOCK1 CLOCK2
VHF COM1 VHF NAV1 MCDU1 ATC1 GPS1 DME1 HF1
VHF COM2 VHF NAV2 MCDU2 ATC2 GPS2 DME2 HF2
Weight on Weight on
Wheels relays Wheels relays
ADC1 ADC2 ADC1 ADC2
AHRS1 AHRS2 AHRS1 AHRS2
EEC1 EEC2 EEC1 EEC2
T2CAS WXR T2CAS WXR
EFCP1 MCP1 EFCP2 MCP2
AHRS REV 1 AHRS REV 2

button button
FMS cross talk
ADC REV 1 ADC REV 2
button CMS
CMU button
MPC
DU11
PFD DU21
MFD DU4
MFD 2 DU52
PFD
FDS FDS
FMA1
FMS1 RMS1
RMA1 ANS1
ANA1 FMA2
FMS2 RMS2
RMA2 ANS2
ANA2
A429
ARINC Basic system
Basic system
AFDX
AFDX Optional system
Optional system
P3 000
10.3 COCKPIT INTERFACES
Dual FMS / Pilots interfaces consist of the following equipments:
■ FMS units:
- FMS1 in DU2 (= MFD1)
- FMS2 in DU4 (= MFD2)
■ Control units:
- a Flight Guidance Control Panel (FGCP) on glare-shield
- two Multi purpose Control and Display Units (MCDU)
- two Virtual Control Panels (VCP) and their Multifunction Control Panel (MCP)
- two EFIS Control Panel (EFCP)
- two Index Control Panels (ICP)
- two Go Around (GA) pushbuttons on the Power Levers (PL) handles
■ Display units:
- two Navigation Display (ND)
- two Primary Flight Display (PFD)
- FMS pages through two MCDU
- two PERF pages (MFD and VCP)
- an Engine / Warning Display (EWD)
Location of these equipments is provided in two following figures.

Use of these equipments for FMS operations is described in FCOM volume 4
chapter 4.00.
P4 000
The figure below shows location of Pilots / FMS interfaces in the cockpit.
DU4/MFD2
DU2/MFD1
DU3 / EWD FGCP

VCP1 VCP2
DU1 DU5
ICP1 ICP2
MCDU1 MCDU2
MCP1 EFCP1 EFCP2 MCP2
GA P/B on Power Levers
Cockpit schematic view in normal configuration

P5 000
The figure below shows details of Pilots / FMS interfaces in blue diagonal stripes.
FGCP
ND1 ND2
PFD1 or or PFD2
Systems Systems
pages pages
HSI1 VCP1 VCP2 HSI2
ICP1 DU1 DU2 (MFD1) DU3 (EWD) DU4 (MFD2) DU5 ICP2
MCDU1 MCDU2
MCP1 MCP2
GA P/B ON ENGINES POWER LEVERS
LH EFCP RH EFCP
FMS / Pilots interfaces

P1 000
F.C.O.M FMS OPERATION JUN 13
20.1 MFD OPERATING MODES

FMS1 is hosted in DU2 (MFD1) and FMS is hosted in DU4 (MFD2).
(1)
(2)
(6) (3) (4) (5) (6)
(1) Screen
(2) Compact Flash card reader (slot and cap)
(3) Power switch and corresponding power light (ON / OFF)
(4) Brightness setting
(5) Contrast setting
(6) Luminance sensors for automatic screen dimming
20.1.1 MFD POWER SUPPLY

FMS is powered when its MFD is electrically powered: DU2 is powered by DC
EMER BUS, DU4 is powered by DC ESS BUS. These electrical bus bars are
normally electrically powered when the avionics is powered.
Usually, FMS starts when the avionics is powered; otherwise push the PWR switch (
3 ).
The power light ( 3 ) is alight when the MFD is powered.
P2 000
20.1.2 MFD START PROCESS

MFD start sequence depends on how long the MFD was cut before starting:
- After a long DU power cut (more than 5s), MFD is normally operative in less
than 45 seconds on ground and less than 10 seconds in flight if the last safety
self-test was OK, otherwise MFD is operative is less than 45 seconds.
- After a short power cut (less than 5s), MFD is normally operative after few
seconds.
MFD display format changes according to its operating mode:

BLACK SCREEN
The DU is OFF or in transition between two modes
Amber letter “P”
The hardware pin programming management is wrong
Amber letter “E”
The DU detects that it does not contain a valid DU software
Green letter “T”
The DU performs selt-tests during the starting process (40s on ground, 7s in flight)
Amber letter “F”
The DU detects itself as failed. Further details in FCOM volume 1 chapter 1.10.38.2.
Letter “L”
The DU is loading data when the “L” is green. Data loading is finished when the “L”
is white.
BITE DUMPING: Title and Progress status pattern
The DU is writing a BITE NVM on dedicated Compact Flash card when title “IAD
BITE RECORDING IN PROGRES” and the status pattern are green. The BITE
dumping is interrupted when the title “IAD BITE RECORDING ABORTED” is
displayed in amber. The BITE dumping is finished when the title “IAD BITE
RECORDING COMPLETED” is displayed in white.
Note: “IAD” is another name for DU.
In other case that ones listed above, the MFD displays the OPERATION page.
Usually, MFD starts in less than 45s on ground and less than 10s in flight. The
screen is black during 3s and a big green letter “T” is displayed during self-test
processing, before displaying the operational display format.
P3 000
20.2 FMS SOFTWARE AND DATABASES

FMS uses its host DU processing capacities (electrical power supply, system
interface, display and computation operations).
FMS software and databases are loaded into the host DU from two types of
compact flash cards (CFC) through the CFC reader located on lower left side of
the DU.
SPECIFIC DATA
Following specific data are permanently stored in a removable CFC:
- FMS software, including logics and data related to a FMS software version.
- FMS configuration file, with configurations and limitations for FMS data display.
- PERF Database, containing the aircraft Performance database based on a set
of Engine / Aerodynamic / Performance models.
RESIDENT DATA
Following resident data are stored in a resident CFC:
■ Navigation Databases is permanently stored and it includes:
▪ Two Standard navigation database AIRAC cycles (STD), loaded for two
successive 28-day cycles 1 and 2. They contain worldwide airports, en-route
waypoints and NAVAIDS (VOR, NDB, DME, ILS), runways, airways and
Terminal area procedures (SID, STAR, APPROACH).
The Standard database can be modified neither by a pilot nor by an airline.
▪ Two customer navigation databases can be manually modified to store
additional waypoints, airports or routes.
- The Company route database (CO-ROUTE) can be filled on ground
by a dedicated airline operator.
- The Pilot database (PLT) can be filled by the Pilot.
Further details in FCOM volume 4 chapters 4.02.110.3 and 4.02.110.4.
■ Magnetic Variation Database (MAG VAR) contains worldwide magnetic
variations tables, including temporal variation factors.
■ The last inserted secondary flight plan (last SEC), except when SEC is
initiated by the COPY ACTIVE function.
Pilot database and last SEC are updated on resident CFCs when the pilot saves or
erases these data through MCDU commands; further details in FCOM volume 4
chapter 4.02.110.4.6.
Note: Content of resident cards is not affected by the FMS power interruptions.
CAUTION
The resident card must be permanently fitted in reader of both DU2/4 during whole
line operations, including at every FMS cold start for databases uploading.
The removable card must be inserted in DU2/4 reader only during maintenance
operation for FMS software update.
P4 000
20.3 FMS OPERATION MODES

FMS works in two different operational modes: INITIALIZATION or OPERATIONAL.
Access to FMS functions and FMS internal operations changes according to
activated mode.
INTERNAL INITIALIZATION mode / FMS start

INITIALIZATION mode occurs at FMS start (on ground or in flight). The pilot has no
access to FMS functions. Duration of the initialization mode depends on the FMS
power out time.
■ After a long FMS cut (more than 5s), also called a cold start, FMS is fully
initialized because most of its data have been reset during the long cut.
Internal initialization starts with resident compact flash card upload to DU
memory allocated to FMS.
FMS performs an integrity cross check on specific data and resident data with
the opposite FMS. Result of the dual FMS integrity cross check is displayed on
the FMS power-up page (further details in FCOM volume 4 chapter
4.01.30.2.2.3) on the MCDU and the pilot is alerted in case of discrepancy
between data uploaded in both FMS.
Note: In case of data discrepancy, FMS1 sends its data to FMS2 unless FMS2 is
powered several seconds after FMS1, then FMS2 sends its data to FMS1.
FMS data are normally displayed on ND, PFD and MCDU within 10 seconds
following beginning of the FMS internal initialization mode.
■ After a short FMS cut (less than 5s), also called a warm start, FMS is only
partially initialized because most of its data (including computed data and
manual entries and selections) are not modified.
FMS data are normally displayed on ND, PFD and MCDU within 5 seconds
following beginning of the FMS internal initialization mode. The FMS page
displayed on MCDU at FMS interruption is displayed again at FMS start.
Note: During this initialization mode, FMS data are set invalid or null.
OPERATIONAL mode / Common FMS operation

The OPERATIONAL mode occurs at the end of the INTERNAL INITIALIZATION
mode. FMS operational functions and data display are available in this mode
allowing the pilot to use FMS functions.
P5 000
20.4 DUAL FMS CONFIGURATION
FMS1 and FMS2 are designed to process normally in dual-cockpit system. FMS
manage automatically their configuration through three configuration modes
according with FMS activation and internal failures:
■ DUAL mode
In normal dual mode, both FMS perform their own computations in parallel
and the cross-talk function ensures continuous exchange, comparison,
validation and synchronization of processed data. The active FMS only
exchanges data with other systems for FMS external operations (AFCS
coupling, VHF NAVAIDS management …). The pilot selects the active FMS
through the NAV SOURCE selector knob and the CPL pushbutton on the
FGCP; further details in next page.
When both FMS are operative, the DUAL mode is selected automatically at FMS
starts.
ADVISORY
The dual FMS configuration allows FMS operations redundancy; in normal
situation, a pilot uses FMS and related cockpit interfaces on his side.
It is not recommended that two pilots working on their MCDU fill data entries in
the same page on the same time.
■ INDEPENDENT mode
In degraded Independent mode, both FMS are available and active but they
operate independently because dual FMS cross-talk function is not performed.
Each FMS can be controlled by its respective MCDU.
FMS displays the message “FMS INDEPENDENT” on ND when dual FMS is in
independent mode.
ADVISORY
In independent mode, it is recommended to operate both FMS in parallel to
ensure same flight plan management and predictions on both cockpit sides.
Otherwise, Captain and First Officer may have different navigation data on their
respective ND/PFD and MCDU interfaces.
The pilot can use navigation data displayed on ND/PFD and MCDU from only
one FMS by selecting the same FM as NAV SOURCE via FGCP, but loosing
FMS computation redundancy.
■ SINGLE mode
In degraded Single mode, only one FMS is available but its data are
automatically transferred and displayed on both cockpit sides. The operational
FMS can be connected to both MCDUs.
P6 000
Note: Details related to DUAL mode

Both FMS working in parallel are managed by a Master / Slave principle.
Master FMS, also called active FMS, is defined as the reference FMS for
internal synchronization, radio-navigation aids auto-tuning and lateral
guidance command transfer to the AFCS (Automatic Flight Control System).
The other FMS becomes the slave FMS.
The Master FMS is selected following decreasing priority order of conditions:
• The pilot selects left or right navigation source in command for guidance
(using the “CPL” push-button on FGCP) and the pilot selects FMS as
navigation source on the coupled side.
Master FMS is on the coupled side.
• The pilot selects left or right navigation source in command for guidance
(using the “CPL” push-button on FGCP) but the pilot does not select
FMS as navigation source on the coupled side.
Master FMS is on the coupled side even if it is not selected as navigation
source.
• FMS 2 is selected when “CPL” side selection data is not available.
In normal situation, AFCS is coupled by default to the navigation source

selected on the left side (Captain).
Dual FMS synchronization is continuous for computation and display

homogenization purpose; the slave FMS is first synchronized on the Master
FMS at dual FMS initialization via cross-talk channel and next on any manual
entry. The pilot is prompted to initiate dual FMS synchronization when the
automatic synchronization failed.
When cross-talk channel is operational, the pilot is alerted in case of data

discrepancy between both FMS.
When both FMS are not synchronized (for instance due to a cross-talk
failure), each FMS works with its own data (c.f. INDEPENDENT mode).
P7 000
20.5 FLIGHT MANAGEMENT
FMS provides following capacities to pilots for in-flight operations:

- FLIGHT PLANS MANAGEMENT
- AIRCRAFT PERFORMANCE PREDICTIONS
- AIRCRAFT LOCALIZATION
- NAVIGATION
- GUIDANCE
FMS displays relevant data related to FMS functions on ND, PFD or MCDU screens
according to their purpose for the flight management.
P8 000
20.5.1 FLIGHT PLANS

FMS manages an active flight plan (FPLN), a temporary flight plan (SEC) and a
secondary flight plan (SEC).
Revision / UNDO
FPLN TMPY
EXEC / CLR TMPY
COPY
SWAP
Revision
ACTIVATE
SEC
Revision
Links between three types of FMS flight plan
The pilot defines flight plans through FMS pages on MCDU and read related
navigation data on MCDU, ND and PFD. Further details in following paragraphs.
P9 000
FPLN
FPLN is the primary and active flight plan for navigation and guidance purposes.
FPLN initialization starts when the pilot performs one of these actions on MCDU:
- Select a route from the company routes or the pilot routes databases,
- Create a route, starting by selecting departure and arrival airports.
The pilot must confirm FPLN initialization before having the possibility to revise it.
FPLN revision allows the pilot to complete, modify and delete elements of FPLN.
Any revision in FPLN pages creates a temporary flight plan (TMPY) such that the
pilot revises FPLN actually through the TMPY. At TMPY activation, the TMPY
replaces the former FPLN.
The pilot must confirm FPLN revision to activate it.
FPLN sequencing is the process whereby the FMS computes short-term

navigation and guidance data on the active leg to reach the next waypoint along the
FPLN.
FMS divides FPLN in several legs to make fly the aircraft step by step along the
FPLN; most of time, a leg is bounded between two consecutive FPLN waypoints: a
FROM waypoint and a TO waypoint (generic names) in the sense of FPLN.
Assuming the aircraft follows the flight path computed by the FMS, the active leg
changes with progress of the aircraft along the FPLN. Active leg changes from a leg
to the next leg by passing the active TO waypoint.
FPLN ends at last active waypoint defined in FPLN.

FPLN is reset automatically few seconds after landing.
FPLN is displayed on FPLN pages of the MCDU and through flight path displayed
on ND and on mini ND (if mini-ND is displayed).
Active leg and related data are displayed in magenta.
Non-active legs and related data are normally displayed in green, except Missed
Approach procedure legs which are displayed in cyan (plus cyan dashed lines on
ND / mini-ND) as long as the Missed Approach is not activated. Flown legs are not
displayed after the aircraft passed these legs.
Note: Vertical pseudo-waypoints (TOC, TOD, altitude/level interception …) are
displayed on ND without appearing in MCDU pages.

P 10 000
TMPY
TMPY is the temporary and non-active flight plan TMPY to revise FPLN. TMPY
is displayed in yellow on TMPY pages of the MCDU; it is not displayed on ND.
At any FPLN revision, FMS copies FPLN into TMPY and displays TMPY pages. The
pilot can revise FPLN through TMPY until TMPY execution. At TMPY execution,
TMPY is transferred into FPLN where it is activated.
SEC
SEC if the secondary and non-active flight plan SEC that pilots can use for
various goals (for instance, current FPLN saving, alternate or return route, …). SEC
is displayed in white on SEC pages of the MCDU; it is not displayed on ND.
Although it remains non-active, the MCDU requires the pilot to confirm the SEC
initialization.
The pilot revises SEC like FPLN except that there is not TMPY for SEC; the pilot
revises SEC directly through SEC pages.
The pilot activates SEC by transferring SEC into FPLN (SEC activation or
SEC/FPLN swapping); MCDU requires the pilot to confirm the SEC activation.

P 11 000
20.5.2 PERFORMANCE PREDICTIONS

FMS uses all available entries to computes various aircraft performance predictions
along the defined flight plans (FPLN, SEC and TMPY).
Automatic entries
- Navigation databases
- Aircraft and engines performances models
- Multi-localization sensors
Manual entries / selections:

- Flight plan with vertical flight profile, including lateral and vertical constraints
- Aircraft weights
- Cruise altitude, including cruise speed mode selection
- Wind management, with various types of entries (average wind or wind profiles)
- Temperature compensation function (manual activation; altitude constraints
correction for final approach procedures when ∆ISA is negative).
Predicted performance parameters:

- Fuel (Estimated FOB and NRP), time (ETA, ETE) and ground distance,
- Optimum speeds in every flight phases (in normal or icing situation),
- Top of climb and top of descent (TOD),
- Time, speed and altitude constraints and related alerting indications,
- Optimum flight levels for the one-engine out condition (in normal and icing
situations).
FMS updates the flight profile and related predictions at any pilot modification
(flight plan revision, cruise speed mode modification, wind model update …). In
flight, predictions are updated at every 10s and at flight plan transitions (passing
waypoints).
Distance, time and fuel predictions deviations have been quantified as follows:
- Climb: In the range ISA-20 to ISA+20, predictions deviations are lower than 10%
and decrease to zero during the climb. Outside this range, they could be greater
than 10% and decrease to zero during the climb.
- Cruise: Predictions deviations are lower than 5% in the whole environmental
envelope.
- Descent: Predictions deviations are lower than 5% in the whole environmental
envelope.
P 12 000
20.5.3 LOCALIZATION
FMS uses a multi-sensors configuration based on GPS and radio navigation
equipments.
Two FMS positioning modes are available:
● BCP (Best Computed Position) uses FMS internal algorithms and the multi-
sensors configuration to provide a FMS position that is assumed to be the best
aircraft position available onboard.
FMS owns an auto-tuning function designed to set the most appropriate R/NAV
frequencies.
● GPS uses only GPS position.
By default, FMS selects the BCP mode with auto-tuning activated.
20.5.4 NAVIGATION
FMS uses its localization capacity to provide navigation indications to the pilot on
various screens.
Main purpose of the FMS navigation function:
- Indicate the aircraft position along the FPLN,
- Provide short-term targets and predictions to reach the next waypoint,
- Indicate the navigation errors.
Further details in FCOM volume 4 chapters 4.02.80.3, 4.02.80.4 and 4.02.80.5.
20.5.5 GUIDANCE
The pilot can couple FMS with AFCS (i.e. the Guidance system) to facilitate FPLN
follow-up.
● LNAV is a guidance mode that uses lateral steering command computed by the
FMS to follow FPLN in lateral/horizontal plane.
The LNAV mode can be used with AP/FD, only with FD or without AP/FD
● No guidance mode uses FMS for vertical guidance.
FMS provides only vertical guidance advisory indications on MCDU, ND and
PFD.

P 13 000
20.6 LIMITATIONS
Refer to FCOM volume 2 chapter 2.01.07.

P1 000
F.C.O.M PILOTS / FMS INTERFACES JUN 13
30.1 GLARE SHIELD
During FMS operations, following equipments on the glare-shield allow the pilot to
use and control FMS data:
- FGCP
- ICP
- PFD: FMA, speed scale, altitude scale, Attitude-Navigation-Guidance area,
Navigation area.
- ND
- VCP
- MFD PERF page and VCP PERF page
- EWD
P2 000
30.1.1 FGCP
During FMS operations, FGCP allows the pilot to manage:
- Selection of FMS navigation source for FMS data display
- Selection of coupling side for Guidance, i.e. selection of active/master FMS.
- Selection of LNAV guidance mode
2 3 2
CAPT AREA SHARED AREA F/O AREA
Shared area (CAPT and F/O)

( 1 ) CPL is the pushbutton to select a side (CAPT or F/O) with its own navigation
source (c.f. item 3) to couple with the Guidance system (AFCS); coupled side
is indicated in green by left or right arrow.
Individual areas (CAPT - F/O)
( 2 ) NAV SOURCE is the rotary switch that allows the pilot to select navigation
source that provides common* navigation data displayed on ND and PFD on
his side: FM1 (i.e. FMS1), V/ILS1 or V/ILS2, FM2 (i.e. FMS2). Further details
in FCOM volume 4 chapter 4.02.80.1.
* Some data are provided only by one system, some other data may be
provided by several system sources.
( 3 ) NAV is the pushbutton to launch the lateral guidance mode fed by the FMS
steering data (LNAV). Further details in FCOM volume 4 chapter 4.02.90.2.
The pilot can check selection of those functions on their respective ND and PFD.
Further description of FGCP in FCOM volume 1 chapter 1.04.10.2.

P3 000
30.1.2 INDEX CONTROL PANEL (ICP)

During FMS operations, ICP allows the pilot to manage:
- Display of IAS target computed by FMS
SPD TGT (upper part)

( 1 ) AUTO/MAN: SEL is the pushbutton that allows the pilot to select source of
the IAS target displayed on speed scale of PFD:
• AUTO refers to display of the IAS target speed managed by the FMS.
FMS IAS target bug and value are displayed in magenta.
• MAN refers to display of the IAS target manually selected by the pilot
through knob 2. Pilot IAS target bug and value are displayed in cyan.
( 2 ) SPD TGT selector knob allows the pilot to select the IAS target when the
MAN mode is selected; Manual IAS target bug and value, displayed in cyan
on speed scale of both PFD, change with selection of this knob.
BARO SET (lower part)

(3) BARO SET / PUSH STD selector knob allows the pilot to select the
barometric pressure setting by pushing the knob.
(4) DH / MDA selector knob allows the pilot to select either the DH (Decision
Height) or the MDA (Minimum Descent Altitude).
Further details related ICP in FCOM volume 1 chapters 1.04.10.2 / 1.10.05.2.

P4 000
30.1.3 PRIMARY FLIGHT DISPLAY (PFD)
Flight Mode Annunciator (FMA)
Attitude-
Navigation-
Guidance area
Navigation area
This figure shows that PFD screen is divided into six areas. Only following areas
display data related to pilot operations with FMS:
- FMA,
- Speed scale,
- Altitude scale,
- Attitude-Navigation-Guidance area,
- Navigation area.
FMS data displayed on these interfaces are described in following pages.
PFD is described in details in FCOM volume 1 chapter 1.10.22 and CDS reversion
is described in FCOM volume 1 chapter 1.10.38.
P5 000
30.1.3.1 PFD / FMA

Located in top area of PFD, the Flight Mode Announciator (FMA) displays:
- Lateral and vertical guidance modes armed and activated,
- Engagement status of AP, FD and YD,
- Miscellaneous messages concerning navigation and guidance operations.
The FMA is the primary visual feedback for navigation and guidance operations. It
indicates every mode change that the pilot should be aware of after a manual
selection or an automatic change.
During FMS operations, FMA allows the pilot to watch following FMS data:
1 2 3
ACTV ACTV
Guidance modes information:

( 1 ) Lateral armed mode (cyan)
( 2 ) Lateral activated capture and hold mode (green)
( 3 ) Guidance system / Navigation source coupled side:
Left arrow (CAPT), right arrow (F/O) or “DUAL” label
( 4 ) Unexpected guidance mode change or problem in navigation parameters: For
instance: Unexpected navigation source selection, FMS IAS target (i.e. SPD
TGT AUTO) inoperative … Further details in FCOM volume 4 chapter
4.03.30.1.
Further details in FCOM volume 1 chapters 1.04.10 / 1.10.22.2.

P6 000
30.1.3.2 PFD / ATTITUDE-NAVIGATION-GUIDANCE AREA

During FMS operations, Attitude-Navigation-Guidance area allows the pilot to watch
following FMS data:
1 6
3 7
9
4
10
5 8
“For information only, not representative of an in flight situation”.
FMS IAS TARGET, when AUTO SPD TGT is activated on ICP

( 1 ) Digital value (in magenta)
( 2 ) M-shape Bug (in magenta)
Note: ( 1 ) and ( 2 ) are displayed in cyan when IAS target is manually
selected (= MAN SPD TGT) on ICP.
IAS LIMITS
( 3 ) Band of maximum speed limits in current aircraft configuration:
MMO, VMO, VFE, VLE
( 4 ) Band of minimum speed limits in current aircraft configuration:
VMIN OPS, Vshaker, Vpusher
NAVIGATION / GUIDANCE: FD
( 5 ) Vertical FD bar indicates the lateral / roll command to follow the horizontal
guidance target. In manual control, the pilot shall control the aircraft to center
the vertical FD bar.
P7 000
When LNAV is activated, position of vertical FD bar is computed by AFCS to

follow the FPLN according to data of the coupled FMS.
NAVIGATION / GUIDANCE: CDI

Course Deviation Indicator (CDI) data are provided by the FMS selected as
navigation source of the concerned PFD.
( 6 ) Vertical CDI source: magenta “V” for FMS, cyan “G” for ILS Glide. FMS
vertical deviation source is selected when LNAV is armed or activated.
( 7 ) Vertical CDI pointer is a magenta rectangle that is displayed with a vertical
deviation scale when FMS deviation source is selected. Pointer and scale
are displayed during DESCENT and APPROACH (FMS phases).
Vertical CDI scale is composed of five fixed dashes that provide an
approximate measure of vertical deviation from FMS vertical profile of the
active FPLN leg; full scale equals ± 150 ft in flight area APPR and ± 500 ft
otherwise. Flight area is displayed on PFD navigation area.
Note: This FMS version provides only vertical guidance advisory.
( 8 ) Lateral CDI pointer is a magenta rectangle which is displayed with a lateral
deviation scale when FMS navigation source is selected.
Lateral CDI scale is composed of five fixed dashes that provide an
approximate measure of lateral deviation from FMS lateral path of the active
FPLN leg; half-scale equals present RNP considered by FMS with a
maximum of 5.0 NM (same sensitivity that on lateral CDI). Further details in
Notes:
● When CDI is used for guidance in degraded guidance operations, pilot
shall control the aircraft to center lateral CDI pointer to follow FPLN.
● In FMS source, half rectangle is displayed at scale limit when deviation
exceeds maximum scale sensitivity.
● When navigation source is V/ILS, deviation pointers for ILS are cyan
diamonds with deviation scales sensitivities dedicated to ILS operations.
OTHER
( 9 ) Landing elevation brown band; top limit indicates FMS landing elevation; it
refers to departure airport (when defined in FPLN) at departure or to
destination airport or landing runway (when defined in FPLN) at arrival.
( 10 ) STD or QNH value: Reference pressure altitude is displayed according to
baro settings selected by the pilot on the ICP.
The indication is flashing in following cases:
- The QNH value is still displayed above the TRANS ALT value in climb; c.f.
the FMS PERF / TAKE OFF page on the MCDU,
P8 000
- The STD label is still displayed below the TRANS ALT value in descent or
below 2500 ft RA; c.f. the FMS PERF / APPROACH page on the MCDU,
- Long (>5s) selection discrepancy between the Captain's side and the First
Officer's side.
TRANS ALT values are defined according to departure and destination
airports. The pilot can modify these values.
FMS computes various speed indicators that can be displayed on PFD speed scale,
depending on aircraft configuration and flight phase. These speeds indicators are
displayed once the pilot has confirmed T/O DATA on the VCP PERF page.
5 4
5
3
1 6
8 8 6
10
9
11

P9 000
(1) V1 (decision speed) cyan bug

(2) VR (rotation speed) cyan bug
(3) V2 (initial climb speed) cyan bug
(4) VmLB (Minimum Velocity in Low Bank condition) bug:
Amber in icing (when FLAPS LEVER = 0° or 15°)
White in normal (when FLAPS LEVER = 0°)
Note: In icing situation and flaps 15°, bug is replaced by bug
(5) VmLB bug for flaps retraction when FLAPS LEVER = 15°:
Amber in icing
White in normal
Note: (4) / (5): In normal condition, bug is also displayed for information.
(6) VMAX is the maximum speed to not exceed according to the aircraft
configuration: MMO, VMO, VFE, VLE.
VMAX is illustrated by a vertical band with white oblique dashes on a red
background.
(7)
VMIN OPS is the operational minimum speed.
VMIN OPS is illustrated by a vertical amber rectangle.
(8) Vshaker is the speed of stick shaker activation.

Vshaker is illustrated by a vertical red band.
If the aircraft speed decrease persists, stick pusher will be activated.
CAUTION
Aircraft shall never be voluntarily flown below VMIN OPS and above VMAX.
(9) VFE NEXT (Next flaps extension maximum speed) bug which is required
for extension of the next flaps setting. Two amber horizontal lines figure it
(10) VmHB (Minimum Velocity in High Bank condition) bug for flaps retraction:
amber in icing
white in normal
(11) VmHB (Minimum Velocity in High Bank condition) bug in landing

configuration

P 10 000
30.1.3.3 PFD / NAVIGATION AREA

The Navigation area can display 2 formats:
● HSI (Horizontal Situation Indicator),
1
2
6 4
7
5
8
10 11 11 10
● Mini ND in ARC or ROSE format

1
12
2
13
3
6
4
7
14
8
5
9
Mini ND in ROSE format

10 11 11 10
“For information only, not representative of an in flight situation”
P 11 000
A mini ND replaces HSI when ND page is not displayed on MFD of the same side.
Mini ND is a copy of HSI, enhanced with the flight plan normally displayed on ND.
Mini ND can only be displayed in ARC or ROSE format.
During FMS operations, the navigation area allows the pilot to watch following FMS
data:
( 1 ) Track angle bug is a magenta diamond that indicates current track followed
by the aircraft. It is located along a rotating heading dial (i.e. compass
reference).
( 2 ) Navigation source announciator FMS1 or FMS 2 indicates navigation
source FM1 or FM2 selected on FGCP through NAV SOURCE selector knob
on concerned PFD side:
ADVISORY
During normal operation, it is recommended to select navigation source
V/ILS1 or FMS1 for ND/PFD on the left cockpit side and navigation source
V/ILS2 or FMS2 on the right cockpit side.
Notes:
● When V/ILS1 or V/ILS2 navigation source is selected, label {“VOR1”
or “ILS1”} or respectively {“VOR2” or “ILS2”} is displayed according to
tuned VHF frequencies.
● When navigation source selection is consistent with PFD/ND side (i.e.
FM1 ro V/ILS1 selected for left ND/PFD, FM2 or V/ILS2 selected for
right ND/PFD), navigation source Annunciator is displayed in magenta
for FMS and cyan for V/ILS.
When navigation source is not consistent with PFD/ND, navigation
source Annunciator is displayed in yellow.
( 3 ) TO WAYPOINT INFORMATION displayed when navigation source is FMS:

● Bearing (BRG) up to TO waypoint; it is ranged from 001 to 360 degrees.
Note: When navigation source is V/ILS, this field indicates CRS (course)
to concerned VHF NAVAID.
● Distance between current aircraft position and TO waypoint; it is
ranged from 0.0 to 99.9 NM then in whole numbers.
Note: When navigation source is V/ILS, this field indicates DME
distance.
Note: When navigation source is V/ILS, this field indicates VHF NAVAIDS
frequency (MHz) used for navigation on the concerned PFD.
P 12 000
( 4 ) TO / FROM pointer is a magenta triangle (when navigation source is FMS)

which indicates if the TO waypoint is forward or rearward compared to the
current aircraft track.
Note: When navigation source is V/ILS, TO/FROM pointer is cyan.
( 5 ) Lateral / Cross-track deviation pointer is a magenta arrow (when

navigation source is FMS) that moves to the left or to the right on the lateral
deviation scale to indicate side and distance of lateral deviation of the current
aircraft trajectory compared to the desired track (i.e. items 1 and 6).
Note: When navigation source is V/ILS, lateral deviation pointer is cyan.
Lateral deviation scale is composed of four fixed dots that provide an
approximate measure of the vertical deviation; half-scale equals present RNP
considered by FMS with a maximum of 5.0 NM.
( 6 ) Track pointer illustrated by two extremities of a magenta arrow (when

navigation source is FMS) that indicates FMS target track.
Note: When navigation source is V/ILS, course pointer is amber in case of
excessive LOC deviation, cyan otherwise. It indicates selected
VOR/ILS course.
FMS MESSAGES AREA

( 7 ) RNP flight area, displayed in green, is computed by the FMS for RNP
management and sensitivity of deviation scales: one dot equals 1 NM in
“TERM” (Terminal) and one dot equals 0.3 NM in “APPR” (Approach).
When no flight area is displayed, aircraft is assumed to be En Route.
( 8 ) “MSG” amber label informs the pilot that a message is displayed in the MSG
page on the MCDU. Further details in FCOM volume 4 chapter 4.03.10.
( 9 ) “OFST” green label indicates that FMS function ‘Lateral OFFSET’ is activated
and operating. Further details in FCOM volume 4 chapter 4.02.20.4.3.4.
P 13 000
RADIO-NAVIGATION OPERATIONS SUPPORT

FMS displays additional radio-navigation information within reminder box of
VHF NAVAIDS bearing pointers; further details in FCOM volume 1 chapter
1.15.70.2.
( 10 ) Ident of tuned VHF NAVAID
When FMS auto-tuning function is activated (c.f. item 11), FMS identifies
beacon ident of a VOR frequency, beacon ident is displayed instead of its
frequency.
( 11 ) FMS auto-tuning activation: “A” cyan label is displayed beside the tuned
VHF NAVAID when FMS auto-tuning function is activated on a VOR
frequency.
Note: A cyan “H” is displayed beside DME distance when the DME HOLD
function is activated.
The pilot can access the FMS auto-tuning function setting through NAV
VOR/ILS page on VCP, FMS “NAV FRQ” page on the MCDU or dedicated
RMS page.
OTHER SPEEDS
Additional speed data are displayed only when navigation area is in mini-ND
format. Otherwise, these speeds are displayed in ND top left corner.
( 12 ) Ground Speed (GS); it is normally provided by FMS, otherwise by GPS.
( 13 ) Wind
● Green values report current wind direction and speed according to the
magnetic heading selection,
● Green arrow indicates wind direction.
FPLN
FPLN is displayed on a map (ARC or ROSE format) only when navigation
area is in mini-ND format. Otherwise, it is displayed in ND.
( 14 ) FPLN waypoints and legs beyond the active TO waypoint
Further details related to PFD navigation area in FCOM volume 1 chapter 1.15.70.2.
P 14 000
30.1.4 MULTI-FUNCTION DISPLAY (MFD: DU2, DU4)
ND
or
MFD PERF PAGE

or
SYSTEMS PAGES
MEMO
PANEL VCP PAGES
This figure shows that MFD screen is divided into three areas. Only following areas
- ND,
- MFD PERF page,
- VCP PERF page,
Pilot controls an MFD format and content through control panels MCP (Multi Control
Display) and EFCP (EFIS Control Panel).
VCP PERF page allows the pilot to modify some FMS settings.
MFD formats are described in details in FCOM volume 1 chapter 1.10.32 and CDS
reversion is described in FCOM volume 1 chapter 1.10.38.
P 15 000
30.1.4.1 MFD / NAVIGATION DISPLAY (ND) format

During FMS operations, ND area allows the pilot to watch following FMS data:
MFD (DU2 / DU4)
6 5
PERIG
7 345
4
8
2
9
OFST
L 0.3 1
10
R 0.1 NM
NAVAID AIRPORT
11 12 13 14 12 11

P 16 000
Manual ND format selection
On EFCP,
- Press the ND pushbutton displays the ND format.
- Select ARC, ROSE or PLAN display format on ND map area with the FORMAT
rotary knob.
Automatic ND format selection:

- ARC is automatically selected on ND / mini ND if a TERRAIN alert is activated,
- ROSE is automatically selected on ND / mini ND if a TRAFFIC alert is activated,
- ROSE is automatically selected on mini ND when ND in PLAN format is
transferred on mini ND. Mini ND accepts only ARC and ROSE formats.
P 17 000
FPLN
FPLN is displayed on ND map in ARC, ROSE or PLAN format
( 1 ) FROM WPT is the last sequenced FPLN waypoint
( 2 ) TO WPT (i.e. next FPLN waypoint to pass) and active leg
( 3 ) FPLN waypoints and legs beyond the active TO waypoint
( 4 ) TO WPT INFORMATION
● Bearing (BRG) up to TO waypoint; it is ranged from 001 to 360 degrees.
● Distance between current aircraft position and TO waypoint; it is
ranged from 0.0 to 99.9 NM then in whole numbers.
● ETE (Estimated Time En-Route) up to the TO waypoint; it is displayed
in minutes and seconds format.
When both FMS are not available, TO WPT information can not be displayed.
GPS latitude / longitude of current aircraft position are displayed.
GPS1 N 44°32.57
E 001°11.39
VIEW OF THE TOP ND SCREEN
( 5 ) FMS advisory messages: activated navigation mode, abnormal localization,

FMS independent … displayed by order of priority; further details in FCOM
volume 4 chapter 4.03.20.1.
When both FMS are not available, this field indicates GPS source (GPS1,
GPS2 if installed).
( 6 ) Track angle bug is a magenta diamond that indicates current track followed
by the aircraft. It is located along a rotating heading dial (i.e. compass
reference).
P 18 000
OTHER SPEEDS
( 7 ) Ground Speed (GS); it is normally provided by FMS, otherwise by GPS.
( 8 ) Wind
● Green values report current wind direction and speed according to the
magnetic heading selection,
● Green arrow indicates wind direction.
( 9 ) Activation OFFSET annunciator: “OFST” green label is displayed with

OFFSET side “L” or “R” and current horizontal cross track distance from the
initial flight path. Further details in FCOM volume 4 chapter 4.02.20.4.3.4.
( 10 ) Lateral (i.e. cross-track) track deviation to the active FPLN leg. This
message indicates if aircraft is on the left side “L” or on the right side “R” of
the active FPLN leg, displaying the corresponding distance in NM.
RADIO-NAVIGATION OPERATIONS SUPPORT

FMS displays additional radio-navigation information within reminder box of
VHF NAVAIDS bearing pointers; further details in FCOM volume 1 chapter
1.15.70.2.
( 11 ) Ident of tuned VHF NAVAID
When FMS auto-tuning function is activated (c.f. item 11), FMS identifies
beacon ident of a VOR frequency, beacon ident is displayed instead of its
frequency.
( 12 ) FMS auto-tuning activation: “A” cyan label is displayed beside the tuned
VHF NAVAID when FMS auto-tuning function is activated on a VOR
frequency.
Note: A cyan “H” is displayed beside DME distance when the DME HOLD
function is activated.
The pilot can access the FMS auto-tuning function setting through NAV
VOR/ILS page on VCP, FMS “NAV FRQ” page on the MCDU or dedicated
RMS page.
ADDITIONAL FMS DATA DISPLAY REMINDER

( 13 ) Reminds that 15 nearest NAVAIDS (except LOC) are displayed on the map.
Note: The pilot activates these functions through the VCP NAV / ND OVLY
page. Number of displayed airports / NAVAIDS depends on the
selected map range.
( 14 ) Reminds that 15 nearest airports are displayed on the map.
Further details related to ND in FCOM volume 1 chapter 1.15.70.3.

P 19 000
30.1.4.2 VCP
The Virtual Control Panel (VCP) is located down MFD screen; it allows the pilot to
display various VCP pages to control various functions.
MFD (DU2 / DU4)
MCP
EFCP
Pilot modify VCP pages through MCP (pages activation and data entries) and EFCP
(other pages activation).
Display of VCP pages is controlled on each cockpit side (CAPT and F/O)
independently. Nevertheless, modification of any data on a VCP page is shared
between VCP on both sides.
Two types of VCP pages call are considered:

- VCP pages called via MCP: NAV, COM, SURV
VCP pages related to these items are displayed in the VCP area without
modifying the ND/MFD display.
- VCP pages called via EFCP: PERF, MISC and MAP (installed with ANF option)
VCP pages related to these items are displayed on the VCP area with display of
the specific MFD page in top part of the DU.
Only VCP pages NAV “VOR/ILS”, NAV “ND OVLY” and PERF “TO DATA” concern
directly FMS data.
All VCP pages are described in FCOM volume 1 chapter 1.10.32.1.
P 20 000
■ NAV (Navigation)
Press NAV button on MCP to display NAV pages. Only fields that concerned FMS
data are presented in this page.
Note: On a VCP pages, the active item that can be manually modified through
MCP keyboard is surrounded by a blue frame.
The item is amber when related function is unserviceable or when there is
a discrepancy between the command and the function response.
During FMS operations, NAV / VOR/ILS page and NAV / ND OVLY page allow the
pilot to watch and control following FMS data:
□ VOR/ILS page allows VHF NAVAIDS and ILS frequencies management

The AUTO function allows to
activate or de-activate FMS auto-
tuning function related to VHF
NAVAIDS.
In this example, AUTO is
activated on V/ILS2 channel while
AUTO is not activated on V/ILS1
VCP NAV / VOR/ILS page
channel.
CAUTION
FMS auto-tuning function does not select ILS frequencies for ILS
approaches.
□ ND OVLY: Overlays Traffic, Weather radar, Terrain, NAVAIDS and

airports data on ND
- NAVAID display function
displays NAVAIDS up to 160
NM around the aircraft.
- AIRPORT display function
displays airports up to 40 NM
around the aircraft
VCP NAV / ND OVLY page In this example, NAVAID is

activated while AIRPORT is not
activated.
P 21 000
30.1.4.3 MFD PERF PAGE AND VCP PERF PAGE

During FMS operations, MFD PERF page and VCP PERF page allow the pilot to
watch (MFD PERF page) and control (VCP PERF page) following FMS data:
MFD (DU2 / DU4)
A/C DATA AREA
TAKE OFF AREA
APPROACH AREA
DEST RWY AREA
MFD – MFD PERF page (empty page)
MFD (DU2 / DU4)
VCP - PERF / TO DATA page
MFD / VCP PERF pages are displayed by pressing PERF key on EFCP.
P 22 000
30.1.4.3.1 MFD PERF PAGE
The MFD PERF page reports entries inserted by the pilot on MCDU and parameters
computed by the FMS.
The pilot can not modify one of these values directly through the MFD PERF page.
■ A/C DATA AREA MFD PERF PAGE
□ A/C WEIGHTS: ZFW, FOB, GW

When an engine is running, FOB and GW decrease with fuel consumed
by running engine(s). FOB and GW values are also displayed in
permanent data field on EWD.
These parameters are entered in the WEIGHT page on MCDU.
□ FUEL: FOB, RESERVE, FF FACTOR

▪ RESERVE is a fuel quantity entered by the pilot that FMS uses to
computed the Non Return Point (NRP) along FPLN.
This parameter is entered on the WEIGHT page on MCDU.
▪ FF FACTOR is the positive differential compensation Fuel Flow Factor
percentage to take into account the fuel consumption increase due to the
engines wear for EFOB calculations. This factor is applied on both
engines. FF FACTOR is set by default to +0.0% that means that
standard Fuel Flow defined in engines performances tables are directly
applied.
ADVISORY
FF FACTOR should not be modified unless in accordance with the airline
policy.
This parameter is entered in the PERF INIT page on MCDU.
□ T/O CG is the aircraft centre of gravity assessed at take-off. This

parameter is entered in the WEIGHT page on MCDU.
□ T/O TRIM is the objective pitch trim computed by the FMS according to
the entered T/O CG. This parameter is displayed in WEIGHT page on
MCDU and in TRIM area on EWD.
P 23 000
■ TAKE OFF AREA

MFD PERF PAGE
FMS computes take-off speeds according to performance entries (reminded

in A/C DATA area above):
□ TAKE-OFF SPEEDS
▪ V1: Decision speed
▪ VR: Rotation speed
▪ V2: Initial Climb speed
Take-off speeds bugs are displayed on IAS speed scale in PFD.
CAUTION
FMS computes TAKE OFF speeds for non-limiting runway.
□ Take-off speeds condition is displayed on the right side:

▪ NORMAL (green): T/O speeds computed by the FMS in non-icing
situation.
▪ ICING (amber): T/O speeds computed by the FMS in icing situation.
ICING condition at take-off is set if the pilot activates the Icing conditions
on VCP / TO DATA page while the Power management switch is on TO
or if icing situation is automatically detected at lift off.
▪ MANUAL (white): T/O speeds entered by the pilot into the PERF / TAKE
OFF page on MCDU.
□ VMLB0, Minimum Velocity at Low Bank, given in NORMAL and ICING

conditions. VMLB0 bugs (respectively white and amber triangles) are
displayed in IAS speed scale on PFD.
□ T/O TQ, Take-off objective torques of engines; it is a percentage given

with BLEED OFF and BLEED OFF configurations. T/O TQ bug (cyan
circle) is displayed on torque scales of both engines in the Primary Engine
window on EWD.
P 24 000
■ APPROACH AREA
MFD PERF PAGE
□ VMHB FLAPS FULL, Minimum Velocity in High Bank (full flaps), given in
NORMAL and ICING conditions. VMHB bug (green triangle) is displayed
on PFD speed scale.
□ V APP FLAPS FULL, Approach speed in landing configuration (flaps full),

given in NORMAL and ICING conditions. VAPP bug (magenta M-shape)
is displayed on PFD speed scale when managed speed (by FMS) is
activated (on ICP, SPD TGT: AUTO).
VMHB and VAPP bugs are displayed on the IAS speed scale on PFD at
value/position corresponding to the NORMAL or ICING condition detected.
ICING condition for approach is set if an icing situation is automatically
detected.
Further details related to Approach speed in FCOM volume 4 chapter

4.02.100.4.1.
■ DEST RWY AREA
MFD PERF PAGE
WIND field indicates the ground wind direction (magnetic) and speed on
landing runway at destination airport. This information is entered by the pilot
in the PERF / APPROACH page on MCDU.
P 25 000
30.1.4.3.2 VCP PERF PAGE

The VCP PERF page allows the pilot to control and be informed of the state of
following functions:
● RESET FUEL USED button can be used only on ground to reset fuel
quantities consumed by the engines (usually during pre-flight operations /
next flight preparation). Fuel used is computed by FMS.
After activation of this command, values of fuel used displayed in the Primary
Engine window on EWD are set to 0 and weights are updated accordingly.
● ICING CONDITIONS box can be used to activate ICING condition for

computation of T/O performance predictions, on ground according to manual
selection on the VCP PERF page, otherwise by the icing detection system.
VCP – ICING CONDITIONS box before (left) and after (right) activation
● CONFIRM T/O DATA button can be used only on ground to confirm T/O
performance data inserted and computed in FMS page on MCDU (+ ICING
conditions setting on VCP PERF PAGE).
T/O DATA confirmation validates manual entries/selection and FMS
computation; these data are introduces to the navigation system to display
appropriate navigation data on ND and PFD during the flight.
When pilot has confirmed T/O DATA, label of this button is modified to display
“T/O DATA CONFIRMED”.
VCP – CONFIRM T/O DATA button before (left) and after (right) confirmation
P 26 000
MFD - PERF page

(here in ICING condition before T/O data confirmation)
On this figure, framed values are displayed:

- in yellow before T/O DATA confirmation,
- in green after T/O DATA confirmation.
When dual FMS cross-talk is running normally,

- Modification of T/O data that is realized on a side is automatically shared to
both sides
- Any action on VCP / TO DATA page is shared to both sides.
CAUTION
The pilot must confirm manual entries and computed FMS predictions concerning
the aircraft performance data before take-off and confirm again after any change
among performance data entries.
Once T/O DATA have been confirmed, T/O speeds bugs are displayed on the IAS
speed scale (beyond the range displayed when aircraft is stopped).
P 27 000
30.1.5 ENGINE / WARNING DISPLAY (EWD)
Usually, the EWD page is displayed on DU3.
This figure shows that EWD screen is divided into five areas. Only following areas
- Pitch trim in the Trim area,
- Primary Engine window,
- Permanent data,
Pilot controls EWD through control EFCP (EFIS Control Panel).
Further details related to EWD in FCOM volume 1 chapter 1.10.05.2 and 1.10.34.
P 28 010
30.1.5.1 TRIM area

During FMS operations, TRIM area on EWD allows the pilot to watch Pitch trim
settings on the elevator tab travel scale.
3
EWD
( 1 ) Pitch trim pointer (triangle) associated with its numerical value; it reports
current position of the right elevator trim actuator.
( 2 ) Magenta pitch trim objective bug computed by FMS
Note: The Pitch trim objective is also displayed in the A/C DATA area on the
MFD PERF page and in the MCDU WEIGHT page.
Magenta bug is displayed once the pilot has confirmed the T/O DATA
on the VCP PERF page.
( 3 ) Green Take off range sector (from 0° to 2.5° UP)

P 29 010
30.1.5.2 Engine display area

During FMS operations, Primary Engine window area on EWD allows the pilot to
watch Take-off objective torques of engines.
EWD
Take-off objective torques computed by the FMS are reported on the Primary
Engine window; for each engine, a cyan circle is located along the engine torque
dial with the corresponding value in percent.
Note: Bug format and related values in percent are displayed on the MFD PERF
page under label “T/O TQ”.
P 30 010
30.1.5.3 PERMAMENT DATA area

During FMS operations, Permanent data area on EWD allows the pilot to monitor
time and weight information.
EWD
1 1
4 3 2
( 1 ) Fuel used, fuel quantities consumed by engines is computed by the FMS with
fuel flow-meters measurement in engines feed lines.
( 2 ) Current Fuel On-Board (FOB) and aircraft Gross Weight (GW) are computed
by the FMS. The pilot initializes this value through manual completion of the
WEIGHT page (ZFW, FOB, GW) and FMS updates FOB value with measure of
both engines fuel flows..
( 3 ) Flight Time (FT) and UTC time displayed in the line below. FT starts
automatically at Take off; UTC time is provided by GPS, otherwise by the FMS
internal clock.
Note: When GPS time and date are not available, the FMS internal clock
indicates the last valid time and data received by the GPS unless the
pilot enters new UTC time and date.
( 4 ) Total Air Temperature (TAT) and Static Air Temperature (SAT) from ADC
Computed and measured data values are displayed in green.

P 31 010
30.2 CENTRE PEDESTAL
During FMS operations, following equipments on the centre pedestal allow the pilot
to use and control FMS data:
- GA Pushbutton
- MCDU
P 32 000
30.2.1 GO AROUND P/B

During FMS operations, press a GA pushbutton activates the GA (Go Around)
guidance mode and disconnects the AP.
At GA mode activation, FMS activates the Missed Approach procedure, if defined in
the FPLN (usually, it is selected with selection of the Approach)
● If the GA pushbutton is pressed during the approach*, the Missed Approach
procedure starts by passing the MAPT (if it has not been passed yet, otherwise
from the present aircraft position).
● If the GA pushbutton is pressed before the approach*, the Missed Approach
procedure would be anticipated at least from IAF of the approach to lead to the
beginning of the Missed Approach while passing the MAPT.
* assuming the FPLN is correctly followed.
One GA pushbutton is located on the external side of each Power Lever.

P 33 000
30.2.2 MCDU
MCDU is the main interface to enter data into the FMS; it allows the pilot to access
main FMS functions:
- Monitoring and modification of the FMS positioning settings, including VHF

NAVAIDS auto-tuning and navigation accuracy,
- Initialization, revision and display of flight plans, including lateral path and
vertical profile definition,
- Insertion of flight configuration parameters for aircraft performance predictions
and optimization,
- Display of navigation databases content, including definition of new navigation
data,
- Monitoring and correction of FMS failures or abnormal situations.
Usually, the MCDU are powered when the avionics is electrically powered:
- MCDU1 is powered by DC STBY BUS.
- MCDU2 is powered by DC BUS 2.
MCDU allows accessing other functions of the aircraft: ACARS, RMS, ACMS, CMS.
P 34 000
30.2.2.1 OVERVIEW
3 4
2 5
X MSG TITLE LOC EPE
LABEL L1 LABEL R1
6
LABEL L2 LABEL R2
7 LABEL L3 LABEL R3
LEFT DATA L3 RIGHT DATA R3 8
LABEL L4 LABEL R4
LABEL L5 LABEL R5
LABEL L6 LABEL R6 15
SCRATCHPAD
12
10
9
16
11
19
17
18
14
(1) Heading (HDG) reference ( 10 ) EXECUTE light

(2) FMS alert reminder message ( 11 ) Linked systems selection key
(3) Announciators ( 12 ) Slew keys
(4) Spare announciators ( 13 ) RMS menu key
(5) Position Fixing mode ( 14 ) Spare key
= FMS localization mode ( 15 ) FMS pages keys
(6) Estimated Performance Error ( 16 ) Execution key
(EPE) = FMS nav. accuracy ( 17 ) Alphanumeric keyboard
(7) Left lines select keys (LSK) ( 18 ) CLEAR key
(8) Right lines select keys (LSK) ( 19 ) MCDU screen brightness
(9) REQUEST light control keys
P 35 000
30.2.2.2 INDICATORS
DISPLAY SCREEN
The 5.5’’ MCDU screen contains 14 lines of 24 characters. It is divided in 3 areas:
■ Top line contains from left to right:

X The heading reference is either ‘M’ Magnetic (default) or ‘T’ True.
The pilot can change it on the UNITS MCDU page (via the DATA key).
MSG The Alert message reminder with the highest priority is displayed on
any FMS pages when failures occur in the FMS configuration or
functions and a message is displayed in the MSG page. Further
details in FCOM volume 4 chapter 4.03.10.2.
TITLE indicates title of the present displayed page.
LOC The FMS localization mode used by the FMS to compute the present
FMS position.
EPE The Estimated Position Error, i.e. the present FMS navigation
accuracy, given in Nautical Miles.
Further details regarding LOC and EPE in FCOM volume 4 chapter 4.02.80.2.
■ Data field is composed of six pairs of lines; a pair of line contains:

▪ a LABEL line (top) can be a text to introduce the data line below or a dash
line to separate two areas,
▪ a DATA line (down) can be computed, selected or inserted data or a prompt
that allows executing action of the prompt.
■ Bottom line is the SCRATCHPAD field that displays keyboard entries (that can
be modified using the CLR key) before inserting them into the data field by
pressing LSK in front of the desired data field.
In addition, the scratchpad field displays FMS and MCDU messages related to
limitations and errors at manual data insertion or during FMS computations.
P 36 000
ANNOUNCIATORS
From left to right:
FAIL The FAILURE label displayed in amber indicates that MCDU detects a
major failure. It may be completed by a message on the MSG page.
MSG The MESSAGE label displayed in amber indicates that a MCDU message
(information and/or pilot action request) is pending on the MSG page.
POS The POSITION label displayed in amber indicates a FMS positioning error.
This information may be detailed by a message in the MSG page.
OFST The OFFSET label displayed in green indicates when aircraft trajectory is
voluntarily offset compared to the FPLN.
In normal situation, the announciator is activated on both MCDU, otherwise it is

activated in the involved FMS/MCDU.
The announciator illuminates if the MCDU was connected to the FMS at initial
announce activation.
REQUEST light
This is the announciator on the left side that illuminates green when an inactive
peripheral system requests pilot’s attention.
EXECUTE light
This is the right announciator on the right side that illuminates green when the EXEC
key can be pressed to confirm execution of a command.
P 37 000
30.2.2.3 COMMAND KEYS
SLEW keys
When a function contains several MCDU pages, slew keys give successively
access to all of these pages. Scrolling of some functions pages is endless (last page
wraps on first page). Pushing NEXT key scrolls the pages forward while pushing
allows scrolling MCDU pages rearward from the current page displayed.
LINE SELECT keys

The pilot uses one of the six Line select keys (LSK) located on each side of the
screen to perform one of the following actions, depending on content of the data
field (value, selection, inward or outward prompt) and key side:
- Display a sub-menu page; it is shown by symbol < or >,
- Insert a data written in the scratchpad,
- Swap a mode selection or activate a specific function
From top to bottom, the left keys are identified as [L1] to [L6] and the right keys are
identified as [R1] to [R6].
CLEAR key
The pilot presses this key to erase a data entry in the scratchpad line (c.f. note 1) or
a data in the data field (c.f. note 2).
Note 1: Pressing briefly (< 1s) on the CLR key erases the last character and
pressing longer (> 1s) on the CLR key erases all characters.
Note 2: First pressing the CLEAR key to display “CLEAR?” in the scratchpad area
and then pressing the LSK adjacent to the data field to erase it or to
initialize it (c.f. note 3).
Note 3: When a parameter gets a default value (in cyan), the pilot can modify it and
re-initialize it to its default value but the data field can not be erased.
EXECUTION key
The EXEC (execution) key is active when the EXECUTE light announciator
illuminates green. Then, press the EXEC key confirms execution of the pending
command; for instance, execute FPLN or SEC initialization, FPLN revision …
RMS key
Press the RMS key displays the COMMUNICATIONS page, i.e. the RMS menu
page for VHF, HF, XPDR and TCAS management through RMS pages on MCDU.
Note: For all LSKs and keyboard keys except for the CLR key, a press greater than
1s has the same result than two consecutive presses.
P 38 000
30.2.2.4 MENU key
2 2
MCDU - MENU key and MENU page

“For information only, the content of the list depends on fitted and activated equipments”.
( 1 ) At any time, press the MENU key displays the MENU page on MCDU.
The MENU page displays all systems or applications that the pilot can
connect and use through the MCDU; they are listed from the top left corner to
the bottom right corner.
The MENU page is displayed on MCDU in following cases:
- At FMS power up (i.e. at DU2 / DU4 power up),
- Pressing the MENU key,
- When communication breaks down with system connected to the MCDU.
( 2 ) The pilot selects the system to connect to the MCDU by pressing LSK in front
of the concerned system; this action initiates the connection and displays
pages of this system.
Only one system application can be connected to a MCDU at a time. The
connected system becomes the active system.
Name of system may be followed by following label:

- <ACT> when system is active and connected to the MCDU,
- <OFF> when system is unavailable (system or connection failure),
- <REQ> when system is requiring pilot attention,
- A blank when the system is not connected to the MCDU.
P 39 000
ADVISORY
When both MCDU and both FMS are operative, it is recommended to connect each
MCDU with its respective FMS:
- on CAPT side: FMS1 to MCDU1,
- on F/O side: FMS2 to MCDU2.
Note: MCDU pages of RMS, ACMS and other systems installed on the aircraft and
connected to the MCDU are described in FCOM volume 1.
FMS POWER UP page

When the pilot selects a FMS on the MCDU MENU page for the first time after a
FMS cold start (long interruption), the MCDU displays power-up page of the
selected FMS.
This page contains:
1 3
2 4
6
7
MCDU – Power up page
Identification of the FMS configuration and data files versions:

( 1 ) PERF DATA: Aircraft performance data file (check ATR 42 or 72)
( 2 ) STD DATA: Standard navigation database provided with its expiring date:
( 3 ) SW P/N: Part Number of the IAD (Display Unit) software application,
including the FMS application with its own P/N.
( 4 ) SYS CONF: Aircraft systems configuration file
( 5 ) MAG VAR version ident
P 40 000
( 6 ) Check of FMS files and databases:

At FMS power up, FMS checks configuration data and navigation
databases integrity of data stored in the concerned FMS (loaded from
Resident and Specific compact flask cards). The FMS power up page
displays results of these tests:
No label is displayed after “CONF DATA :” and “NAV DATA :” a power up
following a long power interruption
TEST is displayed in green when test is in progress. Test starts
automatically during FMS power up. All MCDU function keys are
inactive as long as this test is in progress.
OK is displayed in green when test result is correct; then INIT> is
displayed in prompt [6R]
FAIL is displayed in amber when test result is not correct; then FMS
BITE> is displayed in prompt [6R]. In that case, it is
recommended to contact a maintenance operator to perform
further appropriate actions.
After display of the test result, press prompt [6R] displays the related
page.
( 7 ) Pressing the INIT prompt displays the INIT page on the MCDU to initialize
the FMS for flight operations. Further details in FCOM volume 4 chapter
4.01.30.2.2.3 at DATA key and chapter 4.02.10.1.
Note: Anytime, the pilot can check the FMS databases reference in DATA /
NAV DATA page on the MCDU.
FMS / MCDU re-connection

After first connection of the FMS to the MCDU, if the pilot connects the MCDU to
another system then re-connect the FMS, the MCDU displays the last FMS page
displayed on the MCDU.
P 41 000
30.2.2.5 FMS PAGES keys

The pilot can access main FMS pages by pressing the desired FMS PAGE key:
FPLN Management of active (i.e. primary) flight plan (FPLN), secondary flight
plan (SEC) and temporary flight plan (TMPY). Selection of airports,
waypoints, specific procedure and constraints, display of bearing and
distance between points, display of fuel, time and distance predictions
related to flight plans.
PROG Short term and long term navigation data about FPLN and related
predictions as well as navigation parameters readout.
DTO Direct insertion of DIRECT TO trajectory up to the desired point into the
FMS FPLN.
DATA Access directly and indirectly to all inserted, computed and stored FMS
data.
PERF Minimum performance indications for TAKE OFF, CRUISE and
APPROACH.
VNAV display of main vertical navigation parameters
MSG Display of FMS messages related to abnormal navigation conditions
MRK Quick creation of a marker point.
FMS pages keys are active only when MCDU is connected to a FMS.
Beyond these main pages, the pilot displays other FMS pages by following actions
suggested on a page.
These MCDU pages are described on following pages.

P 42 000
30.2.2.6 FPLN key

The FPLN key allows managing the FMS flight plans:
- Flight plan initialization, revision (i.e. modification),
- Time and fuel predictions along the flight plans.
FPLN gives access to pages of the three types of flight plans existing with this FMS:
- FPLN is the active flight plan for navigation and guidance.
- SEC is the non-active secondary flight plan for standby or additional
navigation purpose.
- TMPY is the temporary flight plan to revise FPLN. It is automatically initialized
as a copy of FPLN when the pilot initiates a FPLN revision.
Main pages
Page Function
FPLN Displays the FPLN with navigation information and related predictions
and allows initializing FPLN revision.
- Press left LSK of the departure airport or first waypoint of the
departure procedure (if defined) displays the DEPARTURE FROM
page,
- Press left LSK of the destination airport or last active waypoint of the
arrival procedure (i.e. the MAPT) displays the ARRIVAL TO page,
- Press left LSK of waypoint (excepted one mentioned here above)
displays the LTRL REV page,
- Press right LSK of departure airport or first waypoint of the departure
procedure (if defined) displays the WIND page,
- Press right LSK of waypoint (including the destination airport)…
displays the VERT REV page.
Type of the revision page varies according to the type and the position
of the revised waypoint or airport.
TMPY Displays the TMPY with navigation information and related predictions
and allows revising FPLN; same behavior that for FPLN.
SEC Displays the SEC with navigation information and related predictions
and allows revising SEC; quite same behavior that for FPLN.
- Press LSK [L6] displays the SEC INIT page.
When a TMPY is initialized, press the FPLN key displays alternatively TMPY pages
or SEC pages. Otherwise, press the FPLN key displays alternatively FPLN pages or
SEC pages.
When FPLN, TMPY or SEC contains several pages, pressing the NEXT or
key displays other pages of the concerned flight plan.
P 43 000
FPLN
REVISION
OR
MCDU – Displays of various flight plans (sample during a flight)
- FPLN data are displayed in magenta (active leg and TO waypoint), green (non
active legs and waypoints) and cyan (non-active Missed Approach procedure).
- TMPY data are displayed in magenta (present active leg and TO waypoint) and
in yellow (non active legs and waypoints).
- SEC data are displayed in white.
Structure of FPLN, TMPY and SEC pages is similar.

Note: FMS requires a pilot’s confirmation to execute (pressing the EXEC key on the
MCDU keyboard) a flight plan initialization (FPLN, SEC) and a flight plan
revision (FPLN/TMPY).
P 44 000
MCDU – FPLN page with no FPLN defined
1
6
2
5
4
7 8
MCDU – FPLN page with a FPLN defined
9 10 11 12 13
MCDU – FPLN in ETE/EFOB format (left) and ETA/SPD/ALT format (right)

P 45 000
FPLN WAYPOINTS
( 1 ) FROM waypoint (top green line of the first FPLN page) is the last waypoint
passed by the aircraft (from the FMS’ point of view).
( 2 ) TO waypoint in magenta is the present target waypoint.
Note: The active leg is defined between the FROM waypoint and the TO
waypoint.
( 3 ) FPLN waypoints forward the TO waypoint are displayed in green, from top to
bottom on the screen and on other FPLN pages.
Additional symbols after waypoint ident:
- White symbol ∆ indicates an overlfy constraint* on a waypoint.
- White symbol ← or → indicates a turn request** at a waypoint.
* Defined in FMS databases or manually inserted by the pilot
** Defined in FMS databases.
ADDITIONAL NAVIGATION INFORMATION

( 4 ) Procedure ident refers to navigation procedures items: departure and arrival
procedures, HOLD …
A procedure ident is displayed once on a page; symbol “ indicates the last
mentioned procedure ident is applied at this position in the FPLN.
A procedure ident and its equivalent symbol “ displayed on a line concerns the
waypoint listed just below this line.
( 5 ) Leg navigation parameters (from left to right):
Following information are displayed in white on a line between two consecutive
FPLN waypoints:
▪ Leg direction: Point-to-Point heading, course or track (in degrees)
▫ Letter “C” or “H” precedes the track value respectively when the leg
includes a COURSE constraint or a HEADING constraint.
▫ Letter “T” follows the track value to indicate a True track, otherwise it is
a magnetic track.
▪ Leg distance: Point-to-point ground distance
▪ Leg FPA: Flight path angle applied on a leg; it is displayed when a FPA is
defined.
PERFORMANCE MEASUREMENT
( 6 ) Line of the FROM waypoint displays data measured when the aircraft passed
this waypoint (i.e. FPLN waypoint sequencing time):
- EFOB field provides the FMS FOB,
- ETA field gives the passing time (at the nearest minute); ETE field is empty.
- SPD field reports the FMS ground speed,
- ALT field provides the FMS baro corrected altitude.
All data are displayed in green regardless respect of potential constraints
defined at this waypoint.
P 46 000
FPLN INIT/DISPLAY MANAGEMENT

( 7 ) FLIGHT PLAN INITIALIZATION
Press LSK [L6] of the prompt <NEW FPLN to display the FPLN INIT page
where the pilot can initialize a FPLN and a SEC (when a SEC page is
displayed). Further details in FCOM volume 4 chapter 4.02.20.2.
Note: During one minute following execution of FPLN revision, prompt
<NEW FPLN is replaced by prompt <UNDO; use this prompt to re-
activate the previous FPLN; all revisions inserted in TMPY are
cancelled.
( 8 ) FLIGHT PLAN DISPLAY FORMATS

Flight plan pages (FPLN, SEC and TMPY) can be displayed in two display
formats, ETE/EFOB (default format) and ETA/SPD/ALT, by pressing LSK
[R6].
PREDICTIONS
MCDU displays predictions related to FPLN in two page formats:
- ETE / EFOB format (default display),
- ETA / SPD / ALT format.
ETE/EFOB format displays ETE and EFOB predictions at every FPLN

waypoint forward.
( 9 ) ETE (Estimated Time EnRoute i.e. time countdown). ETE prediction is
underlined when the waypoint is defined with a RTA (time constraint). ETE is
amber when FMS predicts the RTA would be missed.
( 10 ) EFOB (Estimated FOB). EFOB value becomes amber when it is lower than
the fuel reserve.
Note: As shown by the item 6, data displayed on the FROM waypoint line
provided measure of concerned data when the aircraft passed this
waypoint; further details on previous page.
ETA/SPD/ALT format displays ETA predictions, plus speed and altitude

constraints (if defined) at every FPLN waypoint forward.
( 11 ) ETA (Estimated Time of Arrival) prediction is underlined when the waypoint is
defined with a RTA (time constraint). ETA is amber when FMS predicts the
RTA would be missed.
( 12 ) SPD (Speed constraint) is propagated to forward FPLN waypoints until
meeting a FPLN discontinuity, another speed constraint and, in cruise, until
the TOD. The speed constraint is amber when FMS predicts the constraint
would be missed.
P 47 000
( 13 ) Altitude constraint is followed by letter “A” for “At or Above”, letter “B” for “At or
Below” nil otherwise (for an At constraint).
Altitude constraint is amber when FMS predicts the constraint would be
missed. Green small letter “c” on a left side of an altitude constraint indicates
the value is corrected by the temperature compensation function. Label STEP
is displayed in the altitude constraint area when an ALTITUDE STEP is defined on a
waypoint.
FPLN subpages
Page Function
AIRWAY Displays and allows selection of an airway passing by the
revised waypoint to insert in flight plan. Further details in
FCOM volume 4 chapter 4.02.20.4.2.2.
AIRWAYS Displays list of selected consecutive segments of airways.
ARRIVAL TO Displays and allows selection and modification of the
arrival procedure. Further details in FCOM volume 4
chapter 4.02.20.4.1.3.
DEPARTURE FROM Displays and allows selection and modification of the
departure procedure. Further details in FCOM volume 4
chapter 4.02.20.4.1.2.
FPLN INIT Allows the pilot to initiate a route or a SEC.
- Press LSK [L1] displays the ROUTE SEL page,
- Press LSK [L2] displays the SEC INIT page.
HOLDING Allows definition and modification of an holding pattern at
a FPLN waypoint. Further details in FCOM volume 4
chapter 4.02.20.4.3.3.
LTRL REV Displays lateral navigation information related to a
waypoint and allows selection of lateral flight plan
modification.
- Press LSK [L1] displays a page with the NAVAID’s
characteristics; further details with chapter related to
DATA KEY with DATABASE subpages.
- Press LSK [L3] displays the HOLDING page,
- Press LSK [L5] displays the ARRIVAL TO page if
prompt <ARRIVAL is displayed,
- Press LSK [L5] displays the DEPARTURE FROM page
if prompt <DEPARTURE is displayed,
P 48 000
Page Function
LTRL REV (CON’T) - Press LSK [R2] displays the DATALIST page with
NAVAIDS if the scratchpad is empty,
- Press LSK [R3] displays the DATALIST page with
AIRPORTS if the scratchpad is empty,
- If the AIRWAY field is displayed, press LSK [R4]
displays the AIRWAY page if the scratchpad is empty
or the AIRWAYS page if the scratchpad contains an
appropriate airway ident.
- Press LSK [R6] displays the FPLN INIT page.
Content of the LTRV REV page varies depending on the
type of waypoint and its position in the FPLN.
ROUTE SEL Allows selection of a route (FPLN, TMPY, SEC) and flight
identification (CALL SIGN also used for XPDR mode S)
entry.
- If scratchpad is empty, press LSK [L1] displays the
STD DATA CO-ROUTE page; c.f. DATA key with
DATABASE subpages.
TO Displays and allows selection of a waypoint to limit a
segment of an airway. Further details in FCOM volume 4
chapter 4.02.20.4.1.3.
VERT REV Displays vertical navigation information related to a
waypoint and allows selection of vertical flight plan
modification.
- Press LSK [L1] displays a page with the NAVAID
characteristics; further details with chapter related to
DATA KEY with DATABASE subpages.
- Press LSK [L5] displays the WIND page.
Content of the LTRV REV page varies depending on the
type of waypoint and its position in the FPLN.
WIND Displays the wind profile defined or propagated (if any) at
a waypoint. Further details in FCOM volume 4 chapter
4.02.50.4.1.2.
Note: LTRL REV page and VERT REV page cannot be displayed for Missed
Approach waypoints if the procedure is not activated.
P 49 000
SEC subpages
Page Function
SEC INIT Allows the pilot to initiate and prepare activation of a SEC
by various means.
- Press LSK [L1] displays the ROUTE SEL page in SEC
format,
- Press LSK [R5] displays the SEC PERF page.
SEC PERF Allows insertion of performance parameters for SEC.
Further details in FCOM volume chapter 4.02.70.
P 50 000
30.2.2.7 DTO key

The DTO key gives access to the DIRECT TO function. It can be used to revise the
FPLN for joining directly a waypoint or an airport from the present aircraft position.
Main pages
Press DTO key displays the DIRECT TO FPLN WPT page.
Page Function
DIRECT TO Selection of a waypoint for DIRECT TO function.
FPLN WPT - Press LSK R1 displays the DTO ABEAM FPLN WPT page.
- Press LSK L1 displays the DATA LIST ALL page to select an item.
- Press left LSK of a waypoint displays the DIRECT TO sub-page.
DTO ABEAM Selection of a waypoint for DIRECT TO ABEAM function that create
FPLN WPT abeam intermediate waypoints (if any).
- Press LSK R1 displays the DIRECT TO AIRPORTS page.
- Press LSK L1 displays the DATA LIST ALL page to select an
item.
DIRECT TO Selection of an airport for DIRECT TO function.
AIRPORTS - Press LSK R1 displays the DIRECT TO FPLN WPT page.
- Press LSK L1 displays the DATA LIST ALL page to select an
item.
- Press left LSK of an airport displays the DIRECT TO sub-page.
Note: Content of the page depends on the FPLN

P 51 000
Subpage
Page Function
DIRECT TO Selection of parameters for DIRECT TO function.
Note: If the inserted item is not identified, the MCDU displays pages to create a new
pilot data.

P 52 000
30.2.2.8 PERF key

The PERF key gives access to most relevant performance parameters in three main
flight phases: TAKE OFF, CRUISE and APPROACH.
Main pages
Page Function
TAKE OFF Displays take off performance parameters and allows
modification of T/O speeds, runway characteristics and
TRANS ALT.
- Press LSK [R6] displays the PERF INIT page.
CRUISE Displays cruise performance parameters and allows
modification of MEANWIND up to destination and
alternate airports, CRZ ALT and CRZ MODE.
APPROACH Displays approach performance parameters and allows
modification TRANS ALT, QNH and ground wind / gust
at destination.

P 53 000
When no PERF page is displayed, press the PERF key displays the active PERF
page.
When a PERF page is displayed, press the PERF key or the NEXT or key
displays other PERF pages.
Note: The active PERF page depends on the situation of the aircraft:
- TAKE OFF page during ground and TAKE OFF phase,
- CRUISE page during CLIMB and CRUISE phases,
- APPROACH page during DESCENT, APPROACH and GO AROUND
phases.
The MCDU does not display a PERF page of a flight phase that has been
passed, unless a phase is re-activated (for instance after a Go Around).
Subpages
Page Function
PERF INIT Displays performance parameters and allows modification of
these parameters. Further details in FCOM volume 4
chapter 4.02.50.2.
- Press LSK R6 displays the WEIGHT page.
WEIGHT Displays weight information for the A/C and allows weight
and fuel parameters initialization or modification.
- Press LSK R6 displays the FUEL FLOW page.
FUEL FLOW c.f. DATA key / STATUS sub-pages
P 54 000
30.2.2.9 MSG key

The MSG key gives access to messages related to abnormal behavior of the FMS
and its sub-systems.
Main pages
Press the MSG key displays first page of the messages.
Page Function
MSG Displays the list of FMS messages and alerts.
- Press LSK with an outward prompt to display the
concerned page.
When several pages of the message can be displayed, pressing the NEXT or
key displays other MSG pages.
2
2
Subpages
They refer to FMS pages which are proposed by the FMS to the pilot to correct or
check the message displayed on the MSG page.
P 55 000
( 1 ) MESSAGES HEADING
A message informs the pilot about an abnormal or degraded FMS operation
(internal or localization/navigation/guidance). The message is activated as long
as the the situation described is detected true.
Messages are displayed in amber in decreasing order of priority from the top of
the first page to the bottom of the last page (if several pages).
Note:
● Alert message with only a >CLEAR action: Internal FMS failure or an
abnormal system configuration. The pilot has no possibility to solve the
issue but the pilot should continuously check consistency of information
provided by both FMS.
● Alert message with only a CHECK> action: Unusual FMS operations which
can be checked and solved, first by pressing the prompt to display
automatically the concerned MCDU page, next by performing actions
reported in the alert message.
● Alert message with >CLEAR and CHECK> actions: Unusual FMS
operations which may be checked and solved, first by pressing the prompt
to display automatically the concerned MCDU page, then by performing
actions reported in the alert message. The pilot can clear the alert message
if the alert message persists.
( 2 ) Possible pilot actions suggested by the FMS:

- Inward prompt (ex: >CLEAR) allows performing the related action,
- Outward prompt (ex: CHECK>) allows displaying a page with relevant
information to perform the related action solve the problem or be aware of
further details).
Note: The pilot can clear some messages from the screen but these
messages can be recalled as long as they are activated.
( 3 ) MSG RECALL
This prompt allows the pilot to display all hidden messages that have been
cleared but which are still activated (i.e. the situation described is still true).
( 4 ) MSG announciator and reminder

P 56 000
30.2.2.10 PROG key

The PROG key gives access to navigation information related to the present and
short-term situations.
Main pages
Page Function
PROG 1/3 Displays predictions for:
▪ FROM, TO, NEXT waypoints
▪ Next altitude interception (TOC, TOC …)
▪ DEST airport
- Press LSK L5 displays the PRAIM 2/2 page.
PROG 2/3 Displays navigation parameters for present situation.
PROG 3/3 Displays the localization modes menu with related
information. Further details in FCOM volume 4 chapter
4.02.80.2.5.
- Press LSK L2 displays the BCP NAV page.
- Press LSK L3 displays the GPS NAV page.
When no main PROG page is displayed, pressing the PROG key displays the
PROG 1/3 page.
When a main PROG page is displayed, pressing the PROG key or pressing the
NEXT or key displays other main PROG pages.
Subpages
Page Function
BCP NAV Displays the BCP localization mode parameters.
GPS NAV Displays the GPS localization mode parameters. Further
details in FCOM volume 4 chapter 4.02.80.2.5.
- Press LSK R5 displays the PRAIM 1/2 page.
PRAIM 1/2 Displays RAIM predictions for any FPLN/SEC waypoint of
the navigation database and for the destination. It includes
satellites de-selection.
PRAIM 2/2 Allows managing the predictive RAIM (PRAIM) function (for
FPLN or SEC), including satellites de-selection.
Further details related to PRAIM function in FCOM volume 4 chapter 4.02.100.5.3.

P 57 000
PROG 1/3 page

Two parts of the PROG 1/3 page presents FMS predictions based on the FPLN:
( 1 ) Short term FPLN is a copy of the three first lines of the FPLN in ETA/SPD/ALT
format: It covers the FROM waypoint, the TO waypoint and next TO waypoints.
( 2 ) Mid-term and long term FPLN predictions related to

- Next altitude interception (TOC, TOC, …),
- Non Return Point (NRP) according to the selected Fuel reserve quantity,
- Destination airport
Prompt <PRAIM allows accessing to the PRAIM (Predictive RAIM) function to

initialize computation of RAIM predictions computation at destination and at
any selected waypoint of the flight plan. Further details in FCOM volume 4
chapter 4.02.100.5.3.
P 58 000
1 2
4 3 5
PROG 2/3 page
This page displays navigation data related to the present situation:
( 1 ) TO WAYPOINT INFORMATION
TO waypoint ident, Desired Track (DTK) defined by present wind and the
active leg which leads to the TO waypoint, bearing (BRG) and direct ground
distance (DIST) between the current FMS position and the TO waypoint, and
Time To Go (TTG) to the TO waypoint.
( 2 ) BASIC NAVIGATION PARAMETERS
Present aircraft track (TK, in the reference indicated in the top left corner of the
MCDU screen), present ground speed (GS) in kt, target airspeed computed by
the FMS compared to the present IAS (from ADC connected to the FMS),
actual WIND and present Fuel On-Board (FOB).
( 3 ) NAVIGATION ERROR
Present aircraft drift (with side and angle of drift), lateral deviation (XTK, with
side and distance in NM of the lateral deviation from the active leg) and Track
angle Error (TKE, with side and angle of the angular deviation).
( 4 ) NAVIGATION ACCURACY
RNP value selected automatically in the FMS databases if it is not modified by
the pilot and ANP (Actual Navigation Performance) value computed by the
FMS. Further details in FCOM volume 4 chapters 4.02.100.5.1.2 and
4.02.100.6.2.
( 5 ) OFFSET
Value of the lateral OFFSET distance is displayed. It is null when OFFSET
function is not activated. It equals the cross track distance between the aircraft
and the active FPLN leg when the OFFSET function is activated.
P 59 000
4
1
PROG 3/3 page

This page displays information related to the FMS localization modes:
The yellow dashed line refers to positioning data related to the FMS connected to
the MCDU used by a pilot.
( 1 ) Position and EPE computed by the BCP localization mode (selected by default
at FMS start). Prompt <BCP allows displaying further information related to
BCP mode and selecting this mode.
( 2 ) Position and EPE computed by the GPS localization mode. Prompt <GPS
allows displaying further information related to GPS mode and selecting this
mode.
The MCDU displays the FMS localization mode and related data:
- In green with the latitude and longitude coordinates (in degrees and
minutes up to hundredth of minutes) and the Estimated Position Error
(EPE) computed by the active localization mode that provides the FMS
position for the concerned FMS.
- In cyan with the relative position (bearing and ground distance from the
FMS position) and the EPE of the standby FMS localization mode.
( 3 ) The bottom line displays relative position (bearing and ground distance) of the
opposite FMS by comparison with position of the FMS connected to the
MCDU.
( 4 ) For the FMS connected to a MCDU, the active localization mode and its EPE
are displayed on every FMS page in top right corner of the MCDU screen.
Note: Usually, it is recommended to connect FMS1 to MCDU1 and FMS2 to

MCDU2.
Further details in FCOM volume 4 chapters 4.02.80.2.

P 60 000
30.2.2.11 DATA key

The DATA key gives access to basic and background FMS data.
Main pages
Page Function
DATA MENU Gives access to FMS settings, databases and navigation data.
- Press LSK L1 displays the INIT page
- Press LSK L2 displays the STATUS page
- Press LSK L3 displays the UNITS page
- Press LSK R1 displays the DATABASE page
- Press LSK R2 displays the NAV DATA page
- Press LSK R3 displays the NAV FRQ page
DATA LIST Displays the list of all NAVAIDs contained in the FMS
databases (no procedure, no route and no airway).
It allows an automatic search for a NAVAID by entering its ident.
When no main DATA page is displayed, pressing the DATA key displays the DATA
MENU page.
When a main DATA page is displayed, pressing the DATA key displays the other
main DATA page.
1 2
( 1 ) Prompt >ERASE allows erasing all user data (Pilot database and SEC -if
saved-) after pilot’s confirmation.
( 2 ) Prompt SAVE< allows saving new user data (Pilot database, Marker waypoints
and SEC -if defined-) after confirmation.
P 61 000
DATA MENU subpages
Page Function
INIT Displays time and date, and
gives access to main FMS pages for flight preparation
- Press LSK L4 displays the POS INIT page
- Press LSK L5 displays the NAV DATA page
- Press LSK L6 displays the FPLN INIT page
- Press LSK R4 displays the WEIGHT page
- Press LSK R5 displays the PERF INIT page
- Press LSK R6 displays the UNITS page
STATUS Gives access to status resume of systems that provided data to
FMS.
- Press LSK L1 displays the AIR/RA page
- Press LSK L2 displays the HDG/ATT page
- Press LSK L3 displays the FUEL FLOW page
- Press LSK R1 displays the WEIGHT page
- Press LSK R2 displays the FMS BITE page
- Press LSK R3 displays the SENSOR STS page
- Press LSK R6 displays the DISCRETES page
UNITS Displays and allows modification of units setting of displayed
FMS data. Further details in FCOM volume 4 chapter 4.02.10.3.
- Press LSK L5 displays the DATUM GEO DATUM page
DATABASE Gives access to Standard, Pilot and Co-Route databases
- Press LSK L1 displays the STD APT page
- Press LSK L2 displays the STD NAVAID page
- Press LSK L3 displays the STD WPT page
- Press LSK L4 displays the STD NDB page
- Press LSK L5 displays the STD DATA CO-ROUTE page
- Press LSK R1 displays the PILOT DATA AIRPORTS page
- Press LSK R2 displays the PILOT DATA NAVAIDS page
- Press LSK R3 displays the PILOT DATA WAYPOINTS page
- Press LSK R6 displays the PILOT DATA ROUTE page
NAV DATA Displays information related to navigation databases versions
NAV FRQ Displays information related to the three tuned VHF NAVAIDS
on navigation channels, including the auto-tuning status for
NAV1 and NAV2 channels.
- Press LSK L1 or LSK L3 displays respectively NAV1 TUNE
VHF NAVAIDS or NAV2 TUNE VHF NAVAIDS page.
- Press LSK L6 displays the NEAREST VHF NAVAIDS page.
- Press LSK R6 displays the DESELECTED NAVAIDS page.
P 62 000
MCDU – INIT page
INIT subpages
Page Function
POS INIT Allows manual initialization of the FMS position (i.e. the
aircraft position)
NAV DATA c.f. DATA MENU subpages
FPLN INIT c.f. FPLN key
WEIGHT c.f. PERF key
PERF INIT c.f. PERF key
UNITS c.f. DATA MENU subpages
Further details related to the INIT page in FCOM volume 4 chapter 4.02.10.1.
P 63 000
MCDU – STATUS page
STATUS subpages
Page Function
AIR/RA Displays the AIR parameters and the Radio-Altimeter height.
HDG/ATT Displays the heading and attitude parameters
FUEL FLOW Displays fuel flow information
FMS BITE Displays the results of the Built-in tests checks of the FMS.
SENSOR STATUS Displays GPS and DCF (Data Concentrator Function)
sensor status and modes.
DISCRETES Displays boolean status of discrete signals entering into
FMS.
CONF DATA Displays versions identifications and CRC (Cyclical
Redundancy Check) of FMS configuration table, aircraft /
engine performance data and magnetic variation model.
Allows saving the FMS status on the Compact Flash card for
Thales avionics analysis.
P 64 000
MCDU – UNITS page
UNITS subpages
Page Function
DATUM Displays of geodetic datum references list.
- Press LSK of a datum displays the GEO DATUM page
dedicated to the selected geodetic datum system.
GEO DATUM Displays geodetic data related to the selected datum.
When a page with a data list is displayed, pressing the NEXT or key to
display other pages of the data list.
Further details related to UNITS page in FCOM volume 4 chapter 4.02.10.3.

P 65 000
MCDU – DATABASE page
DATABASE subpages
Page Function
STD APT Displays main characteristics of an airport if it is
defined in the Standard database.
STD NAVAID Displays main characteristics of a VHF NAVAID if
it is defined in the Standard database.
STD WPT Displays main characteristics of a waypoint if it is
defined in the Standard database.
STD NDB Displays main characteristics of a NDB (Non
Directional Beacon) if it is defined in the Standard
database.
STD DATA CO-ROUTE Displays the list of defined Co-Routes (if any).
- Press LSK L1 displays the PILOT DATA ROUTE
page.
- Press LSK of a CO-ROUTE displays the
dedicated CO-ROUTE page.
PILOT DATA ROUTE Displays the list of defined Pilot routes (if any).
- Press LSK L1 displays the PILOT CO-ROUTE
page.
- Press LSK of a route displays the PLT
ROUTE page filled with the selected route.
- Press LSK R6 displays the PLT ROUTE page
empty to define a new Pilot route.
When a page with a data list is displayed, pressing the NEXT or key displays
other pages of the data list.
P 66 000
Page Function
PILOT DATA WAYPOINTS Displays the list of defined Pilot waypoints (if any).
- Press LSK of an airport displays the PLT
WPT page filled with the selected waypoint.
- Press LSK R6 displays the PLT WPT page
empty to define a new waypoint.
PILOT DATA NAVAIDS Displays the list of defined Pilot NAVAIDs (if any).
- Press LSK of an airport displays the PLT
NAVAID page filled with the selected
NAVAID.
- Press LSK R6 displays the PLT NAVAID
page empty to define a new NAVAID.
PILOT DATA AIRPORTS Displays the list of defined Pilot airports (if any).
- Press LSK of an airport displays the PLT APT
page filled with the selected airport.
- Press LSK R6 displays the PLT APT page
empty to define a new airport.
PLT ROUTE According to the previous selection, displays
characteristics of the selected Pilot route or
allows defining a new Pilot route.
PLT WPT According to the previous selection, displays
characteristics of the selected Pilot waypoint
or allows defining a new Pilot waypoint.
PLT NAVAID According to the previous selection, displays
characteristics of the selected Pilot NAVAID
or allows defining a new Pilot NAVAID.
PLT APT According to the previous selection, displays
characteristics of the selected Pilot airport or
allows defining a new Pilot airport.
CO-ROUTE Displays a resume of the selected CO-ROUTE.
- Press LSK R6 displays the ROUTE SEL page
filled with the selected Co-Route
Further details related to DATABASE page and sub-pages in FCOM volume 4

chapter 4.02.110.
P 67 000
MCDU – NAV FRQ page
NAV FRQ subpages

Page Function
NAV1 TUNE VHF NAVAIDS Displays the list of 20 nearest VHF NAVAIDS with
related information and allows to select a NAVAID.
- Press left LSK of a NAVAID to select* it on
NAV1.
NAV2 TUNE VHF NAVAIDS Displays the list of 20 nearest VHF NAVAIDS with
related information and allows to select a NAVAID.
- Press left LSK of a NAVAID to select* it on
NAV1.
NEAREST VHF NAVAIDS Displays the 20 nearest VHF NAVAIDS.
NEAREST NDB NAVAIDS Displays the 20 nearest NDB NAVAIDS.
DESELECTED NAVAIDS Allows de-selection or re-selection of NAVAIDS.
Further details in FCOM volume 4 chapter
4.02.80.5.
* NAVAID is be effectively selected on the NAV channel if it is possible; anyway,

after this manual selection, the auto-tuning will be de-activated.
Note: On the NAV FRQ page, the pilot can re-activate the auto-tuning mode on
NAV1 and NAV2 channels by pressing the related right LSK to display AUTO
in green large font.

P 68 000
30.2.2.12 VNAV key

The VNAV key gives access to vertical navigation parameters (settings and
predictions).
Main pages
Press the VNAV key displays the VNAV 1/2 page.
Page Function
VNAV 1/2 Displays advisory parameters for vertical navigation,
CRZ ALT and ALT SEL and ETA predictions at vertical
pseudo- waypoints (TOC, TOD, STEP TO …).
VNAV 2/2 Displays vertical information to prepare descent and
approach.
When a VNAV page is displayed, pressing the VNAV key or the NEXT or key
displays the other VNAV page.
No subpage.
VNAV 1/2 page
1 5
2
6
3
7
4 8

P 69 000
VNAV 1/2 page

This page displays vertical targets and predictions along the FPLN based on its
vertical profile.
( 1 ) ETA prediction at the next vertical interception, including TOC (e.g. ↑20000)
and TOD. The concerned interception is mentioned in white.
( 2 ) Information related to both altitude STEPs (if defined in the FPLN forward the
present A/C position) that can be defined in the FPLN; it indicates waypoint
where STEP TO is defined, identification of the vertical interception (pseudo-
waypoint, e.g. ↑23000) and ETA prediction at this interception.
( 3 ) ETA predictions at TOD and at DEST airport.
( 4 ) CRZ ALT is the FMS cruise altitude or flight level selected by the pilot; it is the
cruise altitude used for FMS predictions computation.
( 5 ) ALT SEL is the target altitude selected by the pilot through the ALT SEL
selector knob on the FGCP.
( 6 ) TGT IAS is the target airspeed computed by the FMS
( 7 ) TGT VS is actually the difference between present aircraft vertical speed and
target V/S computed by the FMS. It is computed in cruise if the aircraft altitude
exceeds 300ft of difference with the FMS CRZ ALT and it is computed in
descent after the TOD.
( 8 ) VDEV is the present vertical deviation computed by the FMS; it indicates the
relative vertical deviation of the aircraft compared to the FPLN vertical profile
during climb and descent phases.
FMS vertical profile

CRUISE
VDEV < 0
VDEV > 0
VDEV is positive when aircraft is above the vertical profile and negative when
the aircraft is below the vertical profile.
CAUTION
FMS computes predictions for flight plans up to maximum operational ceiling that
the A/C can reach in flight conditions of the day. Beyond this altitude, flight plans
predictions are dashed.
P 70 000
VNAV 2/2 page

This page gives access to vertical information to prepare descent and approach
phases.
1 2
6
4
( 1 ) Temperature compensation function. Further details in FCOM volume 4

chapter 4.02.50.4.2.2.
( 2 ) Present SAT and ∆ISA measured by the Air Data sensors linked to the FMS.
( 3 ) Static Air temperature (SAT) at destination, that is entered by the pilot from
weather information.
( 4 ) QNH at destination, that is entered by the pilot from weather information.
( 5 ) TRANS ALT is the transition altitude to switch from Barometric reference from
STD to QNH during the descent on the destination. It is also known as TRANS
FL. This information comes from the FMS database according with the
selected destination; the pilot can modify the TRANS ALT value for the present
flight.
( 6 ) Elevation of the destination airport, that is stored in FMS database.
P 71 000
30.2.2.13 MRK key

The MRK key gives access to the MARKER function; it allows the pilot marking a
position flown by the aircraft to re-use this position later.
Main page
Press the MRK key displays the MARK page.
Page Function
MARK Displays the frozen position and allows storage of this
position in the Pilot database.
No subpage.
P 72 000
MARKER FUNCTION
( 1 ) MARK key
Press the MRK key has two effects:
- Memorize present FMS position and report this position in a new
waypoint named MKxxx (in line 2),
- Display the MARK page with coordinates of the new MKxxx waypoint.
( 2 ) NEW MARKER WAYPOINT

Information related to the last created waypoint: identification code, time of
creation and latitude/longitude coordinates.
A MAKER waypoint can be used like any other waypoint of the FMS database.
Basically, MARKER waypoints are available until FMS power is cut, unless the
pilot saves MARKER waypoints into the Pilot Database; further details in
NEW A/C POSITION INITIALIZATION

Down part of the MARK page allows the pilot to initialize irreversibly the FMS
position and all FMS navigation sources (GPS and BCP) at a new position.
This position can be defined by one of these two methods:
( 3 ) Locate the new aircraft position with a bearing (BRG) and a distance (DIST)
from a waypoint (waypoint identification code in the UPD AT field).
( 4 ) Enter latitude and longitude coordinates of the new position.
The MCDU requests a pilot confirmation (pressing EXEC) before applying the
A/C position initialization.
ADVISORY
As far as a FMS provides a consistent aircraft position, do not initialize the
FMS positioning by this way.
P 73 000
30.3 NAVIGATION SYMBOLS

This chapter deals with characters and symbols displayed on MCDU, ND, PFD,
PERF page and VCP pages. Characters and symbols dedicated to equipments are
labeled with a specific indication.
CHARACTERS
TYPES
A to Z ; a to z
Alpha-numeric data, messages, header …
0 to 9
White PROMPT symbols associated to a text:
<TEXT or TEXT> - Opens a page linked with the associated text
>TEXT or TEXT< - Requires an manual input for data insertion or selection
UP DN Up ; Down
N S E W North, South, East, West
A Automatic
Hours
H
or HOLD (DME)
White vertical arrow beside a altitude or level value
↑↓ indicates the trend of the intercept level: climb or descent
White horizontal arrow beside a waypoint ident indicates
← → the turn direction at this waypoint to follow the FPLN.
Cyan brackets
[]
for data not initialized or with no default value
() Header, comments
White dittos in a flight page indicates that the indication
“ (e.g. name of a procedure) defined at the equivalent line
above is the same of this field.
Amber square
□ for data requiring a mandatory initialization
White triangle beside a waypoint ident indicates this
∆ waypoint is required to be over flown.
Small green letter “c” on a left side of an altitude constraint
c value indicates the altitude constraint is corrected by the
temperature compensation function
At the end of an element names indicates this element is
* used by FMS.
Out of range values
# or in header for engine abbreviation
% Percentage
P 74 000
Separation of data field if data are associated for

/
insertion, selection or display
° Degrees for temperature or angle
: Minutes for time (if seconds are displayed)
. Decimal point
+ Sign
Sign, in date, in waypoint identification code,
─ invalid or not computed data, or for data requiring a
initialization (not mandatory)
Profile intercept: Predictive interception between the
FMS vertical profile and the actual aircraft vertical
path.
ALT SEL intercept: Predictive intersection between
the selected altitude path along the FPLN path and
the aircraft vertical path.
For instance, in case of an early descent (left: vertical view, right: lateral view).
PROFILE
intercept
ALT SEL
ALT SEL
intercept
FORMAT
SMALL Units, titles or FMS computed data
LARGE Data entered manually by the pilot
With a white, amber or red background depending of the
message:
- Protected command prompt requiring pilot validation
- Alert message codes,
- Scratchpad messages
On MCDU: Time prediction for a FPLN waypoint defined with a
UNDERLINE
time constraint (RTA)
P 75 000
COLORS
Amber box is mandatory field to be filled by the pilot,
AMBER Amber data is an attention getter, icing data
Constraint predicted to be missed
Field or selection which can be modified by the pilot,
CYAN Missed approach data,
Non active items in selection
Data computed by the FMS and not modifiable by the pilot,
Last active position features (FROM waypoint),
GREEN
Active items in selection,
Reached constraint.
FMS computed Targets,
MAGENTA
Present active leg and TO waypoint features
YELLOW Temporary data or flight plan, before confirmation by the pilot
Titles and units, secondary flight plan, separation line, minor
WHITE
messages, special characters (prompt, overfly triangle …)
NAVIGATION MODE
Active Navigation Meaning Display
mode
BCP data are mainly computed with GPS. GPS
BCP data are mainly computed with radio
D-D
nav. data of two DME.
nav. data of a VOR and a DME. V-D
It is compliant with PRNAV operations.
BCP
nav. data of a VOR and a DME. V-D
It is not compliant with PRNAV operations.
V-V
nav. data of two VOR.
BCP data are mainly computed with Air data
D-R
(Dead Reckoning)
otherwise ---
GPS Position computed by GPS GPS
P 76 000
WAYPOINT IDENTIFICATION
LATERAL
XXXXXXX indicates the waypoint identification code (most common case)
INTCP indicates that the waypoint is defined as an interception between two
legs (in lateral navigation)
NAV-xx indicates that the waypoint has been defined by using another waypoint
identified by three first letters (instead of “NAV”); see waypoint creation
and DTO ABEAM …
NAVZZZ indicates that the leg terminates at a radial ZZZ from a NAVAID identified
by three first letters (instead of NAV).
NAV/DD indicates that the leg terminates at a distance DD from a NAVAID
identified by three first letters (instead of NAV).
MANUAL indicates a manual leg termination (except for a HOLD)
MKxxx indicates the waypoint identification code of a MARK waypoint manually
defined through the MARK function.
VERTICAL
TOD indicates the end of the cruise phase as a vertical pseudo-vertical
waypoint; it is the interception of the cruise altitude with the DFPT FPA
from the destination airport.
↑xxxxx, ↓xxxxx indicates a vertical pseudo-vertical waypoint as an altitude
interception or TOC; direction of the arrow indicates the trend to
reach the target altitude.
Lateral waypoints are displayed in the MCDU flight plan pages and on the ND/PFD
map while vertical pseudo-waypoints are displayed only on the ND/PFD map.
MISCELLANEOUS
DATE AND TIME

L for local, Z for UTC.
ANGULAR HORIZONTAL DATA

Tracks/courses and heading can be mentioned when in True ‘T’ or Magnetic ‘M’
reference according to FMS settings and FMS navigation databases. When
necessary, FMS converts an angle defined in a reference to the other reference
selected according to the magnetic variation tables at the leg reference waypoint.
P 77 000
SPECIFIC LEG PATHS

XXX° indicates a course from the starting waypoint to the terminating waypoint
of the leg, measured at the starting waypoint. For the active leg, this field
contains the bearing to go to the TO waypoint.
CXXX° indicates the leg is defined by a constant course (track angle) towards the
terminating waypoint.
HXXX° indicates the leg is defined by a constant heading towards the terminating
waypoint.
ARC XX indicates the leg is defined as an arc path of XX distance around a fix.
XXNAV indicates the leg is defined as an arc path of XX distance around a NAVAID
identified by three last letters of the NAVAID ident (instead of “NAV”).
NAVIGATION DATABASES: APPROACH PROCEDURES TYPES CODES
Code Description
GPS Global Positioning System (GPS)
ILS Instrument Landing System (ILS)
LBC Localizer/Backcourse
LDA Localizer Directional Aid (LDA)
LOC Localizer Only (LOC)
NDB Non-Directional Beacon (NDB)
NDM Non-Directional Beacon + DME (NDB+DME)
RNV Area Navigation (RNAV) with or without RNP approach
SDF Simplified Directional Facility (SDF)
VDM VORDME
VOR VOR
Notes: Some of these Approach types may be not used in certain regions. List of
the APPROACH procedures types codes are displayed on MCDU pages
from top to low and from left to right first in alphabetic order and next in
numeric order.
P 78 000
ND / MINI ND
NAVAIDS
(IN REVERSE VIDEO)
FLIGHT PLAN LEGS

Continuous line is for guided leg
Green for non active legs
Magenta for active legs
Cyan for non active Missed Approach legs
Dashed line is for non guided leg
Green for non active legs
Magenta for active legs
Cyan for non active Missed Approach legs
Guided legs are basic navigation straight legs which clearly define a path between
two points. FMS computes the target roll angle command, DTK, XTK and TKE
according to the active leg and the actual aircraft trajectory for aircraft guidance
(including LNAV mode).
Non guided legs are computed by the FMS as transition legs between two guided
legs according to ARINC 424 rules. Their geometry can change depending on flight
conditions; consequently, they are not defined as clearly as guided legs.
FMS computes only the target roll angle command to ensure the transition for LNAV
guidance. DTK is only a measure of the current track. XTK and TKE are null since
there is no sense to compute guidance errors on a potentially unstable path.
4.02
FMS FUNCTIONS
FMS FUNCTIONS 4.02.00
P1 000
4.02.00 CONTENTS
4.02.10 FMS INITIALIZATION
10 .1 ACCESS TO THE FMS INITIALIZATION
10 .2 FMS POSITION INITIALIZATION
10 .3 UNITS
4.02.20 FPLN MANAGEMENT
20 .1 DISPLAY
20 .2 INITIALIZATION
20 .3 ACTIVATION
20 .4 REVISIONS
20 .5 SEQUENCING
20 .6 ENDING
20 .7 CANCELLATION
4.02.30 TMPY MANAGEMENT
30 .1 OPENING
30 .2 DISPLAY
30 .3 REVISIONS
30 .4 SEQUENCING
30 .5 CANCELLATION
30 .6 CLOSING & EXECUTION
4.02.40 SEC MANAGEMENT
40 .1 INITIALIZATION
40 .2 DISPLAY
40 .3 REVISIONS
40 .4 SAVING
40 .5 CANCELLATION
40 .6 ACTIVATION
4.02.50 FPLN PERFORMANCES
50 .1 INITIALIZATION (WEIGHTS)
50 .2 PRIMARY FLIGHT CONDITIONS (PERF INIT PAGE)
50 .3 ADDITIONAL FLIGHT CONDITIONS (PERF PAGES)
50 .4 ATMOSPHERIC CONDITIONS (WIND, PRESS, TEMP, ICING)
P2 000
4.02.60 TMPY PERFORMANCES

4.02.70 SEC PERFORMANCES
70 .1 INITIALIZATION AND REVISIONS
70 .2 CANCELLATION
70 .3 ACTIVATION
4.02.80 NAVIGATION MANAGEMENT
80 .1 NAVIGATION SOURCE
80 .2 LOCALIZATION
80 .3 LATERAL NAVIGATION
80 .4 VERTICAL NAVIGATION
80 .5 VHF NAVAIDS MANAGEMENT
4.02.90 GUIDANCE MANAGEMENT
90 .1 PRINCIPLES RESUME
90 .2 LATERAL MODE
90 .3 VERTICAL GUIDANCE ADVISORY
4.02.100 PERFORMANCES MANAGEMENT
100 .1 FUEL
100 .2 TIME AND DISTANCE
100 .3 VERTICAL PREDICTIONS
100 .4 COMPUTED SPEEDS FOR ATR 42-600
100 .5 COMPUTED SPEEDS FOR ATR 72-600
100 .6 LOCALIZATION AND NAVIGATION PERFORMANCE
100 .7 RESTRICTIVE OPERATIONS IN SPECIFIC AIRSPACES
4.02.110 NAV DATABASES MANAGEMENT
110 .1 ACCESS TO FMS NAVIGATION DATABASES
110 .2 STANDARD DATABASE
110 .3 COMPANY ROUTES DATABASE
110 .4 PILOT DATABASE
110 .5 MARKER
P1 000
F.C.O.M FMS INITIALIZATION JUN 13
10.1 ACCESS TO THE FMS INITIALIZATION

The pilot accesses main FMS initialization interfaces on the INIT page of the MCDU.
INIT page
The INIT page is the starting point to initialize the FMS for flight operations.
Display the INIT page:
- From the FMS power up page, press the prompt INIT>,
- Anytime, pressing the DATA key displays the DATA MENU page on the MCDU,
then press the prompt <INIT.
1 2 3 4
5 MSG 7
6 8
9
10 13
11 14
15 12
MCDU - INIT page
TOP LINE
This top line is displays in every FMS page on the MCDU.
( 1 ) Compass reference: Magnetic (M) or True (T).
This setting can be changed on the UNITS page.
( 2 ) FMS message announciator.
( 3 ) FMS localization mode computed and processed by the FMS. It indicates
the system(s) that contributes the most to computation of the FMS position.
( 4 ) EPE (in NM) is the Estimated Position Error computed by FMS according to
the active FMS localization mode. Further details in FCOM volume 4 chapter
4.02.100.5.1.1.
TIME REFERENCE
( 5 ) DATE indicates the present date; c.f. item 7
( 6 ) STD DATA indicates expiring date of the active standard navigation database
stored in FMS: Further details in FCOM volume 4 chapter 4.02.110.2.
P2 000
TIME REFERENCE
( 7 ) UTC field indicates present UTC (Zulu) time considered by FMS.
On left side of label UTC, indication between brackets indicates source of
present time (UTC time and date) to the FMS. The FMS time source is:
GPS by default when available, otherwise the FMS internal clock.
The FMS internal clock uses the last valid GPS input unless the pilot
initializes it through a clock of the aircraft.
Note: If GPS and aircraft clock are not available, the pilot can set LOCAL
time (item 8) as required (for instance, setting LOCAL time on Zulu
time when UTC time is wrong).
( 8 ) DIFF (Differential time) is the difference that can be inserted by the pilot to
compute the LOCAL time from the UTC time.
( 9 ) LOCAL (Local time) is a field that can be used to displayed the local time.
When differential time is null, local time equals the UTC time (c.f. item 8).
All ETA predictions computed by the FMS are based and expressed on
setting of the LOCAL time.
FMS INITIALIZATION SETTINGS

Press a prompt displays the related page:
( 10 ) <POS INIT Manual initialization of the FMS position.
( 11 ) <NAV DATA Management of FMS navigation databases identification and
validity. Further details in FCOM volume 4 chapter 4.02.110.
( 12 ) UNITS> Management of units setting of displayed FMS data.
PERFORMANCE / FLIGHT PLAN INITIALIZATION

Press a prompt displays the related page:
( 13 ) WEIGHT Insertion of take off weights and balance data.
( 14 ) PERF INIT Complementary performance data.
( 15 ) FPLN INIT Flight plans initialization.
P3 000
10.2 FMS POSITION INITIALIZATION
Usually, FMS continuously computes its position (i.e. the aircraft position) through
an algorithm that can mix all positioning systems onboard (GPS, R/NAV) to
compute the best FMS position available onboard. Further details in FCOM volume
4 chapter 4.02.80.2.
At FMS power up, the current FMS position is set to the last known FMS position
memorized at last FMS power down. When GPS position is available (which may
take few minutes at aircraft or GPS start), GPS provides continuously a position to
FMS.
The pilot can manually initialize the FMS position through the POS INIT page.
7
1
3
6
4
5
POS INIT page:

( 1 ) INIT POS
displays the selected position (latitude / longitude coordinates) to initialize the
FMS position and FMS positioning sensors.
The field is:
- Amber (N□□°□□.□□/E□□□°□□.□□) when no position has been manually
inserted; it means the initial FMS position is computed by FMS.
- Yellow when a new INIT POS has been manually inserted but not confirm
yet.
- Green when the manual INIT POS manually inserted has been confirmed.
When manual FMS position initialization is performed, it must be done on

ground with the aircraft stopped and valid position from the selected source.
New INIT POS
- Entering a position in the scratchpad ( 5 ) and pressing LSK [L1], or
- Pressing left LSK of the desired origin ( 1 ), ( 2 ), ( 3 ) or ( 4 ).
These actions have for result to insert the entered or selected coordinates into
the INIT POS field.
P4 000
ORIGIN OF THE NEW INIT POS

( 2 ) LAST POS is the FMS position memorized at last FMS power interruption.
( 3 ) GPS POS is the present GPS position
( 4 ) WPT allows using a fix (waypoint, airport, NAVAID) as reference
position.
- Inserting fix ident in the WPT field
- Selecting one fix among the list that appears when pressing
LSK [L4] when scratchpad is empty.
Once the WPT field is filled, the MCDU displays related
coordinates in the field WPT POS on the line below.
( 5 ) Manual entry of latitude / longitude coordinates into the scratchpad. Press
LSK [L1] to insert these coordinates into the INIT POS field.
For instance, enter N4633.49/E00653.06 as a result N46°33.49 / E006°53.06.
POS. SENSORS CHECK / INIT

( 6 ) When the INIT POS field is empty, the MCDU displays “SENSORS STS>”.
Press LSK [R6] to check status of all localization sensors connected to FMS.
When the INIT POS field is filled, the MCDU displays “SENSORS INIT<”.
Press LSK [R6] confirms initialization of all localization sensors connected to
FMS with the new POS INIT coordinates. The INIT POS value shifts from
yellow to green.
FMS POSITION STATUS

( 7 ) This field indicates the active FMS liocalization mode (GPS green, GPS cyan,
D-D green, V-D green or amber, V-V amber, D-R amber) and the Estimated
Position Error (EPE, in NM) reached in this mode.
Green GPS mode is the default and recommended mode; it means that GPS
is the main sensor mixed with R/NAV sensors to compute the best FMS
position with the lowest EPE.
P5 000
10.3 UNITS
The UNITS page displays the active units configuration for FMS data display on
FMS/Pilot interfaces and allows the pilot to modify this units configuration.
UNITS page:
FMS sets units in a default configuration according to optional units configuration

selected by the airline. The figure above shows the units configuration set with no
optional unit activated: MAG, FT, NM, DMH, WGS84, °C, KG, HPA.
The default configuration is set at each FMS power up.
UNITS LIST
- HEADING is given in MAG (Magnetic) or TRU (True).
- ALTITUDE is given in FT (Feet) or M (Meters).
- DISTANCE is given in NM (Nautical Miles). Other unit is optional.
- COORDinate is given in format DMH (Degrees Minutes Hundredths).
For instance, consider following coordinates:
43 degrees and 37.10 minutes North, 001 degree and 21.67 minutes East:
• Enter “N4337.10/E00121.67” into the MCDU scratchpad
• As a result, the MCDU displays “N43°37.10/E001°21. 67”.
- Geodetic DATUM reference is set in WGS84 by default. Press LSK [L5] displays
10 per 10 the fifty geographic datum references which can be selected by the
pilot. Press LSK of a geodetic reference displays a page with further details and
a prompt to select it.
- TEMPerature is given °F (degrees Fahrenheit) or °C (deg rees Celcius).
- WEIGHT is given in KG (kilograms). Other unit is optional.
- BARO SET is given in INHG (inch of Mercury) or HPA (hecto Pascal).
P6 000
UNITS SETTING MODIFICATION

The pilot can modify only units which are displayed with a prompt symbol
> or < :
- Inward prompt: Press LSK activates the inactive unit.
It concerns: HEADING, ALTITUDE, TEMP and BARO SET.
- Outward prompt: Press LSK displays a specific page to select another unit. It
concerns: DATUM (i.e. Geo datum reference system).
Active unit is displayed in green large font, otherwise in cyan small font (inactive
unit).
ADVISORY
Change of units modifies ND, PFD and MCDU display formats as well as
predictions values. It is recommended to maintain same units to benefit from
homogeneity of navigation indications and predictions during a whole flight.
P1 000
F.C.O.M FPLN MANAGEMENT JUN 13
The flight planning function allows the pilot to create, revise and activate an active
primary flight plan FPLN for navigation and guidance purposes.
20.1 FPLN DISPLAY

The pilot can follow progress and check effects of the FMS functions on FPLN
through following cockpit interfaces (according to their display format):
- MCDU provides a textual and numerical view of the FPLN. The pilot can
manage the FPLN through FMS functions via MCDU pages.
- ND displays an illustration of the lateral view with vertical indications.
- PFD displays lateral and vertical indications on the ADI (center part) and on the
Navigation area (lower part).
FMS functions to manage a FPLN are described on following pages in this part.
Before viewing how to prepare a flight plan, description of FPLN pages displayed on
MCDU is provided on next pages.
For the example, FPLN pages present a LFBO-LFBD flight, including a SID, a
cruise waypoint and an arrival procedure (Transition waypoint, STAR, VIA and final
approach).
P2 000
FPLN PAGES
10
1
7
11
12
MCDU – FPLN pages
with a complete example of FPLN
from LFBO to LFBD
P3 000
On the MCDU, FPLN pages displays detailed textual and numerical indications for
navigation and aircraft performance predictions management related to the FPLN.
Once it is initialized, the pilot can manage the FPLN from these MCDU pages.
FPLN parts:
FPLN is the active flight plan for navigation and guidance. Inside the FPLN:
- A part is active, usually from departure to destination. The active FPLN is
displayed in green.
- A part is non-active, the missed approach procedure. The pilot can activate this
procedure by pressing the GA pushbutton on the power levers. This non-active
FPLN is displayed in cyan.
( 1 ) Flight plan from departure airport to destination airport
This part gathers FPLN waypoints* between first waypoint of the departure
procedure to last waypoint of the arrival procedure (i.e. the MAPT).
( 2 ) Missed Approach procedure
With related FPLN waypoints* defined by edited navigation charts. The
Missed approach procedure is automatically selected with selection of the
approach procedure.
* Vertical waypoints (TOC, TOD, altitude interception …) are displayed on
ND without appearing on MCDU pages.
Navigation indications
( 3 ) FROM waypoint is the last waypoint passed by the aircraft (i.e. the last
‘sequenced’ waypoint computed by the FMS). The FROM waypoint is always
the first waypoint displayed on the top line of the first FPLN page.
At departure airport, the FROM waypoint is the departure runway waypoint.
With the FROM waypoint, only FPLN waypoints forwards the FROM waypoint
are displayed on FPLN pages, on ND and on navigation area of PFD.
Like on the ND and on the navigation area of PFD.
( 4 ) TO waypoint is the next FPLN waypoint to pass (i.e. the target waypoint).
With the FROM waypoint, these two waypoints defined the active FPLN leg
used by the FMS to compute guidance parameters and short-term navigation
data.
The TO waypoint and related information (guidance and navigation data) are
always displayed in magenta.
CAUTION
If the aircraft deviates from the FPLN during manual guidance, the pilot
should check that the TO waypoint computed by the FMS is actually the TO
waypoint target by the pilot.
P4 000
Navigation procedures
SID, STAR, Approach and Missed Approach procedures available in FMS
databases are normally coded and updated like they are defined in edited
navigation charts.
Identification of procedures defined in the STD database may vary (according to
MCDU display limitations) compared to their published names.
( 5 ) Departure procedure (SID) ident.
( 6 ) Repeat symbol for procedure: white symbol “
It indicates that the waypoint displayed on the line just below belongs to the
procedure whose ident is already displayed above on FPLN pages.
In this example, the waypoint LACOU belongs to the procedure LACO5B.
( 7 ) STAR procedure ident.
( 8 ) VIA waypoint ident (part of the arrival procedure)
( 9 ) Approach procedure
Airways idents (not presented in this example) are displayed on FPLN pages like
other procedures idents listed here above.
Procedure ident is displayed on FPLN pages in small white font on the line just
above first waypoint of the procedure. It is repeated once on each FPLN pages
where waypoints of this procedure are displayed.
( 10 ) FPLN waypoint(s)
( 11 ) Missed Approach Point (MAPT) of the approach; it is the final waypoint of

FPLN to the destination airport.
( 12 ) “END OF FPLN” label indicates the end of FPLN.

If the Missed Approach procedure is activated, the pilot shall complete the
FPLN to continue navigation and guidance with FMS.
Scrolling FPLN pages beyond this point displays first FPLN page.
Others indications displayed in the FPLN pages are described with their functions in
following pages.

P5 000
20.2 FPLN INITIALIZATION

Usually, FPLN initialization consists in defining a route with at least a departure
airport and a destination airport.
The pilot can initialize the FPLN through the FPLN INIT page that is displayed:
- Pressing the prompt <FPLN INIT page on the INIT page, or
- Pressing the prompt <NEW FPLN page on the FPLN page.
MCDU - FPLN INIT page

20.2.1 FPLN INIT page
( 1 ) <ROUTE displays the ROUTE SEL page to initialize a flight plan.
( 2 ) <SEC INIT displays the SEC INIT page to manage initialize a secondary flight
plan (SEC). Further details in FCOM volume 4 chapter 4.02.40.1.
( 3 ) CANCEL FPLN< allows the pilot to cancel the FPLN; the MCDU requests a
pilot’s confirmation before executing the FPLN cancellation. Further details in
FCOM volume 4 chapter 4.02.20.7.
Note: If FPLN is entirely lost in flight (for instance after a long FMS interruption),
- The pilot can use SEC (if its definition is consistent for this purpose and
that it has been saved),
- The pilot can use the DIREC TO function (to a waypoint or to an airport) to
re-initialize the FPLN in flight.
P6 000
20.2.2 ROUTE SEL page

The ROUTE SEL page allows initializing a flight plan route through MCDU
- Selecting a route that has been previously defined in the company route
database or the pilot route database,
- Creating a basic route for FPLN, based on a departure airport and a destination
airport.
1 5
( 1 ) IDENT
This field allows route selection by different ways:
■ Enter ident of an existing route.
If the FMS identifies the route ident, MCDU displays a resume of the
selected route in the route resume area on the ROUTE SEL page.
MCDU – ROUTE SEL page with a selected route
( A ) Source database for the selected route:

PLT ROUTE or CO-ROUTE.
( B ) “REVERSE<” is displayed when a company route is selected
(function not available with pilot routes). This command inverts the
selected route. When it is activated, label REVERSED in displayed
in white reverse video on the top dashed line.
P7 000
■ Select a route among existing routes

Press LSK [L1] of the IDENT field gives access to the lists of routes stored
in the FMS databases.
MCDU displays the list of Co-routes on the STD DATA CO-ROUTE page.
On the STD DATA CO-ROUTE page, press LSK [L1] / <PLT ROUTE
displays the list of Pilot routes on the PILOT DATA ROUTE page.
Press LSK of a route displays a resume of the selected route respectively
on the CO-ROUTE page or the PLT ROUTE page.
On this dedicated page, press LSK [R6] / ROUTE SELECT> displays a
resume of the selected route on the ROUTE SEL page.
MCDU – Pages related to MCDU – Pages related to

Co-route selection Pilot route selection
Further details related to these pages and creation of Co-route and Pilot route in
FCOM volume 4 chapters 4.02.110.3 and 4.02.110.4 (respectively).
P8 000
( 2 ) FROM/TO
This field allows initializing a route with a departure airport (DEPT) and a
destination airport (DEST). Enter ICAO codes of DEPT and DEST separated
by symbol “/”. For instance, enter “LFBO/LFBD” in the scratchpad.
( A ) “REVERSE<” is displayed after insertion of FROM/TO airports. This

command inverts the departure airport and the destination airport.
When it is activated, label REVERSED in displayed in white reverse
video on the top dashed line.
ADVISORY
When several routes (CO-ROUTE; PILOT ROUTE) are defined with same
FROM/TO airports, route selection through FROM/TO field may be not precise
enough. The pilot can use the IDENT field to identify and select the required
route (if it exists).
( 3 ) Route resume
Once a route is selected, the route resume is displayed in this area. A route
resume indicates ident of airports, airways and procedures (with their
boundary waypoints), and ident of additional waypoints.
MCDU – Route resume on the ROUTE SEL page: basic route (LH) & full route (RH)
P9 000
( 4 ) Flight plan type selection

Prompt of LSK [R6] can be used to select the type of flight plan that will initialize:
FPLN, TMPY, SEC. Press the LSK to select the desired type of flight plan.
This prompt is displayed in white reverse video when a route is selected, otherwise in
normal prompt format.
Note: Prompt ‘”REVERSE<” is displayed with FPLN, SEC and TMPY (see further
details with item 1-B).
( 5 ) FLT ID is the field to enter the flight identification (up to eight alpha-numerical
characters). FLT ID is also named “CALL SIGN” and it used for transponder /
XPDR mode S.
FLT ID is displayed only for FPLN initialization (no FLT ID with TMPY or SEC).
MCDU – ROUTE SEL page with FLT ID filled

After FPLN initialization:
- the pilot can not modify the FLT ID unless the pilot initializes a new FPLN,
- the flight identification is only displayed on the SURV / XPDR page of VCP.
P 10 000
20.3 FPLN ACTIVATION
FPLN is initialized and revised in a temporary flight plan (TMPY) displayed in

yellow. The MCDU requires a manual confirmation to execute the FPLN activation:
- after FPLN initialization (c.f. FCOM volume 4 chapter 4.02.20.2),
- after any FPLN revision, including WIND profile insertion (c.f. FCOM volume 4
chapter 4.02.20.4).
In this example, the MCDU is waiting for pilot confirmation (green light) after
temporary initialization of FPLN with a company route.
( 1 ) The EXECUTE active light is green to indicate that the MCDU is waiting for a
pilot confirmation.
Note: The EXECUTE active light is green for many different reasons
(including FPLN initialization, revision and cancellation).
( 2 ) When the EXECUTE active light is green, the pilot execute the temporary or
pending action by pressing the EXEC key.
Note: Confirming manually the FPLN activation transfers TMPY into FPLN,
new FPLN is activated and the MCDU displays the first FPLN page.
CAUTION
The pilot cannot save the FPLN for later flights. The pilot can save the SEC to use it
later even after a long FMS interruption.
P 11 000
20.4 FPLN REVISIONS

After FPLN initialization and anytime during the flight, the pilot can complete, modify
and remove elements of the FPLN by revising it with lateral and vertical revisions:
LATERAL revisions:
- Addition, modification or deletion of departure procedures: runway, SID …
- Addition or deletion of airways and waypoints
- Addition, modification or deletion of lateral procedures:
DIRECT TO, OFFSET, HOLD
- Addition, modification or deletion of lateral constraints:
Overfly or fly-by transitions
- Deletion of flight plan discontinuities
- Modification of destination
- Addition, modification or deletion of arrival procedures
VERTICAL revisions:
- Addition, modification or deletion of vertical procedures and constraints at
waypoint,
- Addition, modification or deletion of wind profiles along FPLN.
The pilot can access to all flight plan revisions via left and right LSK on the line of a
waypoint, except the DIRECT TO function that is called by pressing the DTO key on
the MCDU keyboard.
LATERAL VERTICAL
revisions revisions
pages* pages*
* Type of the revision page varies according to the type and the position of the
revised waypoint or airport.
General description of MCDU interfaces and main FMS pages is provided in FCOM
volume 4 chapter 4.01.30.2.2.
P 12 000
Initialization or revision of FPLN creates automatically a temporary flight plan

(TMPY) as copy of the active FPLN* to continue the FPLN revision (if required) in
the TMPY.
* As long as the TMPY is open, the former FPLN remains active for navigation
and guidance functions availability and continuity purposes.
Only FPLN and related data are displayed on ND/PFD and can be used for
navigation and guidance.
ND/PFD AFCS
DISPLAY GUIDANCE COMMAND
FPLN
1st REVISION / UNDO EXEC / CLR TMPY
TMPY
REVISIONS
FUNCTIONAL LINKS BETWEEN FPLN AND TMPY
Links between FPLN, TMPY and SEC are described in FCOM volume 4 chapter
4.01.20.5.1.
P 13 000
The pilot can perform following FPLN revisions:

Chapter
AIRPORTS MANAGEMENT 20.4.1
● Departure and Destination airports 20.4.1.1
● Departure procedure 20.4.1.2
● Arrival procedure 20.4.1.3
● Alternate airport 20.4.1.4
LATERAL FLIGHT PATH MANAGEMENT 20.4.2

● Waypoints 20.4.2.1
● Airways 20.4.2.2
● DIRECT-TO 20.4.2.3
● Discontinuity 20.4.2.4
WAYPOINTS LATERAL REVISIONS 20.4.3

● LTRL REV page 20.4.3.1
● Waypoint turn transition: OVERFLY / FLY-BY 20.4.3.2
● HOLD / Holding pattern 20.4.3.3
● OFFSET 20.4.3.4
● CHECK POS TO 20.4.3.5
● NEXT WPT 20.4.3.6
● NEW DEST 20.4.3.7
WAYPOINTS VERTICAL REVISIONS 20.4.4

● VERT REV page 20.4.4.1
● STEP TO 20.4.4.2
● RTA / Time constraint 20.4.4.3
● Altitude constraint 20.4.4.4
● Speed constraint 20.4.4.5
● Inbound Flight Path Angle (FPA) constraint 20.4.4.6
P 14 000
20.4.1 AIRPORTS MANAGEMENT
20.4.1.1 DEPARTURE AND DESTINATION AIRPORTS

As introduction, airports are identified by their ICAO identification code.
Initially, the departure airport and the destination airport are selected during the
FPLN initialization; further details in FCOM volume 4 chapter 4.02.20.2.
After FPLN initialization:

■ DEPARTURE airport
The pilot cannot modify the departure airport unless initializing a new FPLN
(which cancels entirely the present FPLN) with the new departure airport.
■ DESTINATION airport
The pilot can modify the destination airport through two different ways:
□ Through the LTRL REV page at any waypoints*
Enter ident of the new destination airport into the field “NEW DEST”.
* FMS does not authorize modification of the destination airport at FROM
waypoint and on arrival procedure waypoints, unless using the second
method.
Notes:
▪ The pilot can use the AIRPORTS function on the NAV / ND OVLY
page of VCP to display 15 nearest airports on ND.
▪ If the pilot does not know ICAO code of the airport, press LSK [R3]
on the LTRL REV page while scratchpad is empty displays the list of
waypoints.
MCDU – LTRL REV page for new DEST insertion

Note: Further details related to the LTRL REV page in FCOM volume 4
chapter 4.02.20.4.3.1.
P 15 000
When a new destination airport is inserted, the MCDU displays the TMPY
page with the new destination airport.
New destination airport is located just after the revised waypoint; all FPLN
waypoints located forwards this waypoint are removed from the new FPLN.
A FPLN discontinuity is inserted between the revised waypoint and the new
MCDU – FPLN pages before (left side) on after (right side)

new destination airport insertion
□ Using the DIRECT-TO airport function (with the DTO key on the MCDU
keyboard). Further details in FCOM volume 4 chapter 4.02.20.4.2.3.
Remark
FMS authorizes insertion of airports into the FPLN like simple waypoints (c.f
waypoint insertion). Inserting an airport like a waypoint, FMS does not consider this
airport as a new departure airport or a destination airport.
P 16 000
20.4.1.2 DEPARTURE PROCEDURE

The pilot can access to the departure procedure from FPLN pages:
MCDU – FPLN page: Revision of at departure airport
MCDU – FPLN pages: Revision at departure procedure waypoints
( 1 ) Press left LSK of the departure airport, or the departure runway waypoint if
defined (resp. LFBO or LFBO32R in the example), displays the DEPARTURE
page on the MCDU.
( 2 ) Press left LSK of a waypoint which belongs to the departure procedure

displays the LTRL REV page at this waypoint. Prompt “<DEPARTURE” is
displayed at LSK [L5] on this page: Press this LSK displays the DEPARTURE
page.
P 17 000
The DEPARTURE page allows selecting, modifying and deleting components of the
departure procedure: the departure runway (RWY), the SID procedure and the En-
route transition waypoint (TRANS).
5 1
2
6
3
7
4
MCDU – DEPARTURE page (no procedure selected)
( 1 ) FROM: Departure airport ICAO ident

( 2 ) Selected departure procedure components: RWY, SID, TRANS
( 3 ) Title of the navigation database area ( item 4 ).
It indicates the type of STD data displayed in the area below and the present
page number over the total number of pages.
If the list is displayed on several pages, the pilot can use the NEXT and PREV
keys to display these pages.
( 4 ) Navigation database area
It displays the list in alphanumeric order of STD data related to the selected
procedure component at the departure airport.
For instance, when the RWY component is selected, the list of all runways
defined at LFBO are displayed.
If the pilot displays this page from a waypoint of a departure procedure
already defined in the FPLN, the navigation database area is empty. Press
LSK of a departure procedure component displays the related list.
DEPARTURE components
Select a component among the list or insert ident of a component into its entry field:
( 5 ) RWY: ident of the selected departure runway
( 6 ) SID: ident of the selected SID procedure
Note: The SID ident may be slightly different from the SID name
reported in published navigation charts.
( 7 ) TRANS: ident of the selected En-Route transition waypoint (if any)
P 18 000
The MCDU requires selecting departure procedure components in the order RWY,
SID and TRANS (outbound from the runway).
Selecting an item displays automatically the list of the next item.
Modification of departure procedure component resets parent items; for instance,
modification of the departure runway resets SID and TRANS fields.
MCDU – DEPARTURE page (with a procedure)
( 8 ) TMPY>
Once a RWY is selected, MCDU displays the TMPY> prompt. Press LSK [R6]
displays the TMPY pages with the selected departure procedure component.
Insertion of a departure procedure into TMPY / FPLN brings all related waypoints
(as stored in the FMS database).
Name of selected procedures are displayed in white small font on the line just above
concerned waypoints.
● Insertion of a departure procedure on the departure airport into the FPLN is:
- Mandatory for departure in LNAV,
- Recommended for departure without LNAV.
● Pilot has to define a destination airport into the FPLN to allow selection of an
departure procedure among all departure procedures available (edited
procedures) with the departure airport
● It is forbidden to modify the departure procedure selected in the FPLN.
- Facilitates optimization of the flight path along FPLN by the FMS,
monitoring and alerting functions).
P 19 000
20.4.1.3 ARRIVAL PROCEDURE

The pilot can access the arrival procedure from FPLN pages:
MCDU – FPLN page: Revision of at destination airport
MCDU – FPLN pages: Revision at arrival procedure waypoints
( 1 ) Press left LSK of the destination airport, or the MAPT* (resp. LFBD or 23 in
the example), displays the ARRIVAL page on the MCDU.
* Missed Approach waypoint that is the last waypoint of the active arrival
procedure. This waypoint is displayed with selection of the approach
procedure.
( 2 ) Press left LSK of a waypoint which belongs to the arrival procedure displays
the LTRL REV page at this waypoint. Prompt “<ARRIVAL” is displayed at LSK
[L5] on this page: Press this LSK displays the ARRIVAL page.
P 20 000
The ARRIVAL page allows selecting, modifying and deleting components of the
departure procedure: the final approach procedure APP, the VIA waypoint (i.e. IAF
of the approach), the STAR procedure and the En-route transition waypoint
(TRANS).
1
5
6
7
8
2 3
4
MCDU – ARRIVAL page (no procedure selected)
( 1 ) TO: Destination airport ICAO ident
( 2 ) Selected arrival procedure components: APP, VIA, STAR, TRANS
( 3 ) Title of the navigation database area ( item 4 ).
It indicates the type of STD data displayed in the area below and the present
page number over the total number of pages.
If the list is displayed on several pages, the pilot can use the NEXT and PREV
keys to display these pages.
( 4 ) Navigation database area
It displays the list in alphanumeric order of STD data related to the selected
procedure component at the arrival airport.
For instance, when the APP component is selected, the list of all final
approaches defined at LFBD are displayed.
If the pilot displays this page from a waypoint of a arrival procedure already
defined in the FPLN, the navigation database area is empty. Press LSK of a
arrival procedure component displays the related list.
ARRIVAL components
Select a component among the list or insert ident of a component into its entry field:
( 5 ) APP: ident of the selected final approach procedure.
Selection of the APP leads to selection of the related Missed Approach
procedure (if a Missed Approach is defined with this approach).
( 6 ) STAR: ident of the selected STAR procedure
Note: The STAR ident may be slightly different from the STAR name
reported in published navigation charts.
( 7 ) VIA: Equivalent to the IAF (Intermediate Approach Fix). It is the transition
waypoint between STAR and APP.
( 8 ) TRANS: ident of the selected En-Route transition waypoint (if any)
P 21 000
The MCDU requires selecting arrival procedure components in the order APP, VIA,
STAR, TRANS (outbound from the runway).
Selecting an item displays automatically the list of the next item.
Modification of an arrival component resets parent items; for instance, modification
of the STAR resets VIA and TRANS fields.
MCDU – ARRIVAL page (with a procedure)
( 8 ) TMPY>
Once an APP is selected, MCDU displays the TMPY> prompt. Press LSK
[R6] displays the TMPY pages with the selected arrival procedure component.
Insertion of an arrival procedure into TMPY / FPLN brings all related waypoints (as
stored in the FMS database).
Name of selected procedures are displayed in white small font on the line just above
concerned waypoints.
P 22 000
CAUTIO N
● Insertion of an arrival procedure on the destination airport into the FPLN is:
- Mandatory for Non Precision Approach (NPA) in LNAV,
- Recommended for Precision Approach and NPA without LNAV.
Note: If no APP is selected, there is no Missed Approach procedure
available.
● Pilot has to define a destination airport into the FPLN to:

□ Compute location of TOD
Note: TOD location is computed as intersection of the FMS cruise level and
the vertical descent/approach profile. This profile is computed rearwards
from the arrival airport,
- According to all vertical constraints defined in the arrival
procedure, if an arrival procedure is defined in the FPLN,
- Otherwise, according to the DFLT FPA parameter.
□ Allow selection of an arrival procedure among all arrival procedures
available (edited procedures) with the destination airport
● It is forbidden to modify the arrival procedure selected in the FPLN.
- Facilitates optimization of the flight path along FPLN by the FMS,
monitoring and alerting functions),
P 23 000
MISSED APPROACH
The missed approach procedure is automatically selected with selection of the
approach procedure APP in the ARRIVAL page of the MCDU (if a Missed Approach
is defined with the approach).
FMS inserts the Missed approach procedure and all appropriate waypoints (as
stored in the FMS database) into the FPLN after the MAPT.
The Missed approach procedure remains inactive unless the pilot activates this
procedure (details on next page).
The Missed approach procedure is displayed in cyan when it is not activated:
- on MCDU PFLN pages
- on the ND and mini ND, with dotted cyan lines to figure the path.
Otherwise, it is displayed green like the active part of FPLN.
MCDU – FPLN page

with Missed Approach procedure automatically selected with the APP
( 1 ) Last waypoints of the approach (until the MAPT)

Approach waypoints are into the active FPLN part (green waypoints).
( 2 ) First waypoints of the Missed approach procedure
On FPLN pages, Missed approach procedure waypoints belongs to the APP

procedure (same label in white small font on the line above these waypoints).
P 24 000
The Missed approach procedure is activated in following cases:
■ When the pilot activates the Go Around mode by pressing one of two GA
pushbuttons located on external side of each Power Lever.
□ If the GA pushbutton is pressed during the approach*, the Missed
Approach procedure starts by passing the MAPT (if it has not been
passed yet, otherwise from the present aircraft position).
□ If the GA pushbutton is pressed before the approach*, the Missed
Approach procedure would be anticipated at least from IAF of the
approach to lead to the beginning of the Missed Approach while passing
the MAPT.
* Assuming FPLN is correctly followed by the aircraft.
■ When a DIRECT TO is performed to a waypoint of the Missed Approach

procedure.
In that case, the Missed Approach procedure starts when the aircraft is passing
the waypoint selected for the DIRECT TO (unless the pilot uses the DTO
ABEAM function).
When the Missed Approach procedure is activated, Missed approach waypoints

become active in the FPLN; their color goes from cyan to green. They can be
revised like any other FPLN waypoints.
P 25 000
20.4.1.4 ALTERNATE AIRPORT

The pilot can define an alternate airport (ALTN) for a flight on the PERF INIT page.
Pressing the PERF key on the MCDU keyboard displays the TAKE OFF page, then
pressing LSK [R6] of the prompt PERF INIT> displays the PERF INIT page.
MCDU – Access to the ALTERNATE airport on the PERF INIT page
Note: PERF INIT page is described in FCOM volume 4 chapter 4.02.50.3.
( 1 ) ALTN/CRZ ALT: This field allows inserting ICAO code of the alternate airport
(ALTN) selected for a flight and the dedicated cruise altitude to join the ALTN
from the present aircraft position.
● If no ALTN is defined at FPLN insertion, FMS selects automatically the
departure airport as the ALTN airport with CRZ ALT at FL100.
● If the pilot inserts ALTN / CRZ ALT indications, these entries are not
modified at FPLN insertion or revision.
ALTN and CRZ ALT entries can be inserted separately using “/” without
modification of the other entry. For instance, enter LFBO to insert LFBO; enter
/FL110 to insert FL110; enter LFBO/11000 to insert LFBO/11000FT.
CLR key has no effect on this field.
Note: WEIGHT page must be fulfilled before modifying the CRZ ALT.
Large font indicates a pilot insertion; otherwise, it is displayed in small font.
When the ALTN is defined, FMS displays time and fuel performance predictions
related to the arrival at the ALTN on the PERF CRUISE page.
P 26 000
20.4.2 LATERAL FLIGHT PATH MANAGEMENT
20.4.2.1 WAYPOINTS
The pilot can insert and delete waypoints in the FPLN.
Waypoint ident automatic check

Waypoints are identified by their ICAO codes.
When the pilot requires waypoint insertion into FPLN, FMS checks the waypoint is
defined into the FMS database:
- If the FMS database contains the waypoint, it is inserted into the FPLN.
- If the FMS database contains several waypoints with the same ident, the
MCDU displays a page that prompts the pilot to select the required waypoint
among all fix (waypoint or NAVAID) defined with the same ident into the FMS
database before inserting it into the FPLN.
- If the FMS database does not contains the waypoint, the MCDU displays a
page to define a new waypoint before inserting it into the FPLN. Further details
in FCOM volume 4 chapter 4.02.110.4.3.3.
FMS authorizes insertion of waypoint ident with a 5-letter length.
The MCDU proposes two methods for waypoint insertion into the FPLN:
- Waypoint insertion from FPLN pages
- Waypoint insertion from LTRL REV page
Both methods are described in following pages.

P 27 000
WPT INSERTION FROM FPLN PAGES

When FPLN page is displayed, enter waypoint ident into the scratchpad field.
Pressing left LSK at the required position, the waypoint is inserted at position of the
revised waypoint and displays the revised FPLN on TMPY pages.
Inserting a waypoint does not delete anything from the FPLN. Part of FPLN
concerned by the insertion* moves forwards to free space for the waypoint insertion.
* It concerns the replaced element (waypoint, airport, discontinuity …) and all
forward FPLN waypoints.
Case 1 - Pressing LSK of SURAS locates

SOTAK instead of SURAS. A flight plan
discontinuity (DISCO) is automatically
inserted just after the inserted waypoint.
Case 2 - Pressing LSK of the “FPLN DISCONTINUITY” locates SOTAK instead of

the DISCO.
Case 3 - Pressing LSK of the LFBD airport locates SOTAK instead of LFBD. A flight
plan discontinuity is automatically inserted just after the inserted waypoint.
This method of FPLN waypoint insertion is appropriate for occasional single FPLN
waypoint insertion.
Notes: ● The pilot can not insert a waypoint at position of the FROM waypoint
because this waypoint has been already passed.
● The pilot can define a new FPLN waypoint from a reference waypoint, a
direction and a distance: For instance enter “SOTAK/090/20” to insert
waypoint SOT-01 at a distance of 20 NM from SOTAK following the
direction 090°.
P 28 000
WPT INSERTION FROM LTRL REV PAGE

When FPLN page is displayed, press left LSK of the FPLN waypoint that is
expected to precede the new waypoint.
When the LTRL REV page of the preceding waypoint is displayed:
( 1 ) Ident of the revised FPLN waypoint.
( 2 ) NEXT WPT – this field can be used as follows

● Entering waypoint ident into the scratchpad field, then pressing LSK [R2]
inserts the waypoint into FPLN and displayed LTRL REV page of the
inserted waypoint.
● Pressing LSK [R2] while scratchpad is empty to display the list of fixes
(waypoints, airports, NAVAIDS) existing in the FMS database on the DATA
LIST page.
○ Press LSK [R6] filters the list to display only the type of fixes that is
displayed in LSK [R6].
○ Enter first letters of a fix displays a list of fixes with the same first letters.
○ Press left LSK to select a fix.
As mentioned by label of the field, the waypoint is inserted just after the revised
waypoint.
P 29 000
* It concerns the next element (waypoint, airport, discontinuity …) and all forward
FPLN waypoints.
( 3 ) LTRL REV page of the inserted waypoint.
Note: Prompting NEW FPLN> that is displayed on the LTRL REV page displays the
FPLN INIT page.
( 4 ) <RETURN prompt displays the updated TMPY pages.
This method of FPLN waypoint insertion is well appropriate for consecutive FPLN
waypoints insertions.
P 30 000
WAYPOINT DELETION
FPLN waypoint deletion consists in clearing the waypoint to delete it from FPLN.
This action pushes back part of FPLN forward the deleted waypoint to fill the empty
space.
( 1 ) Pressing the CLR key displays the “CLEAR ?” label in white reverse video into
the scratchpad.
( 2 ) After that, pressing left LSK of the FPLN waypoint deletes the waypoint from
the FPLN. The MCDU displays the updated FPLN on TMPY pages.
MCDU - TMPY page

(with waypoint SOTAK deleted)
P 31 000
20.4.2.2 AIRWAYS
The pilot can insert airways or pieces of airways into the FPLN.
AIRWAY insertion can be performed on the LTRL REV page from AIRWAY the
entry waypoint.
Notes:
- It is forbidden to modify departure and arrival procedures.
- An airway can not be inserted at the last passed waypoint (first waypoint of
the first FPLN page).
In this example, it is proposed to insert an airway from AFRIC that is last waypoint
of the “AFRI5B” SID.
( 1 ) Press left LSK of the entry waypoint displays the LTRL REV page of the
revised waypoint with the AIRWAY insertion field. Then, airway insertion can
be performed by two different ways:
● Enter the airway ident into the scratchpad and press LSK [R4] of the
AIRWAY field. The MCDU displays the AIRWAYS page to finalize
definition of the airway and eventually add other pieces of airways.
● When the scratchpad is empty, press LSK [R4] displays the AIRWAY
page with the list of airways passing through the revised waypoint (i.e. our
entry waypoint). Pressing LSK of the required airway displays the
AIRWAYS page.
P 32 000
AIRWAY page – List of airways passing through a waypoint

The AIRWAY page is displayed when the pilot presses LSK [R4] when the AIRWAY
field is displayed on the LTRL REV page.
J 27
G 39
AFRIC 1
G 39
G 393
J 27
2
Airways passing
through AFRIC
The pilot selects an airway by pressing on the related LSK.

( 1 ) List of airways passing through the revised waypoint (which is also the entry
waypoint); The list is filtered according to the Airways level selection.
Airways ident may slightly differ from names of the airways in published
navigation charts.
Press LSK in front of the required airway ident selects the airway and displays
the AIRWAYS page to continue definition of the piece of airway.
( 2 ) LEVEL field refers to the airways level*. Press right LSK [R6] of the LEVEL
field modifies the airways level selection used as filter to displayed related
airways: HIGH+LOW (displayed by default), HIGH or LOW.
Upper airways ident begin with letter U.
* The airways level corresponds to the airspace altitude/flight level window
where an airway is defined: LOW or HIGH.
The limit between LOW and HIGH depends of the country where the airway
is defined.
Note: When the inserted airway ident (including its level) is not identified in the FMS
database, the MCDU displays the message “NOT IN DATABASE” in white
reverse video within the scratchpad.
P 33 000
AIRWAYS page – Define a sequence of airways.

AIRWAYS pages are displayed when the pilot selects an airway (from the LTRL
REV page or from the AIRWAY page).
The AIRWAYS page allows defining consecutive segments of airways stored in the
FMS database.
A segment of airway is defined on a screen line between the FROM waypoint
(entry) and the TO waypoint (exit).
After first airway segment, airways segments assembly is automatically processed
such that TO waypoint of segment becomes also FROM waypoint of next segment.
6 7
4
3
MCDU – AIRWAYS page with one airway (not finalized)
6 5
4
3
Exit to TMPY pages

MCDU – AIRWAYS page with two completed airways (max: 5)
( 3 ) VIA indicates airways idents selected and defined on their line. Airways are
displayed from top to bottom in the same order that they are inserted into the
FPLN. A maximum of five airways can be selected through the AIRWAYS page.
( 4 ) FROM indicates, on a line, waypoint ident of entry into an airway. At first airway
selection, the FROM waypoint is the revised waypoint. Next, the FROM
waypoint is automatically a copy of the TO waypoint from the previous airway
displayed on the page (if VIA -airway ident- is selected).
( 5 ) TO: indicates, on line, waypoint ident of exit from an airway. TO waypoint
belongs to the airway. Pressing right LSK of an empty TO field displays the TO
page with possible waypoints that can be selected.
P 34 000
( 6 ) Pressing left LSK in front of an non-completed line displays the AIRWAY page
with the list of airways passing through the FROM waypoint.
Note: Once the VIA field is fulfilled, the pilot can modify this field until
selection of a TO waypoint.
Definition line of an airway cannot be deleted after selection of the TO
waypoint.
( 7 ) Pressing right LSK in front of a line partially completed displays the TO page
to select the TO waypoint of the airway segment.
MCDU – TO page
The TO page displays the list of waypoints that belongs to the selected airway
(according to the FMS database).
( 8 ) FROM waypoint is displayed in green and it is not preceding of the with arrow
symbol which indicates this waypoint can not be taken again on this segment.
( 9 ) List of waypoints which are displayed in cyan and preceded of the white arrow
symbol which indicates they can be selected by the pilot as the TO waypoint.
MCDU – FPLN pages with airways

Like departure and arrival procedures, idents of inserted airways are displayed in
FPLN pages in small white font, on lines above waypoints brought by airways
insertion.
P 35 000
Once the pilot selected a TO waypoint in a line, this line (like preceding ones) can
neither be deleted nor modified. CLR key has no effect on the AIRWAYS page.
The pilot can modify or delete the airways selection by cancelling* the entire present
selection and selecting again the required airways.
* On the AIRWAYS page, pressing LSK [L6] displays the LTRL REV page (that
cancels airways selection)
ADVISORY
Define entirely an airway segment (VIA, FROM, TO) before displaying another
MCDU page (different of pages to define the airway).
The pilot can not display again the AIRWAYS page with the selected airways after
having displayed another page.
P 36 000
20.4.2.3 DIRECT TO
The DIRECT TO function allows joining a new TO waypoint or a new destination
airport from the present aircraft position. For this purpose, the pilot displays the
DIRECT TO pages by pressing the DTO key on the MCDU keyboard.
6 2
1 4
3
5
MCDU - DIRECT TO page
The DIRECT TO function contains three DIRECT TO sub-functions:

- DIRECT TO waypoint,
- DTO ABEAM waypoint abeam intermediate waypoints,
- DIRECT TO airport.
P 37 000
( 1 ) PROPOSED TARGETS
It refers to the list of fixes proposed a priori by FMS for DIRECT TO target
selection: FPLN WPT or AIRPORTS. The MCDU indicates bearing and
distance from the present aircraft position to each proposed fix. For airports,
information is completed by value of the maximum runway length of each
airport. Further details about these lists in following pages.
Note: The present TO waypoint is displayed in magenta in the waypoints list,
otherwise waypoints and airports are displayed in green.
( 2 ) PAGE SUB-TITLE
It refers to the type of fixes (FPLN WPT or AIRPORTS) which are listed in the
area below. This sub-title is followed by the current page number over the
total number of pages to display all appropriate fixes.
( 3 ) PAGES SCROLLING
NEXT or keys on the MCDU keyboard can be used to scroll MCDU
pages of a DIRECT TO sub-function.
( 4 ) NEXT SUB-FUNCTION SELECTION

Pressing LSK [R1] gives access to three DIRECT TO sub-functions: DIRECT
TO waypoint up to DTO ABEAM via DIRECT TO airport. Label of the prompt
and content of the page change accordingly.
( 5 ) DTO key / SUB-FUNCTIONS SELECTION

Pressing the DTO key on the MCDU keyboard gives access to three DIRECT
TO sub-functions (equivalent to item 4).
( 6 ) Ident of the selected target fix

It refers to the fix (FPLN WPT or AIRPORTS) selected by the pilot to become
the new TO waypoint when the DIRECT TO function will be activated.
The pilot can select a fix
By pressing left LSK of a fix proposed by FMS (c.f. item 1)
By entering ident of a fix in the scratchpad and pressing LSK [L1].
The DIRECT TO function is a revision that can be applied only to FPLN.

P 38 000
DIRECT TO WAYPOINT (no abeam)

FMS creates a leg between the present A/C position and the new TO waypoint.
Example:
Initial FPLN: TBO, GAUDE*, ASPET, PMR, MORIL …
The pilot selects a DIRECT TO PMR, next pursuing to MORIL.
Revised FPLN: T-P, PMR*, MORIL …
TBO
Revised FPLN after DIRECT TO PMR
PMR
GAUDE ASPET MORIL

Initial FPLN
MCDU - DIRECT TO a WPT
DIRECT TO WAYPOINT WITH ABEAM

FMS creates intermediate abeam waypoints on the direct trajectory using idents of
the intermediate waypoints defined in FPLN.
The pilot can modify and delete ABEAM waypoints as any other FPLN waypoints.
Example:
The pilot selects a DIRECT TO ABEAM to PMR.
Revised FPLN: T-P, ABGAUDE*, ABASPET, PMR, MORIL …
Revised FPLN
TBO after DIRECT TO ABEAM PMR
ABGAUDE ABASPET
PMR
GAUDE ASPET MORIL

Initial FPLN
MCDU - DTO ABEAM a WPT
In the DIRECT TO waypoint pages (abeam or no), the MCDU displays by default
the list of all FPLN waypoints, including ones in the Missed Approach procedure (if
defined). Nevertheless, the pilot can enter ident of any waypoint defined in the FMS
database.
P 39 000
DIRECT TO AIRPORT
FMS creates a leg between the present A/C position and the new destination airport.
Example:
The pilot selects a DIRECT TO LFBO airport.
Revised FPLN: T-P, LFBO*
Revised FPLN after DIRECT TO LFBO

LFBO
PMR
GAUDE ASPET MORIL

Initial FPLN
MCDU - DIRECT TO an AIRPORT
On the DIRECT TO airport page, the MCDU displays by default twenty (20) airports
nearest to the present aircraft position. Nevertheless, the pilot can enter any airport
ICAO identification code defined in the FMS navigation databases.
Note: If the pilot selects a descent/approach procedure for the new destination
airport while the FROM waypoint is P-T, FMS inserts a FPLN discontinuity
before first point of the arrival procedure and P-T becomes PPOS. If the pilot
cannot delete the discontinuity, the pilot can use the DIREC TO function to
the first procedure waypoint.
WAYPOINT / AIRPORT ENTRY

When the pilot requires waypoint or airport insertion into the IDENT field, FMS
checks the waypoint or airport is defined into the FMS database:
- If the FMS database contains the waypoint / airport, it is inserted into the
FPLN and the MCDU displays the DIRECT TO settings page.
among all fixes (waypoint, NAVAID) defined with the same ident into the FMS
- If the FMS database does not contains the waypoint / airport, the MCDU
displays a page to define a new waypoint / airport before inserting it into the
FPLN. Further details in FCOM volume 4 chapters 4.02.110.4.3.1 and
4.02.110.4.3.3.
FMS authorizes insertion of ident with a 5-letter length for waypoint / NAVAID and
with a 4-letter length for an airport.
P 40 000
DIRECT TO settings page

When FMS identified the entered waypoint / airport belongs to the FMS database,
the MCDU displays a DIRECT TO page to complete definition of the DIRECT TO.
1
5
MCDU – DIRECT TO settings page
ARRIVAL CONSTRAINTS ON SELECTED POINT (left side)

( 1 ) INBND CRS: The pilot can enter an inbound course constraint to the selected
point.
( 2 ) INTCPT DIST: After INBND CRS entry, the pilot can complete the INBND CRS
by entering an interception distance constraint around the TO waypoint. FMS
inserts automatically an intercept leg before the leg with the inbound course as
shown on figure below.
INBND
PMR-02 CRS
INTCP LEG
INTCP DIST MCDU – FPLN page revised with a DIRECT

TO PMR defined with an INBND CRS (160°)
TO waypoint (PMR) and an INTCPT DIST (10 NM)
( 3 ) ALT CNSTR: The pilot can add an altitude constraint at the selected waypoint
if it is not already defined in the FMS database (c.f. approach waypoints and
airport).
POSITION OF THE SELECTED POINT (right side)
( 4 ) Bearing (BRG) and distance (DIST) between the present A/C position and the
selected point.
( 5 ) Latitude (LAT) and longitude (LONG) coordinates of the selected point.
P 41 000
EFFECTS OF THE DIRECT TO FUNCTION

Considering as example the following FPLN:
DIRECT TO insertion replaces ident of the FROM waypoint by the present aircraft
position: IN-BND when an inbound course is defined, otherwise T-P (Turn Position).
FPLN is modified as follows:
- DIRECT TO FPLN waypoint

FPLN is updated to join the new TO waypoint (ex: PMR) from the present A/C
position (T-P). Forward FPLN waypoints are unchanged (except predictions).
- DIRECT TO ABEAM FPLN waypoint

FPLN is completed with intermediate abeam FPLN waypoints between the
present A/C position (T-P) up to the selected FPLN waypoint (ex: PMR).
Forward FPLN waypoints are unchanged (except predictions).
P 42 000
- DIRECT TO waypoint (other that FPLN waypoints)

A FPLN discontinuity is inserted just after the new TO waypoint.
Forward FPLN waypoints are unchanged (except predictions).
Note: DIRECT TO ABEAM waypoint (other that FPLN waypoints) would have
the same result. No intermediate abeam waypoints would be added to the
FPLN.
- DIRECT TO airport
New FPLN joins the present A/C position to the new destination airport.
Former FPLN waypoints are deleted.
The pilot can revise the FPLN (to add waypoints, arrival procedure …).
Note: In case of FPLN loss in flight, the pilot can use the DIRECT TO function
to re-initialize FPLN (to a destination airport or to a waypoint).
P 43 000
20.4.2.4 DISCONTINUITY
FMS inserts FPLN discontinuity (also called DISCO) into FPLN in following cases:
● FPLN initialization with FROM/TO airports insertion

Discontinuity is located between the departure and the destination airports. It
remains after departure and arrival procedures insertion.
MCDU - FPLN page after FPLN MCDU - FPLN page after insertion of
initialization (with FROM/TO) Departure & Arrival procedures
● Waypoint insertion (from the FPLN page).
● DIRECT TO waypoint (other that FPLN waypoints).

P 44 000
When a FPLN waypoint is followed by a discontinuity, this waypoint is:

- over-flown (no turn anticipation),
- the last active FPLN waypoint (until the DISCO is removed from FPLN).
The FPLN discontinuity has two main effects:

- It disengages the LNAV mode beyond FPLN waypoint that precedes the
DISCO (if LNAV was activated at this moment) since FMS does not have a
navigation objective any more. The lateral guidance mode reverts from LNAV to
HDG HOLD.
- Distance and bearing to this last active FPLN waypoint are still computed while
XTK, DTK and TKR are no longer available.
- FMS generates a waypoint alert from one minute prior reaching the
discontinuity; further details in FCOM volume 4 chapter 4.03.10.2.11.
- It may generate degraded predictions at waypoints and the destination airport
which are defined beyond the discontinuity because there is a hole in FPLN.
ADVISORY
It is recommended to delete all discontinuity lines from FPLN, at least before
passing the discontinuity.
The pilot deletes the FPLN DISCONTINUITY line by pressing the CLR key on the
MCDU to display the “CLEAR ?” message into the scratchpad in white reverse
video. Then press left LSK in front of the “---FPLN DISCONTINUITY---“ line deletes
the line and opens the TMPY page (if not already in TMPY).
MCDU - FPLN page

Delete DISCO with CLEAR
P 45 000
20.4.3 WAYPOINT LATERAL REVISIONS
20.4.3.1 LTRL REV PAGE

The pilot can display the LTRL REV page to revise FPLN waypoints with lateral
navigation aspects.
When a FPLN page is displayed, pressing left LSK of active FPLN waypoints
(excluding airports and runway/MAPT waypoints) displays the LTRL REV page;
content of this page vary according the type of position of the revised FPLN
waypoint.
MCDU – FPLN page with SID and en-route waypoints
MCDU – FPLN page with revision at last passed waypoint
MCDU – FPLN page with arrival procedure waypoints
Note: The pilot can access the same lateral revisions pages independently of the
ETE/EFOB or the ETA/SPD/ALT display format of FPLN pages.
P 46 000
( 1 ) Departure airport or departure runway waypoint (if the departure procedure

has been inserted): Pressing left LSK displays the DEPARTURE page:
( 2 ) Departure procedure waypoints: Pressing left LSK displays the LTRL REV
page that can also gives access to the DEPARTURE page.
B
A
F
C
G
D
H
E
MCDU – LTRL REV page for a DEPARTURE procedure waypoint
( A ) Revised WPT ident.

( B ) Latitude / longitude coordinates (FMS databases) of the revised WPT.
( C ) OVERFLY – WPT turn transition: OVERFLY (YES) or FLY-BY (NO).
It is basically defined by the FMS database; the pilot can modify the
Overfly selection by pressing LSK [L2]. Further details in FCOM volume
4 chapter 4.02.20.3.3.2.
( D ) <HOLDING – Pressing LSK [L3] displays the HOLDING AT page that
allows inserting a holding pattern at the revised waypoint. Further
details in FCOM volume 4 chapter 4.02.20.3.3.3.
( E ) <DEPARTURE – Pressing LSK [L5] displays the DEPARTURE page
that allows defining the departure procedure.
( F ) NEXT WPT [ ] – Next waypoint insertion, entering ident of the next
waypoint or pressing the LSK to select a waypoint among the list of
available data. Further details in FCOM volume 4 chapter 4.02.20.3.3.6.
( G ) NEW DEST [ ] – New FPLN destination airport insertion, entering
ident of the new destination airport or pressing the LSK to select an
airport among the list of available airports. Further details in FCOM
( H ) AIRWAY [ ] – Airway(s) insertion, entering airway ident or pressing
the LSK to select and define airway(s). Further details in FCOM volume
4 chapter 4.02.20.3.2.2.
P 47 000
( 3 ) En-route waypoints: Pressing left LSK displays the LTRL REV page.
A B
F
C
G
D
H
MCDU – LTRL REV page for an en-route waypoint
( A ) Revised WPT ident.

4 chapter 4.02.20.3.3.2.
( H ) AIRWAY [ ] – Airway(s) insertion, entering airway ident or pressing
the LSK to select and define airway(s). Further details in FCOM volume
4 chapter 4.02.20.3.2.2.
P 48 000
( 4 ) Last passed waypoint (i.e. the present FROM waypoint): Pressing left LSK
displays the LTRL REV page with functions that can be used from the present
aircraft position.
B
A
J
K
D
L
MCDU – LTRL REV page for the last passed waypoint
( A ) PPOS – Present aircraft position

( B ) Latitude / longitude coordinates of the aircraft position (FMS source) at
waypoint revision request.
(J) OFFSET – Lateral OFFSET navigation. Entering the side (L or R) and
the offset distance (in NM) initiates a lateral offset trajectory along the
initial flight path of FPLN. Further details in FCOM volume 4 chapter
4.02.20.3.3.4.
( K ) CHECK POS TO [ ] – allows getting bearing and distance (c.f. item L)
from the present aircraft position up to waypoint of the inserted ident.
( L ) BRG / DIST – Bearing and distance computed by the FMS between the
present aircraft position and the selected waypoint at waypoint ident
insertion. Further details in FCOM volume 4 chapter 4.02.20.3.3.5.
Note: This information may help the pilot to prepare and validate a flight plan
revision, for instance a new destination airport in case of diversion.
P 49 000
( 5 ) Active arrival procedure waypoints (that excepts Missed Approach procedure

waypoints): Pressing left LSK displays the LTRL REV page that can also
gives access to the ARRIVAL page.
( 6 ) Destination airport or arrival procedure waypoint (if the arrival procedure
waypoint has been inserted): Pressing left LSK displays the ARRIVAL page:
B
A
F
C
G
D
MCDU – LTRL REV page for an ARRIVAL procedure waypoint
( A ) Revised WPT ident

4 chapter 4.02.20.3.3.2.
( E ) <ARRIVAL – Pressing LSK [L5] displays the ARRIVAL page that allows
defining the arrival procedure.
P 50 000
20.4.3.2 WAYPOINT TURN TRANSITION: OVERFLY / FLY-BY
The OVERFLY function deals with the turn transition constraint on a waypoint.
FMS authorizes two types of transition: OVERFLY or FLY-BY.
OVERFLY transition
FMS builds the following lateral Turn transition trajectory
flight path:
Exit
The aircraft flies-over the TO
WPT with an exit vector in the TO WPT
same direction that the entry
leg.
Just after having passed the
Entry leg "WPT to WPT"
TO WPT, the aircraft
overshoots the flight path and it
turns outside the turn direction A/C
to join the exit leg.
FLY-BY transition
FMS builds the following lateral TO WPT
flight path:
The aircraft anticipates the turn
from the entry leg to join the
exit leg by inside part of the Turn transition trajectory
turn.
Anticipation distance of the turn
transition along the entry leg Entry leg "WPT to WPT"
and recovery distance along
A/C
the exit leg vary with the
altitude and the entry speed
into the turn.
Note: Figures illustrate principle of two types of turn transition. Scale, color and type
of lines are not representative of the FPLN display on ND and mini-ND. The
turn transition trajectory is usually not displayed; some types of leg may lead
to display a trajectory after an overfly.
P 51 000
Type of the turn transition respects waypoints definition in published navigation

charts; The FMS database indicates if a waypoint is defined with an overfly
constraint, otherwise, FMS applies a FLY-BY transition.
The pilot accesses the OVERFLY function in the LTRL REV page.
MCDU – LTRL REV page
Pressing LSK of the prompt >YES/NO modifies selection either on OVERFLY (YES)
or on FLY-BY (NO). The active setting is displayed in large green font, otherwise in
small cyan font.
P 52 000
20.4.3.3 HOLD / HOLDING PATTERN

The HOLDING function deals with insertion of a holding pattern on a FPLN waypoint
(i.e. reference waypoint for the holding pattern definition).
MCDU – LTRL REV page at ENTRY WPT
( 1 ) Ident of the reference waypoint indicates entry, passing (in case of several
loops) and exit waypoint of the FPLN considered by FMS to manage the
holding pattern. OVERFLY constraint is defined at the reference waypoint.
The pilot accesses the HOLDING function from the LRTL REV page of the
revised FPLN waypoint, i.e. the reference waypoint.
( 2 ) Pressing LSK [L3] of the prompt <HOLDING displays the HOLDING AT page.
1
5
3
6
4
7
MCDU – HOLDING AT page
The HOLDING AT page contains holding pattern settings that the pilot can modify
and also time and fuel predictions related to reference waypoint.
● Holding pattern can be defined by procedure (according to published navigation
charts) and inserted automatically with the procedure insertion.
● The pilot can insert a holding pattern on a waypoint; FMS proposes default
settings (inbound course, turn direction, time or length of the straight leg, speed)
which can be modified by the pilot.
P 53 000
It is recommended to check that every inserted Holding pattern complies with the
HOLD defined in published navigation charts.
OUTBOUND STRAIGHT LEG LENGTH

= DIST or TIME OUTBOUND LEG
HOLDING
LEG
TURN ENTRY LEG RIGHT
DIR. TURN
70°
EXIT LEG
INBOUND LEG
INBND CRS
A/C
REFERENCE
ARRIVAL LEG WAYPOINT
HOLDING PATTERN (example)
Purpose of the figure above is to illustrate a Holding pattern settings available on

the HOLDING AT page: Reference waypoint, TURN direction, INBND CRS, TIME /
DIST; form and scale vary also with the real flight situation.
The HOLDING procedure may be split in four parts:

- Part 1: ARRIVAL LEG is the arrival to the reference waypoint from previous
part of the FPLN.
- Part 2: ENTRY LEG is the entry path into the holding pattern. Its geometry
depends on the arrival (inbound course, previous leg heading or track)
into the entry sector. Various entry sectors are bounded by amber axes
on the figure (limited with the 70°).
- Part 3: HOLDING LEG is the holding pattern from the entry waypoint to the exit
waypoint. It is repeated entirely until the pilot requests to exit the HOLD.
Note: The pilot can interrupt the flight in the HOLD by using the
DIRECT TO function. The HOLD is deleted and the aircraft is
exiting the holding pattern immediately without passing by the
reference waypoint.
- Part 4: EXIT LEG is the leg following the HOLDING into the FPLN.
P 54 000
( 3 ) INBND CRS
The inbound course provides course of the entry into the HOLD. FMS
proposes a default value computed according to FPLN. It equals:
- the present aircraft track angle if the holding is inserted on the FROM
waypoint or after a flight plan discontinuity.
- otherwise, the course of the arrival leg to the HOLD entry waypoint.
The pilot can modify the inbound course value.
Direction of the holding pattern depends on this inbound course.
( 4 ) TURN
It defines the side of the turn (LEFT or RIGHT) when the aircraft arrives at
extremity of the inbound leg.
When the pilot creates a HOLD, FMS sets the turn to RIGHT by default.
When the HOLD is defined into a stored procure, the turn direction is normally
set as defined in the FMS database.
The pilot can modify the turn direction by pressing LSK [L3]; the displayed
prompt (>RIGHT or >LEFT) indicates the selected turn direction.
( 5 ) TIME / DIST
It provides time prediction to fly the outbound leg length and distance flown
during this time at the IAS defined for the HOLD (c.f. figure on next page).
When the pilot creates a HOLD, FMS sets the time to 1 minute by default.
When the HOLD is defined in a procedure defined in the FMS database, time
and distance are normally set as required by the published navigation charts.
The pilot can modify either the time or the distance; FMS updates the other
data consequently with the displayed target IAS for the HOLD.
If time and distance are computed by FMS (and not manually inserted) while
other settings of the HOLD are modified, the time is maintained and the
distance is updated according to these changes.
Modification of these data does not affect the IAS.
Values provided by FMS are displayed in small font while manual entries are
displayed in large font.
P 55 000
( 6 ) IAS
It refers to the IAS speed target that is applied inside the Holding pattern
(from entry to exit of the HOLD: c.f. parts 2 and 3 on next page).
When the pilot creates a HOLD, FMS sets the IAS target to 170kt by default.
When the HOLD is defined with a procedure, the IAS target is normally set to
the required value.
The pilot can modify the IAS value before and during the flight into the HOLD.
When the pilot modifies the IAS target into the HOLD, the MCDU displays
immediately the new IAS target on the HOLDING AT page but it is actually
applied only from next passing at the reference waypoint (including on legs of
parts 2 and 3 of next page).
The IAS speed target defined for the HOLD is applied automatically on
computation of the IAS speed target provided by FMS when the AUTO SPD
mode is activated (see IAS target speed in magenta on PFD).
CAUTION
The IAS speed target defined for the HOLD is not anticipated by the FMS
speed target computed on the arrival leg to the HOLD entry.
Knowing both FMS speed target (on the arrival leg and in the HOLD), the pilot
can manually anticipate the IAS transition between two speeds on the arrival
leg to avoid unexpected trajectory at HOLD entry.
( 7 ) ETA and EFOB predictions at NEXT EXIT

FMS computes and updates ETA and EFOB predictions at the HOLD
reference waypoint according to holding pattern settings defined on the
HOLDING AT page.
These predictions are displayed in the HOLDING AT page and on FPLN
pages. As any prediction, their accuracy depends on the respect of their
conditions, i.e. guidance along the defined holding pattern and follow-up of
the FMS speed target.
TIME / DIST, ETA and EFOB predictions are updated according to the target
IAS applied in the HOLD (including target IAS changes).
P 56 000
10
MCDU – FPLN page with a HOLD at SECHE

( 8 ) ENTRY WAYPOINT
It is always the waypoint to initiate part 2 and part 3 of the HOLDING.
Note: Clearing/deleting the entry waypoint deletes the whole holding pattern
(including entry and exit waypoints).
( 9 ) EXIT WAYPOINT
It is always the waypoint to finish part 2 and part 3 of the HOLDING.
Note: Clearing/deleting the exit waypoint deletes the holding pattern and the
exit waypoint but maintaining the entry waypoint as a FPLN waypoint.
( 10 ) ----CLR TO EXIT NEXT---
This command line allows exiting the aircraft from the Holding by continuing
on the present leg in the HOLD and exiting at next pass at the exit waypoint.
Press Left or right LSK in front of this line has no effect.
The pilot can interrupt the flight in the HOLD by using the DIRECT TO
function. The HOLD is deleted and the A/C is exiting the holding pattern
immediately without passing by the reference waypoint.
2 11
MCDU – LTRL REV page at EXIT WPT

( 11 ) NEXT DEST [ ]
On LTRL REV page at the exit waypoint, this field allows inserting a new
destination airport into the FPLN (that replaces the former destination airport).
P 57 000
20.4.3.4 OFFSET
The OFFSET function allows flying on a path that is parallel to the initial flight path
of FPLN. The pilot defines the offset side and the cross-track distance.
PPOS = INITIAL FPLN

OFFSET ACTIVATION
RIGHT OFFSET
DISTANCE
FROM WPT A/C

OFFSET
FLIGHT PATH
OFFSET INITIATION WITH PATH OF THE REVISED FPLN
This figure illustrates principle of the OFFSET activation with the entry transition.
The pilot accesses the OFFSET function from the LRTL REV page at the last
passed waypoint (FROM waypoint); actually, revision is inserted at the present
aircraft position, called PPOS.
MCDU – LTRL REV page with OFFSET function at PPOS
( 1 ) PPOS indicates the revision (and so the OFFSET) will be activated from the
present aircraft position.
( 2 ) OFFSET: Enter the OFFSET settings in the scratchpad field:
- The offset side: The aircraft can go to left “L” or right “R”.
- The offset distance (expressed in NM) within the range [L20 ; R20] and
with a maximum resolution of 0.1 NM.
- For instance, enter L2 displays L2.0 for an 2.0 NM offset on the left side
of the initial flight path.
P 58 000
ACTIVATION CONDITIONS
The OFFSET function can be activated and propagated in following cases:
1/ Active leg is compatible with an OFFSET, i.e. the leg is either a Track to Fix leg
(TF leg)* or a Course to Fix leg (CF leg)*,
2/ Active leg is not followed by a FPLN discontinuity,
3/ Active leg is not part of an approach procedure: TRANS, STAR, VIA and
approach procedure,
4/ Active leg or next leg termination is not the destination runway,
5/ Course change between active and next leg is less than 90°,
6/ A 45° intercept path rejoins offset leg 2 NM bef ore offset leg termination and
the next leg is not the last flight plan leg that accepts an offset or the offset is
not considered as delayed on the next leg.
* The ARINC 424 defines 23 leg types through the FMS database for FMS
processing operations. Most of time, a leg is defined between two waypoints and
the leg type is specified at the target waypoint i.e. the end/exit point of the leg.
- CF leg is defined with a specified course to a waypoint.
- TF leg is defined with a specified track to a waypoint.
ACTIVATION
If flight conditions allow the OFFSET activation, the pilot can enter a side and
distance of the required OFFSET. Once the pilot inserted these data and confirmed
the FPLN revision, FMS initiates immediately the OFFSET transition.
FPLN WAYPOINT TRANSITION

OFFSET activation does not modify position of FPLN waypoints. FMS sequences
each TO waypoint when the aircraft is passing termination point of the parallel
active leg.
Type of the turn transition defined at a FPLN waypoint is reported at the
corresponding leg termination point.
PROPAGATION
The OFFSET is automatically propagated from the present parallel active leg to the
leg parallel to the next FPLN leg unless the next FPLN leg does not permit OFFSET
operation; See figure on the next page.
When the present aircraft position along the FPLN does not allow FMS activating
the OFFSET, FMS delays the OFFSET activation until the next waypoint if
activation conditions would be met at this position.
P 59 000
PROPAGATED OFFSET FLIGHT PATH

OFFSET
FLIGHT PATH LEFT
OFFSET
A/C
WPT N+2
WPT N WPT N+1
INIT. FPLN
OFFSET INSERTION
OFFSET PROPAGATION
On the ND, only active leg of the OFFSET path is displayed.
INTERRUPTION
Manual interruption: The pilot can interrupt the OFFSET by resetting the OFFSET
distance to 0 NM in the LTRL REV page at the present last sequenced waypoint
(FROM waypoint): Press the CLR key then press LSK in front of the OFFSET field.
Automatic interruption: FMS cancels the OFFSET when the activation conditions
are no longer met on next FPLN leg. A scratchpad message is displayed on the
MCDU to indicate the automatic OFFSET interruption. On ND, the active OFFSET
leg is deleted and replaced by the active initial FPLN leg (reverting from green to
magenta).
At OFFSET interruption, FMS computes a smooth flight path to join the FPLN.
OFFSET CANCELLATION END OF OFFSET

A/C FLIGHT PATH
FPLN TO WPT
OFFSET INTERRUPTION
When FMS is the selected navigation source at OFFSET activation and interruption,
navigation and guidance indications are immediately updated: shift of the lateral
deviation (CDI) and of the XTK value, trend of the FD bar to join the new active leg.
P 60 000
CAUTION
It is recommended to exit the OFFSET ahead of steep direction change. Otherwise
the aircraft may overshoot flight path of the FPLN.
The pilot can also de-activate the OFFSET at DIRECT TO insertion.
DISPLAY
MCDU
1/ Top MCDU announciator, above the MCDU screen: The OFFSET label
“OFST” is displayed in green when OFFSET is activated.
2/ PROG 2/3 page: The OFFSET label with the side and the cross-track
distance of the OFFSET are displayed in low right corner of this page.
3/ LTRL REV page at the FROM WPT: The OFFSET label with the side and the
cross-track distance of the OFFSET are displayed in middle left area of this
page.
4/ FPLN page: The OFST label is displayed in green reverse video is displayed
on the FROM waypoint line, at the right side of the leg length.
5/ Scratchpad messages indicate that the OFFSET delay and de-activation.
ND
“OFST” green label is displayed in lower left area of ND (above left bearing
pointer reminder box) when the OFFSET function is activated. The OFFSET side
and cross-track distance are displayed in green below the OFST label.
When the OFFSET is activated, the parallel active leg is displayed in magenta
while the corresponding FPLN leg is green.
The XTK indication varies instantaneously at OFFSET activation/interruption.
PFD
“OFST” green label is displayed in lower left area of HSI and mini-ND (above left
bearing pointer reminder box) when the OFFSET function is activated.
At OFFSET activation / interruption, the lateral CDI pointer shift to the new active
leg. The vertical FD bar moves in direction of the active leg.
P 61 000
20.4.3.5 CHECK POS TO [ ]
The CHECK POS function allows getting direct bearing and ground distance from
the present aircraft position to the selected point (waypoint, NAVAID or airport which
is defined the FMS databases).
The pilot accesses the CHECK POS function from the LTRL REV page at the last
passed waypoint (FROM waypoint).
1
2
( 1 ) PPOS
Name of the present aircraft position when the FROM waypoint is revised.
( 2 ) CHECK POS TO [ ]
Entry field of the function:
- Enter ident of the desired point (waypoint, NAVAID or airport which is
defined the FMS databases) into the scratchpad and press LSK [R3] of the
“[ ]” field.
- Pressing LSK [R3] displays the DATA LIST page with all waypoints
NAVAIDS and airport existing in the FMS databases. Press LSK [R6]
modifies selection of the type of displayed data: ALL, APT (airport), VHF
NAV (VHF NAVAIDS), WPT (waypoints) and NDB NAV (Non Directional
Beacon NAVAID). Press LSK of the desired fix to select it.
( 2 ) BRG /DIST
Result of the CHECK POS TO function. It provides the direct bearing in
degrees and ground distance in NM between the present aircraft position (at
the time of the CHECK POS request) and the selected fix.
P 62 000
20.4.3.6 NEXT WPT [ ]
The NEXT WPT function allows selecting the fix (waypoint or NAVAI) following a
revised waypoint: It refers to second method of waypoint insertion described in
4.02.20.4.2.1.
The pilot accesses this function in the LTRV REV page by pressing left LSK of the
waypoint to revise.
When the LTRL REV page of the preceding waypoint is displayed:

( 2 ) NEXT WPT – this field can be used as follows
● Entering waypoint ident into the scratchpad field, then pressing LSK [R2]
inserts the waypoint into FPLN and displayed LTRL REV page of the
inserted waypoint.
● Pressing LSK [R2] while scratchpad is empty to display the list of fixes
(waypoints, airports, NAVAIDS) existing in the FMS database on the DATA
LIST page.
○ Press LSK [R6] filters the list to display only the type of fixes that is
displayed in LSK [R6].
○ Enter first letters of a fix displays a list of fixes with the same first letters.
○ Press left LSK to select a fix.
When the pilot requires waypoint insertion into FPLN, FMS checks the waypoint is
defined into the FMS database:
- If the FMS database contains the waypoint, it is inserted into the FPLN.
among all fix (waypoint or NAVAID) defined with the same ident into the FMS
- If the FMS database does not contains the waypoint, the MCDU displays a
page to define a new waypoint before inserting it into the FPLN. Further details
P 63 000
FMS authorizes insertion of waypoint ident with a 5-letter length.
As mentioned by label of the field, the waypoint is inserted just after the revised
waypoint.
* It concerns the next element (waypoint, airport, discontinuity …) and all forward
FPLN waypoints.
( 3 ) LTRL REV page of the inserted waypoint.
Note: Prompt NEW FPLN> displayed in the LTRL REV page displays the FPLN
INIT page.
( 4 ) <RETURN prompt displays the updated TMPY pages.

After execution of the FPLN revision, FMS inserts the NEXT WPT and a FPLN
discontinuity after the inserted waypoint within the FPLN. The pilot can delete
this discontinuity in the TMPY before executing the revision.
This method of FPLN waypoint insertion is well appropriate for consecutive FPLN
waypoints insertions.
P 64 000
20.4.3.7 NEW DEST [ ]
The NEW DEST function allows selecting a new destination airport into the FPLN
during a FPLN waypoint revision.
The pilot can access this function in the LTRV REV page by pressing left LSK of the
waypoint to revise.
LFJH

( 2 ) NEW DEST – this field can be used as follows
● Entering airport ident into the scratchpad field, then pressing LSK [R3]
inserts the new destination airport into FPLN and displayed LTRL REV page
of the inserted waypoint. The older FPLN destination airport is replaced by
the new one.
● Pressing LSK [R3] while scratchpad is empty to display the list of airports
existing in the FMS databases on the DATA LIST page.
○ Entering first letters of an airport ident displays a list of airports with the
same first letters.
○ Pressing left LSK to select an airport.
When the pilot requires insertion of a new destination airport into FPLN, FMS
checks the airport is defined into the FMS database:
- If the FMS database contains the airport, it is inserted into the FPLN.
- If the FMS database contains several airports with the same ident, the
MCDU displays a page that prompts the pilot to select the required airport
among the proposed list before inserting it into the FPLN.
- If the FMS database does not contains the airport, the MCDU displays a
page to define a new airport before inserting it into the FPLN. Further details in
FMS authorizes insertion of airport ident with a 4-letter length.

The new destination airport is inserted just after the revised waypoint.
P 65 000
Inserting a new destination airport deletes part of the FPLN located forward the
revised waypoint.
When the pilot inserts ident of an airport in the NEXT WPT field of the LTRL REV
page, the MCDU displays TMPY pages with the new inserted airport.
FMS inserts the NEW DEST preceded by a FPLN discontinuity; it allows identifying
the new destination airport wihtin FPLN and it reminds indirectly the pilot that no
approach procedure is defined yet.
The pilot can delete this discontinuity in the TMPY before executing the revision.
When a destination airport is already in FPLN, the new destination airport replaces
the former one (including the arrival approach procedure); predictions are updated
accordingly.
P 66 000
20.4.4 WAYPOINT VERTICAL REVISIONS
20.4.4.1 VERT REV PAGE

The pilot can display the VERT REV page to revise FPLN waypoints with vertical
navigation aspects.
When a FPLN page is displayed, pressing right LSK of active FPLN waypoints
(excluding departure airport and runway waypoint) displays the VERT REV page;
content of this page varies according to the type of position of the revised FPLN
waypoint.
MCDU – FPLN page with SID and en-route waypoints
MCDU – FPLN page with the last passed waypoint
MCDU – FPLN page with arrival procedure waypoints

P 67 000
( 1 ) Departure airport or departure runway waypoint (if inserted). Pressing right

LSK [R1] displays the WIND page: Further details in FCOM volume 4 chapter
4.02.50.4.1.2.
( 2 ) Departure procedure waypoint: Pressing right LSK displays the VERT REV
page.
( 3 ) En-route waypoints: Pressing right LSK displays the VERT REV page.
( 4 ) At last sequenced waypoint: Pressing right LSK displays the VERT REV page
( 5 ) Activated arrival procedure waypoints, excluding the MAPT (last waypoint of

the arrival procedure):Pressing right LSK displays the VERT REV page.
( 6 ) Destination airport or MAPT (last waypoint of the arrival procedure) Pressing

right LSK displays the VERT REV page.
Note: The pilot can access the same vertical revisions independently of the
ETE/EFOB or the ETA/SPD/ALT display format of the FPLN pages.
A E
B
F
C
G
D
MCDU – VERT REV page

P 68 000
(A ) AT: Ident of the revised waypoint.
( B ) STEP TO
The STEP TO function allows inserting a level-off flight, forwards the revised
waypoint. It allows updating cruise predictions when a cruise altitude change
is required. Further details in FCOM volume 4 chapter 4.02.20.3.4.2.
( C) RTA Z
The RTA field displays the Required Time of Arrival defined at the revised
waypoint (if any) and it allows entering a RTA value. Further details in FCOM
( D ) <WIND
Pressing LKS [L5] of the prompt <WIND displays the WIND page that allows
defining a wind profile around the revised waypoint. Further details in chapter
4.02.50.4.1.2.
Note: The <WIND prompt and the WIND page are not displayed by pressing
right LSK in front of the destination airport or the destination runway
waypoint. The pilot modifies wind above the destination airport runway
in the PERF APPROACH page on the MCDU.
( E ) ALT CNSTR
The ALT CNSTR field displays the altitude constraint value defined at the
revised waypoint (if any) and it allows entering an altitude constraint value.
( F ) SPD CNSTR
The SPD CNSTR field displays the IAS speed constraint value defined at the
revised waypoint (if any) and it allows entering a SPD constraint value.
( G ) FPA
The FPA displays the inbound Flight Path Angle constraint defined at the
revised waypoint (if any) and it allows entering a FPA value.
P 69 000
20.4.4.2 STEP TO
The STEP function allows modifying the CRZ ALT from a revised waypoint during
the CRUISE phase (i.e. between TOC and TOD) for predictions update when a
cruise altitude change is required. The pilot can insert up to two STEPs, into the
FPLN, up and down the present Cruise altitude.
Note: The pilot can no longer modify the CRZ ALT field on the MCDU after having
passed the TOC.
FMS initiates transition to the target altitude from the revised waypoint, as
shown on the figure below.
STEP 1 : NEW CRZ ALT
STEP
« UP »
INIT CRUISE ALT

WPT 1 WPT 2
FPLN VERTICAL PROFILE
The pilot accesses the STEP TO function by displaying the VERT REV page of the
revised waypoint where the altitude STEP should be inserted.

with STEP TO fields
P 70 000
( 1 ) AT
Ident of the revised waypoint where the STEP TO is defined.
( 2 ) STEP TO
Enter the target altitude that should be reached beyond the waypoint ( 1 ):
A flight level (for instance “FL220”) or an altitude value (for instance “22000”)
that can be higher or lower than the present cruise altitude.
FMS displays the altitude/level interception point along the FPLN to locate the
place where the aircraft is predicted to reach the step level/altitude.
( 3 ) STEP MODE
The STEP MODE label and its field below are displayed when the pilot inserts
a STEP TO value. Like the CRZ MODE, the STEP MODE refers to the target
IAS speed mode (MAX CRUISE (default selection), LONG RANGE or an IAS
value manually inserted) that would be applied when the aircraft reaches the
STEP level/altitude.
CAUTION
It is recommended to use the STEP TO function only on waypoints between TOC
and TOD.
Note: The pilot can insert a STEP only after FMS initialization of performance data
insertions.
DISPLAY
On ND, FMS displays the level/altitude interception point to locate the position along
the FPLN where the aircraft is predicted to reach the altitude STEP.
On MCDU, the label STEP is displayed in the ALT field on FPLN pages in
ETA/SPD/ALT format. The VNAV 1/2 page displays the ETA predictions for two
next STEP altitudes/levels if defined).
P 71 000
20.4.4.3 RTA / TIME CONSTRAINT
The RTA (Required Time of Arrival) function allows defining a Time constraint of
Arrival at the revised waypoint.
The pilot can insert several RTAs during a flight but only one RTA can be defined at
the same time in FPLN.
First, the pilot can read the present predicted time of Arrival at the waypoint on the
FPLN page in ETA/SPD/ALT format. Performances prediction requires prior
performance data entry.
MCDU – FPLN page in ETA/SPD/ALT format
The pilot accesses the RTA function by displaying the VERT REV page of the
waypoint.

with the RTA field empty
P 72 000
When the pilot defines a RTA at a FPLN waypoint:

• Either FMS predicts the RTA would be missed
MCDU – VERT REV page with a RTA insertion

(Example of RTA insertion with one minute resolution)
2 3
MCDU – VERT REV page in TMPY format

after insertion of a unachievable RTA
4 5
4 5
MCDU – FPLN page in ETA/SPD/ALT MCDU – FPLN page in ETE/EFOB

format with a missed RTA format with a missed RTA
P 73 000
• Or FMS predicts the RTA would be respected
MCDU – VERT REV page with a RTA insertion

(Example of RTA insertion with one second resolution)
2 3
MCDU – VERT REV page in TMPY format

after insertion of a achievable RTA
5 5
MCDU – FPLN page in ETA/SPD/ALT MCDU – FPLN page in ETE/EFOB

format with an respected RTA format with an respected RTA
P 74 000
( 1 ) Ident of the revised waypoint where the RTA is defined.

( 2 ) RTA Z / RTA L
This field indicates the RTA defined at the revised waypoint (if any) and it
allows entering an UTC (Zulu) or a Local time constraint of arrival at the
revised waypoint through two formats: HHMM (RTA entry with one minute
resolution) or HHMMSS (RTA entry with one second resolution) without space
or symbol in the entry. The pilot can enter three types of time constraint:
• “AT” only by entering a RTA value;
for instance insert “1556” displays “15H56:00”,
• “AT or AFTER” by entering a RTA value preceded by letter “A”;
for instance insert “A160030” displays “A16H00:30”,
• “AT or BEFORE” by entering a RTA value preceded by letter “B”;
for instance insert “B1556” displays “B15H56:00”.
When no RTA is defined at a waypoint, the RTA field is dashed in cyan.
Pressing the CLR key then LSK [L4] deletes the RTA value.
( 3 ) ETA
This label and the related predicted value below are displayed when the pilot
inserts a RTA. This prediction provides the time deviation between the RTA
and the predicted Time of Arrival. The ETA value is displayed in amber when
RTA is predicted to be missed, green otherwise. The prediction is negative if
the aircraft is predicted to be late, positive otherwise.
( 4 ) SCRATCHPAD MESSAGES
FMS displays scratchpad messages in white reverse video to inform the pilot
when the RTA is predicted to be missed and when another RTA already
exists; the pilot can define only one RTA at a time in the FPLN.
( 5 ) FPLN predictions
In FPLN pages, ETE and ETA predictions at a FPLN waypoint are underlined
when a RTA is applied on the related waypoint. Predictions are displayed in
amber when the RTA is predicted to be missed, green otherwise.
CAUTION
This FMS is certified such as the ETA computed for the RTA is given with ±30
seconds accuracy independently if the RTA is manually entered with one minute or
one second resolution.
Even if RTA insertion with one second resolution is possible with this FMS, it is not
relevant considering limits of its performance and predictions computation capacity.
Target IAS prediction:

Whatever the RTA would be missed or respected, FMS computes a target IAS
speed to comply as much as possible with the RTA constraint, except when the
RTA is defined in a climb waypoint. The target speed is displayed on the PFD speed
scale when AUTO mode of the SPD TGT is activated.
P 75 000
20.4.4.4 ALT CNSTR / ALTITUDE CONSTRAINT
The ALTITUDE CONSTRAINT function allows defining an altitude constraint at the

revised waypoint.
First, the pilot can check if an altitude constraint is defined at the waypoint on the
FPLN page in ETA/SPD/ALT format.

with an altitude constraint defined in the ALT field
The pilot can access the ALT CNSTR function by displaying the VERT REV page of
the waypoint.
1
2

with the ALT CNSTR field filled.
P 76 000
( 1 ) Ident of the revised waypoint where the altitude constraint is defined.
( 2 ) ALT CNSTR
This field indicates the altitude constraint defined at the revised waypoint (if
any) and it allows entering an altitude constraint at this waypoint.
This field can be filled automatically from the FMS database or manually filled;
in both cases, the value is displayed in cyan.
The pilot can enter three types of altitude constraint:
• “AT” only by entering an ALT CNSTR value;
for instance insert “FL150” displays “FL150”,
• “AT or ABOVE” by entering an ALT CNSTR value preceded by letter “A”;
for instance insert “6000A” displays “6000A”,
• “AT or BELOW” by entering an ALT CNSTR value preceded by letter “B”;
for instance insert “FL150B” displays “FL150B”.
When no altitude constraint is defined at a waypoint, the ALT CNSTR field is
dashed in cyan.
Pressing the CLR key then LSK [L4] deletes the ALT CNSTR value.
Note: Entering manually an altitude constraint at a FPLN waypoint already
defined with an altitude constraint in the FMS database does not modify
the FMS database. The new entry is taken into account only for FPLN
of the present flight.
( 3 ) ALT indication
On FPLN pages in ETA/SPD/ALT display format, the ALT constraint defined
(if any) at a FPLN waypoint is displayed in the related ALT field. The altitude
constraint value is amber when the altitude constraint is predicted to be
missed, otherwise it is green.
On ND, the altitude / flight level constraint is displayed below ident of the FPLN
waypoint; the color does not indicate if the constraint is predicted to be missed or
not.
On ND, vertical symbols and displayed along the flight path can help the pilot
to optimize the aircraft maneuver.
P 77 000
20.4.4.5 SPD CNSTR / SPEED CONSTRAINT
The SPEED CONSTRAINT function allows defining an IAS speed constraint at the
revised waypoint.
First, the pilot can check if a speed constraint is defined at the waypoint on the
FPLN page in ETA/SPD/ALT format.

with a speed constraint in the SPD field
The pilot can access the SPD CNSTR function by displaying the VERT REV page of
the waypoint.

with the SPD CNTR field filled
P 78 000
( 1 ) Ident of the revised waypoint where the speed constraint is defined.
( 2 ) SPD CNSTR
This field indicates the speed constraint defined at the revised waypoint (if
any) and it allows entering a speed constraint at this waypoint.
It is propagated to forward FPLN waypoints until meeting a FPLN
discontinuity or a FPLN waypoint defined with another speed constraint. In
cruise, a speed constraint is propagated until the TOD.
The SPD CNSTR field can be filled automatically from the FMS database or
manually filled; in both cases, the value is displayed in cyan.
The pilot inserts a speed constraint by entering its value without unit; for
instance insert “200” displays 200KT.
Note: Contrary to time and altitude constraint definition, the pilot can not
define a speed constraint opening “at or below” or “at or above” the
constraint value.
When no speed constraint is defined at a waypoint, the SPD CNSTR field is
dashed in cyan.
Pressing the CLR key then LSK [L4] deletes the SPD CNSTR value.
Note: Enter manually a speed constraint at a FPLN waypoint already defined
with a speed constraint in the FMS database does not modify the FMS
database. The new entry is taken into account only for FPLN of the
present flight.
( 3 ) SPD indication
On FPLN pages in ETA/SPD/ALT display format, the SPD constraint defined
(if any) at a FPLN waypoint is displayed in the related SPD field. The speed
constraint value is amber when the speed constraint is predicted to be
missed, otherwise it is green.
P 79 000
20.4.4.6 INBOUND FLIGHT PATH ANGLE (FPA) CONSTRAINT
The FPA function allows defining an inbound Flight Path Angle constraint at the
revised waypoint, i.e. the arrival angle of descent to the waypoint in the vertical plan.
First, the pilot may watch if a FPA constraint is defined at the waypoint on the FPLN
page in ETE/EFOB or ETA/SPD/ALT display format.
MCDU – FPLN page in ETE/EFOB format

with a FPA defined in the right side of the white line
The pilot can access the FPA function by displaying the VERT REV page of the
waypoint.

with the FPA field filled
P 80 000
( 1 ) Ident of the revised waypoint where the FPA constraint is defined.
( 2 ) FPA
This field indicates the FPA constraint defined at the revised waypoint (if any)
and it allows entering a FPA constraint at this waypoint.
The FPA field can be filled automatically from the FMS database or manually
filled; in both cases, the value is displayed in cyan.
The pilot inserts a FPA constraint by entering positive value of its angle with
one tenth of degree without unit; for instance insert “3” displays “3.0°”.
When no FPA constraint is defined at a waypoint, the FPA field is dashed in
cyan.
Pressing the CLR key then LSK [L4] deletes the FPA value.
Note: Entering manually a FPA constraint at a FPLN waypoint already defined
with a FPA constraint in the FMS database does not modify the FMS
database. The new entry is taken into account only for FPLN of the
present flight.
( 3 ) FPA indication
The FPA constraint defined (if any) at a FPLN waypoint is displayed in the
right side of the white line just above the data line of the revised waypoint.
On PFD, the vertical deviation (CDI) pointer is moving according to the vertical
profile computed by FMS, taking into account FPA inserted at waypoints.
P 81 000
20.5 FPLN SEQUENCING
FPLN SEQUENCING PRINCIPLE

Definition of a complete FPLN allows FMS to manage short term, mid-term and long
term lateral navigation parameters.
A FPLN is a succession of waypoints inserted by the pilot and automatically

connected by legs (including straights or curves, holding patterns and turn
procedure) which split the flight path for computation of a short-term navigation
data. Locally, a leg is limited between two FPLN waypoints: The FROM waypoint
(local starting point) and the TO waypoint (local arrival point).
Normally, FMS sequences legs one after the other in the order of the FPLN.
DESTINATION
ACTIVE AIRPORT
FROM A/C
WPT TO WPT
DEPARTURE
WPT 1 WPT 2
AIRPORT
ACTIVE LEG
FPLN LATERAL VIEW
FMS detects when the aircraft is passing through FPLN waypoints and along FPLN
legs by overlaying and comparing the aircraft position computed by FMS and FPLN.
FMS sequences effectively a FPLN leg if the aircraft follows flight path of this leg
near enough. Otherwise, the FPLN sequencing is interrupted at the last waypoint
that was correctly passed.
When the aircraft follows the FPLN, passing through a waypoint corresponds to
transition from the former active leg to the new active leg; the former TO WPT
becomes the new FROM WPT.
If the aircraft has moved away from the FPLN legs or if the sequencing is
interrupted to a waypoint far behind, the pilot should join the required active leg to
pass through the active TO WPT or change the FPLN to initialize the FPLN
sequencing from the present aircraft position (using the DIRECT-TO function).
P 82 000
DISPLAY
FPLN sequencing allows computing and displaying short-term navigation
parameters for the immediate FPLN objective. These parameters are described in
On MCDU, ND and PFD navigation area:

● Only the active leg, the TO waypoint and forwards FPLN legs and waypoints of
the flight path are displayed on the cockpit display units. Final display of the
FPLN depends on the display format of these display units: selected range,
maximum number of lines …
● The active leg, the TO waypoint and related navigation and guidance data
computed to follow this active leg are displayed in magenta. Other FPLN legs
and FPLN waypoint are displayed in green, except the Missed Approach
procedures that is cyan as long as it is not activated.
FMS generates a waypoint alert from 10 seconds prior reaching the TO waypoint of
the active leg or 10 seconds prior a turn initiation when the TO waypoint is defined
with a Fly-by transition. Further details in FCOM volume 4 chapter 4.03.20.1.
SEQUENCING CONDITIONS
The active TO waypoint is sequenced when the aircraft is passing near enough
around the waypoint and following the required direction.
SEQUENCING INTERRUPTION
When a FPLN waypoint is followed by a discontinuity, this waypoint would be the
last active and sequenced waypoint until the pilot deletes the FPLN discontinuity or
defines a route to join a new TO waypoint (DIRECT TO function ; NEXT WPT or
NEW DEST lateral revisions).
P 83 000
20.6 FPLN ENDING

Message “FPL” is displayed in amber reverse video in top left corner of the MCDU
screen during last minute prior the predicted time of arrival at the MAPT (until the
MAPT sequencing) to inform the pilot of the FPLN ending closeness. In parallel, the
waypoint alert is applied when approaching the MAPT.
- FPLN standby end is the MAPT waypoint (assuming the pilot inserted a
approach procedure) that is the last active FPLN waypoint.
Note: The active FPLN is ending but FMS is waiting for confirmation of the
aircraft landing in case of Missed Approach procedure activation.
MCDU - FPLN page with MAPT at the end of the active FPLN part (green)
After MAPT sequencing, MAPT remains the active TO waypoint contrary to

other FPLN waypoint sequencing; on ND and on the PFD navigation area,
navigation parameters and predictions related to the MAPT are dashed; on
MCDU, FMS predictions are still computed but valid navigation parameters are
not displayed any more.
- FPLN confirmed end is the actual landing (confirmed by the squat switch)
after the MAPT waypoint; FMS computes the ground phase.
- End of the complete FPLN, i.e. last item of the FPLN displayed in FPLN
pages of the MCDU or in navigation map on the ND and PFD. It corresponds to
last waypoint of the Missed approach procedure that is displayed in cyan.
This end is indicated by the line “- - - - - - - END OF FPLN - - - - - - -“ in MCDU
FPLN pages.
Note: More generally, this line is displayed in last MCDU FPLN page after the
last waypoint or airport defined in the FPLN.
P 84 000
MCDU - FPLN page with the end FPLN

after the non-active Missed Approach procedure (cyan part)
- FPLN reset: FMS resets the FPLN and all related performances settings, 30
seconds after the confirmed end of FPLN on ground or if the pilot initiates a
new FPLN or if both engines are off and a door is open.
FPLN and all related indications and predictions are not displayed any more on
ND, PFD, MCDU nor MFD PERF page.
Basically, FPLN is ending for pilot’s operation when the aircraft is passing the last
active FPLN waypoint (i.e. the MAPT), unless the pilot activates the Go Around
procedure.
Go Around cases:
● Simple Go Around (Go around without runway touch): If the pilot performs a
Take Off prior the end of FPLN, the Missed Approach procedure is still available;
press a GA pushbutton on the power levers activates this procedure.
● Touch and Go (Go Around with runway touch): If the pilot performs a Take Off
after the end of FPLN, the Missed Approach procedure has been deleted with
reset of the FPLN. Press a GA pushbutton on the Power Levers has no effect on
the FPLN.
P 85 000
20.7 FPLN CANCELLATION
CANCEL A FPLN REVISION

The pilot can cancel a FPLN revision from the FPLN page just after execution of the
FPLN revision.
MCDU - FPLN page with the prompt <UNDO
( 1 ) The prompt >UNDO is displayed on the FPLN page during one minute
following execution of a FPLN revision. During this time, pressing LSK [L6]
displays the TMPY page with FPLN like it was before its revision. Then the
pilot confirms or not the FPLN cancellation. After one minute, the prompt
>UNDO is replaced by prompt <NEW FPLN.
FULL FPLN CANCELLATION

The pilot can cancel a FPLN:
- Creating a new FPLN; further details in FCOM volume 4 chapter 4.02.20.2.
( 2 ) - Pressing LSK [R6] of the prompt CANCEL FPLN< on the FPLN INIT page.
Pressing the FPLN key on the MCDU displays the FPLN page, then
pressing LSK [L6] of the prompt <NEW FPLN displays the FPLN INIT page.
For both actions, the MCDU requires a pilot confirmation to execute effectively the
FPLN cancellation.
MCDU – FPLN INIT page with the prompt CANCEL FPLN<

P1 000
F.C.O.M TMPY MANAGEMENT JUN 13
The flight planning function allows preparing FPLN revisions in the temporary flight
plan TMPY.
Revision / UNDO
FPLN TMPY
EXEC / CLR TMPY
Revision
FUNCTIONAL LINKS BETWEEN TMPY AND FPLN
30.1 TMPY OPENING

Once the pilot initializes or revises the FPLN; this FPLN is copied into the TMPY,
adding the requested FPLN modification.
Note: The pilot cannot initialize a new FPLN while the TMPY is open.
30.2 TMPY DISPLAY

TMPY pages presentation is based on same principles that FPLN pages (further
details in FCOM volume 4 chapter 4.02.20.1) except that green and magenta data
are displayed in yellow.
The pilot can display TMPY pages by various means:
- FPLN initialization: On the ROUTE SEL page, pressing LSK [R6] displays the
prompt TMPY< in white reverse video. Pressing the EXEC key on the MCDU
opens the TMPY, initializes the FPLN in the TMPY and displays the TMPY
pages on the MCDU.
- Lateral or vertical revision request from FPLN pages or from the TMPY
pages: On the LTRL REV page or the VERT REV page, pressing LSK [R6] of
the prompt TMPY> displays the TMPY page. This prompt is displayed when the
pilot modified content of the LTRL REV page / VERT REV page.
- A DIRECT-TO request: On the DIRECT TO settings page (for DIRECT TO
waypoint or airport), pressing LSK [R6] of the prompt TMPY> displays the TMPY
page. On the DTO ABEAM page, selecting a waypoint displays the TMPY page.
- Simple TMPY pages display: When TMPY is open, pressing the FPLN key on
the MCDU shifts display on the MCDU screen between the TMPY pages
(instead of the FPLN pages) and the SEC pages.
On FPLN / TMPY revision pages of the MCDU (i.e. the ROUTE SEL page, the
LTRL REV page, the VERT REV page, the DIRECT TO pages …), data referring to
the TMPY are displayed in yellow when the TMPY is open.
P2 000
30.3 TMPY REVISIONS

As long as the TMPY is open, all FPLN / TMPY revisions are inserted into the
TMPY. This process allows maintaining an active flight plan for continuous
navigation and guidance (if any) purpose.
1 2
MCDU - Revision on a flight plan (for instance in TMPY)
( 1 ) Pressing left LSK of a waypoint displays a lateral revisions page

( 2 ) Pressing right LSK of a waypoint displays a vertical revisions page
( 3 ) Scratchpad entry for waypoint insertion or data deletion.
The pilot revises the TMPY like a FPLN, with same kind of revisions and with the
same FMS database, including data created by the pilot.
Note: the DIRECT TO function can be applied only on FPLN.
30.4 TMPY SEQUENCING

TMPY sequencing principles are the same that for the FPLN; further details in
FCOM volume 4 chapter 4.02.20.5.
When TMPY is open, TMPY is sequenced when first leg is common with the active
leg of the FPLN at departure airport and that the FPLN is sequenced too.
Otherwise, the TMPY is not sequenced.
P3 000
30.5 TMPY CANCELLATION

WHEN TMPY IS OPEN
MCDU - TMPY page

with the prompt >CLR TMPY
( 1 ) The pilot removes all TMPY revisions performed and retrieve the previous
FPLN by pressing the prompt >CLR TMPY on the TMPY page.
WHEN TMPY HAS BEEN ACTIVATED / ON THE FPLN PAGES

Following TMPY activation, the prompt >UNDO is displayed during one minute at
position [L6] in the FPLN pages; further details in FCOM volume 4 chapter
4.02.20.7.
Press LSK [L6] of the prompt >UNDO opens the TMPY pages (as shown on the
figure above) and all FPLN changes performed in the last FPLN / TMPY revision are
deleted.
Then the pilot has two choices:
- Confirm the UNDO request and delete the last set of FPLN revisions by
pressing the EXEC key on the MCDU; the MCDU displays the FPLN pages with
the former FPLN.
- Cancel the UNDO request and display the FPLN pages by pressing the prompt
>CLR TMPY on the TMPY pages; the MCDU displays the FPLN pages with the
last and unchanged FPLN. In this case, the MCDU does not request a
confirmation since the FPLN is not revised again.
30.6 TMPY CLOSING & EXECUTION

The pilot closes the TMPY by pressing the EXEC key to execute the TMPY; FMS
transfers content of the TMPY into the FPLN and TMPY is emptied for the next
FPLN revision.
P1 000
F.C.O.M SEC MANAGEMENT JUN 13
The flight planning function allows creating, revising and activating a secondary
flight plan SEC for various purposes: e.g. save the current FPLN for an eventual re-
engagement, prepare an alternate or a return route, prepare a flight plan extension
at the end of the FPLN.
40.1 SEC INITIALIZATION

The pilot can initialize the SEC on the SEC INIT page or on the ROUTE SEL page.
1
MCDU – SEC INIT page

( 1 ) <ROUTE - Pressing LSK [L1] displays the ROUTE SEL page.
( 2 ) >COPY FPLN - Pressing LSK [L2] copies FPLN into SEC.
This action has no effect on the FPLN.
6
5
MCDU – ROUTE SEL page for SEC

(3) IDENT - This field allows selecting a route:
(4) FROM/TO - This field allows selecting departure and destination airports.
(5) Flight plan resume.
(6) SEC< - Pressing LSK [R6] displays the type of flight plan to initialize: SEC,
FPLN or TMPY.
P2 000
1
FPLN
4
3
MCDU – SEC INITIALIZATION

P3 000
The pilot can initialize SEC by using one of these methods according purpose of the
SEC initialization (referring to the illustration on the previous page):
■ Create a FPLN back-up* or create a FPLN derivative by copying the FPLN:
Display the SEC INIT page, from the FPLN page:
( 1 ) Pressing the FPLN key on the MCDY keyboard displays the SEC page,
then pressing prompt <NEW FPLN displays the SEC INIT page,
( 2 ) Pressing prompt <NEW FPLN displays the FPLN INIT page, then
pressing prompt <SEC INIT displays the SEC INIT page.
( 3 ) On the SEC INIT page, pressing prompt >COPY FPLN defines the SEC
as an exact copy of the FPLN after pilot’ confirmation but the MCDU does
not display automatically the SEC page..
* SEC can be saved contrary to FPLN.
■ Create a FPLN continuation or a SEC independently of the FPLN by

selecting a route:
( 4 ) On the SEC INIT page, pressing prompt <ROUTE displays the ROUTE
SEL page for SEC initialization.
( 5 ) On the ROUTE SEL page for FPLN, pressing LSK [R6] until displays
prompt SEC<.
On the ROUTE SEL page for SEC, initialize SEC with data required on this page
as it is shown on the ROUTE SEL page for FPLN; further details in FCOM
Once SEC is initialized, the pilot can revise the SEC as required.
Initialization and revision of the SEC does not affect neither TFPLN nor TMPY.
FPLN
COPY
SWAP ACTIVATE
SEC
Revision
FUNCTIONAL LINKS BETWEEN SEC AND FPLN
P4 000
40.2 SEC DISPLAY

SEC pages presentation is based on same principles that FPLN pages (further
details in FCOM volume 4 chapter 4.02.20.1) except that green and magenta data
are displayed in white.
The pilot can display SEC pages by pressing twice the FPLN key on the MCDU
keyboard when neither FPLN nor TMPY page is displayed.
40.3 SEC REVISIONS

The pilot can revise SEC like FPLN, except that SEC revisions are performed
directly in the SEC, contrary to FPLN with TMPY.
40.4 SEC SAVING

The pilot can save the SEC into the resident compact flash card using the SAVE
function on the DATA MENU page of the MCDU. The pilot can use the SEC later
even after a long FMS interruption unless the SEC was never saved or if it was
created with the >COPY FPLN prompt.
P5 000
40.5 SEC CANCELLATION

When a SEC is defined, the pilot can delete the SEC:
- At long FMS power interruption, if SEC has not be previously saved,
- Creating a new SEC,
- Pressing the prompt CANCEL FPLN< on the SEC INIT page
( 1 ) CANCEL SEC< - Pressing LSK [R6] on the SEC INIT page displays the
prompt in white reverse video and displays the request message “PRESS
EXEC TO CONFIRM” in white reverse video in the scratchpad.
Pressing the EXEC key on the MCDU executes the SEC cancellation; then the
SEC INIT is displayed in its basic format.
40.6 SEC ACTIVATION

The pilot can activate the SEC by two methods with different consequences:
MCDU – SEC INIT page

with SEC activation commands
( 1 ) ACTIVATE< - Pressing LSK [R1] on the SEC INIT page transfers SEC into
FPLN. Former FPLN is deleted, replaced by the SEC and SEC is emptied.
( 2 ) SWAP FPLN< - Pressing LSK [R2] on the SEC INIT page exchanges flight
plans: FPLN is transferred into the SEC while SEC is transferred into FPLN.
P1 000
F.C.O.M FPLN PERFORMANCES JUN 13
50.1 INITIALIZATION
50.1.1 WEIGHTS
The pilot can enter A/C and fuel weights in the WEIGHT page of the MCDU.
MCDU – INIT page

Further details in chapter 4.02.10.1 PERF
2 5
3
6
4
P2 000
The TAKE OFF page is described in FCOM volume 4 chapter 4.02.50.3.

The PERF INIT page is described in FCOM volume 4 chapter 4.02.50.2.
The pilot can display the WEIGHT page:

- From the INIT page, pressing LSK [R4] in front of the prompt WEIGHT>, or
- Anytime, pressing the PERF key on the MCDU displays a PERF page (TAKE
OFF, CRUISE, APPROACH), then pressing LSK [R6] of the prompt PERF
INIT> displays the PERF INIT page. Finally pressing LSK [R6] of the prompt
WEIGHT>.
( 1 ) ZFW is the Zero Fuel Weight value which is manually entered.

( 2 ) FOB is the Fuel On-Board value which is manually entered.
( 3 ) GW is the aircraft Gross Weight value which is manually entered.
FMS authorizes insertion of ZFW, FOB and GW within their certified range. When
the pilot enters a value for two of these parameters, FMS computes the third one.
( 4 ) The RESERVE is a fuel quantity that the pilot would like to keep available
onboard. FMS uses this entry to locate the Non Return Point (NRP) along
FPLN. The pilot is informed when the onboard fuel quantity equals the reserve
during the flight. Further details related to Reserve and NRP in FCOM volume
4 chapter 4.02.100.1.3 and 4.02.100.1.4.
( 5 ) T/O CG is the aircraft center of gravity assessed at Take off that is entered by
the pilot.
( 6 ) T/O TRIM is the objective pitch trim computed by the FMS according to the
entered T/O CG. T/O TRIM value is displayed on MFD PERF page and on
EWD / TRIM area; further details in the FCOM volume 4 chapter 4.01.30.1.5.1.

with an example of weights
P3 000
The pilot can consult aircraft performance data inserted and computed by the FMS
on the A/C DATA area on the MFD PERF page.
MFD – PERF page – A./C DATA area (data not confirmed)
Note: Further details related to FF FACTOR in FCOM volume 4 chapter 4.02.50.2.

P4 000
50.2 PRIMARY FLIGHT CONDITIONS

The pilot can enter primary flight conditions in the PERF INIT page of the MCDU.
The pilot can display the PERF INIT page:
- From the INIT page, pressing LSK [R5] in front of the prompt PERF INIT>, or
- Anytime, pressing the PERF key on the MCDU displays a PERF page (TAKE
OFF, CRUISE, APPROACH) and press LSK [R6] of the prompt PERF INIT>.
MCDU – INIT page PERF

Further details in chapter 4.02.10
MCDU – INIT page

Further details in chapter 4.02.50.3
5 2
MCDU – PERF INIT page

P5 000
( 1 ) CRZ ALT is the cruise altitude planned for the flight to the destination airport.
The pilot can modify the CRZ ALT value until the TOC.
The MCDU displays a scratchpad message when the entered value is out of
the authorized cruise altitude range (defined after weights insertion).
Note: If Cruise altitude changes occurred during the cruise phase, the pilot can
use the STEP TO function to optimize FPLN predictions. Further details
( 2 ) CRZ MODE is the speed target computation mode that depends of weights
and CRZ ALT. Pressing LSK [R2] changes the selected CRZ MODE: MAX
CRUISE (default setting), LONG RANGE or an IAS value manually entered.
- MAX CRUISE: Maximum IAS that the aircraft can reach at cruise altitude.
- LONG RANGE: Optimized IAS to fly as long as possible with the onboard
fuel.
- IAS manually entered: Enter the required IAS target value that is applied
for the cruise phase. The MCDU displays a scratchpad message when the
entered value is out of the authorized speed range.
When an IAS value has been entered, pressing LSK [R2] modifies again
the selected CRZ MODE.
( 3 ) DFLT FPA is the Flight Path Angle applied for descent / approach when no
vertical constraint is defined in this part. The FPA value is positive for descent,
TOD TOD
CRZ ALT CRZ ALT
VERT. CNSTR FROM
ARRIVAL PROC.
DFLT FPA
DEST DEST
ARPT ARPT
FPA DFLT FPA
Computed descent profile when Computed descent profile when

an arrival procedure is defined no arrival procedure is defined
As shown on these figures, DFLT FPA is one data to locate the TOD. Further details
in FCOM volume 4 chapter 4.02.80.4.
Default value of DFLT FPA is set at 3.0° but the pi lot can modify this value. A
scratchpad message is displayed when the entered value is out of the authorized
FPA range.
P6 000
( 4 ) ALTN/CRZ ALT corresponds to a dual entry:

- ALTN is the field to enter ICAO ident of the selected alternate airport,
- CRZ ALT is the cruise altitude to reach the ALTN from the present aircraft
position. Further details in FCOM volume 4 chapter 4.02.20.4.1.4.
( 5 ) FF FACTOR is the positive differential compensation Fuel Flow Factor

percentage to take into account the fuel consumption increase due to the
engines wear only for EFOB computation. This factor is applied on both
engines. FF FACTOR is set by default to +0.0%, that means standard Fuel
Flow defined in engines performances tables are applied.
ADVISORY
The default value +0.0% of FF FACTOR should not be modified unless in
accordance with the airline policy.
P7 000
50.3 ADDITIONAL FLIGHT CONDITIONS
The pilot can enter additional flight conditions through the three PERF pages of the
MCDU: TAKE OFF, CRUISE and APPROACH. These pages contain measures,
predictions and settings related to the flight phase named by title of each page.
When no PERF page is displayed, the pilot displays the first PERF page (TAKE
OFF) by pressing the PERF key on the MCDU keyboard.
When a PERF page is displayed, consecutive press on the PERF key or press on
the NEXT or key displays the TAKE OFF page, the CRUISE page or the
APPROACH page. Further details in FCOM volume 4 chapter 4.01.30.2.2.8.
50.3.1 TAKE OFF CONDITIONS

The pilot can manage take-off conditions for computation of aircraft performance at
take-off through the TAKE OFF page of the MCDU. This page is divided in three
parts: The departure runway, take off speeds (plus specific computation conditions)
and the transition altitude.
1 4
3
5
MCDU – PERF / TAKE OFF page

P8 000
( 1 ) DEPT RWY - Ident, length and direction of the departure runway are displayed
when it is defined in FPLN.
In case of limiting runway or reduced runway length (RWY limitation, NOTAM,
intersection departure), it is necessary to correct and insert the remaining
runway length.
( 2 ) TRANS ALT - TRANS ALT refers to the reference altitude for the QNH / STD
alert in climb. TRANS ALT value is automatically selected according with
departure airport defined in the FPLN. The pilot can manually modify this value
as required.
( 3 ) T/O SPEEDS - T/O speeds V1, VR and V2 are automatically computed at

weights insertion on the WEIGHT page of the MCDU.
CAUTION
In case of any runway limitation, a cross-check with performance tables should
be done.
The pilot has to enter manually appropriate take-off speed values for limited
runway.
The pilot can modify T/O speeds by entering new T/O speeds values. When
one of these speeds is modified manually, other T/O speeds on this page are
deleted and label “MANUAL” is displayed independently of the select
atmospheric condition. The pilot shall enter missing T/O speeds to get T/O
speeds bugs on PFD for take off (if T/O data have been confirmed).
CAUTION
If the pilot manually enters a V2 speed value that is lower than the V2min value
computed by the FMS:
‘RANGE ERROR’ scratchpad message is displayed in white reverse video,
Manual V2 speed could be rejected and replaced by the automatic speed
computed by FMS. In this case, the pilot should enter another V2 value, 1kt
greater than the previous one.
Note: This is due to the difference of resolution between V2 and V2min values
(respectively 1kt and 0.1kt) that may cause reject of a V2 value
apparently equal to V2min. For instance, reject of V2 = 113 if V2min = 113.2
( 4 ) Label displayed above T/O speeds indicates conditional status of T/O speeds
computation: NORMAL (i.e. non icing), ICING, MANUAL (manual entry).
( 5 ) INFORMATION RELATED TO T/O SPEEDS - MCDU displays an additional

status message in the centre of the screen to advise the pilot about T/O
speeds selection.
P9 000
The pilot can consult take off speeds and other data related to take off on the MFD
PERF page.
MFD – PERF page – TAKE OFF data area (data not confirmed)
The TAKE OFF part contains:
- Take-off speeds V1, VR and V2 and the T/O speeds computation conditions:
NORMAL, ICING or MANUAL (white).
- Values and bugs of Minimum Velocity at Low Bank (VMLB0) in NORMAL and
ICING situations
- Percentages and bugs of Take-off objective torque of engines with BLEED
OFF and ON.
Further details in FCOM volume 4 chapter 4.01.30.1.4.3.1.
CAUTION
The pilot must confirm manual entries and computed FMS predictions concerning the
aircraft performance data before Take off by using the VCP PERF page and confirm
again after any change among performance data entries.
Further details in FCOM volume 4 chapter 4.01.30.1.4.3.2.
Once T/O DATA has been confirmed, T/O speeds bugs are displayed on the IAS
speed scale (beyond the range displayed when aircraft is stopped).
P 10 000
50.3.2 CRUISE CONDITIONS

The pilot can manage cruise conditions for computation of aircraft performance in
cruise through the CRUISE page of the MCDU. This page is divided in various
parts.
1 2
3 4
5 6
7 8
MCDU – PERF / CRUISE page
( 1 ) / ( 2 ) DEST and ALTN

These fields remind ICAO idents of destination and alternate airports
defined in FPLN.
( 3 ) / ( 4 ) MEANWIND
The pilot can insert different cruise mean wind for the destination airport
and the alternate airport; further details in chapter 4.02.50.4.1.1.
( 5 ) / ( 6 ) DESTINATION / ALTERNATE PREDICTIONS
FMS computes time to arrival (ETA), aircraft gross weight (GWT) and
remaining fuel predictions (EFOB) at destination and alternate airports,
from present aircraft position along FPLN.
Note: On this FMS version, performance predictions for the ALTN are
computed from the aircraft position direct to the ALTN airport,
without passing by the destination airport.
Consequently, fuel predictions at the ALTN airport may be greater
than at the DEST airport.
( 7 ) CRZ ALT and CRZ MODE
The pilot inserts cruise altitude planned for the flight and the desired speed
cruise mode associated to the cruise phase: LONG RANGE, MAX CRUISE or
an IAS value manually inserted. This operation is usually done on ground but it
can be modify during the climb phase. The target speed computed by the
cruise mode is applied when the aircraft reaches the CRZ ALT.
( 8 ) 1EO CEIL
One engine out (1EO) ceilings in NORMAL (left/green) and ICING
(right/amber) conditions are automatically computed when the pilot inserts the
aircraft weights and CG.
P 10 010
50.3.2 CRUISE CONDITIONS

The pilot can manage cruise conditions for computation of aircraft performance in
cruise through the CRUISE page of the MCDU. This page is divided in various
parts.
1 2
3 4
5 6
7 8
( 1 ) / ( 2 ) DEST and ALTN

These fields remind ICAO idents of destination and alternate airports
defined in FPLN.
( 3 ) / ( 4 ) MEANWIND
The pilot can insert different cruise mean wind for the destination airport
and the alternate airport; further details in chapter 4.02.50.4.1.1.
( 5 ) / ( 6 ) DESTINATION / ALTERNATE PREDICTIONS
FMS computes time to arrival (ETA), aircraft gross weight (GWT) and
remaining fuel predictions (EFOB) at destination and alternate airports,
from present aircraft position along FPLN.
Note: On this FMS version, performance predictions for the ALTN are
computed from the aircraft position direct to the ALTN airport,
without passing by the destination airport.
Consequently, fuel predictions at the ALTN airport may be greater
than at the DEST airport.
( 7 ) CRZ ALT and CRZ MODE
The pilot inserts cruise altitude planned for the flight and the desired speed
cruise mode associated to the cruise phase: LONG RANGE, MAX CRUISE or
an IAS value manually inserted. This operation is usually done on ground but it
can be modify during the climb phase. The target speed computed by the
cruise mode is applied when the aircraft reaches the CRZ ALT.
( 8 ) 1EO CEIL or 1EO CEIL BST
One engine out (1EO) ceilings, in NORMAL (left/green) and ICING
(right/amber) conditions with the engine boost (BST) function activated or not
are automatically computed when the pilot inserts the aircraft weights and CG.
Mod 5908+6154 (BOOST function installed with NAS)
P 11 000
50.3.3 APPROACH CONDITIONS

The pilot can manage approach conditions for computation of aircraft performance
in approach through the APPROACH page of the MCDU. This page is divided in
various parts.
5
1
6
2
7
3
4 8
MCDU – PERF / APPROACH page
( 1 ) DEST RWY
Ident of the destination airport (with three dashes on the right) or ident of the
destination airway if the approach is defined in FPLN.
( 2 ) TRANS ALT
TRANS ALT refers to the reference altitude for the STD / QNH alert in descent
/ approach. TRANS ALT value is automatically selected according with
destination airport defined in the FPLN. The pilot can manually modify this
value as required.
( 3 ) QNH
The pilot inserts the barometric pressure adjusted at mean sea level (from ATC
information) of the FPLN destination airport. This information adjusts the
vertical profile of the FPLN approach.
CAUTION
The QNH value cannot be inserted into the APPROACH when the aircraft is
below the transition altitude in descent phase.
ADVISORY
The pilot should report, in the APPROACH page of the MCDU, the QNH value
selected through the BARO SET selector of the ICP and displayed on the PFD.
( 4 ) APP SPD
This prompt is a stand-by entry to activate the APPROACH flight phase for
approach speeds display.
The pilot does not need to activate manually the approach phase computation
because it is usually computed automatically by the FMS.
P 12 000
( 4 ) APP SPD (CONT’D)

In case FMS does not compute consistent approach speeds (no display of the
approach speeds), the pilot can manually activate the APPROACH speeds
computation and display by pressing the prompt >ACTIVATE on LSK [L6].
When the APP SPD has been manually activated by this means, label “ACT”
(Active) is displayed in green on the right of “APP SPD” and below, the prompt
>DESELECT is displayed to be able to de-active manually this function.
( 5 ) GND WIND / GUST

The pilot can enter ground wind true direction, wind speed and gust speed
which are reported by ATC at FPLN destination airport. Further details in
Ground wind direction and speed are displayed at bottom of the MFD PERF
page.
( 6 ) ATMOSPHERIC SITUATION
The label above approach speeds indicates conditional status of approach
speeds computation: NORMAL or ICING.
In flight, the icing detection system of the aircraft informs FMS of the present
atmospheric situation that it would be consider for the descent / approach.
( 7 ) APPROACH SPEEDS
FMS computes target approach speeds:
- VMHB, minimum speed in high bank, and
- VAPP, approach speed.
Note: The pilot can not modify approach speeds computed by the FMS.
( 8 ) FLAPS LDG
This label indicates the standard landing flaps position expected for landing.
P 13 000
The pilot can consult target performance parameters computed for the approach on
the MFD PERF page.
MFD – PERF page – APPORACH area (data not confirmed)
The APPROACH part contains:

- Values and bugs of VMHB and V APP speeds computed by the FMS in
NORMAL and ICING situations with FLAPS FULL (usual landing flaps
position).
- Ground wind direction and speed at the destination airport, inserted by the
pilot through the APPROACH page on the MCDU.
P 14 000
50.4 ATMOSPHERIC CONDITIONS
The pilot can insert atmospheric conditions to improve accuracy of the mid and
long-term predictions (time, fuel, speed) computed by the FMS along the FPLN.
Atmospheric conditions data are measured by navigations systems or manually
inserted by the pilot.
This chapter deals only with atmospheric parameters provided by the pilot and
related to WIND, TEMPERATURE and ICING information.
50.4.1 WIND
The pilot can manage the wind along the FPLN, choosing one of both available wind
models:
- A simplified model based on insertion of a cruise mean wind
- A precise model based on insertion on one or several wind profiles along FPLN.
In addition, the pilot can enter a ground wind at destination.
Three winds models are described in following pages.
Present wind measured during flight is also displayed to the pilots; description of the
displayed information is provided after description of wind models.
P 15 000
50.4.1.1 SIMPLIFIED MODEL / CRUISE MEAN WIND

The simplified model consists in defining wind along the whole flight path with a
minimum pilot action but with approximated speed and mid and long-term
predictions, notably for long flights with various wind changes.
FMS combines the manual insertion of the cruise mean wind with the current wind
measurement and the wind at destination to compute an average wind along the
climb phase, the cruise phase and the descent / approach phase.
FMS selects the simplified model for the FPLN unless the pilot defines a precise
wind model in the FPLN.
CAUTION
FMS uses the simplified wind model even if the pilot does not insert a cruise mean
wind. It sets the cruise mean wind to the default wind: 180°T/ 0 KT.
The pilot can consult and define the cruise mean wind on the CRUISE page.

with MEAN WIND information
Anytime, the pilot can display the CRUISE page on the MCDU by pressing the
PERF key on the MCDU keyboard.
The CRUISE page displays the mean wind (MEANWIND) defined for the cruise
phase to the destination airport (DEST, on the left side) and for the cruise phase to
the alternate airport (ALTN, on the right side) defined for FPLN.
The cruise mean wind is defined by its true direction and its speed.
The pilot can modify independently the wind true direction and the wind speed or
both simultaneously. For instance, enter 182 or 182/ to insert 182° T; enter /27 or to
insert 27KT. Wind data is displayed in large cyan font.
The CLR key has no effect on this field.
For FMS predictions accuracy improvement, the pilot can update the cruise mean
wind during the flight according with the wind met during the cruise flight.
MEAN WIND to the DEST is no longer used once the pilot inserts a wind profile.
P 16 000
50.4.1.2 PRECISE MODEL / MULTI WIND PROFILE
The precise wind model consists in defining the vertical wind profile along the whole
flight path with multi-wind insertion but with speed and mid and long-term
predictions more accurate than with the simplified model.
The precise wind model is activated and it replaces entirely the simplified wind
model once the pilot defines a wind profile at a FPLN waypoint. It remains activated
even if the pilot modifies the MEAN WIND value on the CRUISE page after
activation of the precise wind model.
The wind profile is applied only on the FPLN to the destination airport but it does not
replace the specific mean wind to the alternate airport.
The precise wind model authorizes the pilot various wind profiles insertions along
FPLN. The pilot can define a wind profile at any FPLN waypoints from the
departure airport to the last FPLN waypoint*. A wind profile is defined with
wind true directions and wind speeds up to four flight levels.
090°/ 10KT/FL250
100°/ 40 KT/FL200
FL
080°/ 30 KT/FL100
090°/ 20 KT/FL50
WIND SPEED
Example of wind profile with 4 flight levels
Winds defined at lowest and highest points of the wind profile are propagated
vertically, respectively to the ground and to the maximum operational ceiling.
A wind profile defined at a FPLN waypoint is automatically propagated along
the FPLN, even through a FPLN discontinuity to other waypoints until the end
of the FPLN* unless the wind profile meets a waypoint manually defined with
another wind profile.
* It excludes the last waypoint of the active approach (the MAPT) and non-
active waypoints (e.g. the non-active Missed Approach procedure
waypoints).
P 17 000
Wind profile propagation:

First wind profile inserted at a FPLN waypoint is propagated from first FPLN
waypoint to last FPLN waypoint.
Then, additional wind profiles inserted into the FPLN are propagated as follows:
- In the rear, from the waypoint defined with the new wind profile, if a wind profile
is defined at an upstream waypoint, otherwise until the first FPLN waypoint,
- Forward until the waypoint preceding a forward FPLN waypoint defined with
the new wind profile, otherwise until the last FPLN waypoint.
This figure illustrates propagation of two wind profiles.
WPT5
WPT4 FPLN
WPT3
- First insertion -
WPT2 Wind profile manually
defined at WPT4
WPT1
- Second insertion -
Wind profile manually
defined at WPT2
Example of wind profiles propagation along the FPLN
The pilot can consult and define a wind profile on the WIND page. As the pilot can
define a wind profile at any FPLN waypoint, each FPLN waypoint owns its WIND
page.
The pilot can define a wind profile like a vertical revision of FPLN.
- At Departure airport waypoint, pressing right LSK displays the WIND page at
the revised waypoint.
- At any other FPLN waypoints, pressing right LSK displays the VERT REV
page, then pressing LSK [L5] of prompt <WIND displays the WIND page at the
revised waypoint.
As any waypoint vertical revision, wind profile insertion opens TMPY and the MCDU
requires confirming manually execution of the profile insertion by pressing the EXEC
key on the MCDU keyboard.
P 18 000
1 2
MCDU – WIND page at the departure airport (LFBO)

with no wind profile defined
2
1
MCDU – WIND page for a FPLN waypoint (SECHE)

with a wind profile inserted through this page
1 2
MCDU – WIND page for a FPLN waypoint (TOU)

with a propagated wind profile which was inserted at a
forward waypoint (SECHE)
P 19 000
( 1 ) FROM - Ident of the revised FPLN waypoint or airport.

( 2 ) TO - Last FPLN waypoint, forwards in FPLN, where the wind profile ends.
- If the revised waypoint is the waypoint where the wind profile has been
inserted or it is beyond (forward) this waypoint, TO waypoint is the last
FPLN waypoint (excluding Missed approach procedure waypoints).
- If the revised waypoint is prior the waypoint where the wind profiles has
been inserted (reference waypoint), TO waypoint is this new reference
waypoint (considering that FPLN waypoints rearward TO waypoint do not
longer exist in FPLN). Press the LSK [R1] displays the WIND page of the
reference waypoint.
( 3 ) [ ]°/[ ]KT/FL[ ] - Entry line to insert every point of a wind profile.
A line is composed by the true wind direction, the wind speed and the related
flight level. For instance, enter 90/20/50 to insert 090°/ 20 KT/FL50. Pressing
LSK [R2] inserts the wind entered previously in the scratchpad.
MCDU – WIND page: Wind profile insertion

( 4 ) Wind profile definition area - It can contain up to four lines, including first line
used for insertion. The pilot can enter wind profile points in any order. At each
line insertion, FMS organizes lines in increasing order of altitudes upwards.
Each point of the wind profile is identified by its Flight level.
The pilot can modify a point of the wind profile by inserting the new wind at
the appropriate flight level.
The pilot can delete a line of the wind profile using CLR key of the MCDU.
On the WIND page, wind profile data which have been manually inserted are
displayed in large font (see WIND page at SECHE on previous page) while data of a
wind profile propagated to other waypoints are displayed in small font (see WIND
page at TOU on previous page).
Note: If the pilot deletes a FPLN waypoint where a wind profile has been inserted,
FMS transfers properties of this insertion to next FPLN waypoint as if the
wind profile was inserted at this waypoint.
P 20 000
50.4.1.3 WIND AT DESTINATION

The pilot can define the ground wind at the destination airport or at MAPT (if the
approach procedure is defined) by reporting the true wind direction, the wind speed
and the gust wind speed.
Wind at destination can be combined with the simplified and with the precise
models.
VAPP is computed taking into account this wind at destination.
The pilot inserts wind at destination through the field “GND WIND/GUST” on the
APPROACH page.
MCDU – APPROACH page

with wind at destination
The GND WIND/GUST default value is “360°/ 0/- -“, i.e. a null wind with no gust
entry.
The pilot can modify independently each parameter, two parameters or three
parameters of this field simultaneously.
For instance, enter 125 or 125/ to insert 125° ; en ter /10 or 125/10 to insert /10/ ;
enter //20 or /10/20 or 125/10/20 to insert 125/10/20KT.
Wind data displayed in large font indicate a manual insertion, otherwise they are
displayed in small.
The pilot can reset the GND WIND/GUST field using CLR key of the MCDU
keyboard.
P 21 000
Ground wind at destination is displayed at bottom of the MFD PERF page but
without displaying the wind gust.
125 10
MFD – PERF page – GND WIND AT DEST in APPROACH area

P 22 000
50.4.1.4 CURRENT WIND

Current wind faced by the aircraft is computed by active localization mode (BCP or
GPS) of the FMS.
Current wind direction and speed are displayed in the top left corner of ND and on
mini-ND (when displayed) of PFD navigation area.
1 2
ND
PFD navigation area in mini-ND format

P 23 000
( 1 ) Current wind speed and direction values computed by the active FMS
localization mode are completed below by the arrow which indicates the wind
direction in the same lateral plane and bearing reference that other navigation
data in the center of the ND screen. The arrow is normally green but it can be
displayed in cyan in case of degraded air data.
The current wind is displayed with current TAS and GS (Ground speed)
values.
( 2 ) Distance to go and arrival time predictions expressed for the TO waypoint

(displayed in the top right corner of the ND) are computed with the current
wind, contrary to predictions displayed at the MCDU which are computed in
accordance with the activated with model.
The pilot can read the current wind on the PROG 2/3 page on the MCDU.
MCDU – PROG 2/3 page with current WIND
( 3 ) Current wind direction and speed computed by the active FMS localization
mode.
Current wind computed by BCP and GPS modes are respectively displayed in the
BCP NAV page and in the GPS NAV page on the MCDU; further details in FCOM
P 24 000
50.4.2 ATMOSPHERIC PRESSURE AND TEMPERATURE

50.4.2.1 QNH
The pilot can insert the barometric pressure adjusted at mean sea level (QNH)
through the APPROACH page or the VNAV 2/2 page for flight operations below the
TRANSition altitude / level of departure and destination airports.
MCDU – PERF / APPROACH page with the QNH indication

Further details in chapter 4.01.30.2.2.8
MCDU – VNAV 2/2 page with the QNH indication

Further details in FCOM volume 4 chapter 4.01.30.2.2.12
When STD baro-setting is not selected, FMS uses the QNH value as reference to
compute the corrected barometric altitude that is displayed on the PFD altitude
scale.
The pilot can select the QNH value and its unit by rotating the dual BARO SET
selector of the ICP.
CAUTION
The pilot cannot enter the QNH value when the aircraft is below the transition
altitude in descent phase.
ADVISORY
It may be better to select the baro-setting value before approaching the TRANS
LEVEL because it may be awkward to set the baro-setting while its value is flashing.
P 25 000
50.4.2.2 TEMPERATURE
The pilot can manage temperature aspects in the VNAV 2/2 page: It concerns SAT
and temperature compensation function.
3 1
MCDU – VNAV 2/2 page with

temperature indications
∆ISA - Present SAT and ISA deviation (∆ISA) measured by the Air Data
( 1 ) SAT/∆
sensors linked to FMS.
( 2 ) SAT - The pilot can insert the Static Air temperature (SAT) at destination.
( 3 ) TEMP COMP
The pilot can access the Temperature compensation function through this field.
- It indicates if the function is ON or OFF; the active status is displayed in
large green font.
- Pressing LSK [L1] activates or deactivates the temperature compensation
function.
When the temperature compensation is activated:
- Altitude constraints values defined in the approach (including the missed
approach procedure) are corrected to take into account high ISA deviation.
The vertical flight path computed by the FMS is updated accordingly.
- Corrected altitude constraints values are underlined in MCDU pages.
- When FMS assesses the aircraft would miss an altitude constraint, the
constraint is displayed in amber on MCDU pages.
FMS displays the “ISA” reminder message on the MCDU when ∆ISA is equal
or lower than -15°, or when the temperature functio n is activated.
ADVISORY
In countries and airports where temperature compensation is required to
perform approach, the pilot must activate the TEMP COMP function when
temperature conditions are met.
Otherwise, the pilot may activate the TEMP COMP function when ∆ISA is
negative.
P 26 000
50.4.3 ICING
FMS can take into account the icing and non-icing atmospheric situations to
improve accuracy of the aircraft performances predictions:
- Optimum speed in every flight phase,
- Optimum flight levels for the one-engine out condition.
FMS informs the pilot when a performance prediction is computed for icing and/or
non-icing situations on the PERF pages on the MCDU and on the MFD.
TAKE OFF
1
MCDU – PERF / TAKE OFF page

( 1 ) For T/O performance predictions, only the pilot informs the FMS of the icing
situation for take-off through the VCP PERF page, from ground to V2. Beyond,
the detection system of ice accretion on the wing informs the FMS of this status.
FMS uses the ICING situation status to correct take off speeds V1, VR and V2
in function of the aircraft performance database. “ICING” label is displayed in
amber above T/O speeds.
On the EFCP, press the PERF key to display the MFD PERF page and the VCP
PERF page below.
VCP - PERF page

Use the MCP arrows below the MCDU to select the ICING CONDITIONS item and
press the ENT key on MCP to activate or deactivate this function.
CAUTION
The pilot should activate the ICING status when icing situation is present at Take off
through the VCP PERF page. The field is inhibited if the pilot has manually inserted
T/O speeds.
P 27 000
CAUTION
If the pilot selects the ICING condition after having already confirmed T/O data, the
pilot should confirm again T/O data on the MFD PERF page to really applied the
new ICING condition.
CRUISE

with the ICING indication
(2 ) Time and fuel predictions computed by the FMS along the FPLN and up to the
ALTN are updated when the ice protection system of the aircraft detects ice
accretion on the wing; further details in FCOM volume 1 chapter 1.13.10. FMS
does not specially inform the pilot of these corrections.
( 3 ) FMS computes always computes the One engine out (1EO) ceilings in
NORMAL (left/green) and ICING (right/amber) conditions (if the pilot has
inserted the aircraft weights).
APPROACH
MCDU – PERF / APPROACH page

with the ICING indications
(4 ) FMS uses the ICING situation status provided by the detection system of ice
accretion on the wing to correct approach speeds VMHB and VAPP. In that
situation, the label ICING is displayed in amber above the approach speeds.
P 28 000
5
5
MFD – PERF page

with ICING indications
( 5 ) FMS computes simultaneously approach speeds VHMB and VAPP in both

conditions NORMAL and ICING.
( 6 ) FMS computes simultaneously VMLB0 speed in both conditions NORMAL and

ICING.
On the PFD speed scale, speed limit symbols are displayed:

- Amber for ICING parameters
- White for NORMAL parameters
( 7 ) Label “ICING” is displayed in amber when FMS has computed the Take off
speed with the ICING situation.
P1 000
F.C.O.M TMPY PERFORMANCES JUN 13
Considering functional links between FPLN and TMPY, all FPLN performances
parameters and predictions are automatically applied on TMPY when it is open.
Performances parameters displayed on TMPY pages follow same principles that

ones in FPLN pages (further details in FCOM volume 4 chapter 4.01.30.2.2.6)
except that TMPY performance data are displayed in yellow.
P1 000
F.C.O.M SEC PERFORMANCES JUN 13
Considering links between FPLN and SEC, this chapter deals with SEC insertion
and modification of the aircraft performances related to SEC as long as the SEC is
not activated. Otherwise, refer to FPLN performances chapter.
70.1 INITIALIZATION AND REVISIONS

The pilot can initialize SEC performance parameters in the SEC PERF page on the
MCDU.
MCDU – SEC PERF page

P2 000
The pilot can display the SEC INIT page as shown in FCOM volume 4 chapter
4.02.40.1. Purpose of this part consists in SEC performances parameters entry; the
way to display the SEC INIT page has no effect on following description.
The pilot can display the SEC PERF page by pressing the LSK [R5] of the prompt
SEC PERF> on the SEC INIT page.
7
8
6
4 5
3
2
1
MCDU – SEC PERF page
The SEC PERF page is divided in three parts for three main flight phases:
- T/O for Take Off parameters,
- APP for Approach parameters,
- CRZ for cruise parameters.
( 1 ) ZFW is the Zero Fuel Weight value expected at T/O for SEC. At ZFW insertion
for FPLN, the same value is displayed on the SEC PERF page. The pilot can
modify this value as required.
( 2 ) FOB is the Fuel Onboard value expected at T/O for SEC. At FOB insertion for
FPLN, the same value is displayed on the SEC PERF page. The pilot can
( 3 ) TRANS ALT is the transition altitude selected by FMS according with

destination airport defined in the SEC. The pilot can modify this value as
required.
( 4 ) QNH is the barometric pressure adjusted at mean sea level for destination
airport defined in the SEC. At QNH insertion for FPLN, the same value is
displayed on the SEC PERF page. The pilot can modify this value as required.
( 5 ) GND WIND is the wind true direction and the wind speed for the SEC
destination airport. FMS sets this field to 360°/0k t by default but the pilot can
modify this value as required for destination airport defined in the SEC.
Note: Contrary to the ground wind considered for destination airport of FPLN,
the SEC PERF does not allow insertion of the wind gust speed.
P3 000
(6) CRZ ALT is the cruise altitude planned for SEC. At CRZ ALT insertion for
FPLN, the same value is displayed on the SEC PERF page. The pilot can
Note: The authorized of the CRZ ALT range for SEC depends on weights
defined for the FPLN and not ones defined for the SEC.
(7) CRZ MODE is the cruise speed mode (LONG RANGE, MAX CRUISE or
an IAS value manually inserted) planned for the SEC; further details in
FCOM volume 4 chapter 4.02.50.3.2. CRZ MODE setting is identical on
FPLN and SEC unless the pilot modifies the CRZ MODE selection for
SEC.
( 8 ) MEANWIND is the cruise mean wind considered for SEC. At MEANWIND

insertion for FPLN, the same value is displayed on the SEC PERF page;
further details in FCOM volume 4 chapter 4.02.50.3.2. The pilot can modify this
value as required.
The pilot can define a multi wind profile by revising the SEC. Like for FPLN
insertion of a wind profile in SEC cancels use of the cruise mean wind for SEC
predictions computation.
The MCDU displays a scratchpad message if the manual entry is out of the
authorized range or in a wrong format.
CLR key has no effect on all SEC PERF parameters.
CAUTION
As detailed in above lines, FMS transfers at every change most of the
values/settings inserted/selected for the FPLN to the SEC PERF page.
For the concerned parameters, settings selected specially for the SEC PERF would
be replaced by ones of the FPLN if these FPLN performances parameters are
modified after the SEC performances parameters.
DISPLAY
Settings selected by FMS are displayed in small cyan font while settings manually
inserted are displayed in large cyan font.
The MCDU does not display the parts (CRZ, APP, T/O) that have been already
completed during the present flight.
P4 000
70.2 SEC PERF CANCELLATION

All aircraft performance parameters related to SEC are deleted with the SEC
cancellation.
70.3 SEC PERF ACTIVATION

SEC activation resets former FPLN performances parameters and all aircraft
performance parameters inserted on the SEC PERF page are transferred to
appropriate FPLN performance parameters (Like SEC is transferred to FPLN).
CAUTION
SEC PERF page does not contain all performances parameters set for FPLN (for
instance: T/O CG, Wind gust speed …). The pilot may have to check all
performances parameters for the new FPLN (coming from SEC).
P1 000
F.C.O.M NAVIGATION MANAGEMENT JUN 13
80.1 NAVIGATION SOURCE

The NAV SOURCE selector knob on the FGCP allows the pilot to select source of
navigation data which are displayed on ND/PFD, independently on the CAPT side
and the F/O side: FM1 (i.e. FMS1), V/ILS1 (i.e. VOR1/ILS1), V/ILS2 (i.e.
VOR2/ILS2), FM2 (i.e. FMS2) with related sensors.
1 2
FGCP with NAV SOURCE selector knobs
( 1 ) NAV SOURCE selector knob for selection of navigation data display on ND

and PFD on the CAPTAIN side.
( 2 ) NAV SOURCE selector knob for selection of navigation data display on ND

and PFD on the FIRST OFFICER side.
ADVISORY
In normal use, it is recommended to select the on-side navigation source: FM1 or
V/ILS1 on CAPT side, FM2 or V/ILS2 on F/O side.
By extension, the pilot can couple the AFCS with one of the four different navigation
sources for guidance purpose.
P2 000
80.2 LOCALIZATION
A main function of FMS consists in providing the most accurate aircraft localization
based on a multi-sensors localization from all selected and available on-board
sensors.
80.2.1 OPERATIONAL RANGE

FMS provides by default localization in the WGS 84 geodetic datum model that is
guaranteed in ranges 180° West / 180° East and 89° North / 89° South. The pilot
can select another geodetic datum model among ones proposed by FMS; further
80.2.2 MULTI-SENSORS CONFIGURATIONS

Basic sensors:
- FMS1 uses GPS1, VOR1 and VOR2, DME1, ADC1 and AHRS1,
- FMS2 uses GPS1, VOR1 and VOR2, DME1, ADC2 and AHRS2.
Optional sensors:
- FMS 1 and 2 switch automatically to DME2 only when DME1 is not valid,
- FMS 1 and 2 use only the on-side GPS (respectively GPS1 and GPS2 if GPS2
is installed). When a GPS is not valid, the on-side FMS switches to the opposite
GPS.
These default configurations vary depending on equipments installation, sensors
and systems failure or de-activation and systems reversion configurations.
Status of the multi-sensors configuration determines the source of various data
displayed on CAPT. and F/O sides, assuming FMS is the navigation source.
GPS provides an accurate position for long and short-range navigation but it can be
affected by lack of satellites coverage or temporary interruption.
FMS uses radio navigation aids and beacons to compute a position for short-range
navigation with an accuracy that depends on the type of NAVAIDS and their position
relative to the aircraft.
80.2.3 FMS POSITION FIXING MODE

A FMS computes its FMS position using one of two following position fixing modes:
- BCP (Best Computed Position)
BCP is the smart mode that computes the most accurate FMS position with a
mix of all navigation sensors available onboard: GPS, VOR, DME, ADC and
AHRS. The BCP mode with all available sensors are selected by default after a
FMS cold start.
- GPS
This mode provides directly GPS coordinates.
P3 000
FMS computes simultaneously BCP position and GPS position. FMS (in auto-
tuning) or the pilot (in manual tuning or through other selections) selects the active
position fixing mode that provides the reference position for the concerned FMS;
each FMS computes its reference position independently with its sensors; further
Note: FMS displays a MCDU message when a significant discrepancy occurs
between positions of both FMS.
For navigation operations purpose, FMS position may be assumed to be the aircraft
position.
80.2.4 FMS LOCALIZATION MODE

Knowing BCP mode uses a multi-sensors configuration, FMS computes
continuously the localization mode that reflects which sensor(s) provide(s) the major
contribution to the active position fixing mode. The list of localization modes
presented below is provided in order of decreasing accuracy:
Nominal localization modes
- GPS of BCP (in green)
- GPS of GPS (in cyan); it is the only localization mode of the GPS position fixing
mode.
- R/NAV modes:
● DME-DME (D-D)
● VOR-DME (V-D): colour is changing according with compliancy for P-RNAV
operations.
● VOR-VOR (V-V)
Note: FMS selects the RNAV mode according to various criteria such as
distance, figure of merit, geometry are taken into account for radio
NAVAIDS selection.
Back-up localization mode
- Dead Reckoning (D-R)
This is the most degraded BCP mode which is automatically used when Ground
Speed and aircraft position are no longer available. D-R mode uses only air data
from dual Air Data Computer (ADC) and dual Attitude and Heading Reference
System (AHRS). Wind data are no longer computed in this mode.
Note: In D-R positioning mode, insertion of the wind when it is changing can
avoid quick drift of the BCP performance.
Type and color of the active localization mode provide useful information for
navigation operations (localization performance, RNP, P-RNAV …).
P4 000
80.2.5 CONTROLS
The pilot can consult and modify the active FMS position fixing mode and by
extension, the active localization mode through the PROG 3/3 page on the MCDU.
Use the PROG key on the MCDU keyboard to display the PROG 3/3 page.
4
( 1 ) Position and EPE computed by BCP localization mode (selected by default at

FMS start). Prompt <BCP allows displaying further information related to BCP
mode and selecting this mode.
( 2 ) Position and EPE computed by the GPS localization mode. Prompt <GPS
allows displaying further information related to GPS mode and selecting this
mode.
8
10
9 7
P5 000
( 1 ) / ( 2 ) Position fixing modes

The MCDU displays FMS position fixing mode and related data:
- Green for the active localization mode: Latitude and longitude coordinates
(in degrees and minutes up to hundredth of minutes) and the Estimated
Position Error (EPE) computed by the active localization mode.
- Cyan for the standby FMS localization mode: Relative position (bearing and
ground distance from the FMS position) and the EPE of the standby FMS
localization mode.
( 3 ) The bottom line displays relative position (bearing and ground distance) of the
FMS connected on the opposite MCDU by comparison with position of the
FMS connected to the MCDU.
( 4 ) Ident of the active localization mode and value of its EPE (both continuously
computed by the FMS) are displayed on every FMS page in top right corner of
the MCDU screen.
Ident of the localization mode can be:
- GPS, in green for BCP, in cyan for GPS position fixing mode)
- D-D (DME-DME) in green
- V-D (VOR-DME) in green when this mode is compliant with P-RNAV,
otherwise in amber
- V-V (VOR-VOR) in amber
- D-R (Dead Reckoning) in amber.
The active localization mode is also display on the ND with a wording slightly
different. Further details in FCOM volume 4 chapter 4.03.20.1.
On BCP NAV page

( 5 ) Navigation data computed by the BCP mode for the present aircraft situation:
Latitude and longitude coordinates, Estimated Position Error EPE, aircraft track
TK (in this situation, “M” in the top left corner of the MCDU screen means
Magnetic), ground speed and wind true direction and wind speed.
Note: Wind and ground speed values are not computed in D-R mode; indeed,
FMS gets not enough data to compute these parameters in such
situation.
P6 000
( 6 ) GPS and R/NAV present selection:

- Pressing LSK [R4] shifts the GPS participation in BCP computations
between status YES and NO.
- Pressing LSK [R5] shifts the R/NAV participation in BCP computations
between status YES and NO. The R/NAV gathers VOR and DME data.
After a long FMS power interruption, FMS selects all sensors.
On GPS NAV page

( 7 ) SELECT< is only displayed on the page of the active position fixing mode.
( 8 ) Navigation data computed by the GPS mode (i.e. directly provided by the
GPS receiver) for present aircraft situation. In addition of data also displayed
for the BCP mode, the GPS NAV page displays the GPS altitude (depending
on the geodetic reference datum selected in the UNITS page), the GPS
Horizontal Integrity HIL and the GPS Horizontal Dilution of Precision HDOP.
Further details concerning the EPE, HIL and HDOP in FCOM volume 4
chapter 4.02.100.5.
( 9 ) SOURCE / MODE reports GPS internal information related to the present

GPS operation.
( 10 ) PRAIM> - Pressing LSK [R5] displays the PRAIM 1/2 page. Further details in
ADVISORY
It is recommended to maintain the BCP position fixing mode with all available
sensors onboard activated.
The pilot can activate the standby position fixing mode first by displaying the MCDU
page of the expected mode then by pressing the LSK [R6]. The prompt SELECT< is
displayed in front of the LSK when the mode is not activated.
Note: Displaying the BCP NAV or the GPS NAV page and pressing LSK [L6] on the
prompt <RETURN does not modify the current localization mode selection.
The MCDU displays the page previously displayed.
P7 000
80.2.6 DISPLAY
Aircraft position displayed on the MCDU and the ND are given in degrees and
minutes up to hundredth of minutes.
80.2.6.1 ND
MFD
GPS1 N 44° 38.28

E 001° 09.53 3
MFD
1
P8 000
( 1 ) Aircraft mock-up indicates the aircraft position in the map.

( 2 ) When at least one FMS is operating, the ND displays the active FMS
localization mode: GPS, NAV DME, NAV VOR/DME, NAV VOR/VOR, NAV
DR. Labels are slightly different that ones displayed on the MCDU.
Note: FMS can replace display of the FMS localization mode by messages
with higher priority into this field; further details in chapter 4.02.80.3.1.
( 3 ) When both FMS are not available, current GPS latitude / longitude
coordinates are displayed instead of those FMS information.
( 4 ) When both FMS are not available, the ND displays which GPS displays the
coordinates at the right of this field.
Further details on the ND in FCOM volume 4 chapter 4.01.30.1.4.1.
80.2.6.2 MCDU
Main source
As a reminder the FMS position fixing modes and related FMS positions are
displayed on the PROG 3/3 page and its two sub-pages BCP NAV and GPS NAV.
MCDU – PROG 3/3 page with BCP & GPS positions
Secondary sources
The MCDU displays the present FMS position in following FMS pages:
- LTRL REV at PPOS (called from the last sequenced FPLN waypoint); further
details in FCOM volume 4 chapter 4.02.20.3.3.1 (case 5),
- POS INIT page; further details in FCOM volume 4 chapter 4.02.10.3,
- MARK page which actually displays the FMS position when the pilot presses the
MRK key on the MCDU keyboard. Further details in FCOM volume 4 chapter
4.01.30.4.8.
P9 000
80.3 LATERAL NAVIGATION

Insertion of the FPLN and determination of the aircraft position allows FMS
providing the pilot with its navigation capacity.
FMS displays relevant lateral navigation information on various screens in the
cockpit: the MCDU, the ND and the PFD.
80.3.1 ND and PFD / NAVIGATION AREA
6 7
5
8
MFD
4
2
OFST 9
L 0.3
R 0.1 NM
1 10

5
15
14
13 7
12
11
Further details related to the PFD in FCOM volume 4 chapter 4.01.10.4.1.6.

P 10 000
( 1 ) NAVAID display reminder: It indicates that a maximum of 15 nearest

NAVAIDS are displayed on the ND. The pilot activates this function in the
NAV / ND OVLY page on the VCP; further details in FCOM volume 4 chapter
4.01.30.1.4.2.
( 2 ) OFFSET activation announciator: The label OFST, the Offset side (L or R)
and current horizontal cross track distance from the FPLN are displayed when
the OFFSET function is activated.
( 3 ) Active FPLN leg leading to the active TO waypoint: It is displayed in magenta
like in the FMS page on the MCDU.
( 4 ) Lateral illustration of FPLN legs (top view); Like in the FMS page on the
MCDU, non active FPLN legs are displayed in green, active FPLN leg is
displayed in magenta non active Missed approach legs are displayed in cyan.
( 5 ) Track angle bug, i.e. the present aircraft trajectory direction, is a magenta
diamond displayed at the appropriate position on the heading dial.
( 6 ) True Air Speed (TAS), Ground Speed (GS) and wind indications (magnetic
direction value, speed value and magnetic wind direction arrow in the same
horizontal plane that the FPLN on the map area)
( 7 ) Active TO waypoint information: waypoint identification code, bearing and
ground distance from the present aircraft position to the TO waypoint.
Time of arrival (in MIN:SEC) to the TO waypoint is displayed only in the ND.
These predictions are computed with the present measured wind; they may
be not exactly the same predictions that ones on the MCDU which are
computed with the defined wind model.
( 8 ) FMS messages: localization mode, abnormal localization, FMS independent …
Note: In normal operating, the FMS localization mode is displayed by default.
( 9 ) FMS horizontal cross track distance XTK, i.e. aircraft lateral track deviation
from the FMS active flight path: L or R side followed by the distance
( 10 ) AIRPORT display reminder: It indicates that a maximum of 15 nearest airports
are displayed on the ND. The pilot activates this function in the NAV / ND
OVLY page on the VCP.
( 11 ) FMS arrow pointer oriented to the TO waypoint
( 12 ) FMS messages:
- Green label TERM or APPR indicates when respectively the flight area
Terminal or Approach is computed for navigation in specific flight areas.
- Amber label MSG indicates that a new message is displayed in the MSG
page on the MCDU that may require pilot’s attention.
- Green label OFST indicates that the lateral OFFSET function is activated.
( 13 ) FMS lateral deviation pointer on its scale: XTK. Further details in FCOM
( 14 ) FROM / TO pointer
( 15 ) The on-side navigation source indicator: It indicates which system displays
navigation information on the on-side ND and PFD.
P 11 000
80.3.2 PFD / ADI
( 1 ) NAVIGATION / GUIDANCE: CDI

● Vertical CDI source: magenta “V” for FMS with LNAV mode.
● Lateral CDI pointer (magenta)
● Lateral CDI scale (white)
Note:
○ When navigation source is V/ILS, deviation pointers for ILS are cyan
diamonds with deviation scales sensitivities for ILS operations.
( 2 ) Ground speed (GS) and present wind

P 12 000
80.3.3 MCDU
The pilot can monitor FPLN and lateral navigation parameters through following
MCDU pages:
- PROG 1/3 and PROG 2/3 pages.
General description of PROG 1/3 and PROG 2/3 pages in FCOM volume 4
chapter 4.01.30.2.2.10.
- FPLN pages; same type of data that ones presented in item 1 on the PROG1/3
page (described below), except that they are given for the whole FPLN.
General description of FPLN pages in FCOM volume 4 chapter 4.01.30.2.2.6,
PROG 1/3 page

1
( 1 ) Upper part / FPLN pages in ETA/SPD/ALT format resumed to FROM, TO and

NEXT waypoints.
Bearings and ground distances of FPLN legs are displayed in small white font.
( 2 ) The lower part / vertical indications and predictions

Ground distance along FPLN from the present aircraft position up to the
P 13 000
PROG 2/3 page
1
4
3
5
( 1 ) TO WAYPOINT INFORMATION
TO waypoint ident, Desired Track (DTK) defined by present wind and the
active leg which leads to the TO waypoint, bearing (BRG) and ground distance
(DIST) between present aircraft position and the TO waypoint.
( 2 ) BASIC NAVIGATION PARAMETERS

Present aircraft track (TK, in the reference indicated in the top left corner of the
MCDU screen) and present ground speed (GS) in kt.
( 3 ) NAVIGATION ERROR
Present aircraft drift (with side and angle of drift), XTK and TKE.
( 4 ) CURRENT WIND
Current wind, computed by the active FMS localization mode.
( 5 ) OFFSET
Lateral OFFSET distance equals the cross track distance between the aircraft
and the active FPLN leg when the OFFSET function is activated.. It is null
when OFFSET function is not activated.
P 14 000
80.4 VERTICAL NAVIGATION
FMS computes a vertical flight path depending on FPLN (departure and arrival
procedures; cruise altitude; altitude, speed, time and FPA constraints) and aircraft
performance entries (manual insertions and models).
FMS divides this flight path in six FMS flight phases: GROUND, TAKE OFF, CLIMB,
DESCENT, APPROACH and GO AROUND.
FMS flight phases allow displaying vertical predictions along the whole flight path at
the most appropriate time during the flight.
The active FMS flight phase is not displayed in cockpit.

P 15 000
80.4.1 PFD / ADI
1 7
( 1 ) NAVIGATION / GUIDANCE: CDI

● Vertical CDI source: magenta “V” for FMS with LNAV mode.
● Vertical CDI pointer (magenta)
● Vertical CDI scale (white)
Notes:
○ This FMS version provides only vertical guidance advisory.
diamonds with deviation scales sensitivities for ILS operations.
FMS IAS TARGET, when AUTO SPD TGT is activated on ICP

( 2 ) Digital value (in magenta)
( 3 ) M-shape Bug (in magenta)
IAS LIMITS
( 4 ) Band of maximum speed limits in current aircraft configuration:
MMO, VMO, VFE, VLE
( 5 ) Band of minimum speed limits in current aircraft configuration:
VMIN OPS, Vshaker, Vpusher
P 16 000
OTHER
( 6 ) Landing elevation brown band;
( 7 ) Reference pressure altitude STD or QNH value
80.4.1 ND / Mini-ND
This symbol is displayed along the FPLN at position where FMS predicts
the arrival of the aircraft.
ALT SEL intercept: Predictive intersection between the selected altitude
path along the FPLN path and the aircraft vertical path.
For instance, in case of an early descent (left: vertical view, right: lateral view).
PROFILE
intercept
ALT SEL
ALT SEL
intercept
Altitude constraint value and “STEP” which are defined at FPLN waypoint are
displayed below the waypoint ident when this waypoint is displayed on the map.
Further details in FCOM volume 4 chapters 4.02.100.3.2 and 4.02.100.3.3.

P 17 000
80.4.3 MCDU
The pilot can monitor FPLN and related vertical navigation parameters through
following interfaces:
- The MCDU VNAV 1/2 page,
- The MCDU PROG 1/3 and PROG 2/3 pages,
- FPLN pages; same type of data that ones presented in item 1 on the PROG1/3
page (described below), except that they are given for the whole FPLN.
General description of FPLN pages in FCOM volume 4 chapter 4.01.30.2.2.6.
P 18 000
VNAV 1/2 page

1 4
2
5
6
7
3
( 1 ) Next altitude or level interception point (↓AAAAA or ↑AAAAAA) with its ETA.
This field is described in FCOM volume 4 chapter 4.02.100.3.2.
( 2 ) Vertical altitude STEP indication (maximum two STEPS per flight) with their ETA
( 3 ) CRZ ALT is the selected cruise altitude for predictions and target speed
computation. The pilot can modify CRZ ALT before TOC by entering an altitude
(in ft) or a flight level (e.g. “FL220”) then pressing LSK [L5].
( 4 ) FMS ALT SEL is the present altitude selected by the pilot through the ALT SEL
( 5 ) TGT IAS is the Managed speed, i.e. the IAS target computed by the FMS.
( 6 ) “TGT VS” refers actually to the difference between current V/S and FMS target
V/S computed to follow the FMS vertical profile.
It is computed in cruise if the aircraft altitude exceeds 300ft of difference with
the FMS cruise altitude and it is computed in descent phase (after TOD).
CRUISE
VDEV < 0
VDEV > 0
Further details related to VNAV 1/2 page in FCOM volume 4 chapter 4.01.30.2.2.12.
P 19 000
PROG 1/3 page

1
( 1 ) Upper part / FPLN pages in ETA/SPD/ALT format resumed to FROM, TO and

NEXT waypoints.
STEP, altitude and speed constraints are displayed green when it is predicted
to be respect, otherwise amber.
( 2 ) The lower part / vertical indications and predictions
Next vertical pseudo-waypoint indications:
- Ident, refers to the type of the next altitude or level interception: TOC and
other transition altitudes (expressed as ↓AAAAA or ↑AAAAA) and TOD.
- Related predictions: ETA and ground distance from the present A/C
position to this point.
PROG 2/3 page
( 3 ) TGT/IAS
TGT is the managed speed, i.e. the IAS target speed computed by the FMS; it
is displayed independently of the TGT SPD AUTO/MAN activation.
IAS is the present aircraft IAS.
Further details related to PROG pages in FCOM volume 4 chapter 4.01.30.2.2.10.

P 20 000
80.5 VHF NAVAIDS MANAGEMENT
The aircraft navigation system allows managing three types of VHF NAVAIDS: VOR
/ DME, ILS and ADF.
Basically the pilot can display information related to every VHF NAVAIDS in low
corners of ND and PFD navigation area by pressing the BRG1 and BRG2
pushbuttons in the NAV part on the on-side EFCP.
This chapter deals only with VOR and DME tuning for which FMS plays a role.
Through the BCP position fixing mode, the FMS uses R/NAV navigation means to
compute the best FMS position through VHF sensors connected to the FMS (further
details in FCOM volume 4 chapter 4.02.80.2).
For this purpose, FMS brings its FMS navigation databases and its computation
capacity to help the aircraft navigation system and the pilot in management of VOR
and DME VHF radio navigation aids (VHF NAVAIDS).
FMS manages following VHF NAVAIDS frequency ranges in MHz with 50 kHz
spacing:
- For VOR: 108.00 to 117.95,
- For DME: 108.00 to 117.95, 133.30 to 134.25 and 134.40 to 135.95
Note: The aircraft navigation system allows managing pairs of VOR
and DME channels simultaneously.
At level of pilot/cockpit interfaces, VOR / DME are managed
through VHF frequencies on NAV channels as provided by
published navigation charts.
When a VHF frequency is tuned on a NAV channel, the
aircraft navigation system tunes the selected VHF frequency
(usually for VOR) and the associated UHF frequency (usually
for DME).
80.5.1 NAV FREQUENCIES CHANNELS

A VOR system operates with one VHF frequency channel at once while a DME
system operates with three frequencies, so three channels, during a VOR operating
cycle. At the same time, the aircraft navigation system manages two VOR channels
(one per VOR system) and three DME channels (if installed, the second DME is a
back-up system).
According to this basis, the aircraft navigation system manages mainly VHF
NAVAIDS through three navigation channels. One NAV channel is divided in two
components: a VOR bearing and a DME slant distance.
P 21 000
- NAV1 and NAV2 channels, i.e. respectively VOR1 channel with DME channel
1 and VOR2 channel with DME channel 2, can be managed either
automatically by the FMS auto-tuning or manually by the pilot.
NAV1 and NAV2 frequencies can be managed individually (frequencies tuning
and auto/manual tuning selection) but NAV1 and NAV2 frequencies are
identical on both side of the cockpit; a change of NAV frequency on a side is
shared to the other side.
- NAV3 channel, i.e. DME channel 3 is always and automatically tuned only by
FMS to ensure tuning and availability of at least one VHF NAVAIDS DME (or at
least the DME component of a VOR/DME beacon) to provide a minimum (then
reduced) R/NAV capacity to FMS if NAV1 and NAV2 channels are not correctly
managed by the pilot.
NAV3 channel is tuned by the master* FMS.
* Further details in FCOM volume 4 chapter 4.01.20.4.
Note: Depending on the VHF NAVAIDS available around the aircraft (in terms of
type and range) and ones manually deselected through the MCDU, the
same frequency can be tuned on several NAV channels.
As far as possible, the FMS auto-tuning function on NAV3 channel and on
NAV1 and NAV2 channels (when they are auto-tuned) selects VHF
NAVAIDS among all accessible that allow computing the best R/NAV
position.
Each FMS identifies VHF NAVAIDS tuned on three NAV channels through the FMS
databases to compute the best R/NAV position with a mix of all tuned VHF
NAVAIDS. Further details in FCOM volume 4 chapter 4.02.80.2.4.
80.5.2 AUTO / MANUAL TUNING

When a FMS is selected as navigation source, the aircraft navigation system allows
selecting the automatic tuning of the VOR / DME frequencies or their manual tuning.
Activation of the auto/manual tuning mode can be performed independently on
NAV1 and NAV2 channels but the selection is applied on both cockpit sides.
ADVISORY
It is recommended to keep the auto-tuning activated on both NAV 1/2 channels as
long as possible, except when a manual tuning is required (ILS approaches …).
Note: The AUTO/MANUAL tuning mode is linked to use of the FMS as navigation
source. Auto-tuning function is inhibited with the V/ILS navigation source: For
instance, ILS frequencies selection is performed manually.
P 22 000
AUTO TUNING
Auto-tuning mode is automatically selected by default at FMS power up. It is
performed by FMS through RMS. Only the active/master FMS selects VHF
frequencies when the auto-tuning is activated. As a reminder, the active/master
FMS is selected manually through selections on the NAV SOURCE selector knob
and the CPL pushbutton on the FGCP.
When the auto-tuning is activated on a NAV channel, FMS searches within the FMS
databases the best suited NAVAIDS among the nearest VHF NAVAIDS according
to FPLN and reception criteria (geometry, signal power …). Then, FMS identifies
NAVAID of the received signal.
Note: Whatever the auto/manual tuning setting on NAV1 / NAV2 channels, FMS
tunes automatically NAV3 channel to provide a minimum (so reduced)
R/NAV capacity to FMS if NAV1 and NAV2 channels are not correctly
managed by the pilot.
CAUTION
VHF NAVAIDS auto-tuning function does not select ILS transmitters when
approaching the destination airport. If the pilot does not want to operate a RNAV
approach with FMS, the pilot must manually select the V/ILS NAV SOURCE and the
required ILS (or other) frequencies.
CAUTION
FMS can deactivate the auto-tuning function if feedback data do not correspond to
tuned NAVAIDS. This discrepancy may be transient or temporary. In this case, the
pilot can try to re-activate the auto-tuning later.
The pilot can re-activate the auto-tuning on NAV1 or NAV2 channel by selecting the
AUTO mode in the NAV VOR/ILS page on VCP, in the FMS “NAV FRQ” page on
MCDU or on dedicated RMS page on MCDU.
MANUAL TUNING
Manual tuning mode is activated on NAV1 or NAV2 channel when the auto-tuning
mode is interrupted, automatically by FMS (c.f. caution above) or manually by
selecting manually a frequency in the NAV / VOR/ILS page on the VCP via the MCP
or the RMP, or by selecting the MAN mode in the NAV FRQ page on the MCDU.
The manual tuning shall be entirely managed by the pilot until the pilot re-activates
the auto-tuning.
ADVISORY
If the pilot has to operate in manual tuning, the pilot shall continuously tune the
appropriate VHF NAVAIDS around the aircraft on NAV1 and NAV2 channels to
ensure navigation accuracy level required in the airspace. The pilot can use the
display on the ND of the nearest NAVAIDS in the NAV / ND OVLY page of the VCP.
P 23 000
80.5.3 VHF NAVAIDS DESELECTION

Manual de-selection
The pilot can inhibit up to 10 VHF NAVAIDS that have been declared unserviceable
by NOTAM. In dual FMS operation, the VHF NAVAIDS de-selection is applied on
both FMS.
Later, the pilot can re-select these VHF NAVAIDS through the NAV FRQ page on
the MCDU.
Deselected VHF NAVAIDS are automatically re-selected after a FMS power up.
Automatic de-selection
The pilot can create VHF NAVAIDS that are not stored in the FMS databases
through the NEW DATA page on the MCDU. Further details in FCOM volume 4
chapter 4.02.110.4.3.2.
VHF NAVAIDS defined in the PILOT database are automatically deselected and
cannot be auto-tuned by FMS.
80.5.4 DISPLAY AND CONTROL

In dual FMS operation, any modification of the NAV channels settings
(active/standby frequencies, AUTO/MANUAL tuning, DME HOLD activation) is
automatically applied to both FMS and so to VCP NAV VOR/ILS pages in both
sides.
The pilot can manage VHF NAVAIDS mainly through the VOR/ILS page on VCP,
but also on ND and PFD navigation area. The NAV FRQ page on MCDU provides
additional information notably to help the pilot in manual tuning.
The pilot can access VHF frequencies in the dedicated RMS page on the MCDU.
Access to pages
Display the NAV / VOR/ILS page on the VCP: Pressing the NAV key on MCP
displays the VOR/ILS page. Otherwise, press the NAV key until display of the
required NAV page.
Note: Do not confuse the COM / VHF page with the NAV / VOR/ILS page.
Display the NAV FRQ page on the MCDU: Pressing the DATA key on MCDU
displays the DATA MENU page; then pressing LSK [R3] of the prompt NAV FRQ>
displays the NAV FRQ page on MCDU.
P 24 000
2 1 3 4 6 1 2 5 7
VCP - NAV / VOR/ILS page MCDU - DATA / NAV FREQ page
( 1 ) ( 2 ) Active frequencies (in MHz) on NAV1-V/ILS1 and NAV2-V/ILS2 channels

actually used by the aircraft navigation system.
On the line below, VCP indicates the AUTO tuning and DME HOLD status
and it allows activating or deactivating these functions by using MCP
keyboard.
( 3 ) ( 4 ) Standby (STBY) frequencies (in MHz) on NAV1-V/ILS1 and NAV2-V/ILS2

channels that the navigation system does not use. The pilot can enter
VHF frequencies on both STBY channels to anticipate their use and
activation later without modifying neither AUTO/MANUAL tuning selection
nor DME HOLD selection of the active NAV channels.
( 5 ) NAV3 channel auto-tuned by FMS. No pilot action is allowed on this channel.
( 6 ) <NEAREST - In the NAV FREQ page on MCDU, pressing LSK [L6] of the
prompt <NEAREST displays the list of 20 nearest VHF NAVAIDS and the list of
20 nearest NDB NAVAIDS on dedicated pages. These pages provide main
information about these NAVAIDS: ident, type (V, D, VD, T, ID …) for VHF
NAVAIDS, frequency (in MHz), bearing and ground distance from the present
aircraft position.
( 7 ) DESELECT> - In the NAV FREQ page on the MCDU, pressing LSK [R6] of the
prompt DESELECT> displays the list of NAVAIDS defined in the FMS
databases and allows the pilot to deselect and reselect up to 10 NAVAIDS.
De-selection: Enter ident of NAVAIDS to deselect and press the LSK in front of
the empty field between brackets [ ]. In case of multiple possibilities, the
MCDU displays characteristics of all NAVAIDS with the same ident.
Re-selection: Use CLR key on the de-selected NAVAIDS to re-select it.
P 25 000
VHF NAVAID entry

On the VCP page: Insert a frequency with the MCP by selecting the numeric
window then entering the frequency (in MHz).
On the MCDU page: Enter a frequency (in MHz) or ident of a VHF NAVAID then
press left LSK [L1] or [L3] in front of the concerned NAV channel.
AUTO/MAN TUNING status and selection

On the VCP page: Display of the symbol √ in the square near AUTO indicates that
the auto-tuning function is activated, otherwise the manual tuning is activated.
Use the MCP to move the VCP pointer on the square of a NAV channel and activate
or not the AUTO tuning by pressing the ENT key on the MCP.
On the MCDU page: Label AUTO or MAN displayed in large green font on the right
side of NAV1 and NAV2 lines indicate the activated tuning mode, otherwise label is
displayed in small cyan font.
Pressing right LSK in front of the AUTO/MAN label modifies the active tuning mode.
ACTIVE / STBY frequencies swapping

On the VCP page: Select the dual arrow icon on the VCP page with the MCP
arrows then press the ENT key to swap the ACTIVE and STBY frequencies.
80.5.5 DISPLAY: ND and PFD / NAVIGATION AREA

Pressing BRG1 and BRG2 keys of the on-side EFCP shifts display and content of
NAVAIDS box according to the selected source: VOR/DME, ILS or ADF.
When the pilot selects VOR or DME tuning (c.f. figures on next page):
( 1 ) (2 ) Idents or frequencies (in MHz) of active NAVAIDS are displayed in the
NAVAIDS box: NAV1-BRG1 on the left side and NAV2-BRG2 on the right
side.
- When the NAV channel contains a DME (or equivalent) radio-distance,
its value is displayed below, otherwise the field is dashed.
- When the NAV channel contains a VOR bearing, the related
FROM/TO arrow pointer is oriented in the heading dial. A FROM/TO
arrow pointer is displayed only when the related NAVAIDS is
displayed in a corner box.
- Display of the cyan letter “A” in VHF NAVAID box indicates the NAV
channel is auto-tuned.
Note: Only data displayed by FMS are presented in this chapter.
P 26 000
1 2
2
1
Further details related to the PFD in FCOM volume 4 chapter 4.01.30.1.3.3.

P1 000
F.C.O.M GUIDANCE MANAGEMENT JUN 13
90.1 PRINCIPLES RESUME
Guidance system, also called AFCS (Automatic Flight Control System), provides
various capacities depending on the required automation level, guidance goal and
selected source of navigation.
■ Guidance functions define level of guidance automation that can assist or

replace pilot guidance actions.
AFCS can ensure automatic aircraft guidance functions by using its own sensors
and other navigation systems (FMS, VOR, ILS …) according to guidance
configuration selected by the pilot.
Level of guidance automation depends of engagement of AFCS function(s):
- Raw data: No guidance function activated,
- Assisted guidance: FD – Flight Director,
- Automatic guidance: AP – Auto-Pilot.
Further details in FCOM volume 1 chapter 1.04.
■ Guidance coupling defines if guidance is based on navigation source selected

either by the Captain or by the First Officer (on their respective side of the
FGCP).
At AP or FD engagement, the guidance system connects itself to flight
parameters provided by the system selected as navigation source on the
coupled side (Captain’s side or First Officer’s side). At AFCS power up, left side
(CAPT) is selected by default.
The pilot can control the coupled side through the CPL pushbutton on the
FGCP.
Coupled side is displayed on FGCP and PFD FMA: Green arrow points to the
coupled side. Dual coupling is figured by a dual green arrow on FGCP and label
“DUAL” on FMA.
P2 000
■ Navigation source defines data source for navigation and guidance (if any)
which are displayed on ND and PFD.
Each pilot can select one navigation source to display data on ND and PFD on
his side.
When a guidance function (AP and or FD) is engaged, AFCS uses navigation
and guidance data (if any) from navigation source selected on the coupled side
CAPT AREA SHARED AREA F/O AREA
( 1 ) NAV SOURCE is the rotary switch that allows the pilot to select navigation
source that provides common* navigation data displayed on ND and PFD on
his side: FM1 (i.e. FMS1), V/ILS1 or V/ILS2, FM2 (i.e. FMS2).
* Some data are provided only by one system, some other data may be
provided by several system sources.
P3 000
■ Guidance modes are selected according to guidance goal. Guidance behavior

modes selection depends of the pilot’s target in lateral and vertical axis.
Two levels of guidance mode:
□ Engaging AP alone activates a BASIC MODE to hold present aircraft
attitude.
□ Engaging AP/FD or FD alone activates a UPPER MODE that allows
selecting a target (with FMS, target is the TO waypoint following the active
FPLN leg), join this target (automatically or manually, depending on the gap
between the aircraft and the active leg) and hold this target (for FMS, follow
flight path defined by FPLN):
Upper modes target can be selected:
▪ Automatically with LNAV mode: LNAV is the lateral guidance mode that
uses FMS data to reach and follow FPLN. Further details in FCOM
▪ Manually without modification of FPLN, by selecting a new target value
at TCS release (only for HDG SEL, IAS, VS and ALT modes) or via
FGCP and ICP controls.
Upper modes progress status is displayed on FMA
▪ The armed level (in cyan) indicates that the pilot has selected the armed
mode but all conditions necessary to effectively guide automatically the
aircraft have not been met yet. Other ND/PFD indications which are
linked to this mode are not displayed.
▪ The activated level (in green) indicates that AFCS is able to provide an
automatic guidance to the target selected. This guidance may ensure
transition from the present aircraft position/attitude to the selected target
and finally hold this target.
LATERAL VERTICAL
MODES MODES
ACTIVATED
ARMED
Note: Green box is displayed automatically during seven

seconds after any new guidance mode activation. In
the example here-below, LNAV and VS modes have
become activated.
Guidance modes are described in FCOM volume 1 chapter 1.04.40. Guidance

modes management principle and voluntary Guidance mode interruptions are
described in FCOM volume 4 chapter 4.04.20.4 and chapter 4.04.20.5.
P4 000
90.2 FMS LATERAL MODE
LNAV is the AFCS guidance upper mode that uses FMS data to provide an
automatic lateral guidance.
This mode joins* and maintains the aircraft along the FMS lateral flight plan.
* If capture conditions are met.
The pilot can control LNAV selection through following interfaces on FGCP:
1 3 1
( 1 ) Turning NAV SRC rotary selector on FM1 or FM2 selects respectively FMS1
or FMS2 as navigation source for ND/PFD and AFCS coupling (according to
coupling side selection).
During FMS operations, Pilot Flying must select FMS as navigation.
In normal operation, it is recommended to select FMS on his side: FMS1 on
left side for Captain, FMS2 on right side for First Officer.
( 2 ) Pressing CPL pushbutton allows selecting connection of the AFCS with
navigation source on left or right side.
At AFCS power up, left side is automatically selected. During FMS operations
with AP/FD, it is recommended to couple AFCS with navigation source on
Pilot’s Flying side (which is normally the FMS: c.f. item 1).
( 3 ) Pressing NAV pushbutton activates LNAV mode is capture conditions are
met, otherwise LNAV mode is armed (if authorized at this moment).
P5 000
The pilot can check LNAV arming and activation in lateral modes boxes on FMA:
green - LNAV mode is activated
cyan - LNAV mode is armed
LATERAL VERTICAL
MODES MODES
ACTIVATED
ARMED

P6 000
LNAV ARMING
LNAV mode can be armed only if a FMS is selected as the navigation source in the
coupled side and a FPLN is defined.
MANUAL:
- Before take-off; the LNAV mode can be armed during taxi.
- Any time during the flight, to reach the active FPLN leg while the aircraft is far
from the FPLN.
- After Go Around activation, to facilitate follow-up of the Missed Approach
procedure (if defined in FPLN).
When LNAV is armed, FMS data has no influence on the effective aircraft
guidance. If necessary, the pilot can activate another guidance mode to reach
position and track near the active FPLN leg and To waypoint where the LNAV
mode could be activated (unless FPLN is revised).
AUTO: Nil
LNAV ACTIVATION
LNAV mode can be activated only if a FMS is selected as the navigation source in
the coupled side, a FPLN is defined, LNAV is armed and aircraft is flying towards a
FPLN leg on an intercept course to a FPLN leg.
MANUAL:
- Nil, unless LNAV arming and LNAV activation are performed simultaneously
when appropriate conditions are met.
AUTO:
- From few seconds after lift off (LNAV LO then LNAV) to last FPLN waypoint (c.f.
LNAV auto de-activation).
Notes:
▪ When the aircraft is flying a Missed approach procedure after Go
Around activation, the pilot can select an approach procedure keeping
LNAV activated.
▪ “LNAV LO”: Label “LO” indicates that low bank angle protections are
activated. Further details in FCOM volume 1 chapter 1.04.10.2
P7 000
LNAV DE-ACTIVATION
MANUAL:
- LNAV mode is de-activated if a FMS is not selected as navigation source in the
coupled side.
- Pressing HDG, APP or BC pushbutton on the FGCP to activate another lateral
mode.
Note: When aircraft is flying an approach with LNAV mode activated, the pilot
must de-activated LNAV to be able to revise the approach procedure in
FPLN. LNAV can be re-activated after insertion of FPLN revision.
AUTO: The LNAV mode is de-activated and inhibited as long as,

- A FGCP failure is detected or the NAV pushbutton on the FGCP is stuck,
- A failure of the FMS roll target selection.
- Passing last active FPLN waypoint or FPLN discontinuity.
During the final approach, “LNAV” label displayed on FMA is replaced by “LNAV
LO”.
Note: “LNAV LO”: Label “LO” indicates that low bank angle protections are
activated. Further details in FCOM volume 1 chapter 1.04.10.2
LNAV DISARMING
MANUAL:
- FMS is not selected as navigation source on the coupled side.
AUTO: The LNAV mode is disarmed and inhibited as long as,

- One FGCP failure is detected or NAV pushbutton on the FGCP is stuck,
- No detection of the active TO waypoint ident; for instance when passing a FPLN
discontinuity ...
P8 000
LATERAL GUIDANCE INDICATIONS
1 2
( 1 ) NAVIGATION / GUIDANCE WITH FD (FLIGHT DIRECTOR)
Vertical FD bar indicates the lateral / roll command to follow the horizontal
guidance target. In manual control, the pilot shall control the aircraft to center
the vertical FD bar.
When LNAV is activated, position of vertical FD bar is computed by AFCS to
follow the FPLN according to data of the coupled FMS.
( 2 ) NAVIGATION / GUIDANCE WITH CDI (Course Deviation Indicator)

● Vertical CDI source: magenta “V” for FMS, cyan “G” for ILS Glide. FMS
● Lateral CDI pointer is a magenta rectangle that is displayed with a lateral
deviation scale when FMS navigation source is selected.
● Lateral CDI scale is composed of five fixed dashes that provide an
approximate measure of lateral deviation from FMS lateral path of the
active FPLN leg; half-scale equals present RNP considered by FMS with a
maximum of 5.0 NM (same sensitivity that on lateral CDI). Further details
in FCOM volume 4 chapter 4.02.100.6.2.
Lateral CDI is less sensitive than lateral FD. Lateral CDI data can be used for
degraded guidance operations when AP and FD can not be activated. Then,
the pilot shall control the aircraft to center lateral CDI pointer to follow FPLN.
Notes:
○ In FMS source, half rectangle is displayed at scale limit when deviation
P9 000
90.3 VERTICAL GUIDANCE ADVISORY

FMS provides only vertical guidance advisory indications on the PFD and the
MCDU to help the pilot to follow the vertical flight profile but there is no automatic
vertical guidance mode available with this FMS version.
VERTICAL GUIDANCE INDICATIONS
PFD
1 2
( 1 ) FMS IAS TARGET
Digital value and M-shape Bug are displayed in magenta when AUTO SPD
TGT is activated (via ICP). Otherwise, they are displayed in cyan.
( 2 ) NAVIGATION / GUIDANCE WITH CDI (Course Deviation Indicator)
● Vertical CDI source: magenta “V” for FMS, cyan “G” for ILS Glide. FMS
● Vertical CDI pointer is a magenta rectangle that is displayed with a
vertical deviation scale when FMS deviation source is selected. Pointer
and scale are displayed during DESCENT and APPROACH (FMS
phases).
● Vertical CDI scale is composed of five fixed dashes that provide an
approximate measure of vertical deviation from FMS vertical profile of the
active FPLN leg; full scale equals ± 150 ft in flight area APPR and ± 500 ft
otherwise. Flight area is displayed on PFD navigation area.
This FMS version provides only vertical guidance advisory.
P 10 000
Notes:
○ In FMS source, half rectangle is displayed at scale limit when deviation
MCDU - VNAV 1/2 page

1
2
3
( 1 ) ALT SEL is the target altitude selected by the pilot through the ALT SEL
( 2 ) TGT IAS is the target airspeed computed by the FMS. Further details in FCOM
( 3 ) TGT VS is actually the difference between present aircraft vertical speed and
target V/S computed by the FMS. It is computed in cruise if the aircraft altitude
exceeds 300ft of difference with the FMS CRZ ALT and it is computed in
descent after the TOD.
CRUISE
VDEV < 0
VDEV > 0

P1 000
F.C.O.M PERFORMANCES MANAGEMENT JUN 13
100.1 FUEL
100.1.1 FOB
EWD
1
( 1 ) Current Fuel On-Board (FOB) displayed on the EWD permanent data area is
computed by the FMS. The pilot initializes this value through manual
completion of the WEIGHT page (ZFW, FOB, GW) and FMS updates FOB
value with measure of both engines fuel flows.
Current fuel quantities measured in fuel tanks of the aircraft are displayed on the
ENGINE SYSTEM page of MFD.
MFD
FUEL FUEL
QTY in QTY in
LH TK RH TK
The pilot can crosscheck the FOB displayed on EWD with the sum of both fuel
quantities to detect or confirm a fuel flow meter failure or a fuel leak.
Note: Fuel tanks quantities measurement does not take into account fuel
contained within the fuel pipe. For this reason, FMS FOB and sum of Fuel
quantity can not be strictly equal.
P2 000
100.1.2 EFOB
FMS computes the Estimated Fuel On board at every waypoint and airport defined
in FMS flight plans (FPLN, TMPY, SEC) and at alternate airport.
FMS uses:
- Aircraft / engines performances models and the performances parameters,
- Lateral and vertical flight paths computed for each FMS flight plans, including
altitude, speed and time constraints,
- IAS target speed computed by the FMS along FMS flight plans,
- Present fuel consumption,
- Flight conditions (wind, icing); present wind for short-term predictions and
defined wind for mid and long-term predictions.
FMS updates fuel predictions comparing expected values of flight parameters (IAS,
altitude) and their current values during the flight.
Fuel predictions deviations have been quantified as follows:
- Climb: In the range ISA-20 to ISA+20, predictions deviations are lower than
10% and decrease to zero during the climb. Outside this range, they could be
greater than 10% and decrease to zero during the climb.
- Cruise: Predictions deviations are lower than 5% in the whole environmental
envelope.
- Descent: Predictions deviations are lower than 5% in the whole environmental
envelope.
CAUTION
EFOB predictions values are displayed when the pilot inserted/selected correctly all
required performances parameters.
DISPLAY
The pilot can monitor EFOB at flight plan waypoints on FPLN / TMPY / SEC
pages in ETE/EFOB format; pressing LSK [R6] shifts display format.
MCDU – FPLN pages in ETE/EFOB

format with EFOB values
Note: Except color, EFOB presentation is similar on TMPY and SEC pages.
P3 000
The pilot can monitor EFOB at destination airport on the bottom line in the PROG
1/3 page
MCDU – PROG 1/3 page with EFOB at DEST
Based on EFOB prediction at destination and alternate airports, the

PERF/CRUISE page displays also the predicted landing gross weight GWT at
both airports.
MCDU – CRUISE page with EFOB and GWT at DEST
When a Holding pattern is defined in a flight plan, the HOLDING AT page displays
the EFOB for the next pass at the HOLD entry / exit waypoint. This value is
updated at beginning of each loop in the HOLD.
MCDU – HOLING AT page with EFOB at NEXT EXIT

P4 000
100.1.3 FUEL RESERVE
The fuel reserve is a fuel quantity that the pilot would like to keep available
onboard.
1
MCDU – WEIGHT page with inserted reserve
( 1 ) The pilot can insert the fuel reserve quantity in the RESERVE field on the
WEIGHT page.
Note: Value is displayed in large font when it is inserted, small font when it
comes from FMS. Colour cyan indicates that it can be modified by the
pilot.
An MCDU message “FAL” is activated when EFOB predicted at destination airport

or at alternate airport is equal or lower than the fuel reserve. Further details in
On flight plan pages displayed on MCDU (FPLN, TMPY, SEC), EFOB values lower
than the fuel reserve are displayed in amber.
MCDU – FPLN page with EFOB < RESERVE

(for instance, 500kg)
P5 000
100.1.4 NON RETURN POINT / NRP
On this FMS version, Non Return Point (NRP) is the position along FPLN where
EFOB at the alternate airport (ALTN) equals the fuel reserve (i.e. it is not possible to
go direct to ALTN without using the fuel reserve).
NRP position is continuously computed by FMS during the flight.
Note: By default, FMS defines the alternate airport as the departure airport defined
in FPLN.
On MCDU, ETA of NRP is displayed on the PROG 1/3 page.
MCDU – PROG 1/3 page with ETA at NRP
NRP field is dashed when there is no NRP along the FPLN.
An MCDU message “FAL” is activated within one minute before reaching the NRP.
On ND / mini-ND, NRP is figured along FPLN with a white circle labeled “NRP”.
The NRP point is displayed only if EFOB at ALTN is equal or lower than the fuel
reserve.
P6 000
100.1.5 ENGINES FUEL FLOWS

The pilot can consult engines fuel flows on the FUEL FLOW page of the MCDU.
MCDU – FUEL FLOW page
In normal operating condition, engines fuel flow measures are consistent with ones
displayed in the ENGINE system page on the MFD.
When fuel flows measures are unavailable, fuel predictions values are dashed since
computation of fuel predictions is no longer fed with present measures and
predictions would become more and more erroneous.
An MCDU message “FFF” is displayed in case of engine fuel flow-meter failure
detection; further details in FCOM volume 4 chapter 4.03.10.2.
When fuel flow measures are unavailable while the concerned engine runs, the pilot
has possibility to override the invalid fuel flow value displayed on the FUEL FLOW
page by entering an estimated fuel flow value according to present true fuel
consumption.
CAUTION
There is no automatic reversion to the flow meter indication in flight until a FMS long
interruption.
ADVISORY
A fuel flow value inserted manually can clear using the CLR key of the MCDU
keyboard. Over time, it may produce erroneous EFOB values on waypoints of FMS
flight plans waypoints, specially due to engine power changes along the flight.
EFOB could be less degraded by updating fuel flow insertion at least at each
significant engine (the one concerned) power change.
P7 000
100.2 TIME AND DISTANCE

Time and distance predictions are computed and displayed under following
parameters and formats:
ETE
The Estimated Time En Route (ETE) provides the remaining time before reaching a
waypoint or an airport from the present aircraft position. This time is given in format
{ hours, minutes, seconds }; for instance “01H17:32” for 1 hour, 17 minutes and 32
seconds.
ETA
The Estimated Time of Arrival (ETA) provides the UTC of arrival at a waypoint or an
airport This time is given in format { Hours, minutes }; for instance “19H56”.
Distance / Direction
FMS computes the ground distance between two consecutive waypoints or airports,
i.e. the ground distance of the leg between both points. The distance is given in the
range from 0.01 to 999 and its unit is displayed on the right of the value.
Most of time, this information is completed by the bearing, the course or the heading
value expressed in true or magnetic reference, depending of the type of leg and the
associated procedure. The angle value is expressed in degrees from 0° to 360°.
If reference of a Course/Track or heading is specially defined in a reference that is
not the selected FMS reference (further details in FCOM volume 4 chapter
4.02.10.3), a letter displayed after the angle value indicates the related reference: M
for Magnetic or T for True.
Type of angle is displayed clearly on MCDU pages; either a three-letter label
indicates this type (BRG for Bearing, CRS for Course, HDG for Heading), or a one-
letter label displayed before the angle value (C for Course, H for Heading, nil for
Bearing).
CAUTION
ETE and ETA predictions values are displayed when the pilot inserted/selected
correctly all required performances parameters.
Field of a time or distance prediction is dashed when this prediction is not

computed. Its color can change for various reasons detailed in concerned chapters.
P8 000
100.2.1 FLIGHT PLAN pages
MCDU – FPLN page in ETE/EFOB format (left) / in ETA/SPD/ALT format (right)

Flight plan pages (FPLN, TMPY, SEC) contain:
- ETE at every flight plan waypoints* and airports on the ETE/EFOB format,
- ETA at every flight plan waypoints* and airports on the ETA/SPD/ALT format,
- Direction (BRG, CRS or HDG) and ground distance, displayed in white small
font, between both consecutive flight plan waypoints.
* Exception: At last sequenced waypoint (i.e. first waypoint in first flight plan page),
the MCDU displays values of parameters which have been measured when the
aircraft passed the waypoint:
- in the ETE/EFOB format: FOB (green),
- in the ETA/SPD/ALT: Time, Ground speed and altitude (green).
Colour of these values does not report if a constraint has been respected or no.
100.2.2 CRUISE page
MCDU – CRUISE page
The CRUISE page contains ETA at destination airport and alternate airport. Further
details in FCOM volume 4 chapter 4.02.50.3.2.
P9 000
100.2.3 PROG 1/3 page
( 1 ) ▪ ETA at three first FPLN waypoints* (FROM, TO and NEXT TO waypoints).

Label ETA Z indicates ETA is expressed in Zulu Time.
* Exception: ETA field at FROM waypoint indicates actually time when this
waypoint has been passed.
▪ Direction (BRG, CRS or HDG) and ground distance, displayed in small white
font, between both consecutive flight plan waypoints.
( 2 ) ▪ Predictions at next vertical point: ident, ETA and ground distance prediction
to reach the next altitude or level interception: STEP, TOC (↓AAAAA or
↑AAAAA) or TOD.
▪ ETA at NRP,
▪ ETA at destination airport and ground distance (DIST) between present
aircraft position and destination airport along the FPLN.
100.2.4 PROG 2/3 page
PROG 2/3 page contains:

- Desired Track to reach the active TO waypoint along FPLN,
- Bearing (BRG) and ground distance (DIST) between present aircraft position
and the active TO waypoint,
- ETE, here called TTG (Time To Go) at the active TO waypoint,
P 10 000
100.2.5 LTRL REV page

Anytime, the pilot can know ground distance and bearing from the present aircraft
position PPOS to a point (waypoint, airport, NAVAID) by using the CHECK POS TO
function. This function is available on the LTRL REV page at the FROM waypoint.
MCDU – CHECK POS TO function on LTRL REV page at PPOS
100.2.6 RTA indications
MCDU – VERT REV page with RTA indications

related to WPT where RTA is defined
When the pilot has inserted a RTA constraint in the VERT REV page, this page
displays the predicted time deviation in minutes and seconds, here called “ETA”,
between the RTA constraint and the predicted time of arrival at the waypoint. This
ETA is displayed in amber when RTA is predicted to be missed, green otherwise.
CAUTION
This FMS is certified such as ETA computed for a RTA is given with ±30 seconds
accuracy independently if the RTA is manually entered with one minute or one
second resolution.
Even if RTA insertion with one second resolution is possible with this FMS, it is not
relevant considering limits of its performance and predictions computation capacity.
P 11 000
Use of the RTA function modifies display of the ETA and ETE in the FPLN pages:
- They are underlined to inform the pilot that a RTA is defined at this waypoint.
- If FMS predicts RTA would be missed, they are displayed in amber and the
MCDU displays a scratchpad message, otherwise they are green.
100.2.7 HOLDING AT page
MCDU – HOLING AT page with ETA at NEXT HOLD EXIT

When a Holding pattern is defined on a waypoint, the HOLDING AT page at this
waypoint displays ETA for the next pass at the HOLD entry / exit waypoint. This
value is updated at beginning of each loop in the HOLD.
100.2.8 DIRECT TO / DTO ABEAM pages
MCDU – DIRECT TO / DTO pages

DIRECT TO / DTO pages contain bearing and ground distance between the present
aircraft position and the new TO waypoint / destination airport selected through the
DIRECT TO function.
Those data are continuously updated and displayed in large cyan font.
P 12 000
100.2.9 CO-ROUTE / PLT ROUTE pages
MCDU – CO-ROUTE page

CO-ROUTE pages contain ground distances and bearings (displayed in small white
font) between both consecutive CO-ROUTE waypoints (downwards from the left
column to the right column).
P 13 000
100.3 VERTICAL PREDICTIONS
CAUTION
FMS computes predictions for flight plans up to maximum operational ceiling that
the A/C can reach in flight conditions of the day. Beyond this altitude, flight plans
predictions are dashed.
100.3.1 ALTITUDE CONSTRAINT indications
Altitude constraint can be defined on a waypoint based FMS databases information

or through manual insertion in the VERT REV page.
On MCDU FPLN pages, altitude constraint is displayed on FPLN pages in

ETA/SPD/ALT format. The altitude constraint is amber when it is predicted to be
missed, otherwise green.

with altitude constraints
On ND, altitude / flight level constraint value is displayed in green below waypoint
ident where the constraint is defined.
Note: Contrary to MCDU indication, color of the constraint does not change with
FMS prediction.
P 14 000
100.3.2 VERTICAL INTERCEPTION POINTS

FMS computes vertical indications to help the pilot in vertical localization of the
aircraft in FPLN vertical profile.
Various vertical interception points exist:
- Altitude or flight level interception: ALT SEL, TOC, altitude STEP, …

TOC is reached when the aircraft has reached the FMS cruise altitude.
- TOD: computed as follows:

TOD TOD
CRZ ALT CRZ ALT
VERT. CNSTR FROM
ARRIVAL PROC.
DFLT FPA
DEST DEST
ARPT ARPT
FPA DFLT FPA
Computed descent profile when Computed descent profile when

an arrival procedure is defined no arrival procedure is defined
TOD location is computed as intersection of the FMS cruise level and the vertical
descent/approach profile. This profile is computed rearwards from the arrival airport,
- according to all vertical constraints defined in the arrival procedure, if an arrival
procedure is defined in the FPLN,
- otherwise, according to the DFLT FPA parameter.
CAUTION
Computation of TOD location may be modified in case of anticipated descent
(before TOD) and in case of higher ALT SEL selection.
The FMS cruise phase is defined between the TOC and the TOD.
- NRP: Further details in FCOM volume chapter 4.02.100.1.4.
Vertical points are located along FPLN at position where FMS predicts the aircraft
would reach the target altitude / flight level.
On ND or mini-ND, vertical points are illustrated with a white circle.

A label is display aside to precise the type of waypoint::
INTCP, TOD or ↓AAAAA or ↑AAAAA or ↓FLAAA or ↑FLAAA or NRP
P 15 000
On MCDU, vertical points and associated predictions are displayed on following

FMS pages:
VNAV 1/2 page
MCDU – VNAV 1/2 page
( 1 ) Next altitude or level interception point (↓AAAAA or ↑AAAAAA) with its ETA.
( 2 ) Vertical altitude STEP indication (maximum two STEPS per flight) with their ETA
( 3 ) ETA of TOD
PROG 1/3 page
MCDU – PROG 1/3 page

( 4 ) ETA and ground distance predictions (along FPLN) at next vertical point.

P 16 000
100.3.3 FPA constraint

FPA is the inbound vertical angle that can be defined at a waypoint. It may be
defined in FMS databases or manually inserted through vertical revision on a
waypoint.
FPA 4.5° FMS vertical profile

on WPT1
FPA 3.0°
WPT1 WPT2 on ARPT
ARPT
Note: VDEV and TGT VS indications displayed on the VNAV 1/2 page of MCDU,
may help the pilot to follow the FPA.
The pilot can access FPA constraint through FMS pages on MCDU:
● FPA can be checked, inserted and modified on the VERT REV page of MCDU
at revised waypoint.
Note: The pilot can modify the FPA constraint brought from FMS database and
reselect the stored constraint by using the CLR key.
CAUTION
FPA on the VERT REV page shall not be confused with DFLT FPA on the PERF
INIT page. DFLT FPA may be used to compute position of TOD while this FPA is
the inbound vertical angle that can be defined on any FPLN waypoint.
P 17 000
● FPA value defined at a waypoint is displayed on FPLN pages of MCDU in small

white characters on the right of the distance between two waypoints.
MCDU – FPLN page with FPA defined on APPR waypoints

P 18 000
100.3.4 ALTITUDE INTERCEPT / PROFILE INTERCEPT

FMS computes two advisory parameters to localize the aircraft along the FMS
vertical profile during a descent.
Profile intercept
Predictive interception between the FMS vertical profile and the actual
aircraft vertical path.
This symbol is displayed on ND and on mini ND along the FPLN.
ALT SEL intercept

Predictive intersection between the selected altitude path along the FPLN
path and the aircraft vertical path.
This symbol is displayed on ND and on mini ND along the FPLN.
According to their purposes, these both parameters are displayed along FPLN on
map of ND / mini-ND.
For illustration of the help provided by these two parameters, consider for instance
an early descent situation.
PROFILE
VDEV intercept
ALT SEL
ALT SEL
intercept
VERTICAL VIEW LATERAL VIEW
This figure illustrates the link between VDEV, the ALT SEL intercept et the Profile
intercept.
P 19 000
100.3.5 ONE ENGINE OUT CEILINGS

The CRUISE page displays maximum Flight level recommended in case of an
engine failure,
- in normal situation: FL in green on left side,
- in icing situation: FL in amber on right side.
MCDU – PERF / CRUISE page with 1EO CEILINGS

P 20 000
100.3.6 ONE ENGINE OUT CEILINGS (BOOST)

The CRUISE page displays maximum Flight level recommended in case of an
engine failure,
- in normal situation: FL in green on left side,
- in icing situation: FL in amber on right side.
MCDU – PERF / CRUISE page with 1EO CEILINGS
Maximum ceiling values are updated depending on the ENGINE BOOST activation
(ATR 72-600 only): Label “1EO CEIL” is replaced by the label “1EO CEIL BST”
when the engine boost function is activated.
Mod 5908+6154 (BOOST function installed with NAS)

P 20 000
100.4 COMPUTED SPEEDS FOR ATR 42-600
CAUTION
If performance parameters are not correctly entered or updated when it is
necessary, speeds target may be not consistent with the actual aircraft situation.
100.4.1 IAS
FMS computes IAS speed target, IAS speed bugs and IAS speed limits according to
aircraft configuration, aircraft performance parameters (inserted and computed) and
flight phases.
This chapter deals with IAS speed target and IAS speed bugs. IAS speed limits are
not described in this chapter.
IAS SPEED TARGET (AUTO TGT SPD)

The AUTO TGT SPD is computed by the FMS to provide the pilot with an optimized
IAS target to follow the FMS vertical profile (taking into account, time, speed,
altitude and FPA constraints defined along FPLN).
Two next pages present various values of the Managed speed with two engines
operating and with one engine out, mainly depending on:
- The Power Management (PWR MGT) selection: TO, MCT, CLB or CRZ
- The FLAPS position: F0°, F15°,F25°, FULL
- The APM (Aircraft Performance Monitoring system) effect when the APM
detects a performances discrepancy in icing situation.
- Activation of the vertical guidance mode ALT: NO ALT MODE, ALT MODE
- Comparison of the aircraft altitude (A/C ALT) with the altitude selected through
the ALT SEL selector knob on the FGCP (ALT SEL),
- The Radio-altimeter height, RA.
FMS target IAS is presented as follows:

P: PWR
F: FLAPS / APM S: Managed Speed
MGT
APM 1 VALUE TGT SPD for APM: only in ICING
TGT SPD in NORMAL and ICING
F0°, F15°, F25°, FULL 1 VALUE
Selection except if a note indicate the contrary
TGT SPD in NORMAL / TGT SPD in
F0°, F15°, F25°, FULL 2 VALUES
ICING
Remarks:
A/R: As Required
N/A: Not Applicable
P 21 000
P : Power Management / F : FLAPS / S : Managed Speed
APM: Aircraft Performance Monitoring system
MANAGED SPEED WITH 2 OPERATING ENGINES A/R – As required
N/A – Not applicable
P F S * +10 only with two engines operative, in clean
CRZ, CLB APM 160 / CRZ SPD configuration and with landing gears up.
CLB, TO F0° CRZ SPD (1) If LDG F25° option is installed
CRZ, CLB,
F15° VmHB0 ICING / VmHB0 ICING
MCT, TO
P F S
P F S
APM
TO APM VmHB0 ICING + 10* CRZ DESC SPD
F0°
MCT F0° VmHB0 / VmHB0 ICING CLB
F15° 170
CLB APM MCT
160 F25°
CRZ F0° TO VFE -10
FULL
P F S
FULL VAPP
F25° 140/VAPP (1)
F15° 140
P F S A/R
VTRANS
TO F15° F0°
160 / VTRANS ICING
MCT F0° P F S
APM VTRANS APM FULL
VGA / VGA ICING
P F S F25° (1)
TO F15° V2 +5 A/R F15° VmLB0
F15° VmHB0 / FINAL T/O ICING F0° / VmLB0 ICING
MCT P F S
F0° VmHB0 / VmHB0 ICING APM VmLB0 ICING +10*
FULL
F25°
A/R F15° VAPP
F0°
P F S
APM
TO F15° V2 +5
NO ALT MODE ALT MODE ALT SEL > ALT SEL = A/C ALT > RA > 1000 ft
RA ≤ 1000 ft -
A/C ALT < ALT SEL A/C ALT < ALT SEL A/C ALT A/C ALT ALT SEL
TAKE-OFF CLIMB FLIGHT APPROACH GO AROUND

P 22 000 APM: Aircraft Performance Monitoring system
F.C.O.M PERFORMANCES MANAGEMENT A/R – As required
JUN 13
MANAGED SPEED WITH ONE ENGINE OUT (1) If LDG F25° option is installed
P F S
CRZ APM N/A
CLB F0° VmLB0 / VmLB0 ICING
MCT
F15° VmHB15 / DRIFT DOWN ICING
TO
P F S
P F S APM N/A
TO APM N/A VmHB0 ICING +10
MCT F0° VmLB0 / VmLB0 ICING CRZ F0°
/ VmHB0 ICING +10
CLB CLB
F15° VmHB15 / DRIFT DOWN ICING VmHB0 ICING
CRZ MCT F15°
/ VmHB0 ICING
TO
F25°
VFE -10
FULL
P F S
TO F15° P F S
160
MCT F0° FULL VAPP
F25° 140/VAPP (1)
F15° 140
A/R
P F S VTRANS
F0°
TO F15° FINAL T/O / 160 / VTRANS ICING
P F S
MCT F0° 160 APM N/A
FULL
VGA / VGA ICING
F25°
P F S A/R F15° VmLB0
P F S FULL F0° / VmLB0 ICING
F15° V2 +5 F25° APM N/A
TO VAPP
F0° FINAL TO / VmLB0 ICING A/R F15°
F15° FINAL T/O / FINAL T/O ICING F0°
MCT APM N/A
F0° FINAL T/O / VmLB0 ICING
P F S
TO F15° V2 +5
RA ≤ 1000 ft -

P 23 000
Operating speeds are described in FCOM volume 2 chapter 2.02.01.
TAKE OFF
T/O SPEED V1, VR and V2
FMS computes Decision speed V1, Rotation speed VR and Initial Climb Speed V2
in function of weights entered in the WEIGHT page and atmospheric situation ICING
or NORMAL. Further details in tables of FCOM volume 3 chapter 3.03 and in QRH
chapter 4.
CAUTION
Speed bugs are displayed on PFD speed scale, on MFD PERF page and on PERF /
TAKE OFF page; further details respectively in FCOM volume 4 chapters
4.01.10.4.1.6, 4.02.50.3.1 and 4.02.50.3.1.
The pilot can enter three other take off speeds in the PERF / TAKE OFF page on
MCDU. Once, the pilot modifies a take-off speed value, FMS resets other take-off
speeds. MCDU displays a message in the center of this page to remind this change.
FINAL TAKE OFF / FINAL TAKE OFF ICING;

Further details in QRH chapter 4.
CAUTION
Take-off in F0° configuration is permitted only in accordance with AFM 7.02.03 no
ICING situation. The pilot shall select a manual target speed computed by FLIGHT
OPERATIONS SERVICES.
CLIMB
CLIMB SPEED: 160 kt.
Further details in charts and tables of FCOM volume 3 chapter 3.04.
P 24 000
FLIGHT (CRUISE and DESCENT)
CRZ SPD (CRUISE SPEED)

CRZ SPD is computed according to the FMS CRZ ALT and the CRZ MODE
selected on the CRUISE page (initialized on the PERF INIT page).
The pilot can select CRZ MODE among following possibilities:
- MAX CRUISE: Maximum allowable IAS during cruise,
- LONG RANGE: Optimized IAS to maximize the aircraft range,
- IAS SEL: value manually inserted on PERF INIT page or CRUISE page.
If a RTA is defined on a cruise waypoint, CRZ SPD equals the IAS to match the
RTA, otherwise CRZ SPD equals IAS selected through the CRZ MODE.
VFE
Maximum speed with extended flaps (updated for each flaps configuration).
DRIFT DOWN ICING
Descent speed with one engine out in ICING situation; further details in QRH
chapter 4.
DESC SPD (DESCENT SPEED)

- with two engines operating, DESC SPD = If a RTA is defined, DESC SPD
equals the IAS to match the RTA, otherwise DESC SPD will be the cruise
speed for the new selected flight level / altitude (with a maximum speed of
240kts).
Note: If a speed constraint is defined in the current active descent leg, DESC
SPD = Min [ DESC SPD (initial as described here-above) ; speed constraint ]
- with 1EO and in F0°, the pilot can select manual speed i f there is no MEA..
Further details in tables of FCOM volume 3 chapter 3.07.

P 24 000
APPROACH
APPROACH SPEEDS: VMHB and VAPP

FMS computes target approach speeds “Minimum Velocity in High Bank” VMHB
and “approach speed” VAPP and displays them in the PERF/ APPROACH page of
the MCDU (further details in FCOM volume 4 chapter 4.02.50.3.3) and on the PFD
speed scale during the APPROACH flight phase when the AUTO TGT SPD function
is selected on the ICP.
Note: If FMS has not computed approach speeds (no display of the approach
speeds), the pilot can manually activate display of the APPROACH speeds by
using the APP SPD command on the PERF APPROACH page on MCDU.
Note: If F25° option is installed and activated, Vm HB and VAPP F25° can be used
on ATR 42-600.
VAPP
VAPP = Max { VmHB + Min { 15kts ; Max [ projected GND WIND / 3 ; WIND GUST ]
} ; VMCL }; further details in charts of FCOM volume 3 chapter 3.08.
P 25 000
TRANSITION SPEED: VTRANS / V TRANS ICING / VTRANS APM

FMS computes the target descent transition speed VTRANS to prepare the
approach before reaching the approach flight phase.
● VTRANS (NORMAL) = Max { 170 ; VmHB0 +5 }
● VTRANS ICING = Max { 170 ; VmHB0 ICING +5 }
● VTRANS APM = Max { 170 ; VmHB0 ICING +10* } only with two engines
operating. N/A with 1EO.
* +10 only in clean configuration with two engines operative and with landing
gears up.
GO AROUND
VGA / VGA ICING
● VGA (NORMAL) = Max { previous VmHB +5 ; 1.1xVMCA ; V2 min }*
● VGA ICING = Max { previous VmHB +5 ; 1.1xVMCA ; DRIFT DOWN ICING }*
* +10kt in case of FLAPS UNLOCKED failure case.
Note: If F25° option is installed and activated, VG A for F25° will be computed on
ATR 42-600.
Further details in tables of QRH chapter 4.13.
VmHB0 / VmHB0 ICING; VmHB15 ; VmLB0 / VmLB0 ICING

Further details in QRH chapter 4.63.
CAUTION
The FMS target speed is always limited downwards by the present V MIN OPS and
upwards by the present authorized maximum speed.
DISPLAY
The FMS “TGT SPD” is continuously displayed on VNAV 1/2 page but it is displayed
on PFD speed scale only when the pilot selects the AUTO SPD TGT mode:
Pressing the AUTO/MAN pushbutton on ICP displays both the TGT SPD bug (M-
shape) and the TGT SPD value on the PFD speed scale, both in magenta.
FMS displays most of these speeds on the PFD speed scale; further details in
P 26 000
100.4.2 V/S
CAUTION
This FMS version does not display the target vertical speed.
TGT VS field displayed on the VNAV 1/2 page of MCDU displays actually the
difference between the current aircraft vertical speed and the FMS target
vertical speed.
The FMS target vertical speed, computed but not displayed, is designed to follow
vertical profile of FPLN during descent phases.
TGT VS is displayed on the VNAV 1/2 page of the MCDU:

- In cruise if the aircraft altitude exceeds 300ft of difference with the FMS cruise
altitude,
- In descent phase (after TOD).
MCDU – VNAV 1/2 page with the TGT VS

P 27 000
100.5 COMPUTED SPEEDS FOR ATR 72-600
CAUTION
If performance parameters are not correctly entered or updated when it is
necessary, speeds target may be not consistent with the actual aircraft situation.
100.5.1 IAS
FMS computes IAS speed target, IAS speed bugs and IAS speed limits according to
aircraft configuration, aircraft performance parameters (inserted and computed) and
flight phases.
This chapter deals with IAS speed target and IAS speed bugs. IAS speed limits are
not described in this chapter.
IAS SPEED TARGET (AUTO TGT SPD)

The AUTO TGT SPD is computed by the FMS to provide the pilot with an optimized
IAS target to follow the FMS vertical profile (taking into account, time, speed,
altitude and FPA constraints defined along FPLN).
Two next pages present various values of the Managed speed with two engines
operating and with one engine out, mainly depending on:
- The Power Management (PWR MGT) selection: TO, MCT, CLB or CRZ
- The FLAPS position: F0°, F15°, FULL
- The APM (Aircraft Performance Monitoring system) effect when the APM
detects a performances discrepancy in icing situation.
- Activation of the vertical guidance mode ALT: NO ALT MODE, ALT MODE
- Comparison of the aircraft altitude (A/C ALT) with the altitude selected through
the ALT SEL selector knob on the FGCP (ALT SEL),
- The Radio-altimeter height, RA.
FMS target IAS is presented as follows:

P: PWR
F: FLAPS / APM S: Managed Speed
MGT
APM 1 VALUE TGT SPD for APM: only in ICING
TGT SPD in NORMAL and ICING
F0°, F15°, FULL 1 VALUE
Selection except if a note indicate the contrary
TGT SPD in NORMAL / TGT SPD in
F0°, F15°, FULL 2 VALUES
ICING
Remarks:
A/R: As Required
N/A: Not Applicable
P 28 000
MANAGED SPEED WITH 2 OPERATING ENGINES A/R – As required
P F S * +10 only with two engines operative, in clean
CRZ, CLB APM 170 / CRZ SPD configuration and with landing gears up.
CLB, TO F0° CRZ SPD
CRZ, CLB,
F15° VmHB0 ICING / VmHB0 ICING
MCT, TO
P F S
P F S
CRZ APM
TO APM VmHB0 ICING + 10* DESC SPD
CLB F0°
MCT F0° VmHB0 / VmHB0 ICING
MCT F15° 170
CLB APM TO FULL
170 VFE -10
CRZ F0°
P F S
FULL VAPP
F15° 140
P F S A/R VTRANS
F0°
TO F15° / VTRANS ICING
170 APM VTRANS APM P F S
MCT F0°
FULL
VGA / VGA ICING
P F S F15°
TO F15° V2 +5 A/R VmLB0
F0°
F15° VmHB0 / FINAL T/O ICING / VmLB0 ICING
MCT P F S
F0° VmHB0 / VmHB0 ICING APM VmLB0 ICING +10*
FULL
F15°
A/R VAPP
F0°
APM
P F S
TO F15° V2 +5
RA ≤ 1000 ft -

P 29 000
F.C.O.M PERFORMANCES MANAGEMENT JUN 13 P : Power Management / F : FLAPS / S : Managed Speed
A/R – As required
MANAGED SPEED WITH ONE ENGINE OUT
P F S
CRZ APM N/A
CLB F0° VmLB0 / VmLB0 ICING
MCT
F15° VmHB15 / DRIFT DOWN ICING
TO
P F S P F S
TO APM N/A APM N/A
MCT F0° VmLB0 / VmLB0 ICING CRZ VmHB0 ICING +10
F0°
CLB CLB / VmHB0 ICING +10
F15° VmHB15 / DRIFT DOWN ICING MCT
CRZ VmHB0 ICING
F15°
TO / VmHB0 ICING
FULL VFE -10
P F S
TO F15° P F S
170
MCT F0° FULL VAPP
F15° 140
A/R VTRANS
F0°
P F S / VTRANS ICING
TO F15° FINAL T/O / 170 APM N/A P F S
MCT F0° 170 FULL
VGA / VGA ICING
F15°
A/R VmLB0
F0°
P F S / VmLB0 ICING
P F S
F15° V2 +5 APM N/A
TO FULL
F0° FINAL TO / VmLB0 ICING F15° VAPP
F15° FINAL T/O / FINAL T/O ICING A/R F0°
MCT
F0° FINAL T/O / VmLB0 ICING APM N/A
P F S
TO F15° V2 +5
RA ≤ 1000 ft -

P 30 000
Operating speeds are described in FCOM volume 2 chapter 2.02.01.
TAKE OFF
T/O SPEED V1, VR and V2
FMS computes Decision speed V1, Rotation speed VR and Initial Climb Speed V2
in function of weights entered in the WEIGHT page and atmospheric situation ICING
or NORMAL. Further details in tables of FCOM volume 3 chapter 3.03 and in QRH
chapter 4.
CAUTION
Speed bugs are displayed on PFD speed scale, on MFD PERF page and on PERF /
TAKE OFF page; further details respectively in FCOM volume 4 chapters
4.01.10.4.1.6, 4.02.50.3.1 and 4.02.50.3.1.
The pilot can enter three other take off speeds in the PERF / TAKE OFF page on
MCDU. Once, the pilot modifies a take-off speed value, FMS resets other take-off
speeds. MCDU displays a message in the center of this page to remind this change.
FINAL TAKE OFF / FINAL TAKE OFF ICING;

Further details in QRH chapter 4.
CAUTION
Take-off in F0° configuration is permitted only in accordance with AFM 7.02.03 no
ICING situation. The pilot shall select a manual target speed computed by FLIGHT
OPERATIONS SERVICES.
CLIMB
CLIMB SPEED: 170 kt.
Further details in charts and tables of FCOM volume 3 chapter 3.04.
P 31 000
FLIGHT (CRUISE and DESCENT)

CRZ SPD (CRUISE SPEED)
CRZ SPD is computed according to the FMS CRZ ALT and the CRZ MODE
selected on the CRUISE page (initialized on the PERF INIT page).
The pilot can select CRZ MODE among following possibilities:
- MAX CRUISE: Maximum allowable IAS during cruise,
- LONG RANGE: Optimized IAS to maximize the aircraft range,
- IAS SEL: value manually inserted on PERF INIT page or CRUISE page.
If a RTA is defined on a cruise waypoint, CRZ SPD equals the IAS to match the
RTA, otherwise CRZ SPD equals IAS selected through the CRZ MODE.
VFE
Maximum speed with extended flaps (updated for each flaps configuration).
DRIFT DOWN ICING

Descent speed with one engine out in ICING situation; further details in QRH
chapter 4.
DESC SPD (DESCENT SPEED)

- with two engines operating, DESC SPD = If a RTA is defined, DESC SPD
equals the IAS to match the RTA, otherwise DESC SPD will be the cruise
speed for the new selected flight level / altitude (with a maximum speed of
240kts).
Note: If a speed constraint is defined in the current active descent leg, DESC
SPD = Min [ DESC SPD (initial as described here-above) ; speed constraint ]
- with 1EO and in F0°, the pilot can select manual speed i f there is no MEA..
Further details in tables of FCOM volume 3 chapter 3.07.
APPROACH
APPROACH SPEEDS: VMHB and VAPP
FMS computes target approach speeds “Minimum Velocity in High Bank” VMHB
and “approach speed” VAPP and displays them in the PERF/ APPROACH page of
the MCDU (further details in FCOM volume 4 chapter 4.02.50.3.3) and on the PFD
speed scale during the APPROACH flight phase when the AUTO TGT SPD function
is selected on the ICP.
Note: If FMS has not computed approach speeds (no display of the approach
speeds), the pilot can manually activate display of the APPROACH speeds by
using the APP SPD command on the PERF APPROACH page on MCDU.
VAPP
VAPP = Max { VmHB + Min { 15kts ; Max [ projected GND WIND / 3 ; WIND GUST ]
} ; VMCL }; further details in charts of FCOM volume 3 chapter 3.08.
P 32 000
TRANSITION SPEED: VTRANS / V TRANS ICING / VTRANS APM

FMS computes the target descent transition speed VTRANS to prepare the
approach before reaching the approach flight phase.
● VTRANS (NORMAL) = Max { 170 ; VmHB0 +5 }
● VTRANS ICING = Max { 170 ; VmHB0 ICING +5 }
● VTRANS APM = Max { 170 ; VmHB0 ICING +10* } only with two engines
operating. N/A with 1EO.
* +10 only in clean configuration with two engines operative and with landing
gears up.
GO AROUND
VGA / VGA ICING
● VGA (NORMAL) = Max { previous VmHB +5 ; 1.1xVMCA ; V2 min }*
● VGA ICING = Max { previous VmHB +5 ; 1.1xVMCA ; DRIFT DOWN ICING }*
* +10kt in case of FLAPS UNLOCKED failure case.
Further details in tables of QRH chapter 4.13.
VmHB0 / VmHB0 ICING; VmHB15 ; VmLB0 / VmLB0 ICING

Further details in QRH chapter 4.63.
CAUTION
The FMS target speed is always limited downwards by the present V MIN OPS and
upwards by the present authorized maximum speed.
DISPLAY
The FMS “TGT SPD” is continuously displayed on VNAV 1/2 page but it is displayed
on PFD speed scale only when the pilot selects the AUTO SPD TGT mode:
Pressing the AUTO/MAN pushbutton on ICP displays both the TGT SPD bug (M-
shape) and the TGT SPD value on the PFD speed scale, both in magenta.
FMS displays most of these speeds on the PFD speed scale; further details in
P 33 000
100.5.2 V/S
CAUTION
This FMS version does not display the target vertical speed.
TGT VS field displayed on the VNAV 1/2 page of MCDU displays actually the
difference between the current aircraft vertical speed and the FMS target
vertical speed.
The FMS target vertical speed, computed but not displayed, is designed to follow
vertical profile of FPLN during descent phases.
TGT VS is displayed on the VNAV 1/2 page of the MCDU:

- In cruise if the aircraft altitude exceeds 300ft of difference with the FMS cruise
altitude,
- In descent phase (after TOD).
MCDU – VNAV 1/2 page with the TGT VS

P 34 000
100.6 LOCALIZATION AND NAVIGATION PERFORMANCE
FMS computes navigation performance parameters of accuracy, integrity,

availability and continuity to support the pilot operations in various airspaces.
100.6.1 NAVIGATION ACCURACY
100.6.1.1 LOCALIZATION ERROR / EPE (Estimated Position Error)
EPE is an assessment of the horizontal position uncertainty that can be placed into
the FMS position, i.e. the estimated FMS localization error.
EPE may be figured as a circle of radius EPE that is centered on the FMS position;
it means that the true aircraft position is guaranteed with 95% of probability to be
within this uncertainty circle.
True aircraft position
EPE
FMS
position
FMS position uncertainty

area
EPE computation depends on measurements accuracies and satellites or NAVAIDS

geometry (depending on localization sensors actually used by FMS) around the
aircraft.
FMS computes EPE for every of its localization mode using GPS and/or NAVAIDS.
P 35 000
EPE is displayed in the top right corner of the MCDU screen on every FMS page. It
is expressed in NM.
It is preceded on its left by the active FMS localization mode associated to this EPE.
MCDU – FMS page (here a FPLN page) with the active FMS
localization mode (here GPS) and the related EPE value (in NM)
EPE of every FMS localization mode is displayed in the PROG 3/3 page and its
sub-pages BCP NAV and GPS NAV on the MCDU.
100.6.1.2 NAVIGATION ERRORS
ANP (Actual Navigation Performance)

ANP is the performance accuracy criteria of the FMS navigation capability. It is
designed to be compared directly to RNP.
ANP is an assessment of the total navigation system error, i.e. quality of the FMS
position determination. ANP distance is the quadratic sum of all positioning errors:
path definition error (navigation database accuracy), guidance control accuracy and
EPE.
ANP is displayed on the PROG 2/3 page of the MCDU.
MCDU – PROG 2/3 page with ANP

P 36 000
XTK - CROSS-TRACK NAVIGATION ERROR

XTK is the cross-track distance between the aircraft position and the active FPLN
leg, i.e. the aircraft lateral deviation compared FPLN path.
XTK is displayed on the PROG 2/3 page of MCDU and at bottom of ND when XTK
is equal or greater than 0.2 NM outbound and 0.1 NM inbound. The XTK field
indicates side of the deviation (i.e. if the aircraft is on the left or the right of the active
FPLN leg) and the cross-track distance from this leg: For instance R.10 NM means
that the aircraft is located at 0.10 NM on right side of the active FPLN leg.
MCDU – PROG 2/3 page with a right XTK

GPS
ND – XTK field with a lateral deviation on the left
On ND, XTK field is displayed (from the 0.0 to 99.99 NM) when absolute value of
XTK increases from and beyond 0.1 NM. It disappears when the deviation
decreases to 0.2 NM.
P 37 000
Lateral deviation (XTK) is figured on PFD when a FMS is selected as navigation

source.
On PFD, the FMS lateral deviation is figured by:
PFD – Lateral deviation with FD bars and CDI

( 1 ) Lateral deviation of the vertical FD bar when FD is activated.
( 2 ) Lateral deviation of the CDI magenta rectangle deviation pointer on the CDI
lateral deviation scale. Only half-rectangle is displayed when the pointer
overshoots a limit of the scale.
On the PFD navigation area, the FMS lateral deviation is figured by:
PFD – Mini-ND with FMS lateral deviation

( 3 ) Cross-track deviation of the magenta center arrow on the lateral deviation
scale.
Scale sensitivity is the same on items ( 2 ) and ( 3 ); half-scale equals the present
RNP until 5.0 NM. Further details in FCOM volume 4 chapter 4.02.100.6.2.
Further details in FCOM volume 4 chapters 4.02.80.3.1 and 4.02.80.3.2.
P 38 000
VDEV – VERTICAL DEVIATION

VDEV is the current vertical deviation computed by the FMS; it indicates the relative
vertical deviation of the aircraft compared to the vertical profile of FPLN during climb
and descent phases.
- CLIMB and CRUISE CLIMB section: VDEV is the vertical deviation between the
A/C altitude and the lower altitude among the selected altitude ad the next
altitude constraint
- CRUISE and CRUISE DESCENT section: VDEV is the vertical deviation
between the A/C altitude and the cruise level or cruise altitude (refer to "Step
and level interception" part)
- DESCENT: vertical deviation between the A/C altitude and the descent vertical
profile; CAUTION: VDEV may be not continuous if various FPA values are
defined along the descent vertical profile.
VDEV is positive when aircraft is above the vertical profile and negative when the
aircraft is below the vertical profile.
FMS vertical descent profile

CRUISE
VDEV > 0
VDEV < 0
Vertical descent profile

actually performed
Vertical deviation is displayed on PFD (further details in FCOM volume 4 chapter

4.02.80.4.1).
VDEV is displayed on VNAV 1/2 page of MCDU.
MCDU – VNAV 1/2 page with VDEV

P 39 000
Vertical deviation (VDEV) is figured on PFD when a FMS is selected as navigation

source.
On PFD, the FMS vertical deviation is figured by:
PFD – Vertical deviation with CDI

( 1 ) Vertical deviation of the CDI magenta rectangle deviation pointer on the CDI
vertical deviation scale. Only half-rectangle is displayed when the pointer
overshoots a limit of the scale.
Scale sensitivity is such that full scale deviation equals +/-150ft when the
flight area is APPROACH and +/-500ft otherwise; this flight area is displayed
on left of the lower part of the PFD navigation area when it is computed.
Note: This FMS version provides only vertical navigation advisory.
TKE - TRACK ANGLE ERROR

TKE is the track angle error measured between the present aircraft track TK and the
Desired Track (DTK) recommended to follow the active FPLN leg.
TK
DTK
TKE
Right TKE
MCDU – PROG 2/3 page with TKE
TKE value is displayed on the PROG 2/3 page of MCDU with DTK and TK values:
First letter indicates whether the aircraft track is exceeding in the left side (L) or in
the right side (R).
P 40 000
100.6.2 NAVIGATION PERFORMANCE INTEGRITY
HIL (Horizontal Integrity Limit)

GPS provides HIL to FMS when FMS uses GPS position to compute the FMS
position. HIL is an assessment of the trust that may be placed into the GPS position
integrity along the whole GPS transmission chain.
HIL may be figured as a circle of radius HIL (in NM) which is centered on the GPS
position; it means that the true aircraft position is guaranteed with 99.9% of
probability to be within this protection circle, assuming a latent failure occurs in the
GPS (including satellites, receiver …).
True aircraft position
HIL
GPS
position
Area of actual GPS position integrity
GPS HIL value is displayed on the GPS NAV page of the MCDU.
MCDU – GPS NAV page with HIL
FMS generates a GPS alert or an AIM alert on MCDU when the GPS HIL is not
valid, depending on additional degraded GPS data.
FMS generates also a HIL alert on MCDU when GPS HIL does not comply with the
present RNP criteria.
P 41 000
HDOP (Horizontal Dilution of Precision)

HDOP is the level of degradation of the GPS HDOP Confidence
receiver positioning accuracy in the value level rating
horizontal plane due to relative position of
1 to 5 High
the GPS receiver compared to visible GPS
satellites. 5 to 10 Moderate
Greater is the number of visible GPS > 10 Low
satellites and the space between them, lower
is the position accuracy degradation and the
HDOP value.
HDOP value is displayed on the GPS NAV page of the MCDU.
MCDU – GPS NAV page with HDOP
HDOP parameter is unitless.
AIM / RAIM (Receiver Autonomous Integrity Monitoring)

FMS uses the RAIM function of GPS to provide integrity monitoring capacity of the
present GPS receiver signals by assessing its integrity.
FMS uses this information for further monitoring and predictions operations; see
PRAIM on next pages.
FMS activates the AIM alert “NO GPS RAIM” on the MCDU when curent navigation
integrity fails.
P 42 000
100.6.3 NAVIGATION PERFORMANCE AVAILABILITY AND CONTINUITY

PRAIM (Predictive Receiver Autonomous Integrity Monitoring)
FMS uses the RAIM function of the GPS to provide on ground a predictive GPS
signals integrity monitoring, i.e. through predictive HIL, which allows the pilot to
check navigation performance availability and continuity at the destination airport
and at any FPLN or SEC waypoint in 30 minutes centered time-window.
The pilot uses the PRAIM functions through two PRAIM pages on MCDU:
- PRAIM 1/2: Press LSK of prompt <PRAIM on the PROG 1/3 page,
- PRAIM 2/2: Press LSK of prompt PRAIM> on the GPS NAV page.
On the PRAIM ½ page:
2
1
3
4
5
MCDU – PRAIM 1/2 page
( 1 ) PRAIM at DEST: Predicted HIL values around ETA at destination

( 2 ) WPT: By default, FMS selects the alternate airport. Enter ident of any FPLN
or SEC waypoint or airport initiates computation of related HIL predictions (if
the waypoint ident entry is performed on ground).
( 3 ) PRAIM at selected WPT: Predicted HIL values around ETA at WPT.
( 4 ) PRAIM TIME RANGE: Predicted HIL are given every 5 minutes up to ± 15
minutes around ETA of the concerned point
( 5 ) MANUAL GPS SATELLITES DESELECTION: This line displays PRN-number
of GPS satellites which have been manually deselected from PRAIM
computations.
The pilot can deselect manually a maximum of two GPS satellites, when for
instance, these satellites have been declared unserviceable. Enter the PRN-
number (1 to 32) into the [ ] field. The pilot can re-select a satellite by pressing
the CLR key on the MCDU then pressing LSK [L6] or [R6] of the concerned
satellite.
Note: FMS deletes all HIL predictions when the pilot deselects a satellite.
P 43 000
Note: FMS rejects automatically GPS satellites from PRAIM computations

which do not provide good data. The pilot has no access to the
rejected satellites information.
In the example of the PRAIM 1/2 page, satellite 12 is deselected.

In the example of the PRAIM 2/2 page, no satellite is deselected.
8
5
On the PRAIM 2/2 page, the pilot can:

( 6 ) Apply computation of the HIL predictions on the ACTive FPLN or the SEC.
( 7 ) Select predictions criterion { RNAV 10 OCEANIC, RNAV 5-2-1, RNP 4
OCEANIC or RNP 1 } depending on airspaces crossed by the selected flight
plan. RNAV 10 OCEANIC is the default selection after a FMS cold start.
( 8 ) Start or cancel the PRAIM function to compute HIL predictions given every 5
minutes up to ± 15 minutes around ETA of the flight plan waypoints. The pilot
can starts the PRAIM computaitons only on ground.
When the prediction result is “FAIL”, the MCDU allows the pilot to display the
RESULT page to know at which ETA the computation failed due to an excessive
HIL and/or a FDE (Failure Detection and Exclusion).
Predicted HIL values are displayed in amber when they do not comply with the
integrity criterion applied for the waypoint, otherwise they are displayed in green.
FMS activates an AIM message on the MCDU when predicted HIL at FAF (Final
Approach Fix) or MAP (Missed Approach Point) is invalid or degraded.
Pressing the PREV key or the NEXT key scrolls the PRAIM pages from a page to
the other page.
P 44 000
100.7 RESTRICTIVE OPERATIONS IN SPECIFIC AIRSPACES

FMS supports operations with navigation accuracy for US terminal and en-route
RNAV, European B-RNAV and P-RNAV environment and RNP environment up to
RNP APCH 0.3.
FMS displays relevant parameters for following specific navigation operations.
100.7.1 P-RNAV operations

FMS is designed and approved for lateral P-RNAV operations in GPS, D-D and
green V-D locazitation. The FMS localization mode is displayed in the top right
corner of the MCDU screen. It is amber when the navigation system can not operate
in P-RNAV.
FCOM volume 4 chapter 4.02.100.5 provides description monitoring parameters to
check compliancy of the flight in Terminal area with P-RNAV operational navigation
requirements.
100.7.2 RNP operations

FMS is designed to operate in RNP airspace.
In addition of navigation accuracy, integrity, continuity and availability data provided
by the FMS to the pilot, FMS database contains default RNP values for airways,
SID, STAR and approach procedure legs contained in the standard database.
With GPS used Without GPS used
Areas
for positioning for positioning
EN ROUTE 5 NM * 5 NM *
TERMINAL 1 NM 2 NM
APPROACH 0.3 NM / 0.7 NM ** 0.7 NM
* Default value after a FMS long power interruption
** respectively when integrity criteria is fullfilled / not fullfilled
For RNP operations, the pilot can check compliance with:

- Navigation accuracy in the specific RNP airspace, by comparing RNP and ANP
values on the PROG 2/3 page; ANP should be lower or equal to RNP.
- Navigation performance integrity, availability and continuity, by using RAIM
monitoring and PRAIM capacity and checking that MCDU does not displayed
related MSG: AIM, GPS, HIL, RNP, POS ...
P 45 000
The RNP value applied to the present computed airspace and the ANP achieved by
FMS are displayed on the MCDU – PROG 2/3 page.
MCDU – PROG 2/3 page with RNP and ANP
The pilot can modify RNP value of the present airspace during the flight through the
RNP field in the PROG 2/3 page on the MCDU. Entering a RNP value through LSK
[L6] via scratchapd modifies the RNP field.
RNP value provided by the FMS is displayed in small cyan font while a manual entry
is displayed in large cyan font.
A scratchpad message is displayed if the inserted value is out of range (depending
on the flight area) and rejected.
The pilot can cancel the inserted RNP value by pressing the CLR key then pressing
LSK [L6]. The manual value is replaced by the FMS value according to the RNP
defined for the present airspace.
FMS generates MCDU messages when ANP is greater than RNP an in other case
of Abnormal RNP operation.

P 46 000
FLIGHT AREAS
For navigation performance (RNP) monitoring purpose in various restrictive
airspaces, FMS computes three flight areas EN ROUTE, TERMINAL and
APPROACH as shown on this figure.
EN ROUTE EN ROUTE*
EN ROUTE*
TERMINAL TERMINAL TERMINAL
APPROACH
FAF
16 000 ft QFE
15 000 ft QFE
DEPT.
TERMINAL DEST.
AREA 2 NM TERMINAL
AREA
30 NM
30 NM
DEPT. ARPT DEST. ARPT
FOR INFORMATION ONLY, BASED ON A CLASSIC FLIGHT, NOT REPRESENTATIVE SCALE
EN-ROUTE area is computed at FMS power up while no FPLN is defined, at

manual FPLN initialization and at FPLN ending.
TERMINAL area is a cylinder of 30 NM radius (direct ground distance) centered on
the airport and 16 000 ft (for the departure) / 15 000 ft (for the destination) height
above the airport.
APPROACH area is computed inside a TERMINAL area. It starts 2 NM before FAF
(that is contained in the approach procedure), while the active FPLN leg belongs to
the approach procedure with all following conditions:
- Geometry of the approach actually performed is compatible with an acceptable
approach: XTK < 0.3 NM and TKE < 90°.
- Acceptable navigation performance:
• FMS using GPS (GPS APP): HIL < 0.3 NM and RAIM at FAF and MAP < 0.3 NM
• FMS not using GPS (RNAV APP): EPE < 0.5 NM
The APPROACH area is no longer computed passing the MAP, activating the GA
guidance mode or when the active leg does not belong the approach procedure.
When the flight area is TERMINAL or APPROACH, green label TERM or APPR
(respectively) is displayed in lower left part of the HSI / mini ND on PFD.
P1 000
F.C.O.M NAVIGATION DATABASES JUN 13
INTRODUCTION
FMS can use three navigation databases for flight plan initialization/revision and
navigation management:
- Standard database, including two successive Standard database AIRAC cycles,
- Co-Routes database (if initialized),
- Pilot database (if initialized).
Initially, FMS databases are stored in the resident compact flash cards. These
databases are transferred and stored in the FMS memory at FMS power up. During
FMS operations, FMS uses navigation databases stored into its memory.
Co-Routes databases and Pilot database contained within the resident compact
flash cards are updated if the pilot saves databases modifications inserted during
the flight through a MCDU command.
Further details related to the resident compact flash card and its content in FCOM
Following pages describe MCDU interfaces between the pilot and the Standard
database, the Co-route database and the Pilot database.
P2 000
110.1 ACCESS TO FMS NAVIGATION DATABASES
DATA
MCDU – NAV DATA page: Navigation databases ident and validity
MCDU – DATABASE page: Navigation databases content

P3 000
100.1.1 DATABASES IDENTIFICATION

1
MCDU – NAV DATA

The NAV DATA page displays information that displays navigation databases stored
and available in FMS: STD, CO-RTE and PILOT.
The left side reports databases idents while the right side indicates specific dates.
(1 ) STD DATA (Standard navigation database) field indicates ident of both AIRAC
cycles available in FMS with their expiration dates; expiration date of the cycle
1 is always older than one of the cycle 2.
FMS manages automatically two STD DATA database AIRAC cycles to use
only the valid (or the last valid) AIRAC cycle. The pilot can modify the FMS
selection on ground.
Ident of the active STD DATA AIRAC cycle is also displayed on the FMS power
up page and on the INIT page of the MCDU.
( 2 ) CO-RTE DATA (Company routes database) field indicates its ident and the
date of its last modification.
Only a designated airline officer can create, modify and delete company routes
during ground operations through a protected access.
( 3 ) PILOT DATA (Pilot navigation database) field indicates its ident and the date of
its last modification.
The pilot can complete the Pilot database anytime during the flight and save
modifications for a use during further flights, otherwise, unsaved modifications
of the Pilot database are deleted at FMS power down.
P4 000
110.1.2 INTRODUCTION TO USE OF FMS DATABASES
Every time the pilot uses items of FMS navigation databases (airport, route, airway,
waypoint, NAVAID, …) through FMS pages of the MCDU, various possibilities exist:
■ The pilot does not know the item ident.

Pressing LSK of the concerned field displays all items of the FMS databases
that can be individually selected into the field. If the required item is not
available, the pilot can create a new item.
□ The pilot consults content of FMS databases on a page dedicated to

navigation databases.
MCDU filters the list of items displayed on the MCDU page such as only items
which are relevant with first letters entered into the scratchpad are displayed on
the page.
■ The pilot knows the item ident.

Enter ident in the scratchpad and press LSK of the concerned field to insert the
item.
□ Item ident being entered in the scratchpad, the pilot presses LSK to insert
the item into a dedicated field.
FMS searches this element in three FMS databases.
- If the element is defined, it is directly inserted into the field.
- If several possibilities exist, the MCDU requests the pilot to select an item
among ones proposed; some information on each item may help the pilot to
select the appropriate item.
- If the element is not defined, the MCDU suggests to define this new item in
the PILOT database; further details in FCOM volume 4 chapter
4.02.110.4.2.
P5 000
110.2 STANDARD DATABASE
110.2.1 STD DB DESCRIPTION

A standard navigation database contains worldwide airports, En-route and Terminal
waypoints, NAVAIDS (VOR, DME, ILS, NDB, ADF), runways, airways and Terminal
area procedures (SID, STAR, APPROACH) defined according to ARINC 424 rules.
At every FMS power up:
- FMS loads the STD DB from the resident card to the FMS, assuming the
resident card is inserted into card reader of the MFD (i.e. DU2 and DU4),
- FMS checks the STD DB integrity and displays the test result on the FMS
power up page.
110.2.2 STD AIRAC CYCLES MANAGEMENT

A standard navigation database is valid only for a 28-day cycle.
Two successive STD DB AIRAC 28-day cycles are contained in the resident
databases compact flash card to ensure continuity between two cycles periods.
Both cycles are loaded into FMS at every FMS power up.
By default, FMS uses the AIRAC cycle that is not expired yet. If both stored AIRAC
cycles are expired, FMS uses the last valid AIRAC cycle.
ADVISORY
It is recommended to update the pair of successive STD DB AIRAC cycles in
appropriate time to ensure a valid continuity of the STD DB.
The pilot can select manually the desired AIRAC cycle that would be used by the
FMS from the NAV DATA page.
CAUTION
Manual change of the STD data version while a flight plan is defined into the FMS
makes invalid this flight plan; MCDU message requires pilot agreement before
cancelling the flight plan.
The pilot and the airline have no means to modify content of the STD DB. Update of
STD DB AIRAC cycles stored in the resident compact flash card must be performed
during maintenance operations on ground.
P6 000
The pilot can check validity of the active STD database AIRAC cycle (STD DATA)
on the FMS power up page, on the INIT page or on the NAV DATA page on the
MCDU.
The NAV DATA page displays the most detailed information related to navigation
databases versions.
Access to these pages is given in FCOM volume 4 chapter 4.02.110.1.
1
MCDU – NAV DATA page
STD AIRAC cycle activation:

Press LSK [L1] to modify selection of the active STD AIRAC cycle.
( 1 ) Active STD AIRAC cycle is displayed in large font on the top line. The active
STD AIRAC cycle is the cycle actually used by FMS.
( 2 ) Non-active STD AIRAC cycle is displayed in small font on the line below.
STD AIRAC cycle indicators:

Symbol on the right side of the STD DATA ident indicates the valid (or last
*
valid) AIRAC cycle, i.e. cycle used by FMS.
Symbol on the left side of the STD DATA ident indicates capability to swap
> the active cycle with the non-active cycle. It is available only on ground.
AIRAC cycle in front of this symbol is “pre-selected” for swapping.
STD AIRAC cycle ident’s coloring rules:

Pre-selected > Not pre-selected Expired
Active ( * )
GREEN CYAN
STD AIRAC cycle
AMBER
Non-active GREEN in flight
YELLOW
STD AIRAC cycle CYAN on ground
P7 000
Case “STD DB cycle 1 active”:
Press prompt [R6]

Press prompt [L5]
Case “STD DB cycle 2 active”: Automatic update from cycle 1 to cycle 2.
Press prompt [R6]

Press prompt [L5]
When the automatic update fails, press prompt [1L] in the NAV DATA page to select
the desired standard database cycle.
Case “STD DB cycle 2 expired”: Load two new STD DATA AIRAC cycles
Press prompt [R6]

Press prompt [L5]
P8 000
110.2.3 STD DATA ACCESS

On the DATABASE page, the pilot can consult the list of some categories of items
defined in the STD database (AIRPORT, NAVAID, WAYPOINT, NDB) by pressing
the related LSK.
DATA
MCDU – DATABASE page

with most of STD items categories
Note: Other types of STD data can be consulted during flight plan initialization and
revision from related fields.
Pressing LSK of a STD data category displays the list of all STD data in this
category on a dedicated MCDU page; then pressing LSK of the desired STD data to
displays a page with definition of the selected data.
P9 000
110.2.4 STD DATA DEFINITION
When the pilot requires display of a STD data page, this page is displayed empty;
inserting ident of an item from the appropriate category in the IDENT field (via
scratchpad then pressing LSK [L1]) displays definition data of the selected item.
AIRPORT
APT characteristics:
- IDENT: Airport ICAO ident with 4 characters
Two-letter on the right side indicates the country ident
- LAT/LONG: Latitude and longitude coordinates of a reference waypoint (runway
or airport) in the FMS reference (ex: WGS84).
- ELEVATION: Elevation of the reference point above MSL
- RWY LNG: Runway length
- RWY AXIS: Direction of the runway
- FPA: Arrival slope (positive Flight path angle)
- NAME: Description name of the airport with a maximum of 15 characters
- MAG VAR: Local magnetic variation
TERMINAL PROCEDURES (SID, STAR, APPROACH)

SID: See FCOM volume 4 chapter 4.02.20.4.1.2
STAR and APPROACH: See FCOM volume 4 chapter 4.02.20.4.1.2
AIRWAY
See FCOM volume 4 chapter 4.02.20.4.2.2.
P 10 000
WAYPOINT
WPT characteristics:
- IDENT: Waypoint ident with a maximum of 5 characters
- LAT/LONG: Latitude and longitude coordinates of the WAYPOINT position in
the FMS reference (ex: WGS84).
- SPD VECTOR: Direction and speed of the moving waypoint (optional); this
function do not answer to an airliner operational situation.
- NAME: Description name of the waypoint with a maximum of 15 characters
See also FCOM volume 4 chapter 4.02.20.4.2.1.
NDB
NDB characteristics:
- IDENT: Non-Direction Beacon ident with a maximum of 4 characters
- TYPE: NDB
- LAT/LONG: Latitude and longitude coordinates of the NDB position in the FMS
reference (ex: WGS84).
- FREQ: NDB frequency (in kHz)
P 11 000
NAVAID (VHF)
NAVAID characteristics:
- IDENT: NAVAID ident with a maximum of 4 characters
- CHL/ FREQ: NAVAID channel and frequency (in MHZ)
- TYPE: VOR, TACAN, DME, VORTAC, VORDME
- FOM: standard NAVAID Figure of MERIT: EXT (extended range), HIGH (high
altitude), LOW (Low altitude), TERM (Terminal)
- LAT/LONG: Latitude and longitude coordinates of the NAVAID position in the
FMS reference (ex: WGS84).
- ELEVATION: Elevation of the NAVAID above MSL (including or not the beacon
height, if any)
- DECLIN: Beacon declination
- NAME: Description name of the NAVAID with a maximum of 15 characters
(spaces included)
P 12 000
110.3 COMPANY ROUTES DATABASE
110.3.1 IDENTIFICATION
The NAV DATA page displays the most detailed information related to the Company
routes version. Access to this page is given in FCOM volume 4 chapter 4.02.110.1.
1 2
( 1 ) Company route database identification

( 2 ) Date of last company route database modification
110.3.2 DESCRIPTION
The Company route database (CO-RTE or CO-ROUTE) can contain up to 1000
routes designed by the airline company with a maximum of 50 items per route.
A company route is defined with departure and destination airports, SID, STAR,
approach procedures, waypoints and airways from the STD database.
At every FMS power up:

- FMS loads the CO-ROUTE from the resident card to the FMS, assuming the
resident card is inserted into card reader of the MFD (i.e. DU2 and DU4),
- FMS checks if a standard data used in company routes is missing. In case of
missing data, FMS activates an MSG alert and replaces the missing data by a
discontinuity.
Note: Only a designated airline officer can create, modify and delete company
routes during ground operations through a protected access.
P 13 000
110.3.3 ACCESS AND USE
c.f. FCOM volume 4 chapter 4.02.110.1
c.f. FCOM volume 4 chapter 4.02.110.1

P 14 000
STD DATA CO-ROUTE page
2 3
List of all defined company routes is displayed on the STD DATA CO-ROUTE
pages. The pilot displays this page:
- Pressing the DATA key of the MCDU keyboard displays the DATA MENU page,
then pressing LSK [R1] of the prompt DATABASE> displays the DATABASE
page; finally press LSK [L5] of the prompt <CO-ROUTE.
- Pressing the FPLN key of the MCDU keyboard displays the FPLN page of the
SEC page, then pressing LSK [L6] of the prompt <NEW FPLN displays
respectively the FPLN INIT page or the SEC INIT page; pressing LSK [L1] f the
prompt <ROUTE displays the ROUTE SEL page; finally press LSK [L1] of the
IDENT field when the scratchpad is empty.
A company route is identified by prompt of the route ident, preceding by the

FROM/TO airports of this route.
( 1 ) <PLT ROUTE: Pressing LSK [L1] displays the PILOT DATA ROUTE page
with the list of existing pilot routes.
( 2 ) List of Company routes, with a maximum of 8 routes per page; the list can be
displayed on several pages.
Pressing LSK of a route displays a route resume on the CO-ROUTE page.
( 3 ) Quantity of company routes that can be still inserted in the CO-ROUTE.
( 4 ) CODE----< allows entering a code to edit, create or delete a company route.
The access code protects integrity of the CO-ROUTE database. This
operation should be performed only by a designated airline officer on ground.
P 15 000
CO-ROUTE page
On the STD DATA CO-ROUTE page, pressing LSK of the required route ident
displayed the CO-ROUTE page with information related to the selected route.
3 4
Resume of the selected company route is displayed on the CO-ROUTE page.
( 1 ) IDENT and FROM/TO airports of the company route.
( 2 ) When the left arrow is displayed, pressing LSK [L2] displays the previous
page. The green label indicates rank of first and last waypoints displayed on
the CO-ROUTE page.
( 3 ) Resume of the company route is limited to 5 waypoints per page.

It reports the waypoint ident and its rank.
( 4 ) When the right arrow is displayed, pressing LSK [R5] displays the next CO-
ROUTE page (i.e. next part of the selected company route). The green label
indicates rank of the next waypoint.
( 5 ) ROUTE SELECT> : Pressing LSK [R6] displays the ROUTE SEL page with
the selected company route.
Note: Rank of waypoints is given for information to facilitate location of waypoints in

the route.
Note: On the detailed CO-ROUTE page, pressing the NEXT or key modifies
the selected route (i.e. item 1) but it does not scroll the detailed page of the
selected route.
P 16 000
ROUTE SEL page (empty)
( 1 ) Enter ident of a existing company route into the IDENT field to initialize a
flight plan with this route.
When scratchpad is empty, pressing LSK [L1] displays the STD DATA CO-
ROUTE page.
( 2 ) Enter idents of FROM/TO airports for which a company route is defined
initializes the FMS flight plan with this route.
If several routes (CO-ROUTE or PILOT route) exist with the same FROM/TO
airports, use this method may select a wrong route. It would be better to use
the IDENT field to select the required route.
ROUTE SEL page (filled with a company route)
When FMS identifies a company route (or a Pilot route), other fields (except the
FLT ID) are filled with data related to this route: IDENT, FROM/TO, route resume.
( 3 ) Selected route resume: appear only waypoints, airways and names of
departure/arrival procedures.
( 4 ) FMS indicates the displayed route is identified as a company route.
( 5 ) REVERSE< : Once a route is selected, the pilot can invert the selected route
(except departure and arrival procedures).
Further details related to the ROUTE SEL page in FCOM volume 4 chapter
4.02.20.2.2.
P 17 000
110.4 PILOT DATABASE
110.4.1 IDENTIFICATION
The NAV DATA page displays the most detailed information related to the Pilot
database version. Access to this page is given in FCOM volume 4 chapter
4.02.110.1.
1
2
( 1 ) Company route database identification

( 2 ) Date of last company route database modification
110.4. DESCRIPTION
Anytime, the pilot can use the PILOT database to define manually navigation items
which are not defined in the STD and CO-ROUTE databases.
The PILOT database may contain:
- 100 AIRPORTs (ident, name, latitude and longitude of a reference point, runway
length, runway axis, arrival flight path angle, elevation, magnetic variation),
- 100 VHF NAVAIDs (ident, name, latitude and longitude, type, frequency,
elevation, station declination),
- 300 WAYPOINTs (ident, name, latitude and longitude),
- 100 ROUTEs using a maximum of 50 items each.
The pilot can create, edit, rename and delete any of these items in the PILOT
database through the MCDU. These items can be defined with the same level of
details and accuracy that elements of the STD database (based on ARINC 424),
except that definition of a new airport cannot include departure and approach
procedures.
The PILOT database is stored in the resident compact flash cards; further details in
FCOM volume 4 chapter 4.02.110.4. This database is loaded into the FMS at every
FMS power up.
P 18 000
Nevertheless, any modification of the PLT database (creation, modification or

deletion of a PLT item) realized during a flight should be saved on the resident
compact flash cards to be still available on further flights, otherwise the PLT
database modification would be lost at next FMS power cut.
Once the pilot has modified the FMS PLT database, MCDU message requests the
pilot to save the updated PLT database into the resident cards. Further details in
In dual FMS operation, any creation, modification or deletion of a PILOT item

updates automatically both FMS PILOT databases.
CAUTION
PILOT data can be saved on resident compact flash cards of an aircraft. These
data can be used by all pilots flying on the same aircraft.
These data would not be available on another aircraft, unless other pilots saved the
same data on the PILOT database.
CAUTION
Before using PILOT data on an aircraft, it is recommended to check that definition
of these data is consistent the expected definition.
On the DATABASE page, the pilot can consult the list of every category of items
defined in the PILOT database (AIRPORT, NAVAID, WAYPOINT, ROUTE) by
pressing the related LSK.
MCDU – DATABASE page with PILOT data category

P 19 000
110.4.2 INITIALIZE A PILOT DATA CREATION OR REVISION

The pilot can enter into the PILOT database via two ways:
- The pilot inserts a data that is not defined in the existing FMS databases. Then,
the MCDU suggests creating and defining this new entry.
- The pilot goes directly on MCDU pages of the PILOT database to create a new
entry.
110.4.2.1 UNDEFINED DATA INSERTION

When the pilot enters an ident that is not defined in the existing FMS databases, the
MCDU displays a page to create and define this new item into the PLT database.
FMS may identify the category of the item according to length of the ident; as
consequence, the MCDU displays the NEW DATA page or the PLT WPT page:
- NEW DATA page if length of the ident is smaller than five characters.
MCDU – NEW DATA page

Press the appropriate LSK according to the type of element to create:
WAYPOINT, AIRPORT or NAVAID. On the right side, the MCDU displays the
number of item that can be still created into the PLT DB in each category.
- Pressing LSK of prompt <WAYPOINT displays the PLT WPT page,
- Pressing LSK of prompt <AIRPORT displays the PLT APT page,
- Pressing LSK of prompt <NAVAID displays the PLT NAVAID page.
These pages are described in FCOM volume chapter 4.02.110.4.3.
- PLT WPT page if length of the ident equals five characters (maximum
authorized for a new item). This page is described in FCOM volume 4 chapter
4.02.110.4.3.1.
P 20 000
110.4.2.2 DIRECT DATA INSERTION INTO THE PILOT DATABASE

On the DATABASE page on the MCDU, press a LSK on the right side displays the
PILOT DATA page that displays the list of existing PLT item in the selected category
and allows definition of a new PLT item in the same category.
MCDU – DATABASE page with PILOT item categories
Content of the PILOT DATA page is in accordance with the kind of data selected by
the pilot on the DATABASE page. The PILOT DATA page is organized identically
for all PILOT data.
1
2 2
MCDU – PILOT DATA page (e.g. with PLT airports)
( 1 ) Present page number displayed and the total number of pages with PILOT
data: AIRPORTS, NAVAIDS, WAYPOINTS or ROUTES. When several pages
are available, press NEXT key or PREV key to shit pages.
( 2 ) Pressing LSK of a PILOT item displays the appropriate PLT page (PLT APT,
PLT NAVAID, PLT WPT, PLT ROUTE) with definition of the selected item.
( 3 ) Number of PILOT items (for the concerned kind of data) which can be still
created.
( 4 ) Press LSK [R6] displays the PLT page to define a new PILOT item.
If the number of free remaining items is not zero, press LSK [R6] of prompt NEW>
to create and define a new PLT item.
P 21 000
110.4.3 PILOT DATA DEFINITION
110.4.3.1 PLT AIRPORTS

The pilot can create, define and modify up to 100 new airports with a runway or
existing airports with a new runway in the PLT database.
On the DATABASE page, pressing LSK [R1] of the prompt AIRPORT> displays the
PILOT DATA page with the list of existing PILOT airports. Then pressing LSK [R6]
of the prompt NEW> displays the PLT APT page.
MCDU – PLT APT page
AIRPORT characteristics:
- IDENT*: Airport ICAO ident with 4 characters
- LAT/LONG*: Latitude and longitude coordinates of a reference waypoint
(runway or airport) in the FMS reference (ex: WGS84). Insertion format; enter
for instance N3532.66/E13948.45 displays N35°32.66/ E139°48.45.
- ELEVATION*: Elevation of the reference point above MSL
- RWY LNG: Runway length
- RWY AXIS: Direction of the runway
- FPA: Arrival slope (positive Flight path angle)
- NAME: Description name of the airport with a maximum of 15 characters
- MAG VAR: Local magnetic variation
* Minimum of data field that should be filled to memorize the new PILOT entry;
then, the total number of this kind of data that remains free is decreased of one.
The CLR key has no effect on this page.

P 22 000
110.4.3.2 PLT VHF NAVAIDS

The pilot can create, define and modify up to 100 new VHF NAVAIDS in the PLT
database.
On the DATABASE page, pressing LSK [R2] of the prompt NAVAID> displays the
PILOT DATA page with the list of existing PILOT NAVAIDS. Then pressing LSK
[R6] of the prompt NEW> displays the PLT NAVAID page.
MCDU – PLT NAVAID page

NAVAID characteristics:
- IDENT*: NAVAID ident with a maximum of 4 characters
- CHL/ FREQ*: standard NAVAID channel and frequency (in MHZ); for instance
entering “124X” or entering “/117.70” displays 124X/117.70.
- TYPE: VOR, TACAN, DME, VORTAC, VORDME
- FOM: standard NAVAID Figure of MERIT: EXT (extended range), HIGH (high
altitude), LOW (Low altitude), TERM (Terminal)
- LAT/LONG*: Latitude and longitude coordinates of the NAVAID position in the
FMS reference (ex: WGS84). Insertion format; enter N4303.83/W00101.63
displays N43°03.83/E001°01.63.
- ELEVATION*: Elevation of the NAVAID above MSL (including or not the beacon
height, if any)
- DECLIN: Beacon declination
- NAME: Description name of the NAVAID with a maximum of 15 characters
(spaces included)

P 23 000
110.4.3.3 PLT WAYPOINT

The pilot can create, define and modify up to 300 new WAYPOINTS in the PLT
database.
On the DATABASE page, pressing LSK [R3] of the prompt WAYPOINT> displays
the PILOT DATA page with the list of existing PILOT waypoints. Then pressing LSK
[R6] of the prompt NEW> displays the PLT WPT page.
MCDU – PLT WPT page
Waypoint characteristics:
- IDENT*: Waypoint ident with a maximum of 5 characters
- LAT/LONG*: Latitude and longitude coordinates of the WAYPOINT position in
the FMS reference (ex: WGS84). Insertion format; enter N4303.83/W00101.63
displays N43°03.83/E001°01.63.
Note: A PLT waypoint is stored only with its coordinates, independently of the
method to obtain these coordinates.
- SPD VECTOR: Direction and speed of the moving waypoint (optional).
ADVISORY
Considering the SPD VECTOR function does not answer to airliner operational
needs, it is recommended to not use this function.
- NAME: Description name of the waypoint with a maximum of 15 characters

P 24 000
Coordinates determination
The pilot can defines latitude and longitude coordinates thanks to three methods:
- LAT/LONG: Entering its coordinates in the LAT/LONG field,
- PLACE/BRG/DIST: Entering the relative position from a reference position
(PLACE) identified by its code, following a bearing (BRG) and at a certain
ground distance (DIST),
- PLACE/BRG1 / PLACE/BRG2: Entering intersection point of two bearings
(BRG) from two reference positions (PLACE).
FMS computes and updates latitude and longitude coordinates from entries in
second or third method.
When these fields are filled, the pilot can modify one or two data of those lines by
using “/” or “//” as separator to locate the new entry.
For instance, note changes after following successive insertions:
Insert TOU/320/AGN/060 via LSK [L4] displays TOU /320°T/AGN /060°T
Then, insert //LACOU/240 displays TOU /320°T/LACOU/240°T
Then, insert SECHE/142 displays SECHE/142°T/LACOU/240°T
Then, insert ///235 displays SECHE/142°T/LACOU/235°T
FMS updates LAT/LONG coordinates fields accordingly after every new entry.
P 25 000
110.4.3.4 PLT ROUTE

The pilot can create, define and modify up to 100 new ROUTES in the PLT
database, using a maximum of 50 items each (departure and destination airports,
NAVAIDS, waypoints, airways, SID, STAR, APP procedure).
On the DATABASE page, pressing LSK [R4] of the prompt ROUTE> displays the
PILOT DATA page with the list of existing PILOT routes.
3
2
4
MCDU – PILOT DATA with PILOT routes

( 1 ) <CO-ROUTE prompt: Pressing this LSK displays the STD DATA page with
list of CO-ROUTES; further details in FCOM volume 4 chapter 4.02.20.2.2.
( 2 ) List of created PILOT routes: A PILOT route is briefly described with its
departure and destination airport and below its ident. Pressing LSK in front of
a PLT route ident displays the PLT ROUTE page with definition of the
selected route.
( 3 ) Total number of PILOT routes which can be still created.
( 4 ) NEW> prompt: Pressing LSK [R6] displays the PLT ROUTE page.
7
MCDU – PLT ROUTE page
( 5 ) The pilot can fill the IDENT field and the FROM/TO field (departure and
destination airports) to initialize the PILOT route definition.
6
P 26 000
( 6 ) Once the pilot filled the IDENT and the FROM/TO fields, both airports are
displayed in the flight plan resume field (like on the ROUTE SEL page):
DEPT airport in first top line, DEST airport below.
( 7 ) Once both airports are displayed in the flight plan resume field, the MCDU
displays the prompt ROUTE SELECT> in front of the LSK [R6]; Pressing this
LSK displays the ROUTE SEL page with the PILOT route previously
displayed on the PLT ROUTE page.
This command allows initializing a flight plan (FPLN, SEC or TMPY) from the
PILOT ROUTE database anytime during the PILOT route definition.
The pilot can define a PILOT route in the PLT ROUTE page like a flight plan in the
FPLN, SEC or TMPY pages, except that the pilot can only insert and remove
airports, waypoints and SID, STAR and APP procedures; no waypoint revision is
possible.
MCDU – PLT ROUTE page

with a waypoint insertion (on the left) and the result (on the right)
MCDU – PLT ROUTE with waypoints and procedures
Pressing LSK of a waypoint displays the DATA LIST page. On this page, the pilot
can insert a waypoint at the LSK location. Entering first letters of the waypoint ident
filters the list accordingly.
6
P 27 000
110.4.6 PILOT DATA SAVE / RESET

New data entered by the pilot during a flight are memorized into the FMS pilot
database until the next FMS long interruption, unless the pilot has saved these data
into the Resident Card inserted in card reader of the MFD (DU2 and DU4).
110.4.6.1 SAVE
Modifications performed in the FMS PILOT database (new data, SEC, MARK) can
be saved into PILOT database of the Resident card for further flights by pressing
LSK [R6] of the prompt SAVE< on the DATA MENU page of the MCDU.
Once the pilot has modified the PILOT database, the MCDU activates a “DTA” MSG
to remind the pilot of this modification and the capability to save it.
MCDU – DATA MENU page with the SAVE command
110.4.6.2 RESET
The pilot can delete immediately and irreversibly the whole PILOT database (in
addition of SEC and MARK waypoints also contained on the Resident card) of both
FMS (internal memory and Resident cards) by pressing LSK [L6] of the prompt
>ERASE on the DATA MENU page of the MCDU.
MCDU – DATA MENU page with the ERASE command

A scratchpad message informs the pilot that FPLN (and TMPY) would be deleted
after confirming the ERASE command by pressing the EXEC key on the MCDU
keyboard. After deletion, label “NO DATA” is displayed below PILOT DATA on the
NAV DATA page.
6
P 28 000
110.5 MARKER
The MARK page allows the pilot defining new reference positions.
MARKER FUNCTION
The MARKER function allows the pilot to mark a position flown by the aircraft and to
re-use this position later.
( 1 ) MARK key
Pressing the MRK key has two effects:
- Memorize present FMS position and report this position in a new
waypoint named MKxxx (in line 2),
- Display the MARK page with coordinates of the new MKxxx waypoint.
( 2 ) NEW MARKER WAYPOINT

Information related to the last created Marker waypoint: ident, time of its
creation and its latitude/longitude coordinates.
MARKER waypoints are memorized into the PILOT database until the next FMS
power down, unless the pilot has saved these waypoints, otherwise, MARKER
waypoints are deleted. Further details in FCOM volume 4 chapter 4.02.110.4.6.
The pilot can use a Marker waypoint stored in the PILOT database as any other
PILOT waypoints. Existing Marker waypoints are displayed in the PILOT DATA
WAYPOINTS page on the MCDU; further details in FCOM volume 4 chapter
4.02.110.4.2.2
6
P 29 000
NEW A/C POSITION

Enter required information to initialize irreversibly the FMS position and all FMS
navigation sources (GPS and BCP) at a new position.
( 3 ) Locate the new position from a waypoint (waypoint ident in the UPD AT field ;
including a MARK waypoint), a bearing (BRG) and a distance (DIST) from this
reference waypoint.
( 4 ) Enter latitude and longitude coordinates of the new position.
The MCDU requests a pilot confirmation (pressing the EXEC key on the MCDU
keyboard) before applying the A/C position initialization.
ADVISORY
As far as a FMS provides a consistent aircraft position, it is recommended to not
initialize the FMS positioning function.
4.03
FMS MESSAGES
FMS MESSAGES 4.03.00
P1 000
4.03.00 CONTENTS
4.03.10 MCDU
10 .1 MESSAGES LOCATIONS
10 .2 ALERT REMINDER / MSG
10 .3 SCRATCHPAD
4.03.20 ND
20 .1 MESSAGES
4.03.30 PFD
30 .1 FMA
30 .2 ATTITUDE-NAVIGATION-GUIDANCE AREA
30 .3 NAVIGATION AREA
P1 000
F.C.O.M MCDU JUN 13
10.1 MESSAGES ANNOUNCIATORS AND SHORT MESSAGES

MCDU displays various kind of messages related to FMS operations.
The figure below shows locations of short messages and messages announciators
which can be displayed any time with FMS pages on the MCDU.
Location of that information depends on its subject.
1
2
MSG
SCRATCHPAD
3
5
4
P2 000
F.C.O.M MCDU JUN 13
( 1 ) TOP ANNOUNCIATORS
From left to right:
FAIL The FAILURE label displayed in amber indicates that MCDU detects a
major failure. It may be completed by a message on the MSG page.
MSG The MESSAGE label displayed in amber indicates that a MCDU
message (information and/or pilot action request) is pending on the
MSG page.
POS The POSITION label displayed in amber indicates a FMS positioning
error. This information may be detailed by a message in the MSG page.
OFST The OFFSET label displayed in green indicates when aircraft trajectory
is voluntarily offset compared to the FPLN.
( 2 ) FMS ALERT REMINDER MESSAGE

The Alert message reminder with the highest priority is displayed on any FMS
pages when failures occur in the FMS configuration or functions and a
message is displayed in the MSG page.
- It informs the pilots that a message is displayed in the MSG page on the
MCDU; press the MSG key on the MCDU displays this page,
- Title of the alert message reminder reports the subject of this message.
Further details in chapter 4.03.10.2.
( 3 ) SCRATCHPAD FIELD
The scratchpad field displays keyboard entries (that can be modified using the
CLR key) before inserting them into the data field by pressing LSK in front of
the desired data field.
In addition, the scratchpad field displays FMS and MCDU messages related
to limitations and errors at manual data insertion or during FMS computations.
( 4 ) REQUEST LIGHT
This is the announciator on the left side that illuminates green when an
inactive peripheral system requests pilot’s attention.
( 5 ) EXECUTE ACTIVE LIGHT

This is the right announciator on the right side that illuminates green when the
EXEC key can be pressed to confirm execution of a command.
In normal situation (dual FMS), the announciator is activated on both MCDU,

otherwise it is activated in the involved FMS/MCDU.
The announciator is activated if the MCDU was connected to FMS at initial
announce detection/activation.
Note: A message is displayed only on a MCDU when it concerns the concerned
FMS/MCDU; for instance a scratchpad message after a wrong entry on
keyboard.
P3 000
F.C.O.M MCDU JUN 13
10.2 ALERT REMINDER MESSAGES AND MSG PAGE
MCDU displays messages as result of the FMS monitoring related to FMS internal
operation, FMS functions and FMS data exchange with other systems.
The pilot is informed of message activation by two indicators: the top announciator
“MSG” and the alert reminder message on FMS pages of the MCDU; its title
indicates the type of message as summarizes in the table below:
ALERT
SUBJECT
REMINDER TITLE
AIM GPS data integrity (HIL or HDOP) invalid or degraded
AIR Invalid air data
APP Approach condition not met
CFG Abnormal aircraft FMS databases
CMD Exchanged FMS command alert
CTK FMS crosstalk alert
DTA User Data not saved
FAL Fuel management alert
FFF Fuel Flow meter Failure
FMS FMS or MCDU internal failure (BITE)
FPL Arrival on a FPLN discontinuity
GPS GPS failure
HDG Heading failure
HIL GPS HIL greater that a stored value
INI Invalid initial FMS position invalid
ISA Cold temperature compensation alert
LAB Fuel unit failure
POS FMS position alert
R/N Radio navigation failure or abnormal situation
RNP Navigation performance degraded or RNP inconsistent
VAR Inserted / stored magnetic variation discrepancy
WGT A/C weight update at SEC activation
Several alerts reminders can be activated simultaneously but only the alert reminder
with the highest priority for the pilot’s attention is displayed.
CAUTION
FMS must be or must have been connected at least once to the MCDU when the
issue is or was present to be detected and memorized by the FMS.
P4 000
F.C.O.M MCDU JUN 13
Detailed messages and associated possible pilot actions are displayed on MSG
pages of the MCDU; press the MSG key on the MCDU keyboard displays these
pages.
MCDU – MSG page
Possible actions which may be proposed with a message:

> CLEAR masks the message on the concerned MCDU (message masking is
managed individually). This prompt is displayed for most messages.
CHECK> displays the appropriate FMS page on the MCDU to check concerned
data in its context.
INSERT> displays the appropriate FMS page on the MCDU to insert missing data.
UPDATE> displays the appropriate FMS page on the MCDU to update a data.
CHANGE> displays the appropriate FMS page to modify some data
CONFIRM> displays the appropriate FMS page to confirm the proposed action.
SAVE> displays the FMS “DATA MENU” page on the MCDU to save new or
modified pilot data in the compact flash card.
CTK> displays the FMS “BITE” page to initiate a FMS cross-talk operation.
Possible actions on this page:

< RETURN displays the former displayed page without performing any action
concerning messages of the MSG page.
MSG RECALL< unmasks messages which have been voluntarily masked by the
>CLEAR action (if the message is still activated).
Detailed description of the ALERT MESSAGES is provided in following pages.

P5 000
F.C.O.M MCDU JUN 13
10.2.1 AIM
● GPS PRAIM NOT VALID

AT FAF OR MAP
Predicted HIL at FAF or MAP (i.e. MAPT) is invalid or degraded.
CHECK>: Pressing the right LSK displays the PRAIM 1/2 page.
Enter identification code of the concerned waypoint (FAF or MAPT) in the

WPT field of the PRAIM 1/2 page to initiate computation of the HIL predictions
and check the issue. Further details in FCOM volume 4 chapter 4.02.100.5.3.
● NO GPS RAIM
GPS HIL in valid and GPS HDOP may be degraded or invalid (in case of
RAIM failure) or when HIL is too high: Activation logics depend of the aircraft
position along the flight path.
CHECK>: Pressing the right LSK displays the GPS NAV page to allow
identifying the issue.
MCDU – GPS NAV page

P6 000
F.C.O.M MCDU JUN 13
10.2.2 AIR
● AIR DATA FAILURE
INSERT BACKUP PARAMETERS
The Indicated Air Speed (IAS), the barometric corrected altitude or the Total
Air Temperature (TAT) provided by the Air Data system is invalid.
INSERT>: Pressing the right LSK displays the AIR/RA page to allow
identifying the missing data. Insert manually a NAVAID data (with possibility
to update it regularly) to compensate the data loss; consult value of this
parameter on the other MCDU normally connected to the other ADU.
Disconnect the affected ADC would make lose the full ADC redundancy only
for one missing data (not recommended).
MCDU
–
MCDU – AIR/RA page

P7 000
F.C.O.M MCDU JUN 13
10.2.3 APP
● APPROACH NOT ENABLE
CHECK POS EPE OR GPS HIL
The approach conditions related to the FMS positioning equipments (GPS
and Radio navigation systems) are not met.
CHECK>: Pressing the right LSK displays the PROG 3/3 page; pressing left
LSK of the active positioning mode BCP or GPS in green displays the
associated pages with further details on the mode. Further details in FCOM

● APPROACH NOT ENABLE
CHECK TKE OR XTK
The approach conditions related to the Track angle error (TKE) or the Cross-
track (i.e. lateral) navigation error (XTK) are not met to engage the final
approach segments properly, notably for RNP approaches.
CHECK>: Pressing the right LSK displays the PROG 2/3 page to allow
checking the TKE and XTK values comparing to the present aircraft position
within the FPLN and notably the active leg on the ND.

In both cases, correct the aircraft trajectory to follow the FPLN final approach or
abort the approach to perform again the approach procedure according to ATC
indications.
P8 000
F.C.O.M MCDU JUN 13
10.2.4 CFG
● CONF A/C TYPE INCONSISTENCY

Type of the aircraft indicated by the FMS configuration file is not consistent
with the aircraft type reported by the true systems configuration. Display of
FMS data is not adapted to the aircraft.
No pilot action requested by the MCDU.
● CURRENT FM CONF DATA

DISCREPANCY
The dual FMS cross check function detects a CRC (Cyclical Redundancy
Check) discrepancy between FMS databases (version, content) stored in
RAM of both FMS. Each FMS runs in INDEPENDENT mode until the
discrepancy disappears.
The INDEPENDENT mode of the dual FMS may increase the flight crew
workload during the flight because both FMS can be managed only
individually.
● PERFDB A/C TYPE INCONSISTENCY

Aircraft type indicated by the aircraft performances databases is not
consistent with the aircraft type reported by the true systems configuration;
computation of the aircraft performance parameters (speeds, altitudes …) and
flight plan predictions are not adapted to the aircraft.
No pilot action is requested when a CFG message is activated. A maintenance

operation would help to solve such issue.
P9 000
F.C.O.M MCDU JUN 13
● CONF DATA DISCREPANCY

A CRC (Cyclical Redundancy Check) discrepancy is detected between the
Magnetic variation model, FMS configuration file or the aircraft performances
databases (due to a true version, CRC or content discrepancy, read error …)
of both FMS. Each FMS runs in INDEPENDENT mode until the discrepancy
disappears.
individually.
CHECK>: Pressing the right LSK displays the CONF DATA page to identify
version and CRC of the configuration files and databases which are probably
concerned.
DATA
MCDU – CONF DATA page
No pilot action is requested when a CFG message is activated. A maintenance

operation would help to solve such issue.
P 10 000
F.C.O.M MCDU JUN 13
10.2.5 CMD
● CROSS TALK
COMMAND REJECT
The opposite FMS has rejected a command transmitted by the on-side FMS.
The pilot can re-engage the FMS cross-talk command if the message
occurred after a manual request.
Read scratchpad message that would be displayed relatively to the type of
command and identify possible effects for FMS operations: FMS in
INDEPENDENT mode …
P 11 000
F.C.O.M MCDU JUN 13
10.2.6 CTK
● ADDITIONAL STANDARD
DATABASE DISCREPANCY
The FMS standard database can be completed by an additional standard
database (identified “ADD STD DATA” on the NAV DATA page).
In such case, the message is displayed when two FMS do not have the same
additional database in their compact flash card. Each FMS runs in
INDEPENDENT mode until the discrepancy disappears.
individually.
CHECK>: Pressing the right LSK displays the NAV DATA page to identify
version of the ADD STD DATA and check validity of its expiration date (EXP
DATE) compared to the present date. Confirm discrepancy by comparing
these data with ones of the opposite FMS.
DATA

The INDEPENDENT mode is not the normal operational mode for the dual
FMS. A maintenance operation would help to recover a normal situation.
P 12 000
F.C.O.M MCDU JUN 13
● COMPANY DATABASE
DISCREPANCY
Both FMS do not have the same company database (CO-RTE DATA) in their
compact flash cards. Each FMS runs in INDEPENDENT mode until the
individually.
version of the CO-RTE DATA and check validity of its last modification date
(LAST MOD). Confirm discrepancy by comparing these data with ones of the
opposite FMS.

with CO-RTE DATA
Access to this page is described on the previous page.
● CROSS TALK FAILURE

NO COMMUNICATION FMS1/2
The FMS on-side cannot communicate with the opposite FMS either because
the FMS software versions are different or because the FMS has detected no
activity on the cross talk bus during for more than 15s. Without FMS cross-
talk communication, each FMS runs in INDEPENDENT mode that may
increase the flight crew workload during the flight.
The pilot can identify a possible discrepancy between the software P/N of
both FMS.
The pilot can re-engage the FMS cross-talk command if the message
occurred after a manual request, read eventual scratchpad message related
to the type of command and identify possible effects for FMS operations: FMS
in INDEPENDENT mode …
P 13 000
F.C.O.M MCDU JUN 13
● CROSS TALK INIT

CONFIRM ON THE OTHER FMS
The FMS cross-talk initialization* has not been correctly executed. Each FMS
runs in INDEPENDENT mode until the discrepancy disappears.
individually.
CONFIRM: Pressing the right LSK confirms the on-side FMS is waiting launch
of the FMS cross-talk initialization from the opposite FMS. A scratchpad
message is displayed when the cross talk is operating.
* After the first cross-talk initialization or at FMS power up in flight.
● CROSS TALK INIT

PRESS CTK TO CONFIRM
The FMS cross-talk initialization* has not been correctly executed. Each FMS
runs in INDEPENDENT mode until the discrepancy disappears.
individually.
PRESS CTK: Pressing the right LSK confirms launch of the FMS cross-talk
initialization from the on-side FMS to the opposite FMS that would be waiting
for this operation. A scratchpad message is displayed when the cross talk is
operating.
Note: The FMS cross-talk initialization process locks the MCDU keyboard
during 2 minutes, except BRT/DIM keys and the MENU key.
* After the first cross-talk initialization or at FMS power up in flight.

P 14 000
F.C.O.M MCDU JUN 13
● USED STANDARD
DATABASE DISCREPANCY
Both FMS do not have the same standard database (STD DATA) in their
compact flash card. Each FMS runs in INDEPENDENT mode until the
individually.
version of the STD DATA and check validity of its expiration date (EXP DATE)
compared to the present date. Confirm discrepancy by comparing these data
with ones of the opposite FMS.

with STD DATA
P 15 000
F.C.O.M MCDU JUN 13
10.2.7 DTA
● NAV DATA MODIFIED
SAVE DATA
Two causes are possible:
- Data in Pilot (PLT) database, Company (CO-RTE) database or SEC has
been created or modified but not saved in the compact flash cards.
Without further actions, these modifications would be lost at next FMS
power off.
- Data discrepancy in Pilot (PLT) database or SEC exists between two
compact flash cards (one per side, CAPT and F/O) and no data
harmonization has been performed.
Note: Only SEC revisions inserted on ground raises this alert message.
SAVE>: Pressing the right LSK displays the DATA MENU page to save the
created or modified PILOT data into both resident cards by pressing LSK [R6]
of the prompt SAVE<.
On the DATA MENU page, the pilot can also erase those data (and present
defined flight plans) by pressing the LSK [L6]. Unsaved PLT data would be
erased after next FMS power down.
MCDU – DATA MENU page

with USER DATA management actions
P 16 000
F.C.O.M MCDU JUN 13
10.2.8 FAL
● DESTINATION FUEL LESS
THAN RESERVE
The Estimated FOB (EFOB) predicted at the destination airport or at the
alternate airport is less than the fuel quantity reserve manually inserted in the
WEIGHT page.
CHECK>: Pressing the right LSK displays the PERF CRUISE page with
EFOB at DEST at ALTN airports. The pilot can modify flight parameters
(altitude, speed, flight path, CRZ MODE, …) to save fuel until the destination
airport.
MCDU – PERF CRUISE page

with EFOB at DEST and ALTN
● NRP ALERT
The NRP would be reached within one minute.
Note: The Non Return Point (NRP) provides position along the FPLN where
the EFOB equals the fuel reserve value inserted into the WEIGHT
page. The NRP is displayed along the flight path on the ND.
checking time of arrival at the NRP position and comparing FOB (on the
EWD) at NRP with the fuel reserve.
MCDU – PROG 1/3 page with NRP

P 17 000
F.C.O.M MCDU JUN 13
10.2.9 FFF
● FUEL FLOW FAILURE
INSERT BACKUP PARAMETERS
Fuel flow value measured at one or both engines are invalid. In this case,
FMS will compute erroneous EFOB predictions along the FPLN.
INSERT>: Pressing right LSK displays the FUEL FLOW page. The pilot can
confirm a failure of one or both fuel flow meters by checking fuel flow values
in the SD ENGINE / FUEL page on EWD (pressing the SYS key on the
EFCP) and comparing the sum of left and right fuel quantities (measured in
fuel tanks) with the FOB value displayed on the EWD (computed by the FMS
from Fuel Flow measurement). When a permanent fuel flow meter(s) failure is
confirmed, the pilot can insert consistent fuel flow value(s) on the FUEL
FLOW page instead of the failed sensor(s) to minimize degradation of EFOB
computation along the FPLN.
34 34
EWD
P 18 000
F.C.O.M MCDU JUN 13
10.2.10 FMS
● FMS BITE FAILURE
An error has been detected during FMS or MCDU internal tests.
CHECK>: Pressing the right LSK displays the FMS BITE page. Locate the
status set to 1 in the FMM (i.e. FMS) field or in the MCDU field.
DATA
MCDU – FMS BITE page

and previous actions to display this page anytime
Note: The prompt >CTK INIT is displayed only with the FMS not coupled with the
Guidance system AFCS.
Then the pilot could executes the FMS cross-talk resynchronization (as performed
automatically at start up) by pressing LSK [L5] of the prompt >CTK INIT.
If the issue persists, maintenance operation would be recommended.

P 19 000
F.C.O.M MCDU JUN 13
10.2.11 FPL
● FPLN DISCONTINUITY
OR END OF ROUTE
When a FPLN is defined, the aircraft is predicted to reach the last active
FPLN waypoint or a FPLN discontinuity within one minute.
If the alert refers to a FPLN discontinuity, the alert indicates also that the
LNAV guidance mode will be disengaged passing the discontinuity; further
details in chapter 4.02.20.4.2.4.
CHECK>: Pressing the right LSK displays the FPLN page to allow checking
the FPLN and revising it as required.
P 20 000
F.C.O.M MCDU JUN 13
10.2.12 GPS
● GPS FAILURE
CHECK GPS STATUS
One or several data coming from GPS are invalid or fault.
CHECK>: Pressing the right LSK displays the SENSOR STS page.
DATA
MCDU – FMS SENSOR STS page

and previous actions to display this page anytime
P 21 000
F.C.O.M MCDU JUN 13
10.2.13 HDG
● HEADING INPUT NOT VALID

INSERT NAV HEADING
The navigation heading provided by the IRS is invalid.
INSERT>: Pressing the right LSK displays the HDG/ATT page to allow
entering the navigation heading in the selected reference (Magnetic or True).
DATA
MCDU – HDG/ATT page and

previous actions to display this page anytime
P 22 000
F.C.O.M MCDU JUN 13
10.2.14 HIL
● GPS HORIZONTAL
INTEGRITY ALERT
GPS Horizontal Integrity Limit HIL is greater than:
→ 0.3 NM in APPROACH flight area,
→ 1.0 NM in TERMINAL flight area,
→ 2.0 NM in EN ROUTE flight area.
CHECK>: Pressing the right LSK displays the GPS NAV page to allow
checking the HIL value.
The present flight area is displayed in left side of the PFD navigation area:
TERM for TERMINAL, APPR for APPROACH, nil for EN ROUTE. Further
details in FCOM volume 4 chapters 4.01.30.1.3.3 and 4.02.100.5.2.
MCDU – GPS NAV page

with present HIL value
P 23 000
F.C.O.M MCDU JUN 13
10.2.15 INI
● CHECK INITIAL POSITION
AND INIT SENSORS
The initial FMS position is invalid.
CHECK>: Pressing the right LSK displays the POS INIT page to allow
checking the last known position (LAST POS) and the GPS position (GPS
POS). If these positions do not correspond to the present aircraft position,
check the SENSOR STS and if required, initialize the FMS position. Further
DATA
MCDU – POS INIT page and

P 24 000
F.C.O.M MCDU JUN 13
10.2.16 ISA
● TEMP COMPENSATION
RECOMMENDED
FMS recommends activation of the Temperature compensation function when
∆ISA (ISA deviation) at destination is less than -15°C.
CHECK>: Pressing the right LSK displays the VNAV 2/2 page to allow:
- Checking SAT at destination and the ∆ISA,
- Activating the temperature compensation function, if required.
Note: In countries and airports where temperature compensation is
required to perform approach, the pilot must activate the TEMP
COMP function when temperature conditions are met.
Further details in chapter 4.02.50.4.2.2.
MCDU – VNAV 2/2 page

with TEMP COMP function
Anytime, the pilot can use the VNAV key on the MCDU keyboard to display
the VNAV 2/2 page.
P 25 000
F.C.O.M MCDU JUN 13
10.2.17 LAB
● LABEL ERROR
CHECK WEIGHT UNIT
The weight unit is invalid.
CHECK>: Pressing the right LSK displays the UNITS page to allow checking
setting of the weight unit.
Weights and fuel predictions values are normally displayed in the selected
unit, otherwise be careful in predicted weights and fuel values.
Note: The pilot cannot modify the WEIGHT unit on this page.
DATA
MCDU – UNITS page

Modification of FMS units setting can be performed on ground during a maintenance
operation.
P 26 000
F.C.O.M MCDU JUN 13
10.2.18 POS
● SELECTED POS NOT VALID
CHANGE NAV MODE
FMS position (i.e. position computed by the active navigation mode) is invalid.
The active navigation mode BCP or GPS is displayed in green on the PROG
3/3 page. Further details in FCOM volume 4 chapter 4.02.80.2.
CHANGE>: Pressing the right LSK displays the PROG 3/3 page to allow
checking the navigation mode invalidity: Press left LSK of the active
navigation mode displays the dedicated page of this mode.
If possible, activate the healthy navigation mode from dedicated page of
selected mode.

Note: If GPS data are not used by FMS, RNP operations may be affected.
● POSITION DISCREPANCY
Position discrepancy between the selected FMS position computed by the
active localization mode and the opposite FMS position is greater than 0.1 NM.
identifying the inconsistent source between navigation modes of the FMS on-
side and the opposite FMS position.

P 27 000
F.C.O.M MCDU JUN 13
● BCP POSITION UPDATING

IN 30S
The BCP navigation mode will be re-initialized automatically within 30
seconds because the difference of position is too large between the BCP
position and the best sensor position.
CHECK>: Pressing the right LSK displays the BCP NAV page to allow the
pilot checking initialization of the BCP mode. If the alert persists after the end
of the BCP re-initialization and that navigation performance are not efficient
enough for further operations, the pilot may search the degraded sensor to
stop its participation in BCP computations.
Note: The pilot can detect the affected (temporary or not) sensor (GPS or
R/NAV) linked to the concerned FMS by deselecting / reselecting
navigation sensors GPS and R/NAV through the BCP NAV page and
comparing the resulting position and EPE (between various BCP mode,
between both FMS -see PROG 3/3 page-).
MCDU – BCP NAV page
Anytime, the pilot can use the left LSK [L2] of the <BCP prompt on the PROG
3/3 page to display the BCP NAV page.
P 28 000
F.C.O.M MCDU JUN 13
10.2.19 R/N
● RADIO NAV EPE > RNP
OR INVALID
EPE of the radio-navigation (R/NAV) contribution to the BCP navigation mode
is invalid or greater than RNP of the present area.
CHECK>: Pressing the right LSK displays the NAV FRQ page to allow
checking the radio-navigation settings: NAV1 and NAV2 should be in AUTO,
all frequencies should be displayed in green, distance between the aircraft
and the tuned beacon should not be too high (at least less than the efficient
radio range of the beacon). Further details in FCOM volume 4 chapter
4.02.80.5.
DATA
MCDU – NAV FRQ page and

P 29 000
F.C.O.M MCDU JUN 13
● RADIO NAV AUTOTUNING

FAILURE
During DME frequency tuning operation (c.f. FMS auto-tuning), a discrepancy
has occurred between the FMS command and response of the R/NAV
equipment.
Note: This alert is displayed only for the active FMS.
CHECK>: Pressing the right LSK displays the NAV FRQ page to allow
identifying the concerned NAV channel and VHF NAVAID frequency
(displayed in amber).
Then, the pilot can re-activate the auto-tuning on the concerned NAV channel:
- through the NAV VOR/ILS page on VCP, ticking the AUTO box, or
- through the NAV FRQ page on MCDU, pressing the right LSK of the
AUTO/MAN< prompt; auto-tuning is activated when AUTO is displayed in
green large font.
DATA
MCDU – NAV FRQ page and

P 30 000
F.C.O.M MCDU JUN 13
10.2.20 RNP
● NAVIGATION ACCURACY
DEGRADED
This alert is activated in both following cases:
- ANP is greater than RNP,
- EPE is greater than 3.8 NM when GPS is not used in the selected
navigation mode.
checking ANP and RNP values.
EPE of the selected navigation mode is always displayed in the top right
corner of the MCDU screen in FMS pages.

with RNP and ANP values
Anytime the pilot displays the PROG 2/3 page by using the PROG key on the
MCDU keyboard.
P 31 000
F.C.O.M MCDU JUN 13
● RNP > RNP_DEFAULT

AIRSPACE INCONSISTENCY
The RNP value manually inserted in RNP field of the PROG 2/3 page is
greater than the default RNP value for the current airspace; further details in
CHECK>: Pressing the right LSK displays the PROG 2/3 page to allow the
pilot entering a new RNP value (appropriated for the current airspace) or set
the RNP to its default value for the present area by clearing the RNP field:
Press the CLR key then press LSK [L6].

with the RNP value
Anytime, the pilot can use the PROG key on the MCDU keyboard to display
the PROG 2/3 page.
Note: The RNP value is displayed:

- Small cyan characters when it comes from FMS, or
- Big green characters when it is inserted by the pilot.
P 32 000
F.C.O.M MCDU JUN 13
● RNP APPROACH
INTEGRITY DEGRADED
GPS navigation accuracy is not good enough for RNP approach.
checking the RNP and ANP values.

with RNP and ANP values
Anytime, the pilot can use the PROG key on the MCDU keyboard to display
the PROG 2/3 page.
P 33 000
F.C.O.M MCDU JUN 13
10.2.21 VAR
● INSERTED/COMPUTED
VAR DISCREPANCY
The pilot can insert manually a magnetic variation value into the VAR field of
the HDG/ATT page. The alert is activated when the difference between the
MAG VAR value provided by FMS and the entered MAG VAR value is greater
than 2°.
CHECK>: Pressing the right LSK displays the HDG/ATT page to allow
entering a new MAG VAR value (“VAR MANUAL”) or set the MAG VAR to its
default value (provided by the MAG VAR table “VAR + name of the MAG VAR
table”) by clearing the RNP field: Press the CLR key then press LSK [L6].
DATA
MCDU – HDG/ATT page

P 34 000
F.C.O.M MCDU JUN 13
10.2.22 WGT
● SEC FPLN ACTIVATED

CHECK WEIGHT
While the pilot was activating the SEC (by swapping or activation command),
one or several weight parameters of the former FPLN have been replaced by
their equivalent entered through T/O part of the SEC PERF page. Further
CHECK>: Pressing the right LSK displays the WEIGHT page.
On the WEIGHT page, check or/and correct at least two over the three weight
parameters (ZFW, FOB, GW) and enter the appropriate T/O CG value (the
alert has reset this value).

P 35 000
F.C.O.M MCDU JUN 13
10.3 SCRATCHPAD
MDCU displays messages in the scratchpad area when a command or a manual
insertion is rejected or during the execution of a command.
Scratchpad messages are displayed in black and white reverse video.
Scratchpad messages are of two types, depending if they can be cleared or not:
- When the message can be cleared, press the CLR key to delete the
message and restore previous content of the scratchpad field.
- When the message can not be cleared, the message is displayed during the
entire time of the operation. As long as a scratchpad message is displayed,
press the MCDU keys has no effect (except BRT and MENU keys). Clear the
message to release the scratchpad field before writing a new entry.
Messages which can not be cleared are displayed with a higher priority compared to
other messages.
The table below summarizes all scratchpad messages with their meaning and
indicating if the CLEAR function has an effect or not.
CLEAR
MESSAGE DESCRIPTION
EFFECT
In the case of an early descent, the vertical
descent profile is inconsistent: According to
the ALT SEL and the DFLT FPA, the
ADJUST DESCENT YES
descent level intercept on the ALT SEL is
located forward the TOD (Displayed in
cruise)
The NAVAID has been already deselected.
ALREADY DESELECTED The satellite has been already deselected YES
from PRAIM computation;
Press the required LSK deletes or resets its
CLEAR ? YES
field value
CROSSTALK INIT The two FMS are harmonizing their data YES
Only one RTA can be defined in a flight
plan. Consequently, FMS requests the pilot
DELETE OTHER RTA ? YES
to confirm deletion of the existing RTA
when the pilot is defining a new RTA.
Content of the PILOT DATABASE is going
ERASING DATA NO
to be deleted
P 36 000
F.C.O.M MCDU JUN 13
CLEAR
MESSAGE DESCRIPTION
EFFECT
FORMAT ERROR Format of the data entry is wrong. YES
FPLN FULL The active flight plan (FPLN) is full. YES
Press the EXEC key will confirm the YES
FPLN WILL BE DELETED
command, i.e. the FPLN will be deleted.
A item from the PILOT database uses or YES
refers to an item of a STD data that does
not belong to the present active STD
database.
INCONSISTENT NAV DB
For PILOT route, the concerned item is
displayed in amber in resume of the
route and it is replaced by a discontinuity
when the route is inserted in a flight plan.
The access code entered to edit a CO- YES
INCORRECT PASSWORD
ROUTE is wrong.
IDENT of the entered data (airport, YES
IDENT ALREADY USED waypoint, NAVAID, airway …) is already
used in the FMS databases.
The PILOT or CO-ROUTE database is YES
MEMORY FULL
full (including MARK waypoint insertion)
The pressed LSK is not activated, i.e. it YES
NO ACTION DEFINED has no operational effect on the page
displayed.
The command or the data entry is not YES
NOT ALLOWED
allowed.
The data entry does not exist in the FMS YES
NOT IN DATABASE
databases
The OFFSET applied on the active
OFFSET CANCELLED YES
FPLN leg is cancelled
Activation of the OFFSET is postponed
OFFSET DELAYED YES
to the next active FPLN leg.
Press the EXEC key will confirm and
PRESS EXEC TO CONFIRM YES
execute the pending command.
P 37 000
F.C.O.M MCDU JUN 13
CLEAR
MESSAGE DESCRIPTION
EFFECT
RANGE ERROR The data entry is out of range. YES
The RTA defined at a waypoint is
RTA MISSED predicted to be missed or has been YES
missed.
SEC FULL The secondary flight plan (SEC) is full. YES
The TMPY is already open (FPLN
revision is pending) while the pilot is
TMPY EXIST requesting activation of the SEC. In this YES
situation, the SEC is not activated until
the pilot close the TMPY.
This message is displayed in case of
vertical profile inconsistency other than
VERTICAL PROFILE ERROR YES
the case of the message ADJUST
DESCENT.
Data inserted or computed on a FMS are
XFER DATA IN PROGRESS NO
transmitted to the other FMS.
The data transfer between both FMS
XFER FAIL YES
failed; no data has been exchanged.
P1 000
F.C.O.M ND JUN 13
20.1 ND MESSAGES
5
2
OFST
L 0.3
1 3
( 1 ) NAVAID display reminder

It indicates that a maximum of 15 nearest NAVAIDS are displayed on the ND.
The pilot activates this function in the NAV / ND OVLY page on the VCP;
further details in FCOM volume 4 chapter 4.01.10.4.2.4.
( 2 ) OFFSET activation announciator

The label OFST, the Offset side (L or R) and current horizontal cross track
distance from the FPLN are displayed when the OFFSET function is
activated.
( 3 ) AIRPORT display reminder

It indicates that a maximum of 15 nearest airports are displayed on the ND.
The pilot activates this function in the NAV / ND OVLY page on the VCP.
Further details related to FMS data displayed on ND in FCOM volume 4 chapter

4.01.30.1.4.1.
P2 000
F.C.O.M ND JUN 13
( 4 ) FMS messages, presented below by order of priority for display:
The back-up localization mode Dead Reckoning

(D-R) is active. This mode does not allow
performing restrictive operations in specific
airspaces.
Loss of the GPS data integrity; see also AIM /

RAIM monitoring for restrictive operations in
specific airspaces.
The actual FMS navigation performance (ANP)

is greater than the RNP. Further details in
FMS is operating in INDEPENDENT mode;

further details in FCOM volume 4 chapter
4.01.20.4.
Unusual FMS navigation source selection; i.e.

FMS1 selected on F/O side or FMS2 selected
on CAPT side.
FMS localization mode DME/DME is active in

BCP
FMS localization mode VOR/DME is active in

BCP
FMS localization mode VOR/VOR is active in

BCP
FMS localization mode GPS is active in BCP or

GPS position fixing mode.
Note: In normal situation, the active FMS localization mode is displayed.

P3 000
F.C.O.M ND JUN 13
( 5 ) Waypoint alert
When the LNAV mode is engaged, FMS generates a waypoint alert from:
• 10 seconds prior reaching the TO waypoint of the active leg,
• 10 seconds prior a turn initiation when the TO waypoint is defined with a
Fly-by transition.
Note: In this second case, the waypoint alert is not repeated at the TO
waypoint when the aircraft is passing the TO waypoint.
• One minute prior reaching the discontinuity (LNAV disengaging),
• One minute prior reaching the end of FPLN (LNAV disengaging).
When the waypoint alert is activated, ident of the TO waypoint displayed in

the top right corner of the ND screen is flashing.
Note: Waypoint alert does not concern pseudo-waypoints of the FPLN vertical
profile.
P1 000
F.C.O.M PFD JUN 13
30.1 FMA
1 2 3
ACTV ACTV
4
Guidance modes information:
( 1 ) Lateral armed mode (cyan)
( 2 ) Lateral activated capture and hold mode (green)
( 3 ) Guidance system / Navigation source coupled side:
Left arrow (CAPT), right arrow (F/O) or “DUAL” label
( 4 ) Unexpected guidance mode change or problem in navigation parameters:
ABNORMAL
DISPLAY FORMAT MEANING
MESSAGES 1
Flashing amber LNAV disarmed or de-activated
CHECK NAV SRC reverse video for 7s due to an Unexpected
then steady navigation source selection
Flashing amber Icing VCP discrepancy before
CHECK T/O SPD reverse video for 7s or during take off.
then steady.
Flashing yellow It can occur with VOR, LOC,
for 7s GS and LNAV guidance mode.
NAV INVALID In LNAV mode, it means that
data related to the active TO
waypoint are unavailable.
Flashing for 7s: FMS IAS target computation is
- Yellow at transition inoperative while SPD TGT
SPD AUTO INOP MAN to AUTO, “AUTO” is selected.
- Amber reverse
video otherwise.
This table reports only the abnormal messages related to FMS operations.
Further details in FCOM volume 1 chapters 1.04.10 / 1.10.22.2.

P2 000
F.C.O.M PFD JUN 13
30.2 ATTITUDE-NAVIGATION-GUIDANCE AREA
( 1 ) Vertical track alert / Vertical deviation source

The magenta letter “V” indicates that FMS is selected as navigation source
and that positions of CDI lateral and vertical pointers (magenta boxes) along
their deviation scales are computed by the FMS.
The letter “V” flashes one minute before reaching an altitude transition (TOC,
TOD, altitude/FL STEP) to remind the pilot that the ALT SEL should be
changed to follow the FMS vertical profile.
Note: The alert is switched off as soon as the selected altitude or the step
waypoint is reached (i.e. sequenced) or the selected altitude is
modified.
Further details related to FMS data displayed on FCOM volume 4 chapter

4.01.30.1.3.2.
P3 000
F.C.O.M PFD JUN 13
30.3 NAVIGATION AREA
Example with the HSI format:
( 1 ) RNP flight area

Displayed in green, the present RNP flight area is computed by the FMS for
RNP management and sensitivity of deviation scales on PFD/ND:
- One dot equals 1 NM in “TERM” (Terminal)
- One dot equals 0.3 NM in “APPR” (Approach).
When no flight area is displayed, aircraft is assumed to be En Route.
( 2 ) MSG label
Displayed in amber, it informs the pilot that a message is displayed in the
MSG page on the MCDU. Further details related to messages of the MSG
page in FCOM volume 4 chapter 4.03.10.
( 3 ) OFST label
Displayed in green, it indicates that the FMS function ‘Lateral OFFSET’ is
activated and operating. Further details in FCOM volume 4 chapter
4.02.20.4.3.4.
Further details related to FMS data displayed on the PFD navigation area in FCOM

Fcom Part 4 FMS

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Fcom Part 4 FMS

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F.C.O.

FMS QUICK ACCESS 00

FMS GENERAL DESCRIPTION 01

Part 1 – FMS GENERAL DESCRIPTION is an overview of the FMS, its core

Part 2 – FMS FUNCTIONS is a detailed description of all FMS functions.

1EO One Engine Out

CDI Course Deviation Indicator

ETA Estimated Time of Arrival (UTC time)

HSI Horizontal Situation Indicator

NDM Non-Directional Beacon + DME

FMS QUICK ACCESS

10.2 GENERAL CONTRIBUTION FOR NAVIGATION

4.00.20 FINAL COCKPIT PREPARATION

20.2 FMS INITIALIZATION

20.3 PERFORMANCES INITIALIZATION (SEQ. 2)

20.4 FPLN INITIALIZATION (SEQ. 2 – STEP 3)

20.5 FPLN REVISION (AT DEPARTURE)

20.6 SEC: PERF / ROUTE (ADVISORY)

20.7 UNSERVICEABLE VHF NAVAIDS DESELECTION

20.8 WIND ENTRY

20.9 T/O WEIGHT UPDATE

4.00.30 BEFORE PROPELLER ROTATION

30.2 CHECK & CONFIRM T/O PERFORMANCES

30.3 LAST CHANGES BEFORE T/O (IF REQUIRED)

30.4 LNAV MODE ARMING

30.5 MCDU PAGES FOR TAKE OFF (ADVISORY)

40.2 MCDU PAGES FOR CLIMB AND CRUISE (ADVISORY)

50.2 VERTICAL GUIDANCE

60.2 FPLN REVISION (IN FLIGHT)

60.3 DESCENT PREPARATION

70.2 VERTICAL ADVISORY DURING DESCENT

70.3 VERTICAL DIRECT TO

80.2 END OF FPLN

4.00.90 MISSED APPROACH

10.1 CHAPTER OBJECTIVES

10.2 GENERAL CONTRIBUTION FOR NAVIGATION

FMS allows the pilot to:

PFD1 ND1 ND2 PFD2

HSI/Mini ND VCP1 VCP2 HSI/Mini ND

DU1 DU2 DU3 (EWD) DU4 DU5

Main Pilots / FMS interfaces in the cockpit consist in:

Further details in FCOM volume 4 chapter 4.01.10.3.

Main interface for FMS data insertion: the MCDU

Note: Use BRT ▲▼ keys to adjust MCDU screen BRighTness as desired.

(2) FMS PAGES keys

PROG Press to display PROG pages with main navigation data in

(3) SCROLLING / Press PREV key or NEXT key to display respectively

DATA ENTRY / DATA DELETION

( 11 ) EXECUTION light is green when the EXEC key can be pressed to

Further details in FCOM volume 4 chapter 4.01.30.2.2.

PAGE INTENTIONALLY LEFT BLANK

20.1 FMS PRE-INITIALIZATION

At FMS power up:

20.1.1 FMS SELECTION

MCDU - MENU page

On the MCDU MENU page:

– LEFT LSK / <FMS1 or <FMS2 ........................... PRESS

20.1.2 FMS STARTING

MCDU - FMS power up page

– CONF DATA : OK .................................... CHECK

20.2 FMS INITIALIZATION

On the INIT page:

▪ INIT page (upper part):