FMS-3000 v4.0 Flight Management System For The Cessna Citation

operator's
guide
FMS-3000 v4.0 Flight Management

System for the Cessna Citation
CJ1+/CJ2+/CJ3/Encore+
operator's
guide
FMS-3000 v4.0 Flight

Management System
for the Cessna Citation
© Copyright 2008 Rockwell Collins, Inc. All rights reserved.

April 04, 2013
TO: HOLDERS OF ROCKWELL COLLINS FMS-3000 v4.0 FLIGHT MANAGEMENT

SYSTEM FOR THE CESSNA CITATION CJ1+/CJ2+/CJ3/ENCORE+ OPERATOR’S
GUIDE (CPN 523-0810168)
DESCRIPTION OF ADDENDUM 5
This page shows all pages of the manual that are changed. Replace the specified pages of the
manual with the new pages supplied.
Addendum 4 was superseded to keep any printed or electronic version from being used. As
required by the FAA, Addendum 5 contains the wording for the change as required by the FAA
for the LPV Approach (APPR) lateral deviation capability.
1/2
operator’s
guide
FMS-3000 v4.0 Flight
Management System
for the Cessna Citation
Export Control Classification Notice (ECCN) for this document is 7E994.

For product orders or inquiries, please contact:
Rockwell Collins
Customer Response Center
400 Collins Rd NE M/S 133-100
Cedar Rapids, IA 52498-0001
TELEPHONE: 1.888.265.5467
INTERNATIONAL: 1.319.265.5467
FAX NO: 1.319.295.4941
EMAIL: response@rockwellcollins.com
Printed in the USA
SOFTWARE COPYRIGHT NOTICE

All software resident in the equipment covered by this publication is
protected by copyright.
FMS-3000 v4.0 OPERATOR’S GUIDE
CJ1+/CJ2+/CJ3/Encore+ Table of Contents
TABLE OF CONTENTS
Tab Title Page
1 INTRODUCTION
Safety Summary .................................................................... 1-2
Notices ................................................................................... 1-3
List of Acronyms and Abbreviations ...................................... 1-3
2 OVERVIEW
Introduction ............................................................................ 2-1
System Description ................................................................ 2-2
Key Operating Features ..................................................... 2-2
Components ....................................................................... 2-5
Key Performance Features ................................................ 2-6
Key Troubleshooting Features ........................................... 2-7
3 PREFLIGHT (FMS COLD START)

Introduction ............................................................................ 3-1
INDEX Page Operations ........................................................ 3-2
STATUS Page Operations ..................................................... 3-3
Set Time ............................................................................. 3-4
Set Date ............................................................................. 3-4
Database Check/Change ................................................... 3-5
Position Initialization .............................................................. 3-7
VOR/DME CONTROL and Navaid Inhibit ............................. 3-9
FMS Control Mode Selection (Dual FMS Only) ................... 3-11
MFD Data Window Selection ............................................... 3-12
Tuning Mode Selection ........................................................ 3-15
4 FLIGHT PLANS
Introduction ............................................................................ 4-1
Create a Flight Plan ............................................................... 4-2
Direct Legs (Waypoints) ..................................................... 4-8
Airway Legs ..................................................................... 4-10
Verify a Flight Plan ........................................................... 4-12
MFD Plan Map Scrolling .................................................. 4-14
CDU Scrolling .................................................................. 4-16
Change/Correct a Flight Plan (FPLN Pages) ...................... 4-17
Delete an Airway .............................................................. 4-18
Insert/Add an Airway ........................................................ 4-19
Delete a Direct Waypoint ................................................. 4-19
Insert/Add a Direct Waypoint ........................................... 4-20
1st Edition
25 Jul 08 i
OPERATOR’S GUIDE FMS-3000 v4.0
Table of Contents CJ1+/CJ2+/CJ3/Encore+
Tab Title Page
Change a Departure and/or Departure Runway .............. 4-21

Delete a Discontinuity ...................................................... 4-22
Change/Correct a Flight Plan (LEGS Pages) ...................... 4-24
Delete a Waypoint ............................................................ 4-25
Insert a Waypoint ............................................................. 4-25
Create a Flyover Waypoint ............................................... 4-26
Delete a Flyover Waypoint ............................................... 4-27
Enter/Change VNAV Data ................................................ 4-28
Delete a Discontinuity ...................................................... 4-29
Enter/Change ISA Deviation and Winds Aloft .................. 4-31
Direct-To Waypoint (DIR Key) .............................................. 4-33
Direct-To NEAREST AIRPORTS ......................................... 4-35
Direct-To Waypoint (ACT LEGS Page) ................................ 4-38
FROM Waypoint Edit ........................................................... 4-40
Create Pilot-Defined Waypoints ........................................... 4-41
Along-Track Offset ........................................................... 4-42
PLACE BRG/DIST ........................................................... 4-44
PLACE BRG/PLACE BRG ............................................... 4-47
Latitude and Longitude .................................................... 4-49
Shorthand Latitude/Longitude .......................................... 4-51
Define and Store Pilot Waypoints ........................................ 4-53
Select Pilot-Defined Waypoints ........................................... 4-55
FIX INFO Entries ................................................................. 4-57
Abeam Fix ........................................................................ 4-57
Radial Crossing Fix .......................................................... 4-58
Distance Crossing Fix ...................................................... 4-60
Latitude/Longitude Crossing Fix ...................................... 4-62
Change a FIX INFO Entry to a Waypoint ............................. 4-64
Delete FIX INFO Entries ...................................................... 4-65
Hold At Flight Plan Waypoint ............................................... 4-66
Hold At Non-Flight Plan Waypoint ....................................... 4-68
Hold At Present Position ...................................................... 4-70
Modify a Holding Pattern ..................................................... 4-72
Exit Holding ......................................................................... 4-76
Via ACT LEGS Page ........................................................ 4-76
Via ACT FPLN HOLD Page ............................................. 4-78
Cancel Holding Exit ............................................................. 4-80
Fly Offset Parallel Course .................................................... 4-82
Cancel Offset Parallel Course ............................................. 4-83
Position Update ................................................................... 4-84
Via GNSS ......................................................................... 4-85
1st Edition
ii 25 Jul 08
Tab Title Page

Via NAVAID ...................................................................... 4-86
Runway Update ................................................................... 4-87
Store a Flight Plan ............................................................... 4-89
Activate and Execute a SEC FPLN ..................................... 4-91
Transfer a Flight Plan (Dual FMS Only) ............................... 4-93
Cross-Side PILOT ROUTE LIST Transfer ........................... 4-95
Select, Activate, and Execute Stored PILOT ROUTE .......... 4-97
5 PERFORMANCE
Introduction ............................................................................ 5-1
PERF INIT ............................................................................. 5-3
Simple PERF INIT .............................................................. 5-4
Detailed PERF INIT ........................................................... 5-5
VNAV Setup ......................................................................... 5-12
VNAV CLIMB .................................................................... 5-13
VNAV CRUISE ................................................................. 5-15
VNAV DESCENT ............................................................. 5-17
DESC INFO .................................................................. 5-18
FUEL MANAGEMENT (FUEL MGMT) ................................ 5-21
FUEL MGMT Calculations ............................................... 5-22
Trip Calculator Operation ................................................. 5-23
VNAV PLAN SPD ................................................................ 5-25
Review Flight Log ................................................................ 5-27
6 ARRIVAL AND APPROACH

Introduction ............................................................................ 6-1
Select/Change a STAR .......................................................... 6-2
Arrival Data Page (ILS Approach) ......................................... 6-5
Arrival Data Page (SBAS LPV Approach) ............................. 6-7
Select/Change an Approach .................................................. 6-9
7 DATABASE OPERATIONS
Introduction ............................................................................ 7-1
Load a Database ................................................................... 7-2
Copy Pilot Routes/Waypoints ................................................ 7-4
8 RADIO OPERATIONS
Introduction ............................................................................ 8-1
Manual Tuning (All Radio Types) ........................................... 8-2
Tuning Mode Selection (CJ3, Encore+) ................................. 8-4
Frequency Lookup ................................................................. 8-5
1st Edition
25 Jul 08 iii
Tab Title Page
9 VNAV OPERATIONS
Introduction ............................................................................ 9-1
Enter/Change VNAV Data ..................................................... 9-3
Vertical Direct-To ................................................................... 9-6
10 CONTROLS AND INDICATORS

Introduction .......................................................................... 10-1
CDU Displays ...................................................................... 10-2
CDU Controls ...................................................................... 10-8
MFD ................................................................................... 10-15
PFD ................................................................................... 10-17
DBU ................................................................................... 10-19
11 MENUS AND DISPLAYS

Introduction .......................................................................... 11-1
CDU Displays ...................................................................... 11-2
IDX ................................................................................... 11-3
MCDU MENU ............................................................... 11-8
STATUS ...................................................................... 11-10
POS INIT .................................................................... 11-13
VOR/DME CONTROL ................................................ 11-18
GNSS CONTROL ....................................................... 11-19
GNSS STATUS ....................................................... 11-21
NPA RAIM ............................................................... 11-26
SBAS SERVICE PROVIDERS ............................... 11-28
FREQUENCY ............................................................. 11-29
COMMUNICATION TYPE ....................................... 11-32
FIX INFO .................................................................... 11-34
HOLD ......................................................................... 11-38
PROGRESS ............................................................... 11-45
SEC FPLN .................................................................. 11-49
ROUTE MENU ........................................................... 11-51
PILOT ROUTE LIST ............................................... 11-53
DISK ROUTE LIST ................................................. 11-55
FMS CONTROL (Dual Installations) .......................... 11-56
DATA BASE ................................................................ 11-57
PILOT WPT LIST .................................................... 11-62
DEFINE PILOT WPT .............................................. 11-64
DATA BASE DISK OPS .............................................. 11-68
DEFAULTS ................................................................. 11-70
ARRIVAL DATA .......................................................... 11-76
TEMP COMP (optional) .............................................. 11-77
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Tab Title Page

SELECT WPT ................................................................ 11-84
SELECT APT ................................................................. 11-91
FPLN .............................................................................. 11-92
LEGS ............................................................................. 11-94
LEG WIND .................................................................. 11-96
PERF ............................................................................. 11-97
PERF INIT .................................................................. 11-99
VNAV SETUP ........................................................... 11-100
DESC INFO .......................................................... 11-106
TAKEOFF REF ......................................................... 11-108
FUEL MGMT ............................................................. 11-111
FLIGHT LOG ............................................................. 11-115
APPROACH REF ...................................................... 11-116
SEC PERF ................................................................ 11-119
DEP ARR ..................................................................... 11-120
DIR ............................................................................... 11-127
NEAREST AIRPORTS ............................................. 11-129
TUN .............................................................................. 11-131
MSG ............................................................................. 11-134
MFD MENU .................................................................. 11-135
MFD ADV ..................................................................... 11-143
MFD DATA ................................................................... 11-146
PFD Displays ................................................................... 11-147
MFD Displays .................................................................. 11-149
MFD Map Displays ....................................................... 11-151
MFD PRESENT POSITION (PPOS) MAP ............... 11-153
MFD PLAN MAP ...................................................... 11-157
MFD Text Displays ....................................................... 11-159
TAKEOFF/APPROACH REFERENCE ..................... 11-160
FMS ACT FPLN PROGRESS .................................. 11-164
FMS FPLN HISTORY ........................................... 11-166
FMS NAV STATUS ................................................... 11-168
FMS POSITION SUMMARY .................................... 11-170
FMS ACT POS REPORT ......................................... 11-172
FMS SEC FPLN ....................................................... 11-174
VOR/DME STATUS .................................................. 11-176
GNSS STATUS ......................................................... 11-178
12 MESSAGES AND ANNUNCIATORS

Introduction .......................................................................... 12-1
Visual Annunciations ........................................................... 12-3
Crew Awareness Messages ............................................. 12-3
1st Edition
25 Jul 08 v
Tab Title Page
CDU Annunciations ........................................................ 12-35

Pilot Operations Messages ............................................ 12-37
DBU and Maintenance Operations Messages ............... 12-51
PFD Messages .............................................................. 12-55
MFD Messages .............................................................. 12-62
13 TAKEOFF & APPROACH PERFORMANCE (VSPEEDS)

Introduction .......................................................................... 13-1
Takeoff Reference Displays ................................................. 13-2
Takeoff Reference Operation ............................................... 13-7
Takeoff Reference 1/3 Page ............................................ 13-8
Takeoff Reference 2/3 Page .......................................... 13-15
Takeoff Reference 3/3 Page .......................................... 13-19
Takeoff Reference Text Page On The MFD ................... 13-21
Compute Takeoff Reference Vspeeds ........................... 13-21
Set Up the FMS for Takeoff Reference
Vspeeds ..................................................................... 13-21
TAKEOFF REF 1/3 Page ............................................ 13-23
TAKEOFF REF 2/3 Page ............................................ 13-28
TAKEOFF REF 3/3 Page ............................................ 13-31
Transmit Takeoff Vspeeds to PFD ................................. 13-32
Takeoff Vspeeds: Manually-Entered and FMS-
Computed ...................................................................... 13-34
Approach Reference Displays ........................................... 13-35
Approach Reference Operation ......................................... 13-40
Approach Reference 1/3 Page ....................................... 13-42
SEND ......................................................................... 13-52
Approach Reference Text Page On The MFD ............... 13-55
Compute Approach Reference Vspeeds ....................... 13-56
Approach Reference Airport ....................................... 13-56
Set Up The FMS for Approach Reference
Vspeeds ..................................................................... 13-58
APPROACH REF 1/3 Page (ORIGIN Airport) ........... 13-60
APPROACH REF 2/3 Page (ORIGIN Airport) ............ 13-65
APPROACH REF 1/3 Page (DEST Airport) .............. 13-68
APPROACH REF 2/3 Page (DEST Airport) .............. 13-72
APPROACH REF 3/3 Page (ORIGIN or DEST
Airport) ........................................................................ 13-75
Transmit Approach Vspeeds to PFD .............................. 13-75
1st Edition
vi 25 Jul 08
Tab Title Page

Approach Vspeeds: Manually-Entered and FMS-
Computed ...................................................................... 13-78
14 PRINCIPLES OF FMS NAVIGATION

Introduction .......................................................................... 14-1
FMS Navigation Database ................................................... 14-1
Dual FMS Coordination (Optional) ...................................... 14-2
SYNC ............................................................................... 14-2
INDEP .............................................................................. 14-3
Position Initialization ............................................................ 14-5
PREFLIGHT ..................................................................... 14-5
Runway Updates .............................................................. 14-5
Position Updates .............................................................. 14-5
Flight Plan ............................................................................ 14-6
Navigation Sensors ............................................................. 14-7
GNSS ............................................................................... 14-7
VOR and DME ................................................................. 14-8
Dead Reckoning (DR) ...................................................... 14-9
Sensor Monitoring ............................................................ 14-9
Flight Plan Tracking ........................................................... 14-10
Waypoints ...................................................................... 14-10
Leg Sequencing ............................................................. 14-11
Magnetic Variation Effects on Displayed Desired
Course ........................................................................... 14-11
Discontinuities ................................................................ 14-12
Turns .............................................................................. 14-13
Bank Angle and Roll Rate .......................................... 14-14
Anticipation ................................................................. 14-14
Flyover Waypoints ...................................................... 14-16
Intercepting a Track ....................................................... 14-17
Parallel Offset Course Tracking ..................................... 14-18
Holding Patterns ............................................................ 14-19
Speeds ....................................................................... 14-22
Distance and Time ...................................................... 14-22
Changes ..................................................................... 14-22
Exit ............................................................................. 14-22
Cancel Exit ................................................................. 14-23
Flight Plan Termination .................................................. 14-24
Heading Legs ................................................................. 14-25
Operation In High Latitudes ............................................... 14-26
Definition ........................................................................ 14-26
AHRS Equipped Aircraft ................................................ 14-26
1st Edition
25 Jul 08 vii
Tab Title Page

Flight Plan Entry Limitations .......................................... 14-27
Approaches ....................................................................... 14-28
Visual Approaches ......................................................... 14-30
Instrument Approaches .................................................. 14-32
SBAS VNAV Approaches ........................................... 14-34
GNSS Non-Precision Approaches ............................. 14-39
VOR/DME Conventional or RNAV Non-Precision
Approaches ................................................................ 14-44
Localizer Based Conventional Approaches ................ 14-50
Other Conventional Approaches ................................ 14-52
Approach Transitions .................................................. 14-52
Missed Approach Procedures .................................... 14-54
15 PRINCIPLES OF VNAV
Introduction .......................................................................... 15-1
Setup ................................................................................... 15-2
Coupled VNAV Select and Deselect .................................... 15-2
PFD Annunciations and Displays ........................................ 15-3
Modes .............................................................................. 15-3
Invalid VNAV .................................................................... 15-3
Flight Plan Target Altitude ................................................ 15-3
Deviation Scale and Pointers ........................................... 15-4
Vertical Speed Advisory Pointer ....................................... 15-5
VNAV Armed Modes ........................................................ 15-7
Operation ........................................................................... 15-10
Climb .............................................................................. 15-10
Altitude Constraints .................................................... 15-10
Cruise ............................................................................. 15-15
Descent .......................................................................... 15-16
Path ............................................................................ 15-16
Off Flight Plan Descents ................................................ 15-27
Path Modes ................................................................ 15-27
Heading Mode ............................................................ 15-28
Discontinuities ............................................................ 15-28
Approaches ....................................................................... 15-28
ILS and Localizer-Based Approaches ............................ 15-29
RNAV (GNSS) LPV and L/V Approaches ...................... 15-30
Other RNAV And Conventional Approaches .................. 15-31
Visual and other Approaches not Qualified for FMS
Guidance ........................................................................ 15-33
INDEX ................................................................................ Index-1
1st Edition
viii 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ List of Illustrations
LIST OF ILLUSTRATIONS
Figure Title Page
2-1 FMS System Schematic Diagram ......................................... 2-3

11-1 CDU Display Page .............................................................. 11-2
11-2 INDEX 1/2 Page ................................................................. 11-3
11-3 INDEX 2/2 Page ................................................................. 11-6
11-4 MCDU Menu Page ............................................................. 11-8
11-5 STATUS 1/2 Page ............................................................ 11-10
11-6 STATUS 2/2 Page ............................................................ 11-12
11-7 POS INIT 1/2 Page ........................................................... 11-13
11-8 POS INIT 2/2 Page ........................................................... 11-15
11-9 VOR/DME CONTROL Page ............................................. 11-18
11-10 GNSS CONTROL Page ................................................... 11-19
11-11 GNSS STATUS 1/2 Page ................................................. 11-21
11-12 GNSS STATUS 2/2 Page ................................................. 11-23
11-13 NON PRECISION APPROACH RAIM Page .................... 11-26
11-14 SBAS Service Providers Page ......................................... 11-28
11-15 FREQUENCY DATA Page ............................................... 11-29
11-16 FREQUENCY DATA Page – No Data Available ............... 11-31
11-17 COMMUNICATION TYPE Page – Multiple DEP
Frequencies ...................................................................... 11-32
11-18 FIX INFO 1/1 Page ........................................................... 11-34
11-19 ACT LEGS Page With HOLD AT Prompt ......................... 11-38
11-20 ACT FPLN HOLD Page .................................................... 11-40
11-21 ACT HOLD LIST Page ..................................................... 11-43
11-22 PROGRESS 1/2 Page ...................................................... 11-45
11-23 PROGRESS 2/2 Page ...................................................... 11-47
11-24 SEC FPLN Page ............................................................... 11-49
11-25 ROUTE MENU Page ........................................................ 11-51
11-26 PILOT ROUTE LIST Page ................................................ 11-53
11-27 DISK ROUTE LIST Page .................................................. 11-55
11-28 FMS CONTROL Page ...................................................... 11-56
11-29 DATA BASE Page ............................................................ 11-57
11-30 DATA BASE Page with Airport Information ....................... 11-59
11-31 DATA BASE Page with Navaid Information ...................... 11-60
11-32 DATA BASE Page with Waypoint Information .................. 11-61
11-33 PILOT WPT LIST Page .................................................... 11-62
11-34 DEFINE PILOT WPT Page ............................................... 11-64
11-35 DATA BASE DISK OPS Page .......................................... 11-68
11-36 DEFAULTS 1/5 Page ........................................................ 11-70
1st Edition
25 Jul 08 ix
List of Illustrations CJ1+/CJ2+/CJ3/Encore+
Figure Title Page
11-37 DEFAULTS 2/5 Page ........................................................ 11-72

11-38 DEFAULTS 3/5 Page ........................................................ 11-73
11-39 DEFAULTS 4/5 Page ........................................................ 11-74
11-40 DEFAULTS 5/5 Page ........................................................ 11-75
11-41 ACT ARRIVAL DATA Page ............................................... 11-76
11-42 TEMP COMP Page .......................................................... 11-77
11-43 TEMP COMP with ISA DEV Greater Than 0° C ............... 11-78
11-44 ACT LEGS Page with TEMP COMP On .......................... 11-82
11-45 SELECT WPT Page – Airport/Navaid .............................. 11-84
11-46 SELECT WPT Page – Airport Runway ............................. 11-85
11-47 SELECT WPT Page – Airport Terminal & En Route
Intersection ....................................................................... 11-86
11-48 SELECT WPT Page – Pilot Defined & En Route
Intersection ....................................................................... 11-87
11-49 SELECT WPT Page – VOR/DME Navaid Pages ............. 11-88
11-50 SELECT WPT Page – ILS Station .................................... 11-90
11-51 SELECT APT Page .......................................................... 11-91
11-52 ACT FPLN Page ............................................................... 11-92
11-53 ACT LEGS Page .............................................................. 11-94
11-54 LEG WIND Page .............................................................. 11-96
11-55 PERF MENU Page ........................................................... 11-97
11-56 PERF INIT Page ............................................................... 11-99
11-57 VNAV CLIMB Page ......................................................... 11-100
11-58 VNAV CRUISE Page ...................................................... 11-102
11-59 VNAV DESCENT Page .................................................. 11-104
11-60 DESC INFO Page ........................................................... 11-106
11-61 TAKEOFF REF 1/3 Page ................................................ 11-108
11-62 TAKEOFF REF 2/3 Page ................................................ 11-109
11-63 TAKEOFF REF 3/3 Page ................................................. 11-110
11-64 FUEL MGMT 1/3 Page .................................................... 11-111
11-65 FUEL MGMT 2/3 Page .................................................... 11-113
11-66 PERF TRIP 3/3 Page ...................................................... 11-114
11-67 FLIGHT LOG Page .......................................................... 11-115
11-68 APPROACH REF 1/3 Page ............................................. 11-116
11-71 SEC PERF Page ............................................................. 11-119
11-72 DEP/ARR INDEX Page .................................................. 11-120
11-73 ACT DEPART Page ........................................................ 11-122
11-74 ARRIVAL Page ............................................................... 11-124
11-75 ACT DIRECT-TO Page .................................................. 11-127
1st Edition
x 25 Jul 08
Figure Title Page
11-76 NEAREST AIRPORTS Page .......................................... 11-129

11-77 RADIO TUNING 1/2 Page .............................................. 11-131
11-78 RADIO TUNING 2/2 Page .............................................. 11-132
11-79 MESSAGES Page .......................................................... 11-134
11-80 MAP DISPLAY 1/2 Page ................................................ 11-135
11-81 MAP DISPLAY 2/2 Page ................................................ 11-138
11-82 TEXT DISPLAY Page ..................................................... 11-140
11-83 PLAN MAP CENTER Page ............................................ 11-143
11-86 Typical PFD Display ....................................................... 11-147
11-87 Typical MFD Display ....................................................... 11-149
11-88 MFD Map Symbols ......................................................... 11-151
11-89 MFD PPOS MAP Display ............................................... 11-154
11-90 MFD PPOS Map With NAV Window ............................... 11-156
11-91 MFD PLAN MAP Display ................................................ 11-158
11-93 TAKEOFF REFERENCE Page .................................... 11-160
11-94 APPROACH REFERENCE Page ................................ 11-162
11-95 FMS ACT FPLN PROGRESS Page ............................... 11-164
11-96 FMS ACT FPLN HISTORY Page ................................... 11-166
11-97 FMS NAV STATUS Page ............................................. 11-168
11-98 FMS POSITION SUMMARY Page ................................. 11-170
11-99 FMS ACT POS REPORT Page ...................................... 11-172
11-100 FMS SEC FPLN Page .................................................... 11-174
11-101 VOR STATUS Page ..................................................... 11-176
11-102 GNSS STATUS Page .................................................. 11-178
12-1 CDU MESSAGES Page ..................................................... 12-2
13-1 TAKEOFF REF 1/3 Page .................................................... 13-8
13-2 TAKEOFF REF 2/3 Page .................................................. 13-15
13-3 TAKEOFF REF 3/3 Page .................................................. 13-19
13-4 TAKEOFF REF 1/3 Page .................................................. 13-23
13-5 TAKEOFF REF 2/3 Page .................................................. 13-28
13-6 TAKEOFF REF 3/3 Page .................................................. 13-31
13-7 Takeoff Vspeeds Sent to PFD .......................................... 13-32
13-8 APPROACH REF 1/3 Page .............................................. 13-42
13-11 APPROACH REF 1/3 Page (ORIG Airport) ...................... 13-60
13-12 APPROACH REF 2/3 Page (ORIGIN Airport) .................. 13-65
13-13 APPROACH REF 1/3 Page (DEST Airport) ..................... 13-68
1st Edition
25 Jul 08 xi
List of Illustrations CJ1+/CJ2+/CJ3/Encore+
Figure Title Page
13-14 APPROACH REF 2/3 Page (DEST Airport) ..................... 13-72

13-16 Approach Vspeeds Send In Progress .............................. 13-77
14-1 Typical Flight Path for Turns ............................................. 14-15
14-2 Effects of Turn Overshoots on VNAV Descents ............... 14-15
14-3 Typical Course Change at a Flyover Waypoint ................. 14-16
14-4 Typical Course Intercept ................................................... 14-17
14-5 Typical Parallel Offset Course Tracking ............................ 14-18
14-6 Typical Holding Entry Options .......................................... 14-20
14-7 Holding Patterns in Various Wind Conditions ................... 14-21
14-8 FMS Steering for Non Course - Reversal Hold Exit .......... 14-24
14-9 ARRIVAL Page Showing SBAS LPV Approach .............. 14-35
14-10 ARRIVAL Page Showing SBAS L/V Approach ................. 14-36
14-11 ARRIVAL Page Showing RNAV (GPS) Approach ............ 14-40
14-12 ARRIVAL Page Showing RNAV Multi-Sensor with GPS Overlay
Approach .......................................................................... 14-41
14-13 ARRIVAL Page Showing NDB Approach With GPS Overlay
Approach .......................................................................... 14-42
14-14 ARRIVAL Page Showing VOR/DME Approach ................ 14-44
14-15 ARRIVAL Page Showing VOR/DME RNAV Ap-
proach ............................................................................... 14-45
14-16 ACT LEGS Page With V-MDA .......................................... 14-47
14-17 ACT LEGS Page With VPA Down to the MAP ................. 14-48
15-1 FLC Armed Scenario .......................................................... 15-8
15-2 Arm Mode Annunciations ................................................... 15-9
15-3 VNAV Selection During a Climb ....................................... 15-12
15-4 VNAV Selection with Autopilot Set to ALT Mode .............. 15-13
15-5 Climb Using the Preselector ............................................. 15-13
15-6 Aircraft Crosses BOC Before Preselector is Set .............. 15-14
15-7 UNABLE NEXT ALT Condition ......................................... 15-14
15-8 CHECK FPLN ALT Condition ........................................... 15-15
15-9 VPATH Descent Path ....................................................... 15-17
15-10 Vertical Direct-To .............................................................. 15-19
15-11 FLC Selection ................................................................... 15-21
15-12 Flight Plan with Two Descent Segments .......................... 15-23
15-13 Normal FMS Transition to a Descent ................................ 15-24
15-14 Vertical Direct-To Selection ............................................... 15-24
15-15 Early or Late Descent Selection: Scenario 1 .................... 15-25
15-18 Multiple VPATH Mode Descents ....................................... 15-26
1st Edition
xii 25 Jul 08
Figure Title Page

15-19 VNAV Deselection ............................................................ 15-27
15-20 VNAV Glideslope Intercept ............................................... 15-30
15-21 GP-Armed to VGP Captured Scenario ............................. 15-31
15-22 VPATH (Not VGP) Approach Scenario ............................. 15-32
15-23 No VNAV Armed Mode Scenario ...................................... 15-32
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xiv 25 Jul 08
FMS-3000 v4.0 INTRODUCTION
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 1-1
Safety Summary ............................................................................... 1-2
Notices ............................................................................................. 1-3
List of Acronyms and Abbreviations ................................................. 1-3
1st Edition
25 Jul 08 i
INTRODUCTION FMS-3000 v4.0
1st Edition
ii 25 Jul 08
INTRODUCTION
The FMS-3000 Flight Management System includes the Flight
Management Computer (FMC), Control Display Unit (CDU), and a
Global Navigation Satellite System (GNSS) sensor that uses the Global
Positioning System (GPS) for position estimation. The system is used
to control the Electronic Flight Instrument System (EFIS) displays,
FMS, radio tuning, and other aircraft functions. This operator’s guide
provides operating information for this system. It is not a training
manual. It is a guide to understand the operation of the FMS designed
by Rockwell Collins, Inc.
NOTE
N
This Operator’s Guide contains information helpful to the operation
of the equipment - if read. This guide is not intended to replace
training in the operation of the FMS.
Basic operating procedures for the Flight Management System (FMS)

are described and arranged by function. Additional functions of the FMS
such as radio tuning, database loading, and other operating information
are also described.
Not all display elements and/or annunciations shown in the figures and
described in this operator guide will show on every system installation.
Some of the information shown is determined by other equipment
installed in the aircraft, the FMS options installed, the interconnect wiring
on the aircraft, and the regime of flight. Also, some display elements
and/or annunciations will not show on the displays at the same time
as other elements and/or annunciations. In some instances, the data
shown on a specific CDU page can, based on variations in installations,
show on a different display page. The colors of some display elements
can also be different. Refer to the applicable aircraft flight manuals for
information related to the installed options and variations.
NOTE
N
In some cases, there is more than one way to accomplish a specific
task. In general, this guide describes only one method for doing
a task.
1st Edition
25 Jul 08 1-1
Safety Summary CJ1+/CJ2+/CJ3/Encore+
To submit comments regarding this manual, please contact:
Rockwell Collins Services

350 Collins Rd NE
Cedar Rapids, IA 52498-0001
Attn: Technical Operations M/S 153-250
or send email to: techmanuals@rockwellcollins.com
SAFETY SUMMARY
CAUTION
C
Some aircraft operators can have special procedures that are
different from those given in this operator guide. Refer to the
applicable aircraft flight manual for instructions specified for your
aircraft.
CAUTION
C
Be careful if you wear sunglasses with lenses that cause you not
to see some colors. These types of lenses can have an unwanted
effect on how some colors show on the EFIS displays. You
cannot see some items on the display when you wear these types
of sunglasses. Also, the color of some items can change. For
example, some blue lenses can cause a magenta display item to
show as red. If the displays are read incorrectly, possible damage
to the equipment could occur.
CAUTION
C
Monitor all instruments to identify if an FMS malfunction occurs.
The FMS and related components operate as a system and usually
give the pilot an indication when a malfunction occurs. But the pilot
must also know that it is not possible to monitor the system for all
possible malfunctions. Also, incorrect operation could occur without
an indication of a malfunction.
1st Edition
1-2 25 Jul 08
ADDENDUM 6
TO
ROCKWELL COLLINS FMS-3000 v4.0 FLIGHT MANAGEMENT SYSTEM
FOR THE CESSNA CITATION CJ1+/CJ2+/CJ3/ENCORE+
OPERATOR’S GUIDE
Part Number 523-0810168-001117, 1st Edition Dated 25 Jul 08

DUE TO THE US GOVERNMENT’S IMPLEMENTATION OF EXPORT
CONTROL REFORM (ECR), ALL EXPORT DATA PROVIDED IN THIS
PUBLICATION IS CURRENT AS OF THE LAST REVISION DATE AND
MAY BE SUBJECT TO CHANGE BY ROCKWELL COLLINS.
THEREFORE, PLEASE BE ADVISED THAT YOU ARE ENCOURAGED
TO VALIDATE THE ACCURACY OF THE DATA PRIOR TO ANY FUTURE
EXPORT ACTIVITY RELATING TO THESE PUBLICATIONS.
Insert this addendum sheet facing page 1-2
The following limitations should be inserted at the end of the Safety Summary.
LIMITATIONS REGARDING AUTOMATIC AND MANUAL

TEMPERATURE COMPENSATION
The following limitations apply at all times for all ground and flight
operations with the following FMS software versions:
Equipment FMS SCID Top Level Part

Type Version Number
FMC-3000 4.0 832-4120-052 822-0883-038
FMC-3000 4.0 832-4120-053 822-0883-039
For additional information, refer to the Operational Service Bulletin,

OPSB 0166-17 Rev 4 or higher (523-0824828), “The FMS may turn in
the wrong direction after sequencing a "Climb to" altitude that was
manually edited or Temperature Compensated”.
The operator is advised to be familiar with the overall limitation in

referring to the existing sections within this manual.
1. All information regarding VNAV operation, ACT LEGS, MOD

LEGS, and SEC LEGS pages:
a. Changing “climb to” altitudes in departures and missed
approaches is prohibited at all times for all ground and
Addendum 6
14 Mar 18
523-0810168-061117 Page 1 of 4
ADDENDUM 6
TO
OPERATOR’S GUIDE
flight operations. A “climb to” altitude is shown in

parentheses, as shown in the following images. An edit to
the altitude field (yellow arrow and red-hashed circle) is
prohibited.
2. All information regarding VNAV operations and the TEMP COMP

page:
a. Use of the FMS Temperature Compensation Feature is
prohibited at all times for all ground and flight operations.
NOTE
Temperature Compensation is an optional feature that is
controlled with a configuration strap. If Temperature
Compensation is not installed, the TEMP COMP selection
will not be available.)
On TEMP COMP page:

 TEMP/COMP must always be selected to OFF (never
selected ON)
 OAT entry is prohibited
NOTE
On TAKE OFF pages, OAT entry is allowed
Addendum 6
14 Mar 18
Page 2 of 4 523-0810168-061117
ADDENDUM 6
TO
OPERATOR’S GUIDE
On DEFAULTS pages:
 TEMP/COMP ON/OFF must be selected to OFF
Addendum 6
14 Mar 18
523-0810168-061117 Page 3 of 4
ADDENDUM 6
TO
OPERATOR’S GUIDE
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Addendum 6
14 Mar 18
Page 4 of 4 523-0810168-061117
CJ1+/CJ2+/CJ3/Encore+ List of Acronyms and Abbreviations
NOTICES
NOTE
N
The FMS can hold a large database of navigation aids, waypoints,
and airport data to help the pilot with navigation. But the pilot
must have and use the applicable charts, terminal procedures,
and facility directories necessary for the flight. Applicable federal
regulations give instructions about the requirement to have the
applicable documents available.
NOTE
N
Defects that you can see on the display surface of the Adaptive
Flight Display (AFD) are permitted. But these defects must not
cause a distraction or make the pilot read the display incorrectly.
Also, defects you cannot see in an operational format from a
minimum view distance are permitted.
Defective ON or defective OFF rows or columns can make servicing
of the AFD necessary. Groups (three or more adjacent elements)
of defective ON elements are not permitted. Defective OFF
elements are permitted if they do not make the pilot read the display
incorrectly or cause distraction.
The number of defective ON elements that are permitted include
no more than: 6 red, 6 green, 10 blue, or 5 sets of two adjacent
defects. The number of defective OFF elements that are permitted
include no more than: 5 sets of two adjacent defects, 1 set of three
adjacent defects, or 30 defective OFF elements.
LIST OF ACRONYMS AND ABBREVIATIONS

A/I Anti-Ice
AC Advisory Circular
ACT Active
ACT FPLN Active Flight Plan
ADC Air Data Computer
AFD Adaptive Flight Display
AFM Aircraft Flight Manual
AGL Above Ground Level
AHRS Attitude/Heading Reference System
ALTN Alternate
APP Autopilot Panel
1st Edition
25 Jul 08 1-3
List of Acronyms and Abbreviations CJ1+/CJ2+/CJ3/Encore+
APT Airport
ARP Airport Reference Point
AVG PASS WT Average Passenger Weight
BFL Balanced Field Length
BOC Bottom of Climb
BOW Basic Operating Weight
BRG Bearing
CDU Control Display Unit
CLR Clear
COMP Compensated
CRS Course
DBU Data Base Unit
DCP Display Control Panel
DEL Delete
DEST Destination
DEV Deviation
DIR Direct-To
DIST Distance
DME Distance Measuring Equipment
DP Departure Procedures
DR Dead Reckoning
EFC Expect Further Clearance
EFIS Electronic Flight Instrument System
EIS Engine Indication System
ETA Estimated Time of Arrival
ETE Estimated Time En Route
EXEC Execute
FAA Federal Aviation Administration
FACF Final Approach Course Fix
FAF Final Approach Fix
FCP Flight Control Panel
FCS Flight Control System
FGP Flight Guidance Panel
FGS Flight Guidance System
FLC Flight Level Change
FMC Flight Management Computer
FMS Flight Management System
FPLN Flight Plan
FPM Feet Per Minute
FPTA Flight Plan Target Altitude
GDC Global Data Center
1st Edition
1-4 25 Jul 08
GLS GNSS Landing System)

GNSS Global Navigation Satellite System
GPS Global Positioning System
GS Glideslope
GS Groundspeed
GWT Gross Weight
HAL Horizontal Alert Limit
HFOM Horizontal Figure Of Merit
HPL Horizontal Precision Limit
HPL Horizontal Protection Level
HPL Horizontal Precision Limit
HSI Horizontal Situation Indicator
HUL Horizontal Uncertainty Limit
IAF Initial Approach Fix
IAPS Integrated Avionics Processing System
IAS Indicated Airspeed
IDX Index
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
INBD CRS Inbound Course
INDEP Independent
INTC CRS Intercept Course
IRS Inertial Reference System
ISA International Standard Atmosphere
LDA Localizer Directional Aid
LFL Landing Field Length
LOC Localizer
LPV Localizer Performance with Vertical Guidance
LRU Line Replaceable Unit
LSK Line Select Keys
MAG VAR Magnetic Variation
MAP Missed Approach
MFD Multifunction Display
MLW Maximum Landing Weight
MOD Modified
MSP Mode Select Panel
MTOW Maximum Takeoff Weight
NAS U. S. National Airspace System
NOTAM Notices to Airmen
NPA Non-Precision Approach
1st Edition
25 Jul 08 1-5
List of Acronyms and Abbreviations CJ1+/CJ2+/CJ3/Encore+
OEM Original Equipment Manufacturer

OFST Offset
P ALT Pressure Altitude
PASS/WT Passenger Weight
PFD Primary Flight Display
POS INIT Position Initialization
PPOS Present Position
PREV Previous
RAD Radial
RAIM Receiver Autonomous Integrity Monitoring
REF Reference
RTU Radio Tuning Unit
RWY ID Runway Identifier
RWY LENGTH Runway Length
RWY WIND Runway Wind
SAT Static Air Temperature
SBAS Satellite Based Augmentation System
SDF Simplified Directional Facility
SEC Secondary
SEC FPLN Secondary Flight Plan
SEL APT Select Airport
SID Standard Instrument Departure
SLOP Strategic Lateral Offset Procedures
SPD/ALT LIMIT Speed/Altitude Limit
STAR Standard Terminal Arrival Route
SYNC Synchronized
T/O FLAPS Takeoff Flaps
TAS True Airspeed
TEMP COMP Temperature Compensation
TGT SPEED Target Speed
TOD Top of Descent
TOFL Takeoff Field Length
TOW Takeoff Weight
TRANS Transition
UNCOMP Uncompensated
UTC Universal Time Coordinated
VAL Vertical Alert Limit
VECT Vectored
VFOM Vertical Figure Of Merit
VMC Visual Meteorological Conditions
VNAV Vertical Navigation
1st Edition
1-6 25 Jul 08
VOR VHF Omnidirectional Range

VPA Vertical Path Angle
VPL Vertical Precision Limit
VPL Vertical Protection Level
VSI Vertical Speed Indicator
VSR Vertical Speed Required
WAAS Wide Area Augmentation System
WGS-84 World Geodetic System 1984
WPT Waypoint
XTK Cross Track
ZFW Zero Fuel Weight
1st Edition
25 Jul 08 1-7
1st Edition
1-8 25 Jul 08
FMS-3000 v4.0 OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 2-1
System Description .......................................................................... 2-2

Key Operating Features ................................................................ 2-2
Components ................................................................................. 2-5
Key Performance Features ........................................................... 2-6
Key Troubleshooting Features ...................................................... 2-7
1st Edition
25 Jul 08 i
OVERVIEW FMS-3000 v4.0
1st Edition
ii 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Introduction
OVERVIEW
INTRODUCTION
The FMS supplies the capability of en route, terminal, precision (with
SBAS LPV), and non-precision approach navigation. The system
contains an advanced GNSS receiver that processes the transmissions
from multiple satellites simultaneously to calculate navigation solutions
based on information from all satellites in view. A minimum of four
satellites with acceptable geometry, or three satellites plus calibrated
barometric altitude, are necessary for the FMS to calculate a navigation
solution. With additional satellites, the system can improve the fault
tolerance and accuracy of the navigation solution and supply predictive
Receiver Autonomous Integrity Monitoring (RAIM) to detect satellite
failures for Non-Precision Approach (NPA). The computed GNSS
position, velocity, and time are input to the FMS, which integrates this
data into the flight plan based navigation solution. The FMS also
receives data from the other aircraft sensors. The FMS supplies
necessary controls for all input sensors, when appropriate.
The FMS can be initialized, waypoints chosen, and destination selected
by a variety of pilot-friendly means. SIDs, STARs, and airways are
accommodated. A great circle route is calculated between waypoints
for en route lateral navigation, and roll steering is provided to the
Flight Control System (FCS). A sophisticated interface with the FCS
allows the FMS VNAV function to select various FCS vertical modes
of navigation. The FMS supplies vertical steering when appropriate.
The FMS interfaces with the AFD to supply conventional navigation
information and state-of-the-art map presentation.
A typical FMS system as installed on the Cessna Citation
CJ1+/CJ2+/CJ3/Encore+ consists of the components listed below:
• One CDU Control Display Unit.
• One FMC Flight Management Computer.
• One GPS Global Positioning Sensor.
• One Data Base Unit (DBU) for data loading.
A second FMC and CDU, along with a second GPS, can optionally be
installed for a dual system.
1st Edition
25 Jul 08 2-1
System Description CJ1+/CJ2+/CJ3/Encore+
SYSTEM DESCRIPTION
A single FMS is the baseline installation. A dual FMS installation is
optional. A DBU is used to load navigation, performance databases, as
well as store and load pilot-defined routes and pilot-defined waypoints
using portable storage devices (for example, Memory Stick, Smart Stick,
or thumbdrive). Each FMC is a single Line Replaceable Unit (LRU) that
receives data from both the left and right avionics systems. A single
CDU is necessary for operator control of the FMS.
KEY OPERATING FEATURES

• The CDU is the primary interface with the pilot:
• Function keys supply quick access to frequently used CDU pages.
• Full alphanumeric keypad allows pilot input.
• Line Select Keys (LSK), six on each side of the CDU display,
supply additional control of FMS functions.
• Full color electronic Adaptive Flight Displays (AFD), used for the
Primary Flight Display (PFD) and Multifunction Display (MFD)
supply both map and text page capability along with additional FMS
functions.
• The DBU database loading capability.
1st Edition
2-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ System Description
Figure 2-1 FMS System Schematic Diagram
1st Edition
25 Jul 08 2-3
Figure 2-1 FMS System Schematic Diagram
1st Edition
2-4 25 Jul 08
COMPONENTS
Flight Manage- The FMC accepts data from
ment Computer multiple navigation sensors to
compute a position estimate.
The data from each sensor is
weighted according to its error
characteristics so that the position
estimate is the best possible. The
FMC will supply navigation in the
en route, terminal, and approach
phases of flight. Typically the
FMC will determine that it is in the
terminal phase of flight when an
origin or arrival airport has been
entered in the flight plan, and the
location of the aircraft is within 31
NM of the origin or arrival airport.
The FMC will determine that it is
in the approach phase of flight
upon passage of 2 NM inbound to
the Final Approach Fix (FAF) and
fly a precision or non-precision
approach.
Control Display The CDU communicates with the
Unit FMC and other subsystems using
the ARINC 739 protocol. This
supplies the capability for the CDU
to act as a multifunction control
display unit and communicate with
other compatible subsystems.
The available FMS functions and
subsystems are selectable from
the INDEX pages at all times.
1st Edition
25 Jul 08 2-5
Global Posi- The GPS-4000S Global

tioning System Positioning System processes
Sensor the GPS signals received from
the antenna to supply various
navigation data (three dimensional
position, velocity, and time) to the
same-side Integrated Avionics
Processing System (IAPS) data
concentrators. The active GPS
antenna acquires, actively filters,
and amplifies the GPS signals
from up to 12 satellites and sends
them to the GPS receiver. The
GPS satellite signals supply
all data necessary to calculate
the position, velocity, and time.
The GPS-4000S provides the
capability for advanced Wide Area
Augmentation System (WAAS)
functions.
DBU Data The DBU-5000 is a data loader
Loader and interface for the LRU on the
aircraft. The DBU is mounted
in the aircraft cockpit. The DBU
transfers files between aircraft
LRU and solid state removable
flash media (for example, Memory
Stick, Smart Stick, or thumbdrive).
KEY PERFORMANCE FEATURES

• Navigation is based on using all of the aircraft’s available navigation
sensors to fly from waypoint to waypoint along a flight plan route.
With the navigation and other sensor data available to it, the FMS
determines its present position relative to the flight plan route, and
computes steering commands for use by the flight control system to
fly the aircraft along the route.
• System performance predictions are available for the active
flight plan, the modified flight plan, and the secondary flight plan.
Secondary flight plan performance predictions are only provided for
system configurations that support a performance database.
1st Edition
2-6 25 Jul 08
• Selectable independent and synchronized modes of operation are

provided (for dual FMS installations). In the synchronized mode,
certain initialization operations and selections performed on one FMC
are communicated to the other FMC. This includes selection of active
database, inhibiting navaids that are unusable, enabling/disabling of
VOR and DME from the navigation solution. Performance mode
selection using fuel flow and ground speed values entered on the
FUEL MGMT page.
KEY TROUBLESHOOTING FEATURES

Messages on the CDU and adaptive flight displays (PFD and MFD)
supply indications of malfunctions and incorrect operations including
data entry and pilot operation errors.
1st Edition
25 Jul 08 2-7
1st Edition
2-8 25 Jul 08
FMS-3000 v4.0 PREFLIGHT (FMS COLD START)
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 3-1
INDEX Page Operations .................................................................. 3-2
STATUS Page Operations ................................................................ 3-3

Set Time ........................................................................................ 3-4
Set Date ........................................................................................ 3-4
Database Check/Change .............................................................. 3-5
Position Initialization ......................................................................... 3-7
VOR/DME CONTROL and Navaid Inhibit ........................................ 3-9
FMS Control Mode Selection (Dual FMS Only) .............................. 3-11
MFD Data Window Selection ......................................................... 3-12
Tuning Mode Selection ................................................................... 3-15
1st Edition
25 Jul 08 i
PREFLIGHT (FMS COLD START) FMS-3000 v4.0
1st Edition
ii 25 Jul 08
PREFLIGHT (FMS COLD START)
INTRODUCTION
Typical FMS preflight procedures can include:
• Use the STATUS pages to make sure the correct navigation and
performance databases are installed in the FMS. Make sure that the
navigation database in the FMS is current for the flight.
• Make sure the date and time are correct on the STATUS 1/2 page
and set them if necessary.
• Set the initial position for the FMS on the POS INIT page as
necessary.
• Enable or disable VOR USAGE and DME USAGE on the VOR/DME
CONTROL page, or individually inhibit the use of any VOR/DME
navaid that is indicated out of service by Notices to Airmen (NOTAM).
• Enable GNSS sensors on the GNSS CONTROL page (if needed).
• Set the Synchronized (SYNC) or Independent (INDEP) operating
mode on the FMS CONTROL page for systems with dual FMS
installation.
• Set the display mode options for the MAP display on the MFD MAP
DISPLAY MENU page.
• Set the NAV1 and NAV2 tuning mode to AUTO on the RADIO
TUNING 1/2 page.
Optional equipment and functions installed in an aircraft and operational
variations can delete or add additional preflight functions for the FMS.
Refer to the applicable aircraft flight manuals for specific FMS preflight
procedures for the aircraft.
1st Edition
25 Jul 08 3-1
INDEX Page Operations CJ1+/CJ2+/CJ3/Encore+
INDEX PAGE OPERATIONS

RATIONALE:
The INDEX pages supply access to FMS functions that do not have
direct access through the CDU function keys.
SUMMARY:
The INDEX pages are used to select available functions that are not
directly selectable with the function keys. The options available on the
INDEX pages include, but are not limited to, access to the system
DEFAULTS pages, VOR/DME and GNSS CONTROL pages, the HOLD
function, the SEC FPLN function, the ROUTE MENU, and others.
INDEX 1/2
<MCDU FREQUENCY>
<DATALINK FIX>
<STATUS HOLD>
<POS INIT PROG>

FMS
<VORDME CTL SEC FPLN>
FMS
<GNSS CTL ROUTE MENU>
[ ]
TPJ3524_01
CHECKLIST:
1 IDX function key – push (shows INDEX 1/2 page).
2 PREV or NEXT function keys – push (INDEX 2/2

page if necessary).
3 LSK (for the applicable function) – push.
1st Edition
3-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ STATUS Page Operations
STATUS PAGE OPERATIONS

RATIONALE:
The STATUS page lets the operator know if the correct/current
databases are installed in the FMC. It is also used to set the date and
time if necessary.
SUMMARY:
The STATUS page is used to make sure that the correct navigation and
performance databases are installed in the FMS. It is also used to make
sure that the FMS has the correct date and time.
PRECONDITIONS:
The STATUS 1/2 page shows on the CDU display at initial power-up,
or when it is selected from INDEX 1/2 page.
CHECKLIST:
2 STATUS LSK – push.
1st Edition
25 Jul 08 3-3
STATUS Page Operations CJ1+/CJ2+/CJ3/Encore+
SET TIME
SUMMARY:
When there is a valid system clock, the current time from that clock
shows on the Universal Time Coordinated (UTC) data line. Normally,
the left system clock is the time source. If the left system clock is
inoperative or the data is invalid, the right clock is used. If neither
system clock is available or valid, dashes show on the UTC data line
to indicate time can be entered.
RULES:
In installations with GNSS sensors enabled for use by the FMS, the
FMS time and date are automatically updated with GNSS time and
date. Manual updates are not permitted. Also, some FMS installations
automatically get time and date from the aircraft clock. Again, manual
updates are not permitted.
CHECKLIST:
1 Desired time – enter.

NOTE
N
A time may be entered only if dashes show.
2 UTC LSK – push (moves time entry to the UTC data

line).
SET DATE
SUMMARY:
When there is a valid system clock, the current date from that clock
shows on the UTC date line. Normally, the left system clock is the date
source. If the left system clock is inoperative or the date is invalid, the
right clock is used. If neither system clock is available or valid, dashes
show on the DATE data line to indicate a date can be entered.
1st Edition
3-4 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ STATUS Page Operations
RULES:
In installations with GNSS sensors enabled for use by the FMS, the
FMS time and date are automatically updated with GNSS time and
date. Manual updates are not permitted. Also, some FMS installations
automatically get time and date from the aircraft clock. Again, manual
updates are not permitted.
CHECKLIST:
1 Desired date – enter.

NOTE
N
A date may be entered only if dashes show.
2 DATE LSK – push (moves the date entry to the DATE

data line).
DATABASE CHECK/CHANGE
RULES:
The aircraft must be on the ground to change the navigation database.
CHECKLIST:
1 SEC DATA BASE LSK – push (copies the effective

dates for the secondary database).
2 ACTIVE DATA BASE LSK – push (moves the

secondary database dates to the active database
line). The previous effective dates of the active
database automatically move to the secondary
database line.
1st Edition
25 Jul 08 3-5
STATUS Page Operations CJ1+/CJ2+/CJ3/Encore+
NOTE
N
When the navigation database is changed, the
ACT and SEC FPLNs will be erased.
1st Edition
3-6 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Position Initialization
POSITION INITIALIZATION
RATIONALE:
Position Initialization (POS INIT) of the FMS is required for the FMS to
be fully operational.
SUMMARY:
The FMS position is initialized on the POS INIT 1/2 page. When the
aircraft is on the ground, the AIRPORT or PILOT/REF WPT data line is
usually filled with the destination airport from the last flight (if one was
defined for that flight). AIRPORT, PILOT/REF WPT, GNSS, or FMS
latitude and longitude position data can be used to initialize position.
Use the most accurate position data available to initialize the position.
GNSS latitude and longitude position data is available on POS INIT 2/2
page. A single key push is available to use the GNSS position.
CHECKLIST:
1 IDX function key – push.
2 POS INIT LSK – push.
3 Do the following steps or proceed to Step 4 to

initialize the FMS.
1st Edition
25 Jul 08 3-7
Position Initialization CJ1+/CJ2+/CJ3/Encore+
3.1 Push the LSK adjacent to the desired position

(for example, AIRPORT) to copy the latitude and
longitude, shown below the position identifier.
3.2 Push the SET POS LSK to move the latitude and
longitude from the scratchpad to the SET POS
display line.
NOTE
N
The message RESET INITIAL POS shows
on the message line if the initialized position
is greater than 40 NM from the last known
FMS position. This situation can occur if a
maintenance action replaced the FMC since
the last flight. If the position is correct, the
message is cleared when the SET POS LSK is
pushed two more times to enter the position. If
the position is not correct, the correct position
must be entered into the SET POS field.
4 SET POS TO GNSS LSK – push (initializes the

FMS position to the available GNSS with a single
key push).
1st Edition
3-8 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ VOR/DME CONTROL and Navaid Inhibit
VOR/DME CONTROL AND NAVAID INHIBIT

RATIONALE:
When a specified navaid is known to be invalid, it can be inhibited to
keep it out of the FMS position solution. Additionally, all VOR or all DME
sensor data can be disabled for use by the FMS when it determines
its position.
SUMMARY:
The FMS VOR/DME CONTROL page can be used to inhibit up to eight
individual navaids. This page is also used to separately enable or
disable (YES or NO) VOR and/or DME SENSOR USAGE by the FMS
when it calculates the position solution.
CHECKLIST:
2 VORDME CTL LSK – push.
3 Navaid identifier – enter.
1st Edition
25 Jul 08 3-9
VOR/DME CONTROL and Navaid Inhibit CJ1+/CJ2+/CJ3/Encore+
4 LSK – push (right side or left side of the NAVAID

INHIBIT display line). This moves the navaid
identifier from the scratchpad to the right or the left
NAVAID INHIBIT prompt.
NOTE
N
A disabled navaid is re-enabled only when it is
deleted from the NAVAID INHIBIT data line, or
when the active navigation database is changed
on the STATUS 1/2 page. A navaid is removed
from the NAVAID INHIBIT data lines in one of two
ways: 1) The identifier for a different navaid that
is to be inhibited must be entered. 2) The CLR
DEL function key is used to enter DELETE into
the scratchpad, then the DELETE entry is moved
to the applicable NAVAID INHIBIT data line.
5 To enable or disable VOR SENSOR USAGE by the

FMS, push the YES/NO LSK to enable (YES) or
disable (NO) VOR SENSOR USAGE. The selected
mode shows in green.
NOTE
N
The default setting for the VOR is NO. The VOR
part of the VOR/DME navaid will NOT be used
for position determination. The VOR is not mixed
with GNSS information to estimate a position.
6 To enable or disable DME SENSOR USAGE by the

FMS, push the YES/NO LSK to enable or disable
DME SENSOR USAGE. The selected mode shows
in green.
NOTE
N
The DME is not mixed with GNSS information
to estimate a position. When the GNSS is not
available, the FMS will default to DME/DME for
position estimates.
1st Edition
3-10 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FMS Control Mode Selection (Dual FMS Only)
FMS CONTROL MODE SELECTION (DUAL FMS

ONLY)
RATIONALE:
The FMS CONTROL MODE lets the two FMC (optional dual FMS
installation) operate in a Synchronized (SYNC) or Independent (INDEP)
mode, based on the needs of the operator. If only a single FMS is
installed, the FMS CONTROL page will not list these functions.
SUMMARY:
In the SYNC mode, flight plan changes and most FMS operations are
automatically synchronized between both FMS. Changes made to an
active flight plan on one FMS are synchronized with the other FMS
when the EXEC function key on the CDU is pushed to execute the
flight plan. Changes made to the second flight plan on one FMS are
synchronized immediately with the other FMS. In the INDEP mode,
none of the mode selections or flight planning data from one FMS are
shared with the other FMS.
CHECKLIST:
1st Edition
25 Jul 08 3-11
MFD Data Window Selection CJ1+/CJ2+/CJ3/Encore+
2 PREV or NEXT function key – push (INDEX 2/2

page)
3 FMS CTL LSK – push.
4 SYNC/INDEP LSK – push (changes the mode).
5 When the mode is changed from INDEP to SYNC,

the prompt SELECT SYNC MASTER shows on the
page. Push the FMS1 or FMS2 LSK to select the
FMS that is to be the synchronization master.
NOTE
N
When SYNC mode selection is made, an FMS
must be specified as the MASTER. The flight
plans in the FMS that is selected as the MASTER
are moved to the other FMS and replace any
previous flight plans in that FMS. This can
have an effect on the decision on which FMS
to select as the MASTER. Once SYNC mode
is selected, flight plan changes made on either
FMS are automatically made to the other FMS
regardless of which one was initially selected as
the MASTER.
NOTE
N
In dual FMS installations, the default is SYNC
mode during a FMS cold start.
MFD DATA WINDOW SELECTION

RATIONALE:
A four-line data window on the MFD can be selected for display. The
display supplies navigation data only, or a combination of navigation
and VNAV data.
SUMMARY:
The MFD data window shows near the middle of the navigation display
(just below the Engine Indication System (EIS)) on the MFD when
1st Edition
3-12 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ MFD Data Window Selection
the MFD is set to the PPOS MAP or PLAN MAP display mode. The
MFD data window is a four-line text display of navigation progress
data. When the WINDOW selection is ON, the data window shows
navigation information only. When the WINDOW selection is VNAV,
VNAV information is added to the right side of the display. The MAP
DISPLAY page is used to control the MFD data window selection. The
MFD data window shows the data that follows:
• LAST waypoint passed, the distance from the last waypoint, and
the time of passage.
• TO waypoint, the distance and time-to-go to the waypoint, and the
ETA at the waypoint.
• NEXT waypoint after the TO waypoint, the distance and time-to-go to
the waypoint, and the ETA at the waypoint.
• DEST (Destination) airport, the distance and time-to-go to the
destination, and the ETA at the destination.
• FUEL available at the destination airport.
• GW of the aircraft at the destination airport.
• Advisory VNAV data for the TO waypoint, which includes the altitude
constraint, and the time and distance to that point.
1st Edition
25 Jul 08 3-13
MFD Data Window Selection CJ1+/CJ2+/CJ3/Encore+
CHECKLIST:
1 MFD MENU function key – push (DISPLAY MENU

page).
2 MFD DATA function key – push (if necessary to

change TEXT DISPLAY page to MAP DISPLAY
page).
3 WINDOW LSK – push (navigation data display

window OFF or ON, or select VNAV data to show in
the MFD display window). Selection shows in larger
green font.
NOTE
N
Each push of the WINDOW LSK selects the next
mode in the sequence (OFF, ON, VNAV).
1st Edition
3-14 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Tuning Mode Selection
TUNING MODE SELECTION

RATIONALE:
The tuning mode selection lets the operator either tune the navigation
radios manually or have the FMS tune them automatically.
SUMMARY:
The FMS can automatically tune navigation receivers to use distance
and radial data from different navigation stations to calculate its position.
However, some conditions can prevent correct operation of automatic
tuning and cause the FMS to automatically go back to the manual
tuning mode. The FMS automatically goes back to manual mode when
one of these items occurs:
• Selection of DME HOLD
• The NAV receiver is manually tuned from the FMS
• The NAV receiver is manually tuned from the RTU
• The selected NAV source is changed to something other than the
FMS
• A NAV receiver failure.
1st Edition
25 Jul 08 3-15
Tuning Mode Selection CJ1+/CJ2+/CJ3/Encore+
CHECKLIST:
1 TUN function key – push (shows RADIO TUNING

1/2 page).
2 AUTO/MAN (adjacent to the applicable navigation

radio, NAV 1 or NAV 2) LSK – push. Each push of
the LSK changes the tuning mode.
NOTE
N
The normal and recommended mode of
operation is AUTO.
1st Edition
3-16 25 Jul 08
FMS-3000 v4.0 FLIGHT PLANS
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 4-1
Create a Flight Plan .......................................................................... 4-2

Direct Legs (Waypoints) ................................................................ 4-8
Airway Legs ................................................................................ 4-10
Verify a Flight Plan ...................................................................... 4-12
MFD Plan Map Scrolling ............................................................. 4-14
CDU Scrolling ............................................................................. 4-16
Change/Correct a Flight Plan (FPLN Pages) ................................. 4-17

Delete an Airway ......................................................................... 4-18
Insert/Add an Airway ................................................................... 4-19
Delete a Direct Waypoint ............................................................ 4-19
Insert/Add a Direct Waypoint ...................................................... 4-20
Change a Departure and/or Departure Runway ......................... 4-21
Delete a Discontinuity ................................................................. 4-22
Change/Correct a Flight Plan (LEGS Pages) ................................. 4-24

Delete a Waypoint ....................................................................... 4-25
Insert a Waypoint ........................................................................ 4-25
Create a Flyover Waypoint ......................................................... 4-26
Delete a Flyover Waypoint .......................................................... 4-27
Enter/Change VNAV Data .......................................................... 4-28
Delete a Discontinuity ................................................................. 4-29
Enter/Change ISA Deviation and Winds Aloft ............................. 4-31
Direct-To Waypoint (DIR Key) ........................................................ 4-33
Direct-To NEAREST AIRPORTS .................................................... 4-35
Direct-To Waypoint (ACT LEGS Page) ........................................... 4-38
FROM Waypoint Edit ...................................................................... 4-40
Create Pilot-Defined Waypoints ..................................................... 4-41

Along-Track Offset ...................................................................... 4-42
PLACE BRG/DIST ...................................................................... 4-44
PLACE BRG/PLACE BRG .......................................................... 4-47
Latitude and Longitude ............................................................... 4-49
Shorthand Latitude/Longitude ..................................................... 4-51
1st Edition
25 Jul 08 i
FLIGHT PLANS FMS-3000 v4.0
Title Page
Define and Store Pilot Waypoints ................................................... 4-53
Select Pilot-Defined Waypoints ...................................................... 4-55
FIX INFO Entries ............................................................................ 4-57

Abeam Fix ................................................................................... 4-57
Radial Crossing Fix ..................................................................... 4-58
Distance Crossing Fix ................................................................. 4-60
Latitude/Longitude Crossing Fix ................................................. 4-62
Change a FIX INFO Entry to a Waypoint ....................................... 4-64
Delete FIX INFO Entries ................................................................. 4-65
Hold At Flight Plan Waypoint .......................................................... 4-66
Hold At Non-Flight Plan Waypoint .................................................. 4-68
Hold At Present Position ................................................................ 4-70
Modify a Holding Pattern ................................................................ 4-72
Exit Holding .................................................................................... 4-76

Via ACT LEGS Page .................................................................. 4-76
Via ACT FPLN HOLD Page ........................................................ 4-78
Cancel Holding Exit ........................................................................ 4-80
Fly Offset Parallel Course ............................................................... 4-82
Cancel Offset Parallel Course ........................................................ 4-83
Position Update .............................................................................. 4-84

Via GNSS ................................................................................... 4-85
Via NAVAID ................................................................................. 4-86
Runway Update .............................................................................. 4-87
Store a Flight Plan .......................................................................... 4-89
Activate and Execute a SEC FPLN ................................................ 4-91
Transfer a Flight Plan (Dual FMS Only) ......................................... 4-93
Cross-Side PILOT ROUTE LIST Transfer ...................................... 4-95
Select, Activate, and Execute Stored PILOT ROUTE .................... 4-97
1st Edition
ii 25 Jul 08
FLIGHT PLANS
INTRODUCTION
This chapter will show the various flight plan functions that are core to
any FMS operating system. The Active (ACT) flight plan generates
steering commands for use by the aircraft flight guidance system while
the Secondary (SEC) flight plan can be saved for later use. Creation of
each type is identical except the page names are different.
Typical departure procedures may include updating the FMS
immediately prior to takeoff, setting the departure route that may include
a SID and transition, and joining the airway system for the en route
phase of flight.
The en route portion may use the HOLD function, Direct-To waypoint
function, fly offset parallel course function, flyover waypoint option, and
FIX INFO operations to arrive at the destination airport.
1st Edition
25 Jul 08 4-1
Create a Flight Plan CJ1+/CJ2+/CJ3/Encore+
CREATE A FLIGHT PLAN

RATIONALE:
The flight plan function lets the pilot create a flight plan that is
customized for each particular route of flight. Changes or additions
to the flight plan can be made at any point, either during the creation
process or as necessary inflight.
SUMMARY:
The basic steps to create a flight plan from scratch include:
1. Enter the origin, destination, and alternate airports.
2. Select a departure runway or a departure procedure (including SID)
with a departure runway.
3. Enter a route from the departure to the arrival.
4. Select a STAR, with or without a transition, and an approach.
1st Edition
4-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Create a Flight Plan
RULES:
Use the guidelines that follow when creating a flight plan:
• Navigation facilities and procedures that can be entered and selected
for a flight plan include, but are not limited to:
• Airports
• Airways
• STAR
• Navaids (for example, VOR/DME, NDB, or TACAN)
• Intersections
• Holds
• Departure Procedure (includes SID)
• Approaches.
• At least one waypoint must be entered into a flight plan, whether or
not an ORIGIN or DEST airport is entered, for the FMS to show a
route on the AFD maps.
• When entering airport identifiers, use the ICAO standard identifiers
that include the country code for the airport.
CHECKLIST:
1 FPLN function key – push.
2 ORIGIN airport – enter.

TECH DETAIL
An ORIGIN airport is an optional entry. But a SID
or departure runway cannot be selected without
the entry of an ORIGIN airport.
NOTE
N
A change to or deletion of the ORIGIN airport
erases any existing ACT/MOD FPLN. In addition,
the ORIGIN airport cannot be changed or deleted
while the aircraft is airborne (NOT ON GROUND
shows on the CDU message line).
1st Edition
25 Jul 08 4-3
2.1 ORIGIN airport identifier – enter.
2.2 ORIGIN LSK – push (moves entry to ORIGIN

prompt).
3 Destination (DEST) airport – enter.

TECH DETAIL
A DEST airport is an optional entry. But a STAR
or an approach cannot be selected without the
entry of a DEST airport.
3.1 Destination airport identifier – enter.
3.2 DEST LSK – push (moves entry to the DEST

prompt).
4 Alternate (ALTN) airport – enter.

NOTE
N
An ALTN airport is an optional entry.
4.1 Alternate airport identifier – enter.
4.2 ALTN LSK – push (moves entry to ALTN prompt).
5 ROUTE name – enter (optional).

NOTE
N
When the name of a route that is stored in the
PILOT ROUTE LIST or DISK LIST is entered, the
FMS automatically loads that route directly into
the MOD FPLN. When a new route is created
for storage in the PILOT ROUTE LIST, a unique
name for that route must be entered.
1st Edition
4-4 25 Jul 08
5.1 Route name – enter.
5.2 ROUTE LSK – push (moves route name to the

ROUTE prompt).
6 Select the ORIG RWY for departure.

TECH DETAIL
When the Origin Runway (ORIG RWY) is
selected, the flight plan begins at the runway
threshold versus the airport reference point (only
if the ORIGIN airport is entered). If an ORIG
RWY is not selected, the FMS cannot perform a
RUNWAY UPDATE (if required) at the runway
threshold.
6.1 Push the DEP/ARR function key to show the

DEPART page for the ORIG airport.
NOTE
N
When the DEP ARR function key is pushed,
one of three pages shows: the DEPART,
ARRIVAL, or DEP/ARR INDEX page. If the
aircraft is on the ground, or airborne but less
than either 50 NM from the origin airport or
halfway to the destination airport, the DEPART
page for the origin airport shows.
If the aircraft is airborne and more than
halfway to the destination airport, or more than
50 NM from the origin airport, the ARRIVAL
page for the destination airport shows. If
no active flight plan exists, or no origin or
destination airport is specified, the DEP/ARR
INDEX page shows.
To show a different page, pushing the LSK for
the DEP/ARR INDEX page, or push the DEP
ARR function key a second time to show the
DEP/ARR INDEX page. The applicable page
for the applicable airport is selected from the
DEP/ARR INDEX page.
1st Edition
25 Jul 08 4-5
6.2 LSK (adjacent to the applicable runway in the

RUNWAYS column) – push.
NOTE
N
For some airports, the runway list fills more
than one page. The NEXT and PREV function
keys are used as necessary to show the
applicable runway.
6.3 Push the FPLN LSK or the FPLN function key to

return to the MOD FPLN page.
7 Select a DEPARTURE (if necessary) for the ORIG

airport.
TECH DETAIL
Only the approved combinations of transition
routes and runways are shown for each
DEPARTURE. Thus, if the first selection is the
departure runway, only Transition (TRANS)
routes and DEPARTURE for that runway show
in the DEPARTURES and TRANS columns on
the DEPART page. In the same manner, if the
first selection is the DEPARTURE, only transition
routes and runways for that departure show
under the TRANS and RUNWAYS columns.
7.1 Push the DEP ARR function key to show the

DEPART page for the ORIG airport.
1st Edition
4-6 25 Jul 08
NOTE
N
One of three pages shows when the DEP
ARR function key is pushed: the DEPART,
ARRIVAL, or DEP/ARR INDEX page. If a
page other than the DEPART page shows,
pushing the LSK for the DEP/ARR INDEX
page, or push the DEP ARR function key a
second time to show the DEP/ARR INDEX
page. The DEPART page for the applicable
airport is selected from the DEP/ARR INDEX
page.
7.2 LSK (adjacent to the applicable SID in the SIDS

column) – push.
7.3 LSK (adjacent to the applicable transition route in

TRANS column) – push.
7.4 LSK (adjacent to the applicable departure runway

in RUNWAYS column) – push.
7.5 FPLN LSK or FPLN function key – push.
8 Enter the flight plan legs.

NOTE
N
Flight plan legs can include direct legs and
airway legs in different combinations or orders.
1st Edition
25 Jul 08 4-7
DIRECT LEGS (WAYPOINTS)

SUMMARY:
Direct legs of a flight plan are defined through waypoints in the TO
column on the right side of the applicable flight plan page. When a
waypoint is entered, DIRECT shows in the VIA column on the left side
of the page.
PRECONDITIONS:
This procedure starts from the ACT/MOD FPLN page.
CHECKLIST:
1 Enter the applicable waypoint.

NOTE
N
It is possible that the current ACT/MOD FPLN
page will not have a prompt that shows in the TO
column. The NEXT or PREV function key can be
used as necessary to show the applicable page.
2 TO column LSK – push (moves the waypoint to the

TO prompt).
1st Edition
4-8 25 Jul 08
NOTE
N
Occasionally a waypoint identifier (for example,
BLH) can be used more than once in the
navigation database. In such instances, the
SELECT WPT page shows by pushing the TO
LSK in Step 2. On the SELECT WPT page,
identically named waypoints show in order from
closest to the waypoint before the insertion point
to the farthest from the insertion point. If there
is no preceding waypoint in the flight plan, then
they are put in order from the waypoint closest to
the current FMS position to the waypoint farthest
from that position. The waypoint is selected
by pushing the LSK adjacent to the applicable
waypoint.
NOTE
N
If a wrong waypoint is entered, or a change
or deletion is necessary after the FPLN was
executed with the EXEC function key, refer to the
CHANGE/CORRECT A FLIGHT PLAN section
in this chapter.
1st Edition
25 Jul 08 4-9
AIRWAY LEGS
SUMMARY:
Enter airway identifiers as shown on the navigation charts (for example,
V29 or J65) into the VIA column on the left side of the ACT/MOD FPLN
pages. Entry and exit waypoints go in the TO column on the right
side of these pages. When an airway is entered in the flight plan, all
intermediate waypoints along the airway are automatically entered as
well. These waypoints show on the ACT/MOD LEGS pages on the
CDU, and in the FMS MAP and PLAN MAP display modes on the MFD.
Different combinations of airways and direct legs, as necessary for
the flight plan, can be entered as long as the entry and exit waypoint
requirements are followed.
PRECONDITIONS:
RULES:
Use the guidelines that follow to enter an airway leg into the flight plan:
• The airway entry waypoint and the airway exit waypoint used in the
flight plan MUST be published points along that airway.
• If an entry or an exit waypoint is entered, that is not on the airway, it
causes the FMS to generate the message NOT ON AIRWAY.
1st Edition
4-10 25 Jul 08
• An intersection of two airways, that is not published for either airway,

cannot be used as an entry or exit waypoint for those airways.
CHECKLIST:
1 Entry waypoint of the airway – enter.

NOTE
N
If the entry waypoint is already in the flight plan,
Steps 1 and 2 can be ignored.
2 TO column LSK – push (moves waypoint to the TO

prompt).
3 Airway identifier – enter.
4 VIA column LSK – push (moves airway identifier to

the VIA prompt).
NOTE
N
When the VIA LSK is pushed, the FMS
generates a DISCONTINUITY in the flight plan.
The DISCONTINUITY is cleared when the
airway exit waypoint is entered.
5 Airway exit waypoint – enter.
6 TO column LSK – push (moves waypoint to the

DISCONTINUITY prompt to clear the discontinuity).
NOTE
N
Steps 3 through 6 can be repeated to add more
airways to the flight plan.
1st Edition
25 Jul 08 4-11
VERIFY A FLIGHT PLAN

RATIONALE:
Check the flight plan before using. Make sure changes are correct
before executing the changes.
SUMMARY:
The pilot must make sure that the flight plan is correct before it is used
in flight. A check for accuracy can be done with the plan map on the
MFD when it is set to the PLAN MAP display mode. The pilot can also
look at the flight plan route on the applicable LEGS pages on the CDU.
CHECKLIST:
1 Make sure that the Flight Plan (FPLN) has been

entered into the FMS.
2 Make sure that the route of flight is correct. Use

the MFD plan map scroll function to look at each
waypoint or use the FPLN or LEGS pages on the
CDU to look at the waypoints on the route of flight.
3 Make sure the flight plan matches what was filed

with air traffic control.
4 Execute the flight plan by pushing the Exe-

cute (EXEC) function key on the CDU.
TIP
When building a flight plan from scratch, push
the EXEC function key at any time to save the
MOD FPLN in its current state. Saving, as each
task is entered into a flight plan allows correction
of errors without a complete rewrite of the flight
plan. The CANCEL MOD LSK will delete all
changes made since the EXEC function key was
last pushed. Remember to make sure that the
flight plan is correct before executing it with the
EXEC function key.
1st Edition
4-12 25 Jul 08
TIP
It is necessary to make sure that a flight plan is
correct before it is executed. To make sure that
a flight plan is correct, use the Modified (MOD)
LEGS pages on the CDU and the MFD in the
PLAN MAP display mode. The PLAN MAP
shows a North-up pictorial presentation of the
flight plan route. This map can be used to look at
each waypoint along the route of flight.
1st Edition
25 Jul 08 4-13
MFD PLAN MAP SCROLLING

SUMMARY:
Use the MFD ADVANCE page to scroll the MFD plan map from
waypoint to waypoint along a flight plan route.
CHECKLIST:
1 Set the MFD to the PLAN MAP display mode.
2 Select the applicable display range on the MFD.
3 MFD ADV function key – push.
4 Use one of the methods that follow to scroll the flight

plan route on the MFD:
• PREV Waypoint (WPT) or NEXT WPT LSK –

push (moves display center point to the previous
or next waypoint along the flight plan route).
• TO WPT LSK – push (places current TO waypoint
in the center of the display).
• Waypoint identifier – enter.
1st Edition
4-14 25 Jul 08
• CTR WPT LSK – push (centers display on that

waypoint).
1st Edition
25 Jul 08 4-15
CDU SCROLLING
SUMMARY:
Use the ACT/MOD FPLN or ACT/MOD LEGS pages to make sure
the route is correct. The FPLN pages show the flight plan routing
(but not each individual waypoint on the route). On the LEGS pages,
the pilot can see each waypoint that is used to define the flight plan
route, including those conditional waypoints used in SIDs, STARs, and
approaches.
CHECKLIST:
1 Push the FPLN function key to show the ACT/MOD

FPLN pages or the LEGS function key to show the
ACT/MOD LEGS pages.
2 NEXT and Previous (PREV) function keys – push

as necessary to move from page to page to look at
the entire flight plan.
1st Edition
4-16 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Change/Correct a Flight Plan (FPLN Pages)
CHANGE/CORRECT A FLIGHT PLAN (FPLN

PAGES)
RATIONALE:
Changes or corrections to the flight plan can be made on the ACT/MOD
FPLN pages.
SUMMARY:
The procedures in this section are used to change or correct the flight
plan on ACT/MOD FPLN pages. They will also work for the SEC FPLN
pages when these pages are selected. Changes to the flight plan will
not take effect until the EXEC function key is pushed.
CHECKLIST:
2 Push the NEXT or PREV function key to show the

page where the change/correction is required.
3 Make the change/correction to the flight plan.

Changes/corrections that can be made on the FPLN
pages include:
• Delete an airway
• Insert/add an airway
• Delete a direct waypoint
• Insert a direct waypoint
• Change the SID and/or departure runway
• Delete a discontinuity.
NOTE
N
Any change to an ACT FPLN page will change
the title to ACT/MOD FPLN until the changes are
executed or cancelled.
1st Edition
25 Jul 08 4-17
Change/Correct a Flight Plan (FPLN Pages) CJ1+/CJ2+/CJ3/Encore+
NOTE
N
Failure to execute the ACT/MOD FPLN may
result in unwanted turns of the aircraft outside of
authorized airspace limits.
4 EXEC function key – push (executes changes and

updates flight plan).
NOTE
N
Make sure that the changes are correct before
executing the ACT/MOD FPLN.
DELETE AN AIRWAY
PRECONDITIONS:
CHECKLIST:
1 CLR DEL function key – push (DELETE shows when

scratchpad is empty).
2 VIA column LSK (adjacent to the airway to be

deleted) – push.
NOTE
N
The first line of the FPLN page cannot be deleted
while the aircraft is airborne. But any line on the
LEGS pages can be deleted.
NOTE
N
When the VIA LSK is pushed in Step 2 above,
DIRECT now appears in the VIA column and will
be the new routing for the selected flight plan leg.
1st Edition
4-18 25 Jul 08
INSERT/ADD AN AIRWAY
PRECONDITIONS:
RULES:
The entry waypoint of an airway must come before the airway in the
flight plan, and the airway must have an exit waypoint.
CHECKLIST:
1 Make sure the entry point of the airway is in the flight

plan.
2 Airway identifier – enter.
3 VIA column LSK – push (below the airway entry

waypoint to transfer the airway to the flight plan).
NOTE
N
If the exit point of the airway is already in the
flight plan, Steps 4 and 5 can be ignored.
4 Exit waypoint identifier – enter.
5 TO LSK (adjacent to the DISCONTINUITY prompts)

– push (moves waypoint to the TO column and
removes the discontinuity).
DELETE A DIRECT WAYPOINT

PRECONDITIONS:
1st Edition
25 Jul 08 4-19
CHECKLIST:
1 CLR DEL function key – push.
2 TO column LSK (adjacent to the direct waypoint to

be deleted) – push.
INSERT/ADD A DIRECT WAYPOINT

PRECONDITIONS:
CHECKLIST:
1 Waypoint identifier – enter.
2 TO LSK (where the waypoint is to be entered) – push.
1st Edition
4-20 25 Jul 08
CHANGE A DEPARTURE AND/OR DEPARTURE

RUNWAY
SUMMARY:
Changes that can be made to a selected DEPARTURE include selection
of:
• A different DEPARTURE.
• A different Transition (TRANS) route for the existing DEPARTURE.
• A different departure RUNWAY for the existing DEPARTURE.
• An available combination of TRANS routes and RUNWAYS for the
existing DEPARTURE.
CHECKLIST:
1 DEP ARR function key – push.
1st Edition
25 Jul 08 4-21
NOTE
N
One of three pages shows when the DEP ARR
function key is pushed: the DEPART, ARRIVAL,
or DEP/ARR INDEX page. If a page other than
the DEPART page shows, push the LSK for
the DEP/ARR INDEX page, or push the DEP
ARR function key a second time to show the
DEP/ARR INDEX page. The DEPART page
for the applicable airport is selected from the
DEP/ARR INDEX page.
2 Push the LSK for the applicable Departure Procedure

(including SIDs) (listed under DEPARTURES
column) or Runway (listed under RUNWAYS
column).
3 Push the LSK for the applicable Transition route

(listed under TRANS column).
NOTE
N
After the selection of a DEPARTURE and
TRANS, the only way to display the entire
TRANS list again is to re-select the DEPARTURE
procedure.
4 Push the FPLN LSK or the FPLN function key to

return to the MOD FPLN pages.
DELETE A DISCONTINUITY
SUMMARY:
Discontinuities are used to show a break in a flight plan sequence.
They are used, for example, to divide the approach segment from
the arrival segment. They are also used to keep a changed portion
of a flight plan isolated from an unchanged portion while certain flight
plan edits or changes are made. They can be deleted with a DELETE
command from the scratchpad, or by the insertion of the next applicable
waypoint at the discontinuity prompts. When a discontinuity is deleted,
1st Edition
4-22 25 Jul 08
a Direct-To course is created to the next waypoint in the flight plan.

If the deletion of the discontinuity caused an unwanted effect on the
flight plan, it is possible that more changes to the flight plan will be
necessary or applicable.
PRECONDITIONS:
Some discontinuities cannot be deleted with the CLR DEL function key.
In these cases, enter the next applicable waypoint at the discontinuity
prompts. Examples of discontinuities that cannot be deleted include:
• A discontinuity before an approach with an initial leg that is radar
vectored.
• A discontinuity at the end of an airway where the next waypoint is
not on that airway.
• A discontinuity before a leg that does not have a defined starting
point, such as a DME-arc leg.
CHECKLIST:
1 Do either of the two actions that follow to remove

the discontinuity:
• Clear (CLR) Delete (DEL) function key – push.
1st Edition
25 Jul 08 4-23
Change/Correct a Flight Plan (LEGS Pages) CJ1+/CJ2+/CJ3/Encore+
• LSK (for the next applicable waypoint) – push.
2 LSK (adjacent to the prompt boxes above the

DISCONTINUITY) – push.
CHANGE/CORRECT A FLIGHT PLAN (LEGS

PAGES)
RATIONALE:
Changes to the flight plan route or corrections to the flight plan can be
made on the ACT/MOD LEGS pages.
SUMMARY:
The procedures in this section are used to change or correct the Flight
Plan on the ACT/MOD LEGS pages. They will also work for the SEC
LEGS pages when these pages are selected. Changes to the flight plan
will not take effect until the EXEC function key is pushed.
CHECKLIST:
1 LEGS function key – push.
2 NEXT or PREV function key – push (as required

to show the page where the change/correction is
required).
3 Make the change/correction to the flight plan.

Changes/corrections that can be made on the LEGS
pages include:
• Delete a waypoint
• Insert a waypoint
• Create/Delete a flyover waypoint
• Enter/Change VNAV data
• Delete a discontinuity
1st Edition
4-24 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Change/Correct a Flight Plan (LEGS Pages)
• Enter/Change International Standard

Atmosphere (ISA) Deviation and winds
aloft.
4 EXEC function key – push (executes changes and

updates flight plan).
NOTE
N
Make sure the changes are correct before
executing the changed flight plan.
DELETE A WAYPOINT
PRECONDITIONS:
This procedure starts from the ACT/MOD LEGS page.
CHECKLIST:
1 CLR DEL function key – push (DELETE shows in

the scratchpad).
2 LSK (of the waypoint that is to be deleted) – push.
INSERT A WAYPOINT
PRECONDITIONS:
CHECKLIST:
1 New waypoint identifier – enter.
2 LSK (at the entry point for the new waypoint) – push.
1st Edition
25 Jul 08 4-25
CREATE A FLYOVER WAYPOINT

RATIONALE:
Waypoints can be designated as flyover waypoints, which make it
necessary for the aircraft to fly over the waypoint before the aircraft
turns.
SUMMARY:
It is possible to make a non-flyover waypoint into a flyover waypoint. On
the MFD Plan Map, when the flyover attribute is added, the flight plan
route is drawn as a line through the flyover waypoint. An arrowhead that
points toward the waypoint that follows the flyover waypoint shows an
offset from the next course because of the flyover.
PRECONDITIONS:
This procedure starts from the ACT LEGS page.
CHECKLIST:
1 PREV or NEXT function key – push (to find the page

with the waypoint that is to be made into a flyover
waypoint).
2 Scratchpad – clear (use CLR DEL function key).
1st Edition
4-26 25 Jul 08
3 LSK (adjacent to the applicable waypoint) – push

(copies waypoint identifier).
4 With the keypad, add a /0 (slash - zero) suffix to the

waypoint identifier to enable the flyover attribute.
5 LSK (for the waypoint identifier) – push (transfers the

changed waypoint identifier).
NOTE
N
When the changed waypoint has been inserted
into the flight plan, the waypoint identifier is
shown with an @ designation to show this is a
flyover waypoint.
DELETE A FLYOVER WAYPOINT

SUMMARY:
Waypoints that have been user-defined as flyover waypoints can have
the flyover attribute removed if the flyover requirement no longer exists.
When the flyover attribute is removed from the waypoint, the course
is drawn on the MFD Plan Map from point to point as usual (with no
course offset) for non-flyover waypoints.
PRECONDITIONS:
CHECKLIST:
1 PREV or NEXT function key – push (finds the page

with the designated flyover waypoint as shown by
the @ suffixed to the identifier).
2 Scratchpad – clear (use CLR DEL function key).
3 LSK (adjacent to the flyover waypoint) – push (copies

flyover waypoint identifier).
1st Edition
25 Jul 08 4-27
4 With the keypad, add a /0 (slash - zero) suffix to the

waypoint identifier (this disables the flyover attribute).
5 LSK – push (transfers the changed waypoint

identifier).
ENTER/CHANGE VNAV DATA

SUMMARY:
VNAV entries include altitude constraints, speeds (IAS or Mach), and
Vertical Path Angle (VPA) for climbs and descents. They can be entered
one at a time, or as combined entry (speeds and altitude only). For
special data about VNAV entries, refer to the VNAV OPERATIONS
chapter of this operator’s guide.
PRECONDITIONS:
RULES:
Use the guidelines that follow to enter or change VNAV data:
• For speeds, enter a three digit number (IAS) from 100 to 499, or a
two digit Mach setting from .10 to .99 (with the decimal point prefix).
1st Edition
4-28 25 Jul 08
• For VPA, entry range is from 1.0 to the maximum VPA specified for
the aircraft.
• For altitude, entries can be barometric pressure altitudes or flight
levels. When entering a barometric pressure altitude that is less than
500 feet, put a / (slash) before the altitude so that the FMS will not
identify the altitude as a speed or VPA.
• Altitude entry range is from −1300 feet to 65 000 feet, and FL000
to FL650. Flight level entries have an F or FL before the numbers.
• Altitudes can have the letter A (at or above) or B (at or below)
after the numbers.
• For between altitudes, enter the lower altitude followed by an A,
immediately followed by the upper altitude, followed with a B (for
example, 6000A8000B).
• Enter C only to change a descent to a climb, or D to change a
climb to a descent.
• Speeds and altitude entries can be entered at the same time if they
are divided by a / (slash) mark (for example, 250/10000, .78/F290).
CHECKLIST:
1 VNAV data – enter.
2 LSK (for the appropriate waypoint) – push (transfers

information).
TIP
When the same information is entered into
several waypoints, push the applicable right side
LSK (instead of manual data entry) to copy the
VNAV information to the scratchpad. You can
then transfer the data to another waypoint.
DELETE A DISCONTINUITY
PRECONDITIONS:
1st Edition
25 Jul 08 4-29
RULES:
Some discontinuities cannot be deleted with the CLR DEL function key.
In these cases, enter the next applicable waypoint at the discontinuity
prompts. Examples of discontinuities that cannot be deleted include:
• A discontinuity before an approach with an initial leg that is radar
vectored.
• A discontinuity at the end of an airway where the next waypoint is
not on that airway.
• A discontinuity before a leg that does not have a defined starting
point, such as a DME-arc leg.
CHECKLIST:
1 Do either of the two steps that follow to remove the

discontinuity:
• CLR DEL function key – push (enters DELETE

into the scratchpad).
• LSK (for the next applicable waypoint) – push
(enters waypoint identifier into the scratchpad).
2 LSK (adjacent to the prompt boxes above the

DISCONTINUITY) – push.
1st Edition
4-30 25 Jul 08
TIP
To remove a leg or legs that follow a discontinuity,
select the applicable downtrack waypoint, then
enter it into the THEN prompt of the discontinuity.
The downtrack waypoint will replace the
discontinuity. All intermediate waypoints
between the discontinuity and the selected
waypoint will be deleted from the flight plan.
ENTER/CHANGE ISA DEVIATION AND WINDS ALOFT

SUMMARY:
ISA Deviation (DEV) and winds aloft for each leg of the flight plan are
entered through the LEG WIND page. The LEGS pages give access
to the LEG WIND pages. The FMS uses winds and ISA DEV in its
performance calculations such as fuel consumption, leg times, and
Estimated Time of Arrival (ETA). Each LEG WIND page is related to a
LEGS page. For example, pushing the LEG WIND LSK on ACT/MOD
LEGS 3/6 page, the ACT/MOD LEG WIND 3/6 page shows on the
display.
1st Edition
25 Jul 08 4-31
PRECONDITIONS:
RULES:
Winds can be entered in any one of the formats that follow:
• Direction and speed (280/25).
• Headwind or tailwind (H32 or T85).
• Plus wind or minus wind (P102 or M50). Plus is a tailwind.
CHECKLIST:
1 LEG WIND LSK – push (shows correlating ACT/MOD

LEG WIND page).
2 On the applicable ACT/MOD LEG WIND page, enter

the ISA DEV and/or wind data for the individual leg.
NOTE
N
ISA DEV and winds aloft data can be entered
independently of each other. ISA DEV, or winds,
or both for each leg can be entered.
3 LSK (for the leg where the data is to be entered) –

push.
1st Edition
4-32 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Direct-To Waypoint (DIR Key)
DIRECT-TO WAYPOINT (DIR KEY)

RATIONALE:
The Direct-To waypoint function, when selected, sends FMS steering
commands to the Flight Guidance System (FGS) to fly the aircraft
directly to the selected waypoint.
SUMMARY:
The ACT DIRECT-TO page lets the pilot fly directly to a selected
waypoint. The ACT DIRECT-TO page can consist of several pages. To
find a waypoint that is part of the active flight plan, but not shown on the
current page, the NEXT or PREV function key are used as necessary
to show the desired waypoint. The annunciation HISTORY shows at
the top of the page just below the title line when a DIRECT-TO History
page shows on the CDU.
CHECKLIST:
1 DIR function key – push.
2 LSK (adjacent to the identifier of the waypoint to fly

Direct-To) – push.
1st Edition
25 Jul 08 4-33
Direct-To Waypoint (DIR Key) CJ1+/CJ2+/CJ3/Encore+
NOTE
N
Many Departure Procedures (DP) (including
SIDs) and STARs contain conditional waypoints
that have no fixed geographical location, such
as a heading to an altitude leg or a vector leg.
Although these types of waypoints show on the
ACT DIRECT-TO page, they cannot be selected
for Direct-To navigation.
3 To intercept and fly a specific course to the Direct-To

waypoint, enter the course, then transfer it to the
Intercept Course (INTC CRS) line on the MOD
LEGS page.
4 Make sure that the flight plan changes are correct

using the MFD and CDU. EXEC function key – push.
1st Edition
4-34 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Direct-To NEAREST AIRPORTS
DIRECT-TO NEAREST AIRPORTS

RATIONALE:
The NEAREST AIRPORTS feature shows airports nearest to the
aircraft position in the event an emergency landing or diversion is
necessary. In the same manner as the Direct-To waypoint function,
the FMS calculates a direct course to the selected airport and sends
steering commands to the FGS to fly directly to the selected airport.
SUMMARY:
The NEAREST APTS> prompt shows on the ACT DIRECT-TO page.
Pushing the LSK adjacent to the NEAREST APTS> selection shows the
NEAREST AIRPORTS page on the CDU. The NEAREST AIRPORTS
page shows a list of five airports that normally includes the origin
and destination airports, as well as the three nearest airports. The
airports are listed by the ICAO identification code, and are arranged by
distance from the present position of the aircraft and show the length
of the longest runway for that airport (includes any length adjustment).
The pilot can select a direct course to either the Airport Reference
Point (ARP) or to the longest runway. The Minimum Runway (MIN
RWY) length can be changed and the list updated on this page. The
NEAREST AIRPORTS page has a page refresh feature (UPDATE
AIRPORTS>) that updates the page using the current position of the
aircraft.
1st Edition
25 Jul 08 4-35
Direct-To NEAREST AIRPORTS CJ1+/CJ2+/CJ3/Encore+
CHECKLIST:
1 DIR function key – push.
2 NEAREST APTS LSK – push.
3 LSK (for the desired airport) – push.
• Airport ICAO (left side) LSK – push (FMS will

compute a direct course to the ARP).
• Runway (right side) LSK – push (FMS will compute
a direct course to the longest runway at the airport
for a visual approach).
4 The FMS shows the MOD LEGS page with the

course and distance to the selected airport (based
on the selection in Step 3).
• If the airport LSK was selected, the MOD LEGS

page shows the course and distance to the ARP.
• If the runway LSK was selected, the MOD LEGS
page shows the course and distance to the
runway extension point, along with the VNAV
constraint associated with the visual approach
point, followed by the selected runway as a visual
approach procedure. The default extension point
is 5 NM from the runway.
5 To intercept and fly a specific course to the airport

or runway extension point, enter the course into the
scratchpad, then transfer it to the INTC CRS line on
the MOD LEGS page.
6 Make sure the flight plan changes are correct using

the MFD and CDU. EXEC function key – push.
1st Edition
4-36 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Direct-To NEAREST AIRPORTS
NOTE
N
If the Direct-To course is to the airport, no STAR
or runway associated with the selected airport
shows in the new flight plan. There are also no
VNAV constraints associated with the selected
Direct-To airport in the new flight plan.
NOTE
N
The NEAREST AIRPORTS function replaces all
the waypoints that remain in the active flight plan
with only the selected nearest airport or visual
approach for the selected nearest airport. After
a DIRECT-TO the nearest airport is executed
with the EXEC function key, all of the replaced
waypoints are permanently deleted from the
active flight plan.
7 Enter a new Minimum Runway (MIN RWY) length

into the scratchpad. MIN RWY LSK – push (new
length shows). UPDATE AIRPORTS LSK – push
(updates list).
NOTE
N
This will not change the defaults page minimum
runway length number.
1st Edition
25 Jul 08 4-37
Direct-To Waypoint (ACT LEGS Page) CJ1+/CJ2+/CJ3/Encore+
DIRECT-TO WAYPOINT (ACT LEGS PAGE)

RATIONALE:
The ACT LEGS pages also provide a Direct-To function. The Direct-To
function, when selected, sends FMS steering commands to the FGS to
fly directly to the selected waypoint.
SUMMARY:
To create a Direct-To on the ACT LEGS page, change the current TO
waypoint to the specified go-direct waypoint. The Direct-To waypoint
can be an existing down-track waypoint in the active flight plan or any
other valid waypoint.
CHECKLIST:
1 LEGS function key – push (shows ACT/MOD LEGS

page).
NOTE
N
The ACT LEGS page can consist of several
pages. To find a waypoint that is part of the
active flight plan, but not shown on the current
page, push the NEXT or PREV function key as
necessary to show the desired waypoint.
1st Edition
4-38 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Direct-To Waypoint (ACT LEGS Page)
2 Do one of the steps that follow to enter a waypoint

in the scratchpad:
2.1 Enter a waypoint in the scratchpad by pushing the

LSK next to the identifier of the specified Direct-To
waypoint.
2.2 Manually enter the waypoint identifier with the

keypad.
3 Push the LSK next to the current TO waypoint

(shown in green on the ACT/MOD LEGS page) to
move the waypoint from the scratchpad to the TO
waypoint display line.
NOTE
N
Selection of a down-track waypoint as the
Direct-To waypoint deletes any waypoints on the
flight plan between the current waypoint and the
new selection. The selected waypoint is deleted
when the Direct-To waypoint is transferred from
the scratchpad to the TO waypoint line. But the
FMS stores the intermediate waypoints in the
Direct-To history, and the intermediate waypoints
are still available for use if the pilot accesses the
Direct-To history pages.
4 To intercept and fly a specific course to the Direct-To

waypoint, enter the course into the scratchpad, then
transfer it to the INTC CRS line on the MOD LEGS
page.

the MFD and CDU. EXEC function key – push.
1st Edition
25 Jul 08 4-39
FROM Waypoint Edit CJ1+/CJ2+/CJ3/Encore+
FROM WAYPOINT EDIT

RATIONALE:
The FROM waypoint edit lets the pilot set a radar vector and heading
leg to intercept a specified flight plan leg. When the FROM waypoint
(shown on the LEGS page above the TO waypoint) is changed, the
leg from that waypoint to the next waypoint can be established as the
active leg. The FMS will then arm to intercept the route and fly the
new course to the TO waypoint.
SUMMARY:
A FROM waypoint edit is done from the LEGS page. The LEGS function
key supplies access to the ACT/MOD LEGS page.
CHECKLIST:
2 Enter the new FROM waypoint in the scratchpad.

NOTE
N
The top waypoint in cyan on ACT/MOD LEGS
1/X page is the FROM waypoint.
1st Edition
4-40 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Create Pilot-Defined Waypoints
3 FROM waypoint LSK – push (transfers the waypoint

to the FROM waypoint data field).

the CDU and MFD. EXEC function key – push.
NOTE
N
Selection of a down-track waypoint as the new
FROM waypoint deletes any waypoints on the
flight plan between the current FROM waypoint.
The selected waypoint will also be deleted when
the Direct-From waypoint is transferred from the
scratchpad to the FROM waypoint line.
CREATE PILOT-DEFINED WAYPOINTS

RATIONALE:
The pilot can create unique pilot-defined waypoints for use in a flight
plan.
SUMMARY:
Pilot-defined waypoints can be created on the ACT FPLN, ACT LEGS,
or DEFINE PILOT WPT page where they can also be stored/saved for
recall from the PILOT WPT LIST page. Pilot-defined waypoints can be
stored with or without a name given to them. A named pilot-defined
waypoint on the ACT/MOD FPLN or LEGS page is stored in the PILOT
WPT LIST. If the waypoint name already exists in the PILOT WPT LIST,
the prompt WPT ALREADY EXISTS <REPLACE, CANCEL> appears.
Selecting the REPLACE option causes the new waypoint definition to
replace the old one in the PILOT WPT LIST. Selecting of CANCEL, or
not making a choice, keeps the original definition in the PILOT WPT
LIST and does not update the flight plan. There are five ways to define
a waypoint as follows:
• Along-Track Offset – A waypoint that is offset a specified distance and
is either before or after a specified waypoint on the flight plan route.
• PLACE BRG/DIST – A waypoint that is defined as a bearing and
distance from another waypoint.
1st Edition
25 Jul 08 4-41
Create Pilot-Defined Waypoints CJ1+/CJ2+/CJ3/Encore+
• PLACE BRG/PLACE BRG – A waypoint that is defined as the

intersection created by bearings from two different waypoints.
• LATITUDE and LONGITUDE – A waypoint that is defined by latitude
and longitude.
• Shorthand LATITUDE and LONGITUDE – A waypoint that is defined
by shorthand (hemispheric) latitude and longitude.
RULES:
Up to 100 pilot-defined waypoints can be stored in the FMS, but no
more than 50 can be stored in one-flight plan.
CHECKLIST:
1 Select the desired entry page (ACT LEGS or ACT

FPLN).
2 Waypoint definition – enter.
3 LSK – push (at the applicable location in the flight

plan to enter the waypoint).

the CDU and MFD. EXEC function key – push
(executes the flight plan change).
ALONG-TRACK OFFSET
SUMMARY:
An existing waypoint (base waypoint) in the flight plan defines an
along-track offset waypoint. The waypoint must be along the route of
flight and not off-track. The entry format is [IDENT]/[DIST/NAME].
IDENT is the name of the waypoint on which the offset waypoint is
based. DIST is the distance from the base waypoint. NAME is an
optional entry. The NAME can be a pilot-defined name for the new
waypoint. If no name is specified, the FMS names the point based on
the IDENT. Notice the format shown in the scratchpad in the illustration.
1st Edition
4-42 25 Jul 08
RULES:
Use these guidelines to create an along-track offset waypoint:
• A positive value for distance inserts the along-track offset waypoint
down-track from the base waypoint in the flight plan. A negative
distance value inserts it before the base waypoint in the flight plan.
• The entered positive distance value must be less than the length of
the leg that immediately follows the base waypoint in the flight plan.
• For the active leg, a negative distance value must be less than the
distance from the present position of the aircraft to the TO waypoint.
• A negative offset value is permitted only if the flight plan specifies a
track-to-fix leg immediately before the base waypoint. In this case,
the negative offset value must be less than the length of the leg
immediately before the waypoint.
CHECKLIST:
1 Enter the name of the flight plan waypoint (IDENT),

followed by a slash (/) and the distance from the
waypoint (DIST). An optional name (NAME) for
the waypoint can also be entered using the format
(IDENT/DIST/NAME). See the scratchpad entry in
the above illustration.
1st Edition
25 Jul 08 4-43
NOTE
N
The FMS automatically stores the named
waypoint in the PILOT WPT LIST.
2 LSK (for the base waypoint) – push.
PLACE BRG/DIST
SUMMARY:
A PLACE BRG/DIST waypoint is based on any valid geographically-fixed
point. The scratchpad entry format is [IDENT][BRG]/[DIST] with the
base waypoint identifier for IDENT, a numeric value for BRG, a slash,
and a numeric value for DIST (for example, CME025/7, TCS360/105,
TAGGS275.3T/15.5). The items listed below can be used as the IDENT
for the base waypoint:
• Navaids
• En route intersections
• Non-directional beacons
• Airports
• Reference points
• Runway threshold of the origin, destination, or alternate airport
• Terminal waypoints of the origin, destination, or alternate airport
• Other pilot-defined waypoints (except those defined with shorthand
latitude/longitude).
1st Edition
4-44 25 Jul 08
RULES:
The guidelines that follow describe the specific requirements for a
Bearing (BRG) entry:
• The bearing must be a three-digit number (or four digits with a
decimal point for tenths of a degree).
• All leading zeros must be entered (for example, 005, 040, 007.1,
or 055.2T).
• North can be defined as 000 or 360. The FMS always shows North
as 360.
• Distance entries must be between 0.1 and 199.9 NM. Use a leading
zero for a distance of less than 1 NM.
CHECKLIST:
1 Enter the base waypoint Identifier (IDENT) and

Bearing (BRG), followed by a slash (/) and the
DIST from the base waypoint. A name can be
added if desired (NAME) using the format IDENT
BRG/DIST/NAME. See the scratchpad entry in the
illustration above.
1st Edition
25 Jul 08 4-45
NOTE
N
The bearing reference can be forced to True
north if the letter T is added as a suffix to the
BRG.
NOTE
N
If a name is not specified, the FMS uses the
base waypoint identifier with a number added as
a suffix to give it a unique name in the flight plan.
2 LSK (where the pilot-defined waypoint is to be

added) – push.
1st Edition
4-46 25 Jul 08
PLACE BRG/PLACE BRG

SUMMARY:
A PLACE BRG/PLACE BRG waypoint is defined by the same criteria
that is used to define other waypoints, with the addition of runway
extension for the destination airport. The scratchpad entry format is
[IDENT][BRG]/[IDENT][BRG], with the waypoint identifier as the IDENT
and a numeric value for BRG. Bearing entry format and references
are the same as those previously described for PLACE BRG/DIST
waypoints. For PLACE BRG/PLACE BRG waypoints, the FMS uses
the first waypoint and bearing entry as the base waypoint. The second
waypoint and bearing determine the intersection point of the specified
bearings. The FMS then converts the intersection into a PLACE
BRG/DIST waypoint based on the first waypoint. This can be seen by
copying the waypoint from the flight plan (once entered in the flight plan)
back into the scratchpad.
1st Edition
25 Jul 08 4-47
CHECKLIST:
1 Enter the first base waypoint IDENT and BRG,

followed by a slash (/), then the second base
waypoint IDENT and BRG. A name can be added
if desired using the format IDENT BRG/IDENT
BRG/NAME. See the scratchpad entry in the
illustration above.

added) – push.
1st Edition
4-48 25 Jul 08
LATITUDE AND LONGITUDE

SUMMARY:
A waypoint can be specified using latitude and longitude with
the following scratchpad entry format: [(N or S)DDMM.MM(W or
E)DDDMM.MM]. The hemispheric designation (N/S, E/W) must always
come before the coordinates. Enter the coordinates with the standard
of four digits for latitude and five digits for longitude.
RULES:
Use the guidelines that follow when entering latitude and longitude
coordinates:
• If waypoint coordinates are in whole degrees of latitude, longitude,
or both, the minutes do not have to be entered (for example, N40,
S09, W030, E042).
• Always enter degrees of longitude in three digits.
• When entering minutes, use two numbers before the decimal point.
• When using a decimal point, enter at least one number after it.
• The minutes entry range is from 00.00 to 59.99.
1st Edition
25 Jul 08 4-49
CHECKLIST:
1 Enter the latitude followed by the longitude

of the waypoint. A name can be entered if
desired. Use the format [(N or S)DDMM.MM(W or
E)DDDMM.MM]/NAME. See the scratchpad entry
in the illustration above.
NOTE
N
Do not enter any spaces in the format string for
coordinates.

added) – push.
1st Edition
4-50 25 Jul 08
SHORTHAND LATITUDE/LONGITUDE
SUMMARY:
Shorthand latitude and longitude entries differ from regular
latitude/longitude entries in that shorthand entries are resolved to only
1 degree of both latitude and longitude. Shorthand entries cannot be
named, and the entry must have five characters.
RULES:
The rules that follow define shorthand latitude and longitude:
• The letters N or E identify positions in the Northern Hemisphere. The
letter N indicates North latitude and West longitude. The letter E
indicates North latitude and East longitude.
• The letters S and W identify positions in the Southern Hemisphere.
The letter S indicates South latitude and East longitude. The letter W
indicates South latitude and West longitude.
• The two-digit latitude entry ALWAYS come before longitude. The
placement of the letter indicates the value of the longitude hundreds
digit. If longitude is 100 degrees or greater, the letter is in the third
character position, which lets it function as the 100 digit in the
longitude. If the longitude is less than 100 degrees, the letter is last
of the five characters.
1st Edition
25 Jul 08 4-51
CHECKLIST:
1 Enter the latitude, letter designator, and longitude

as described in the rules listed previously. See the
scratchpad entry in the page 4-51.
NOTE
N
Do not enter any spaces in the format string for
coordinates.

added) – push.
1st Edition
4-52 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Define and Store Pilot Waypoints
DEFINE AND STORE PILOT WAYPOINTS

RATIONALE:
Pilot-defined waypoints can be defined and stored in the DEFINE
PILOT WPT page for future use.
SUMMARY:
Waypoints can be defined and stored on the DEFINE PILOT WPT
page. Pilot-defined waypoints stored from the DEFINE PILOT WPT
page remain in the FMS in the PILOT WPT LIST until they are manually
deleted.
CHECKLIST:
2 NEXT function key – push (shows INDEX 2/2 page).
3 DATA BASE LSK – push.
4 DEFINE WPT LSK – push.
1st Edition
25 Jul 08 4-53
Define and Store Pilot Waypoints CJ1+/CJ2+/CJ3/Encore+
5 Enter a name (IDENT) for the waypoint into the

scratchpad.
6 IDENT LSK – push (transfers entry to the IDENT

data field).
7 LATITUDE and LONGITUDE, a PLACE BRG/DIST,

or a PLACE BRG/PLACE BRG – enter.
NOTE
N
Shorthand latitude/longitude entries cannot be
defined on the DEFINE PILOT WPT page. They
also cannot be stored in the PILOT WPT LIST.
8 LSK (for the type of waypoint to enter) – push.
9 STORE WPT LSK – push (stores the waypoint with

the assigned name in the FMS database).
1st Edition
4-54 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Select Pilot-Defined Waypoints
SELECT PILOT-DEFINED WAYPOINTS

RATIONALE:
Pilot-defined waypoints that have been stored in the PILOT WPT LIST
can be selected and used in a flight plan.
SUMMARY:
A stored waypoint is retrieved from the PILOT WPT LIST page to be
used in the flight plan. If the name of the waypoint is already known, the
waypoint can be entered directly on the ACT/MOD FPLN or ACT/MOD
LEGS pages. The FMS will retrieve the waypoint from the PILOT WPT
LIST and insert it into the flight plan.
CHECKLIST:
2 NEXT function key – push.
3 DATA BASE LSK – push.
4 PILOT WPT LIST LSK – push.
1st Edition
25 Jul 08 4-55
Select Pilot-Defined Waypoints CJ1+/CJ2+/CJ3/Encore+
NOTE
N
The PILOT WPT LIST can require several pages
to show the entire list. The NEXT or PREV
function key can be used as necessary to show
the desired waypoint on the display.
5 LSK (for the desired waypoint) – push.
6 LEGS or FPLN function key – push (to show the

LEGS or FPLN page).
7 Push the NEXT or PREV function key as necessary

to show the desired location to insert the waypoint.
8 Desired LSK – push (transfers waypoint data to the

flight plan).

using the CDU and MFD. EXEC function key – push.
1st Edition
4-56 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FIX INFO Entries
FIX INFO ENTRIES

RATIONALE:
The FIX INFO function lets the pilot enter a fix that can be used as a
reference point.
SUMMARY:
Fix entries are made on the FIX INFO page. The FIX INFO page shows
a reference waypoint and the fix data based on that waypoint. Up to five
references can be used to show five fixes. Each reference fix shows on
an individual FIX INFO page. The FIX INFO page can be used to get a
Direct-To course, Distance (DIST), Estimated Time En Route (ETE),
and FUEL to a reference waypoint. There are four types of fixes that
can be entered on the FIX INFO page:
• Abeam
• Radial Crossing
• Distance Crossing
• Latitude or Longitude Crossing point.
CHECKLIST:
2 FIX INFO LSK – push.
3 Data for the type of fix (Abeam, Radial Crossing,

Distance Crossing, and Latitude or Longitude
Crossing) – enter.
ABEAM FIX
SUMMARY:
An Abeam fix is the point on the flight plan where the reference waypoint
is perpendicular to the flight plan leg. The Abeam fix shows on the
MFD as a small green circle around the fix reference. A dashed green
line also shows and leads from the green circle to a small white circle
on the course line at the fix point.
1st Edition
25 Jul 08 4-57
FIX INFO Entries CJ1+/CJ2+/CJ3/Encore+
FIX INFO 1/1

REF
SGF
RAD CROSS LAT CROSS
002Î ---Î--.--
DIS CROSS LON CROSS
63.3 ----Î--.--
<ABEAM REF
ABEAM REF
CRS DIST ETE FUEL
95.4NM 0:16 480
[ ]
TPJ3526_01
CHECKLIST:
2 FIX LSK – push.
3 Reference waypoint – enter.
4 REF LSK – push (transfers the waypoint to the

Reference (REF) data field).
5 ABEAM LSK – push (shows the Abeam fix).
RADIAL CROSSING FIX

SUMMARY:
A Radial Crossing fix is the point at which a specific radial from the
reference waypoint intersects the flight plan. The Radial Crossing fix
shows on the MFD as a small green circle around the fix reference. A
dashed green line also shows and leads from the green circle to a small
white circle on the course line at the fix point.
1st Edition
4-58 25 Jul 08
CHECKLIST:
2 FIX LSK – push.
3 Reference waypoint identifier – enter.
4 REF LSK – push (moves waypoint to the REF entry

line).
5 Desired radial – enter.
6 RAD CROSS LSK – push (moves the radial to the

Radial (RAD) CROSS line).
1st Edition
25 Jul 08 4-59
DISTANCE CROSSING FIX

SUMMARY:
A Distance Crossing fix is the point at which a specific distance from
the reference waypoint intersects the flight plan. A Distance Crossing
fix shows as a large green circle (or partial circle) centered over the fix
reference. The radius of the circle is equal to the specified distance
from the fix reference. A small white circle shows at the point where the
large circle intersects the course line.
FIX INFO 1/1

REF
SGF
RAD CROSS LAT CROSS
355Î ---Î--.--
DIS CROSS LON CROSS
55.4 ----Î--.--
<ABEAM REF
ALONG SGF
CRS DIST ETE FUEL
100NM 0:16 490
[ ]
TPJ3527_01
CHECKLIST:
2 FIX LSK – push.
3 Reference waypoint identifier – enter.
4 REF LSK – push.
5 Desired distance – enter.
1st Edition
4-60 25 Jul 08
6 DIST CROSS LSK – push (moves distance to the

DIST CROSS line).
1st Edition
25 Jul 08 4-61
LATITUDE/LONGITUDE CROSSING FIX

SUMMARY:
A Latitude or Longitude Crossing fix is the point where a specified
latitude or longitude intersects the flight plan. A Latitude or Longitude
Crossing point fix shows as a white circle at the point on the flight
plan where the specified latitude or longitude intersects the flight
plan. Latitude or Longitude Crossing point fixes do not use reference
waypoints. A reference waypoint cannot be entered. You can enter a
latitude or longitude, but not both. The fix coordinates must intersect
the flight plan, or the message NO INTERSECTION shows in the
scratchpad. When a correct latitude or longitude entry is made, it shows
in large font text, and the corresponding latitude or longitude for the
intersecting point shows in small font text.
FIX INFO 1/1

REF
-----
RAD CROSS LAT CROSS
N38Î24.03
DIS CROSS LON CROSS
W093Î00.00
<ABEAM REF
ALONG TRK
CRS DIST ETE FUEL
60.1NM 0:10 300
[ ]
TPJ3528_01
CHECKLIST:
2 FIX LSK – push.
3 Latitude or longitude coordinate that the flight path

crosses – enter.
1st Edition
4-62 25 Jul 08
4 LAT CROSS or LON CROSS LSK – push (transfers

the coordinate to the LAT CROSS or LON CROSS
line).
NOTE
N
When the applicable latitude or longitude-
crossing coordinate is loaded into the LAT
CROSS or LON CROSS line, the FMS
automatically loads the corresponding longitude
or latitude. Direct entry coordinates appear in
large font text. FMS-calculated coordinates
appear as small font text.
1st Edition
25 Jul 08 4-63
Change a FIX INFO Entry to a Waypoint CJ1+/CJ2+/CJ3/Encore+
CHANGE A FIX INFO ENTRY TO A WAYPOINT

RATIONALE:
A fix on the FIX INFO page can be changed into a waypoint that can
be used in the flight plan.
SUMMARY:
Any of the four types of fixes on the FIX INFO page can be made into
a waypoint that can be used in the flight plan.
CHECKLIST:
1 Index (IDX) function key – push.
2 FIX LSK – push.
3 REF LSK – push to enter fix into the scratchpad

(shows as a PLACE BRG/DIST fix).
5 Applicable LSK – push (to enter the waypoint into

the flight plan).
6 EXEC function key – push (executes the change).

The FMS assigns a name to the new waypoint based
on one of the two criteria that follow:
• If the fix has a reference waypoint (Abeam,
Distance Crossing, or Radial Crossing), the name
is based on the reference waypoint.
• If the fix is a LAT CROSS or LONG CROSS, the
name assigned is LL[##]. The numbers [##] are
generated by the FMS based on the number of
similar-type fixes in the database.
1st Edition
4-64 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Delete FIX INFO Entries
DELETE FIX INFO ENTRIES

RATIONALE:
A FIX INFO entry can be deleted when it is no longer necessary.
SUMMARY:
Deletion of the REF waypoint, RAD CROSS, DIS CROSS, LAT CROSS,
or LON CROSS entry on the FIX INFO page will delete the FIX INFO
entry.
CHECKLIST:
2 FIX LSK – push.
3 CLR DEL function key – push (enters DELETE into

the scratchpad).
NOTE
N
The NEXT or PREV function key can be used
as necessary to show the applicable FIX INFO
page from which the fix is to be deleted.
4 Push the LSK to delete the REF waypoint, or fix

(RAD CROSS, DIST CROSS, LAT CROSS, or LON
CROSS).
NOTE
N
When the REF of a FIX is deleted from the FIX
INFO 1/2 page, if there is another fix on the FIX
INFO 2/2 page, it moves to the FIX INFO 1/2
page.
1st Edition
25 Jul 08 4-65
Hold At Flight Plan Waypoint CJ1+/CJ2+/CJ3/Encore+
HOLD AT FLIGHT PLAN WAYPOINT

RATIONALE:
A HOLD can be set up at any waypoint in the flight plan. The HOLD
function causes the FMS to load the hold pattern at the designated hold
point into the flight plan, which reduces the workload on the pilot.
SUMMARY:
The INDEX 1/2 page supplies access to the HOLD function. A flight
plan can have up to six holds. A hold can be defined with either an
inbound course and turn direction or with a quadrant and a radial, and
can be referenced either from a navaid or from the point on which the
hold is defined.
RULES:
When the HOLD LSK on the INDEX page is pushed, one of three
pages shows, based on the number of holds in the flight plan. If no
holds exist, the ACT LEGS page with the HOLD AT prompt appears.
If the flight plan contains one hold that is not in the missed approach
or alternate flight, the ACT FPLN HOLD page for that hold shows. If
the flight plan contains more than one hold, or at least one hold in the
missed approach or alternate flight plan, the ACT HOLD LIST page
shows. This page shows all holds that are in the flight plan. Missed
approach and alternate flight plan holds are identified as such on the
ACT HOLD LIST page.
1st Edition
4-66 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Hold At Flight Plan Waypoint
CHECKLIST:
2 HOLD LSK – push.
3 If the ACT FPLN HOLD or the ACT HOLD LIST page

shows, push the NEW HOLD LSK to show the ACT
LEGS page with the HOLD AT prompt. If not, go to
Step 4.
4 LSK (next to the waypoint for the hold) – push.
5 LSK (for prompt boxes under the HOLD AT title) –

push.
NOTE
N
When the waypoint identifier is transferred to the
HOLD AT prompt boxes, the page changes from
the ACT LEGS page to the MOD FPLN HOLD
page.

using the MFD and on the CDU. EXEC function key
– push (executes the change).
7 LEGS function key – push (to make sure the hold

shows on the LEGS page).
NOTE
N
The ACT LEGS can consist of several pages.
The NEXT or PREV function key can be used as
necessary to show the desired waypoint on the
CDU.
1st Edition
25 Jul 08 4-67
Hold At Non-Flight Plan Waypoint CJ1+/CJ2+/CJ3/Encore+
HOLD AT NON-FLIGHT PLAN WAYPOINT

RATIONALE:
A HOLD can be set up at a waypoint that is not in the flight plan. The
HOLD function automatically loads the new holding fix, the course and
distance to the holding fix, and the hold pattern at the designated hold
point into the flight plan, which reduces the workload on the pilot.
SUMMARY:
inbound course and turn direction, or with a quadrant and a radial, and
be referenced either from a navaid or from the point on which the hold
is defined.
RULES:
When the HOLD LSK on the INDEX 1/2 page is pushed, one of three
pages shows, based on the number of holds in the flight plan. If no
holds exist, the ACT LEGS page with the HOLD AT prompt shows. If
the flight plan contains one hold that is not in the missed approach or
secondary flight plan, the ACT FPLN HOLD page for that hold shows. If
the flight plan contains more than one hold, or at least one hold in the
missed approach or secondary flight plan, the ACT HOLD LIST page
shows. This page shows all holds in the flight plan. Missed approach
and secondary flight plan holds are identified as such on the ACT HOLD
LIST page.
CHECKLIST:

LEGS page with the HOLD AT prompt.
4 Identifier of the desired holding fix – enter.
1st Edition
4-68 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Hold At Non-Flight Plan Waypoint
5 LSK (for prompt boxes under the HOLD AT field) –

push.
NOTE
N
When the new waypoint is transferred to the
HOLD AT prompt boxes, HOLD AT IDENT shows
in the scratchpad.
6 LSK (of the waypoint that the HOLD is to come

before) – push.

– push (executes changes to the flight plan).
8 LEGS function key – push (return to the LEGS page

to make sure the hold shows on the LEGS page).
NOTE
N
CDU.
1st Edition
25 Jul 08 4-69
Hold At Present Position CJ1+/CJ2+/CJ3/Encore+
HOLD AT PRESENT POSITION

RATIONALE:
A HOLD can be set up at the Present Position (PPOS) of the aircraft.
The HOLD function causes the FMS to automatically load the present
position holding pattern into the flight plan, which reduces the workload
on the pilot.
SUMMARY:
inbound course and turn direction, or with a quadrant and a radial, and
can be referenced either from a navaid or from the point on which the
hold is defined.
RULES:
When the HOLD LSK on the INDEX page is pushed, one of three pages
shows, based on the number of holds in the flight plan. If no holds
exist, the ACT LEGS page with the HOLD AT prompt shows. If the flight
plan contains one hold that is not in the missed approach or alternate
flight, the ACT FPLN HOLD page for that hold shows. If the flight
plan contains more than one hold, or at least one hold in the missed
approach or alternate flight plan, the ACT HOLD LIST page shows. This
page shows all holds in the flight plan. Missed approach and alternate
flight plan holds are identified as such on the ACT HOLD LIST page.
1st Edition
4-70 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Hold At Present Position
CHECKLIST:

LEGS page with the HOLD AT prompt.
4 Push the PPOS LSK to show the HOLD page with

the aircraft present position as the holding fix.
NOTE
N
Present position holds are inbound on the current
course with right hand turns and leg lengths of
1.0 or 1.5 minutes, based on altitude and aircraft
specifications. The pilot can make changes to
both the leg length and turn direction of a present
position hold if necessary.

– push (executes changes to the flight plan).
6 LEGS function key – push (to make sure the hold

shows on the LEGS page).
NOTE
N
CDU.
1st Edition
25 Jul 08 4-71
Modify a Holding Pattern CJ1+/CJ2+/CJ3/Encore+
MODIFY A HOLDING PATTERN

RATIONALE:
A holding pattern can be changed as necessary.
SUMMARY:
If the flight plan contains one hold that is not in the missed approach or
secondary flight plan, the ACT FPLN HOLD page for that hold shows
when the HOLD LSK is pushed. If the flight plan contains more than
one hold or at least one hold in the missed approach or secondary flight
plan, the ACT HOLD LIST page shows when the HOLD LSK is pushed.
The procedure that follows is used to modify the various elements of an
existing hold. A hold can be modified as follows:
• Upon creation
• Before it becomes active
• While in progress (except the inbound course).
CHECKLIST:
2 HOLD LSK – push (to show either the ACT FPLN

HOLD or the ACT HOLD LIST page).
1st Edition
4-72 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Modify a Holding Pattern
NOTE
N
The ACT HOLD LIST shows all holds currently
in the flight plan. Missed approach procedure
holds and holds in the secondary flight plan are
identified as such on the ACT HOLD LIST page.
3 If the ACT HOLD LIST page shows, push the LSK

for the hold that is to be modified to show the ACT
FPLN HOLD page.
4 To change the inbound course and direction of turn

of a hold, or quadrant and radial, enter the applicable
information into the scratchpad.
NOTE
N
The QUAD/RADIAL is used only if cleared to
hold in a particular cardinal direction (quadrant)
from a specified fix defined off a VOR radial.
When QUAD/RADIAL is entered, the FMS
automatically computes the inbound course for
the hold. Based on the direction of the hold
off the fix, the resulting inbound course can be
a reciprocal of the radial. The QUAD/RADIAL
entry never determines the direction of turn of
the hold itself. Standard holding pattern turns are
to the right with the controlling authority issuing
all non-standard holding instructions.
NOTE
N
Make sure to check the hold pattern using the
display map before executing the hold pattern
change.
NOTE
N
The inbound course of a hold in progress cannot
be manually changed.
5 Applicable LSK – push (transfers entry from

scratchpad).
1st Edition
25 Jul 08 4-73
Modify a Holding Pattern CJ1+/CJ2+/CJ3/Encore+
6 To change a time-based leg to a distance-based leg,

enter the distance into the scratchpad.
NOTE
N
A leg time or leg distance modified from the
defaults provided by the FMS shows in large
size text.
7 LEG DIST LSK – push (moves the leg distance to

the LEG DIST data field).
8 To enter or change the Expect Further

Clearance (EFC) time, enter the time into the
scratchpad.
NOTE
N
Entry of the EFC time is optional. The modified
hold can be executed without the EFC time.
NOTE
N
The EFC time is only used to inform the pilot that
the time has expired. The FMS will not exit the
hold pattern when the EFC time has passed.
9 EFC TIME LSK – push (moves the time to the EFC

TIME entry line).

using the MFD and CDU. EXEC function key – push
(executes changes to the flight plan).
1st Edition
4-74 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Modify a Holding Pattern
NOTE
N
The MAX KIAS or MACH speed setting is the
default speed limit for the hold. It also shows
on the LEGS page as a speed constraint for
the holding waypoint, unless a SID, STAR, or
approach procedure specified a speed limit for
the hold. A change to the speed can be entered
on the LEGS page, but not on the HOLD page.
The speed setting lets the FMS generate a
CHECK SPEED message 1 minute before the
aircraft reaches the holding fix if the airspeed
of the aircraft is more than the prescribed limit.
The size of the holding pattern is based on bank
angle limit, current winds, and the true airspeed
of the aircraft or MAX KIAS, whichever is lower,
when the aircraft crosses the holding fix.
11 To modify or examine the hold data for another hold

from the ACT/MOD FPLN HOLD page, push the
PREV or NEXT function key to show the ACT FPLN
HOLD page for that hold. This bypasses the ACT
HOLD LIST page when modifying or examining more
than one hold.
1st Edition
25 Jul 08 4-75
Exit Holding CJ1+/CJ2+/CJ3/Encore+
EXIT HOLDING
RATIONALE:
The FMS will automatically exit the holding pattern and continue on the
flight plan path when exit conditions are met.
SUMMARY:
A hold exit can be initiated from the ACT LEGS page or the ACT FPLN
HOLD page. The FMS-calculated exit path shows on the MFD map.
The FMS steers the aircraft to exit the hold in one of three ways:
• If the aircraft is already on the inbound turn or inbound leg of the
hold, the FMS steers the aircraft along the existing holding track
to exit the hold.
• If the aircraft is on the outbound turn, the FMS continues the turn
through the outbound leg heading and back to the holding fix.
• If the aircraft is on the outbound leg of the hold before the inbound
turn, the FMS starts an immediate turn to the inbound leg to exit
the hold.
CHECKLIST:
1 Arm the FMS for exit either through the ACT LEGS
page or the ACT FPLN HOLD page.
NOTE
N
The exit is considered armed when the CANCEL
EXIT LSK is available.
2 Execute the flight plan change.
VIA ACT LEGS PAGE

SUMMARY:
A hold can be exited from the ACT LEGS page. To exit the hold, arm
the FMS for the exit, then execute the flight plan change.
1st Edition
4-76 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Exit Holding
CHECKLIST:
2 EXIT HOLD LSK – push.
3 EXEC function key – push (executes the change and

exits the holding pattern).
NOTE
N
Course reversal holds that commonly appear in
approach transitions automatically arm for exit
once the aircraft has established the hold. But
the pilot can cancel the exit before the aircraft
reaches the final course intercept point.
1st Edition
25 Jul 08 4-77
Exit Holding CJ1+/CJ2+/CJ3/Encore+
VIA ACT FPLN HOLD PAGE

SUMMARY:
A hold can be exited from the ACT FPLN HOLD page. To exit the hold,
arm the FMS for the exit, then execute the flight plan change.
CHECKLIST:
3 EXIT HOLD LSK – push.
4 EXEC function key – push (execute the change and

exit the holding pattern).
1st Edition
4-78 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Exit Holding
NOTE
N
Course reversal holds that commonly appear in
approach transitions automatically arm for exit
once the aircraft has established the hold. But
the pilot can cancel the exit before the aircraft
reaches the final course intercept point.
1st Edition
25 Jul 08 4-79
Cancel Holding Exit CJ1+/CJ2+/CJ3/Encore+
CANCEL HOLDING EXIT

RATIONALE:
A hold exit can be cancelled at any time while the aircraft is still in the
holding pattern.
SUMMARY:
The pilot can cancel a hold exit at any time or at any point around the
holding pattern before crossing the holding fix for the exit. But the pilot
must cancel the exit from course reversal holds, used in instrument
approach procedures, before the FMS sequences to the inbound course
INTC waypoint. The FMS steers the aircraft to continue the hold in
one of three ways:
• If an outbound turn is in progress, the FMS will complete the turn to
the outbound leg and continue the hold.
• If an inbound turn is in progress, the FMS will complete the turn to
the inbound leg and continue the hold.
• If the aircraft is on the inbound leg, the FMS will continue the hold
as if the exit was never selected.
CHECKLIST:
1st Edition
4-80 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Cancel Holding Exit
2 CANCEL EXIT LSK – push.
3 EXEC function key – push (executes the change and

remains in the hold).
1st Edition
25 Jul 08 4-81
Fly Offset Parallel Course CJ1+/CJ2+/CJ3/Encore+
FLY OFFSET PARALLEL COURSE

RATIONALE:
The FMS can be configured to fly a course offset from the planned
flight path.
SUMMARY:
Offset parallel courses are entered on the ACT/MOD FPLN page.
Parallel offset entries must be numbers from 0.1 to 99.9 NM, preceded
or followed by L for left of the course, or R for right of the course (for
example, L2, 5L, R28.1, or 17.5R). To change an entered offset parallel
course, enter a new course, only numbers, or only letters. Entry of an
offset shows the message OFFSET on the message line of the CDU,
and the annunciation Offset (OFST) on the PFD. The MFD shows a
dashed magenta line that is parallel to the course line for the active
offset track. Enter an offset only when the active leg is a fixed-track leg
that terminates at a geographically-fixed waypoint.
RULES:
Refer to the rules that follow when configuring the FMS for an offset
parallel course:
• Offsets terminate at flight plan discontinuities, Distance Measuring
Equipment (DME) arc legs, holding patterns, approach legs, and
any other leg type that does not terminate at a geographically-fixed
waypoint.
1st Edition
4-82 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Cancel Offset Parallel Course
• Offsets terminate at waypoints with course changes greater than

100 degrees.
• OFFSET WILL END shows on the message line approximately 2
minutes before the aircraft arrives at the termination waypoint. The
message OFFSET TERMINATED shows on the message line when
the offset terminates. Both messages are disabled for offsets that
terminate at the last waypoint in a flight plan.
CHECKLIST:
2 Necessary offset – enter.
3 OFFSET LSK – push.

using the CDU and MFD. EXEC function key – push
(executes the flight plan).
CANCEL OFFSET PARALLEL COURSE

RATIONALE:
An offset parallel course can be manually cancelled at any time.
SUMMARY:
To cancel an offset manually, enter either a distance of zero or a
DELETE command into the OFFSET data line, or complete a Direct-To
edit on the flight plan. When manually terminating or deleting an offset,
no messages show on the message line. When the offset is cancelled,
the FMS steers a course direct to the TO waypoint.
CHECKLIST:
1st Edition
25 Jul 08 4-83
Position Update CJ1+/CJ2+/CJ3/Encore+
2 Do either of the two actions that follow:

• CLR DEL function key – push (enters a DELETE
command).
• Distance of 0 – enter.
3 OFFSET LSK – push (to delete the offset).
4 Make sure that the flight plan changed on the CDU

and MFD. EXEC function key – push.
POSITION UPDATE
RATIONALE:
The FMS position can be updated to increase navigation accuracy.
SUMMARY:
The FMS position update function lets the pilot update the FMS to
increase navigation accuracy. The FMS position can be updated from a
GNSS sensor or from a selected navaid en route.
1st Edition
4-84 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Position Update
CHECKLIST:
2 POS INIT LSK – push.
3 Do the position update with either a GNSS sensor

or a navaid.
VIA GNSS
PRECONDITIONS:
The procedure that follows begins on the POS INIT 1/2 page.
NOTE
N
The GNSS sensor, when working properly, offers the best position
information for FMS position initialization.
CHECKLIST:
1 NEXT function key – push (shows the POS INIT 2/2

page with the GNSS position source for the update).
2 Left side LSK – push (copies the latitude or longitude

data from the desired sensor).
3 PREV or NEXT function key – push (as necessary to

show the POS INIT page with the SET POS prompt).
4 SET POS LSK – push (transfers the entry to the SET

POS line and updates the FMS position).
1st Edition
25 Jul 08 4-85
Position Update CJ1+/CJ2+/CJ3/Encore+
VIA NAVAID
SUMMARY:
The UPDATE FROM NAVAID feature lets the pilot update the FMS
position with position data from a navaid. When updating from a navaid,
the FMS prompts the pilot to confirm the position update. The position
shows on the scratchpad entry line as a radial and distance from the
selected NAVAID. A LAT/LON LSK lets the position data be changed to
latitude and longitude if desired.
PRECONDITIONS:
The procedure that follows begins on the POS INIT 1/2 page.
NOTE
N
Use this procedure when the GNSS sensor is not available.
CHECKLIST:
1 NEXT function key – push to show the POS INIT 2/2

page with the UPDATE FROM NAVAID LSK.
1st Edition
4-86 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Runway Update
NOTE
N
A navaid identifier must show in the NAVAID
display data field on the lower right side of the
POS INIT 2/2 page to perform a navaid position
update.
2 If the NAVAID line shows dashes, or a navaid other

than the one desired shows, enter the identifier of
an applicable, receivable navaid into the scratchpad
and transfer it to the NAVAID line.
3 UPDATE FROM NAVAID LSK – push.
4 CONFIRM POS LSK – push (updates the position).

NOTE
N
The UPDATE FROM NAVAID function is
available only when the aircraft is airborne.
RUNWAY UPDATE
RATIONALE:
A RWY UPDATE updates the FMS position to the runway threshold
coordinates, which increases the navigational accuracy of the FMS
when the GNSS sensor is disabled.
SUMMARY:
The RWY UPDATE prompt shows on the ACT LEGS page when a
departure runway is included in the flight plan and the aircraft is on the
ground. Push the LEGS function key to show the ACT LEGS page.
The FMS usually provides greater navigation accuracy during takeoff
and climbout when its position is updated at the runway threshold just
before takeoff.
1st Edition
25 Jul 08 4-87
Runway Update CJ1+/CJ2+/CJ3/Encore+
CHECKLIST:
2 RWY UPDATE LSK – push (updates the FMS with

the departure runway threshold-coordinates).
NOTE
N
If the GNSS sensor is not available for position
information, the combination of position
initialization with a navaid and a runway
update immediately prior to takeoff are the best
techniques for the FMS.
1st Edition
4-88 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Store a Flight Plan
STORE A FLIGHT PLAN

RATIONALE:
Both the ACT FPLN and the SEC FPLN can be stored directly to FMS
memory for future use.
SUMMARY:
The ACT STORE and SEC STORE functions let active and secondary
flight plans be written to FMS memory to be used again. Once the ACT
FPLN or SEC FPLN has been created, the ACT STORE and SEC
STORE line key selections on the PILOT ROUTE LIST page let the
operator store the flight plan in FMS memory.
CHECKLIST:
2 SEC FPLN LSK – push.
3 ROUTE MENU LSK – push.

NOTE
N
The INDEX page also supplies access to the
ROUTE MENU page.
1st Edition
25 Jul 08 4-89
Store a Flight Plan CJ1+/CJ2+/CJ3/Encore+
4 PILOT ROUTE LIST LSK – push.
5 ACT STORE LSK – push (saves the active flight plan

with the route name shown).
NOTE
N
PILOT ROUTE LIST names are defined by the
individual user.
NOTE
N
A SEC FPLN is stored in the same manner. In
Step 5, the SEC STORE LSK is pushed to store
SEC FPLN as a route.
6 If a route with the same name is already stored in

memory, the CDU shows OVERWRITE ROUTE?
with YES and NO line key selections. Do one of the
steps that follow:
6.1 To overwrite the existing route with the new route,

push the YES LSK.
6.2 To keep the old route, push the NO LSK.
6.3 To store the route with a new name, do the steps

that follow:
6.3.1 Enter the new name.
6.3.2 ACT STORE LSK – push (saves the ACT FPLN

with the new name).
1st Edition
4-90 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Activate and Execute a SEC FPLN
ACTIVATE AND EXECUTE A SEC FPLN

RATIONALE:
A SEC FPLN can be made into an ACT FPLN when necessary.
SUMMARY:
A SEC FPLN is created in the same manner as an ACT FPLN, but is
not used by the FMS to generate steering commands. The SEC FPLN
must be activated and executed before it is used.
PRECONDITIONS:
The pilot must make sure that the flight plan is correct before it is
executed. A check for accuracy can be done with the plan map on
the MFD when it is set to the PLAN MAP display mode or with the
applicable LEGS pages on the CDU. Refer to the procedure VERIFY
A FLIGHT PLAN in this chapter.
CHECKLIST:
2 SEC FPLN LSK – push.
1st Edition
25 Jul 08 4-91
Activate and Execute a SEC FPLN CJ1+/CJ2+/CJ3/Encore+
NOTE
N
The INDEX page also supplies access to the
SEC FPLN page.
3 ACTIVATE LSK – push (activates the flight plan and

shows the MOD FPLN page).
4 EXEC function key – push (executes the flight plan

and shows the ACT FPLN page).
NOTE
N
When a SEC FPLN is activated and executed,
the ACT FPLN and SEC FPLN exchange places.
This prevents loss of the previous flight plan, and
lets it be recalled if necessary.
1st Edition
4-92 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Transfer a Flight Plan (Dual FMS Only)
TRANSFER A FLIGHT PLAN (DUAL FMS ONLY)

RATIONALE:
The transfer function lets the pilot copy a flight plan from one FMS to
the other.
SUMMARY:
When the FMS operates in the Independent (INDEP) mode, flight plans
entered into one FMS are not automatically transferred to the other.
The cross-side transfer function lets the pilot transfer the ACT FPLN
and SEC FPLN from the cross-side FMS to the same-side FMS. The
procedure for transferring a SEC FPLN is identical to an ACT FPLN
transfer.
CHECKLIST:
1 On the same-side FMS, push the FPLN function key

to show the ACT FPLN page.
2 NEXT or PREV function key – push as necessary

to show the last ACT FPLN page with the FPLN
TRANSFER FROM XSIDE prompt.
1st Edition
25 Jul 08 4-93
Transfer a Flight Plan (Dual FMS Only) CJ1+/CJ2+/CJ3/Encore+
3 FPLN TRANSFER FROM XSIDE LSK – push to

transfer the cross-side ACT FPLN to the same-side
FMS. The CDU shows the message FPLN
TRANSFER IN PROGRESS. When the transfer is
complete, the CDU goes back to the MOD FPLN
page.
CAUTION
C
When dual FMS are in INDEP mode, the pilot
can use the above procedure to transfer flight
plans from one FMS to the other. If a MOD
FPLN exists on the cross-side FMS, the MOD
FPLN will be transferred to the same-side FMS,
but the unexecuted edits/changes will not. Thus
it is possible to have two different flight plans in
the two FMS after a flight plan transfer. As a
precaution, the changes to the flight plan must
be executed before a FPLN transfer is started.
4 Make sure the correct FPLN is entered, then push

EXEC to execute the flight plan.
1st Edition
4-94 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Cross-Side PILOT ROUTE LIST Transfer
CROSS-SIDE PILOT ROUTE LIST TRANSFER

RATIONALE:
A PILOT ROUTE LIST that is contained in one FMS can be transferred
to the cross-side FMS. This is useful if an FMC has been replaced.
Dual FMS installations only.
SUMMARY:
The PILOT ROUTE LIST transfer lets the pilot transfer/copy pilot routes
from one FMS to the other FMS (XSIDE).
RULES:
Cross-side PILOT ROUTE LIST transfers are permitted only when the
aircraft is on the ground.
CHECKLIST:
1st Edition
25 Jul 08 4-95
Cross-Side PILOT ROUTE LIST Transfer CJ1+/CJ2+/CJ3/Encore+
NOTE
N
The ROUTE MENU line key selection on the
SEC FPLN page also supplies access to the
PILOT ROUTE LIST.
4 RTE TRANSFER FROM XSIDE LSK (last page of

the PILOT ROUTE LIST pages) – push (copies the
cross-side FMS routes to the same-side FMS).
NOTE
N
Pilot routes are automatically stored in both FMS
if they are in SYNC mode. The PILOT ROUTE
LIST can differ on the two FMS if routes were
stored while the FMS was in INDEP mode or
one of the FMCs was replaced after routes were
stored.
5 When the RTE TRANSFER FROM XSIDE LSK is

pushed, if the same-side FMS already contains
routes in the PILOT ROUTE LIST, the FMS prompt
OVERWRITE ON-SIDE DATA? shows. Do one of
the two steps that follow:
5.1 Push the CONTINUE LSK to complete the

transfer.
5.2 Push the CANCEL LSK to cancel the transfer and

end the procedure.
1st Edition
4-96 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Select, Activate, and Execute Stored PILOT ROUTE
SELECT, ACTIVATE, AND EXECUTE STORED

PILOT ROUTE
RATIONALE:
A stored pilot route can be used as an ACT FPLN.
SUMMARY:
A route that is stored in the PILOT ROUTE LIST can be activated
and used as an active flight plan. A stored route is entered into the
SEC FPLN pages, then activated to become a MOD FPLN, and finally
executed to become an ACT FPLN. A pilot route can include different
combinations of the elements that make up a flight plan route. It can be
used as is, or changed and stored as a new route or as a replacement
of the stored route. Refer to the CHANGE/CORRECT A FLIGHT PLAN
procedure for instructions on how to change a flight plan route.
CHECKLIST:
1st Edition
25 Jul 08 4-97
Select, Activate, and Execute Stored PILOT ROUTE CJ1+/CJ2+/CJ3/Encore+
NOTE
N
The SEC FPLN function key also supplies
access to the ROUTE MENU page.
4 LSK (adjacent to the applicable flight plan) – push.
5 Make sure that the flight plan is correct using the

CDU and on the MFD PLAN MAP. ACTIVATE LSK –
push (activates the route as a MOD FPLN).
NOTE
N
With the MOD FPLN function, the flight plan can
be changed or corrected before it is executed
and used as an ACT FPLN.
6 EXEC function key – push (executes the MOD

FPLN).
NOTE
N
If the name of a specified route that exists in the
PILOT ROUTE LIST is known, that name can be
entered directly and transferred to the ROUTE
data line on the ACT/MOD FPLN or SEC FPLN
pages. The FMS automatically finds the route
in the PILOT ROUTE LIST and loads it into the
flight plan.
1st Edition
4-98 25 Jul 08
FMS-3000 v4.0 PERFORMANCE
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 5-1
PERF INIT ........................................................................................ 5-3

Simple PERF INIT ........................................................................ 5-4
Detailed PERF INIT ...................................................................... 5-5
VNAV Setup ................................................................................... 5-12

VNAV CLIMB .............................................................................. 5-13
VNAV CRUISE ............................................................................ 5-15
VNAV DESCENT ........................................................................ 5-17
DESC INFO ............................................................................. 5-18
FUEL MANAGEMENT (FUEL MGMT) ........................................... 5-21

FUEL MGMT Calculations .......................................................... 5-22
Trip Calculator Operation ............................................................ 5-23
VNAV PLAN SPD ........................................................................... 5-25
Review Flight Log ........................................................................... 5-27
1st Edition
25 Jul 08 i
PERFORMANCE FMS-3000 v4.0
1st Edition
ii 25 Jul 08
PERFORMANCE
INTRODUCTION
A variety of performance functions and information are available to the
pilot from the FMS. The basic functions are selected from the PERF
MENU page. The selections on the PERF MENU page include:
• PERF INIT – Used to set and examine various attributes used to

initialize the performance functions.
• VNAV SETUP – Three pages to set/show target speeds, altitude
limits, and vertical path angle, as well as other attributes in the climb,
cruise, and descent phases of flight.
• TAKEOFF – Three takeoff reference pages to show departure runway
information, the ambient meteorological conditions, and aircraft
configurations used to determine takeoff Vspeeds (V1, VR, V2, and
VENR). This information is also used to determine Maximum Takeoff
Weight (MTOW) and Balanced Field Length (BFL). Maximum
weight limits are also computed. Refer to the Takeoff and Approach
Performance (Vspeeds) chapter of this operator’s guide for more
information.
• FUEL MGMT – Up to three pages to set/show the various elements
for fuel management, select the performance operating mode,
monitor fuel flow and fuel used, and a trip planning function/calculator.
1st Edition
25 Jul 08 5-1
Introduction CJ1+/CJ2+/CJ3/Encore+
• FLT LOG – The FLIGHT LOG page keeps track of the Take Off (T/O),
En Route (EN ROUTE), and Landing (LDG) times, as well as the
FUEL USED, Average True Airspeed/Ground Speed (AVG TAS/GS),
Air Distance (AIR DIST), and Ground Distance (GND DIST).
• APPROACH – Three approach reference pages to show approach
runway information, the ambient meteorological conditions, and
aircraft configurations used to determine approach Vspeeds (VREF
and VAPP). This information is also used to determine Maximum
Landing Weight (MLW) and Landing Field Length (LFL). Maximum
weight limits are also computed. Refer to the Takeoff and Approach
Performance (Vspeeds) chapter of this operator’s guide for more
information.
• ADVISORY VNAV – Enables and disables advisory VNAV features,
which include the required vertical speed, vertical deviation scale, and
constraint altitudes for display on the Primary Flight Display (PFD).
• VNAV PLAN SPD – Shows the speed bug setting the FMS uses or
will use when VNAV PLAN SPD is active or resumed.
NOTE
N
Some FMS performance functions are optional and are not installed
in all aircraft. Thus, some of the performance pages, data lines,
and/or modes that show in this section will not be available in some
aircraft.
Some elements of the performance functions have default values that

can be changed as necessary on the DEFAULTS page. For more
flexibility, some of the defaults can be changed on the performance
pages for an individual flight.
NOTE
N
Procedures to enter or change performance information for a SEC
FPLN are similar to those for the ACT/MOD FPLN. But on the
SEC PERF pages, a fuel quantity entry is not necessary. The FMS
calculates the fuel required if it is not entered on the SEC PERF
pages. The SEC FPLN pages, along with the PERF MENU page,
supply access to the SEC PERF pages.
The VNAV PLAN SPD display shows the VNAV planned reference
speed for the current position in the flight plan. The VNAV value shows
dashes when VNAV is invalid.
1st Edition
5-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PERF INIT
PERF INIT
RATIONALE:
A Performance Initialization (PERF INIT) must be done before each
flight for all of the FMS performance features to operate correctly and
supply performance-related information to the operator.
SUMMARY:
Access to the ACT/MOD PERF INIT page is supplied by the applicable
line select key on the ACT/MOD FPLN, PERF MENU, and VNAV
SETUP pages. Prompt boxes (□ □ □ □ □ □ ) for FUEL and CRZ
ALT, on the ACT/MOD PERF INIT page, identify the entries that are
necessary to activate the performance functions. An initialization of the
performance functions can be simple or detailed. The procedures for
both a simple and detailed performance initialization follow.
CHECKLIST:
1 Push the PERF function key.
2 Push the PERF INIT line select key to show the

PERF INIT page.
1st Edition
25 Jul 08 5-3
PERF INIT CJ1+/CJ2+/CJ3/Encore+
3 Do either the SIMPLE PERF INIT or DETAILED

PERF INIT checklist.
SIMPLE PERF INIT

SUMMARY:
When the simplified performance initialization is used, the Basic
Operating Weight (BOW), Passenger Weight (PASS/WT), and Zero
Fuel Weight (ZFW) entries are available from the default values. The
fields for number of passengers and CARGO weight initially show
zeroes. For a simple performance initialization, the only items that are
necessary are:
• Total FUEL weight
• Cruise Altitude (CRZ ALT).
CHECKLIST:
1 Enter the total FUEL weight into the scratchpad.
2 FUEL LSK – push (moves entry to the FUEL data

line).
NOTE
N
A manual FUEL entry on the ACT/MOD PERF
INIT page updates the fuel weight for the current
flight plan. After initialization by the pilot, the
FMS subtracts the fuel consumed as measured
by the fuel flow sensors from the total fuel to
compute the FUEL. Creation of a new flight plan
or deletion of the current flight plan does not
change the FUEL value on the ACT/MOD PERF
INIT page.
NOTE
N
The FUEL field on ACT/MOD PERF INIT page
does not accept the DELETE command, but
does accept manual entry or overwrite values.
1st Edition
5-4 25 Jul 08
3 Enter the planned CRZ ALT into the scratchpad.
4 CRZ ALT LSK – push (moves entry to the CRZ ALT

data line).
NOTE
N
Manual CRZ ALT entries on the ACT/MOD
PERF INIT page update the cruise altitude for
the current flight plan. But the entry is applicable
ONLY to the current flight plan and the value
goes back to the default (prompt boxes) when a
new flight plan is created.

(executes changes to the flight plan).
NOTE
N
The CRZ ALT value can be reset to the default
value with the deletion of the manual entry. The
CLR DEL key is used to enter DELETE into the
scratchpad, then the CRZ ALT LSK is pushed to
move the DELETE command to the CRZ ALT
field.
DETAILED PERF INIT
CHECKLIST:
1 Make sure that the correct BOW for the aircraft

shows on the ACT/MOD PERF INIT page.
2 Number of passengers – enter.
3 CARGO weight – enter.
4 FUEL (total) weight – enter.
1st Edition
25 Jul 08 5-5
5 CRZ ALT (for the flight) – enter.
6 ZFW – enter (if desired).
7 Aircraft Gross Weight (GWT) – enter (if desired).
8 Make sure that all entries are correct, then push the
EXEC function key to execute the changes.
BOW
SUMMARY:
The Basic Operating Weight (BOW) that shows on the ACT/MOD PERF
INIT page can only be changed on the DEFAULTS page. Manual BOW
entries for BOW on the DEFAULTS page automatically update the BOW
on the ACT/MOD PERF INIT page, and are applied to the current flight
plan. Deletion of a manual entry for BOW on the DEFAULTS page
takes the BOW back to the default value defined in the database for the
aircraft. This value also updates the BOW value that shows on the
ACT/MOD PERF INIT page for the current flight plan.
CHECKLIST:
3 DEFAULTS LSK – push.
4 BOW value – enter into the scratchpad.
5 BOW LSK – push (moves entry to the BOW data

line).
1st Edition
5-6 25 Jul 08
PASS/WT
SUMMARY:
Manual PASS/WT entries on the ACT/MOD PERF INIT page update
the number of passengers and/or average passenger weight for the
current flight plan ONLY. This value goes back to the default values
(zero passengers, default average passenger weight) when a new flight
plan is created. Deletion of the PASS/WT value on the ACT/MOD PERF
INIT page takes the PASS/WT back to zero passengers and the default
average passenger weight from the DEFAULTS page (0/170 LB). The
default value (170 LB) for Average Passenger Weight (AV PASS WT)
is defined by the performance database or can be entered manually
on DEFAULTS page.
RULES:
The guidelines that follow are applicable to AV PASS WT manual
entries on the DEFAULTS page.
• A manual AV PASS WT entry on the DEFAULTS page does NOT
automatically update the PASS/WT on the ACT/MOD PERF INIT
page for the current flight plan. But a manual entry will update the
average passenger weight value on the ACT/MOD PERF INIT page
when the next flight plan is created. The manual entry becomes the
default AV PASS WT value for subsequent flight plans.
• When AV PASS WT has been entered manually on the DEFAULTS
page, deletion of the manual entry takes the AV PASS WT back to
the default value (170 LB) defined by the performance database. The
new value does NOT automatically update the average passenger
weight on the ACT/MOD PERF INIT page for the current flight plan.
The new AV PASS WT value updates the ACT/MOD PERF INIT
page the next time a flight plan is created and becomes the default
value thereafter.
CHECKLIST:
1 On the ACT/MOD PERF INIT page, enter either of

the values that follow:
• The number of passengers only
• The number of passengers and a new weight per
passenger.
1st Edition
25 Jul 08 5-7
2 PASS/WT LSK – push (moves entry to PASS/WT

data line).
CARGO
SUMMARY:
Manual CARGO entries on the ACT/MOD PERF INIT page update
the cargo weight for the current flight plan. This value is applicable to
the current flight plan ONLY and goes back to the default value (zero
LBS) when a new flight plan is created. Deletion of a manual CARGO
entry on the ACT/MOD PERF INIT page takes the cargo weight back
to the default value.
CHECKLIST:
1 On the ACT/MOD PERF INIT page, enter the cargo

weight into the scratchpad.
2 CARGO LSK – push (moves entry to the CARGO

data line).
FUEL (TOTAL WEIGHT)

SUMMARY:
Manual fuel entries on the ACT/MOD PERF INIT page update the fuel
weight for the current flight plan. After initialization by the pilot, the FMS
subtracts the fuel consumed as measured by the fuel flow sensors to
compute FUEL. Creation of a new flight plan or deletion of the current
flight plan does not change the FUEL value on the ACT/MOD PERF
INIT page.
CHECKLIST:
1 On the ACT/MOD PERF INIT page, enter the fuel

weight into the scratchpad.
1st Edition
5-8 25 Jul 08
2 FUEL LSK – push (moves entry to the FUEL data

line).
TECH DETAIL
The FUEL field shows one of three labels:
SENSED FUEL, CALC FUEL, and MAN FUEL.
SENSED FUEL shows when the fuel quantity
can be sensed by the total fuel quantity sensor.
CALC FUEL shows when the engines are in
operation and the fuel value is based on the
FMS-calculated fuel remaining based on the fuel
burn rate. MAN FUEL shows for any manual
fuel entry.
NOTE
N
The FUEL field on ACT/MOD PERF INIT page
does not accept the DELETE command, but
does accept manual entry or overwrite values.
NOTE
N
Changes to the FUEL weight can be made
without executing the flight plan.
CRZ ALT
CHECKLIST:
1 On the ACT/MOD PERF INIT page, enter the

planned cruise altitude into the scratchpad.
2 CRZ ALT LSK – push (moves entry to the CRZ ALT

data line).
1st Edition
25 Jul 08 5-9
NOTE
N
A manual CRZ ALT entry on ACT/MOD PERF
INIT page updates the cruise altitude for the
current flight plan. But the entry is applicable
ONLY to the current flight plan, and the value
goes back to the default (prompt boxes) when a
new flight plan is created.
ZFW
SUMMARY:
Zero Fuel Weight (ZFW) shows on the ACT/MOD PERF INIT page.
The ZFW is computed using BOW, total passenger weight, and cargo
weight. But ZFW can also be entered manually.
CHECKLIST:
1 On the ACT/MOD PERF INIT page, enter the ZFW

in the scratchpad.
2 ZFW LSK – push (moves entry to the ZFW data line).

NOTE
N
A manual ZFW entry on ACT/MOD PERF INIT
page replaces BOW, PASS/WT, and CARGO
values with dashes. Also, if a FUEL weight has
been entered, the FMS computes GWT as the
sum of ZFW and the FUEL weight. A change to
the FUEL entry must also be executed to update
the current flight plan.
1st Edition
5-10 25 Jul 08
NOTE
N
When a manual ZFW entry on ACT/MOD
PERF INIT page is deleted, BOW, PASS/WT,
and CARGO values are restored. The FMS
computes ZFW as the sum of BOW, PASS/WT,
and CARGO weight. If FUEL weight is specified,
GWT is computed as the sum of ZFW and FUEL
weight. A change to the FUEL entry must be
executed to update the flight plan.
GWT
SUMMARY:
The FMS computes GWT if data for BOW, PASS/WT, CARGO, FUEL,
and ZFW are available on the ACT/MOD PERF INIT page. But GWT
can also be entered manually.
CHECKLIST:
1 On the ACT/MOD PERF INIT page, enter the GWT

of the aircraft into the scratchpad.
2 GWT LSK – push (moves entry to the GWT data

line).
NOTE
N
A manual GWT entry on ACT/MOD PERF INIT
page replaces BOW, PASS/WT, and CARGO
values with dashes. Also, if a FUEL weight has
been entered, the FMS computes ZFW as the
difference between GWT and the FUEL weight.
It must also be executed to update the current
flight plan.
1st Edition
25 Jul 08 5-11
VNAV Setup CJ1+/CJ2+/CJ3/Encore+
VNAV SETUP
RATIONALE:
The VNAV SETUP pages let the operator change a speed/altitude limit,
a target speed, and the transition altitude, or add a speed/altitude limit.
SUMMARY:
The ACT/MOD VNAV CLIMB, CRUISE, and DESCENT pages show
default Indicated Airspeed (IAS) and Mach TGT SPEED. On each page,
the IAS and Mach speeds are independent from each other, which lets
the pilot set each individually as necessary. Default speed/altitude
limits are also shown on the ACT/MOD VNAV CLIMB and DESCENT
pages. The ACT/MOD VNAV DESCENT page has an another default
for a Vertical Path Angle (VPA). Each of these default values can be
changed on the DEFAULTS page, or for a single flight, on the applicable
VNAV SETUP pages. In addition, on the CLIMB and DESCENT pages,
a speed/altitude limit can be added to the existing defaults.
CHECKLIST:
1 PERF function key – push (shows PERF MENU

page).
2 VNAV SETUP LSK – push (to show the ACT/MOD

VNAV CLIMB, CRUISE, or DESCENT page).
NOTE
N
The ACT/MOD PERF INIT pages also have
a VNAV SETUP LSK that supplies access to
the ACT/MOD VNAV CLIMB, CRUISE, and
DESCENT pages.
1st Edition
5-12 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ VNAV Setup
VNAV CLIMB
SUMMARY:
The ACT/MOD VNAV CLIMB page shows the default settings for the
items listed below. These parameters can be changed as necessary
and an another SPD/ALT LIMIT added if more than one is necessary.
• Target Speed in IAS/Mach (TGT SPEED)
• Transition Altitude (TRANS ALT)
• Speed/Altitude Limit (SPD/ALT LIMIT).
RULES:
The guidelines that follow are applicable when changes are made on
the VNAV CLIMB page.
• The default SPD/ALT LIMIT can be deleted if it is not applicable to
the aircraft.
• TRANS ALT on the VNAV CLIMB page and TRANS FL on the VNAV
DESCENT page are interconnected. A change to either one results
in the same change to the other.
CHECKLIST:
1 Enter the desired change into the scratchpad.
1st Edition
25 Jul 08 5-13
2 Push the LSK for the applicable data line to move the
scratchpad entry to that data line.
1st Edition
5-14 25 Jul 08
VNAV CRUISE
SUMMARY:
The ACT/MOD VNAV CRUISE page shows the default setting for TGT
SPEED and the selected CRZ ALT. Selection of the Cruise Speed Mode
(CRZ SPD MODE) is also available.
RULES:
The CRZ ALT is the same altitude that is entered on the PERF INIT
page. Changes to the CRZ ALT on the VNAV CRUISE page will also
change the CRZ ALT on the PERF INIT page.
CHECKLIST:
1 PREV or NEXT function key – push (to show the

ACT/MOD VNAV CRUISE page).
2 Enter the desired change into the scratchpad.
1st Edition
25 Jul 08 5-15
4 To select the Cruise Speed Mode, push the CRZ

SPD MODE LSK. Each push of the CRZ SPD MODE
LSK selects the next available option (SEL, LFC, or
MCRZ).
NOTE
N
The MENUS AND DISPLAYS chapter of this
guide has more data on the CRZ SPD MODE.
1st Edition
5-16 25 Jul 08
VNAV DESCENT
SUMMARY:
The ACT/MOD VNAV DESCENT page shows the default settings for
the items listed below. These parameters can be changed as necessary
and an another SPD/ALT LIMIT added if more than one is necessary.
• Target Speed in IAS/Mach (TGT SPEED)
• Transition Flight Level (TRANS FL)
• Speed/Altitude Limit (SPD/ALT LIMIT)
• Vertical Path Angle (VPA).
RULES:
The guidelines that follow are applicable when changes are made on
the VNAV DESCENT page.
• The default SPD/ALT LIMIT can be deleted if it is not applicable to
the aircraft.
• TRANS ALT on the VNAV CLIMB page and TRANS FL on the VNAV
DESCENT page are interconnected. A change to either one results
in the same change to the other.
1st Edition
25 Jul 08 5-17
CHECKLIST:
1 PREV or NEXT function key – push (to show the

ACT/MOD VNAV DESCENT page).
2 Desired change – enter (shows in the scratchpad).
VPA
SUMMARY:
A change to the Vertical Path Angle (VPA) on the ACT/MOD VNAV
DESCENT page changes the VPA data for all descents in the flight plan
that are not smoothed or specified otherwise in the flight plan. But on
the LEGS page, the VPA for any individual descent can be specified,
which overrides the settings on the ACT/MOD VNAV DESCENT page.
CHECKLIST:
1 Desired descent path angle – enter (shows in

scratchpad).
2 VPA LSK – push (moves entry to the VPA data line).
DESC INFO
RATIONALE:
The purpose of the DESC INFO page is to provide vertical situational
awareness to the pilot by showing the next descent constraint along
with the VPA and Vertical Speed Required (VSR) to reach the constraint
from the present position and altitude of the aircraft.
1st Edition
5-18 25 Jul 08
SUMMARY:
The DESC INFO page shows vertical information from the aircraft
present position and altitude Direct-To the displayed waypoint altitude.
The waypoint value defaults to the next waypoint in the active flight
plan that has a descent constraint. The pilot can overwrite the default
waypoint with any waypoint in the flight plan that has a descent altitude
constraint. Also, the pilot can enter any runway that is associated with
the destination airport. The intent of these fields is to supply vertical
situational awareness to the pilot.
CHECKLIST:
1 DESC INFO LSK (on the VNAV DESCENT page) –

push (shows the DESC INFO page).
2 If the desired waypoint is not showing under PPOS

field, enter the applicable waypoint identifier.
3 PPOS LSK – push (transfers the waypoint entry).
1st Edition
25 Jul 08 5-19
4 If the waypoint that shows under the PPOS label

is the destination airport, enter the identifier (for
example, RW27L) of a runway associated with that
airport.
5 PPOS LSK – push (transfers the runway entry).
1st Edition
5-20 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FUEL MANAGEMENT (FUEL MGMT)
FUEL MANAGEMENT (FUEL MGMT)

RATIONALE:
The Fuel Management (FUEL MGMT) function gives information on fuel
consumption, which lets the pilot do precise trip planning and in-flight
fuel management.
SUMMARY:
The FUEL MGMT function provides information to the pilots on fuel
usage, time and range to reserves, and specific range based on True
Airspeed (TAS) and Groundspeed (GS). FUEL MGMT also provides a
trip calculator that allows the pilot to do WHAT IF (planning) fuel and
time calculations to determine fuel requirements. The default values
shown for each of the parameters on the FUEL MGMT pages are the
current measured values for each parameter. The total quantity of
FUEL is the same as the fuel remaining on the PERF INIT page and
cannot be changed on the FUEL MGMT page. However, the FUEL
FLOW, RESERVES, and/or GND SPD can be changed to see the affect
the change has on each of the other values shown on the FUEL MGMT
page. To return to the measured values, use the CLR DEL function key
to delete all the changes made.
RULES:
The FUEL quantity can only be changed on the PERF INIT page. The
FUEL quantity on the FUEL MGMT page is for display only.
1st Edition
25 Jul 08 5-21
FUEL MANAGEMENT (FUEL MGMT) CJ1+/CJ2+/CJ3/Encore+
CHECKLIST:
1 PERF function key – push.
2 FUEL MGMT LSK – push (shows the FUEL MGMT

1/3 page).
FUEL MGMT CALCULATIONS

SUMMARY:
FUEL MGMT calculations are made on the FUEL MGMT 1/3 page.
TIME TO RESV, RNG TO RESV, SP RNG TAS, and SP RNG GS are
calculated from the fuel, flow, reserves, and ground speed and true
airspeed data. Changes cannot be made directly to TIME TO RESV,
RNG TO RESV, and SP RNG. To make TIME TO RESV calculations,
the FMS requires fuel, fuel flow, and reserves data. To make RNG TO
RESV, SP RNG TAS, and SP RNG GS calculations, the FMS requires
the addition of true airspeed and ground speed data.
PRECONDITIONS:
The procedure that follows starts on the FUEL MGMT 1/3 page.
CHECKLIST:
1 Desired change – enter.
2 LSK for the applicable data line – push (moves entry

to that line).
1st Edition
5-22 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FUEL MANAGEMENT (FUEL MGMT)
NOTE
N
Sensor-measured data (MEASURED mode)
shows in small font characters. Pilot entries
(MANUAL mode) show in large font characters.
To return to MEASURED mode after MANUAL
entries are made, the manual entries must be
deleted. To delete a manual entry, DELETE must
be entered with the CLR DEL key, then the LSK
for the data to be deleted must be pushed. When
a manual entry is deleted, it is automatically
replaced with a measured or default value.
3 Repeat Steps 1 and 2 as necessary to make changes

to the FUEL, FUEL FLOW, RESERVES, and GND
SPD.
TRIP CALCULATOR OPERATION

SUMMARY:
The PERF TRIP 3/3 page is a trip performance calculator. This page
shows the TOTAL FUEL FLOW, FUEL REQ, ETE, and GND SPD. On
this page, fuel calculations can be made from the Present Position
(PPOS) of the aircraft to a specified waypoint, a specified distance,
or from one specific waypoint to another. Also, fuel flow and ground
speed can be changed to determine fuel requirements and/or time to
the specified point or distance.
1st Edition
25 Jul 08 5-23
FUEL MANAGEMENT (FUEL MGMT) CJ1+/CJ2+/CJ3/Encore+
PRECONDITIONS:
The procedure that follows starts on the FUEL MGMT 1/3 page.
CHECKLIST:
1 PREV function key – push (PERF TRIP 3/3 page).
2 Use the scratchpad to enter either FROM or TO

waypoints, or push the PPOS LSK to enter the
aircraft present position as the FROM waypoint
(shown as a latitude and longitude position), then
enter a TO waypoint or distance.
3 LSK – push (moves the entries to the applicable data

lines in the calculator).
4 Repeat Steps 2 and 3 as necessary to enter more

information, for example, fuel flow and ground speed,
or push the CLEAR LSK to reset the page.
1st Edition
5-24 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ VNAV PLAN SPD
VNAV PLAN SPD

RATIONALE:
VNAV PLAN SPD function lets the pilot know about speed restrictions
for the various phases of flight.
SUMMARY:
VNAV PLAN SPD can be placed on the PFD reference airspeed bug
with the RESUME LSK. On the PERF MENU page, the VNAV PLAN
SPD shows the more restrictive of any one of the speeds listed below.
• A climb or descent speed constraint set on the ACT LEGS page
• A SPD/ALT LIMIT set on the VNAV CLIMB or VNAV DESCENT pages
• A TGT SPEED for the current phase of flight as specified on the
VNAV CLIMB, VNAV CRUISE, or VNAV DESCENT pages
• A decelerating speed when the aircraft approaches a lower speed
limit
• VMO/MMO.
CHECKLIST:
2 VNAV PLAN SPD RESUME LSK – push (sets the

speed bug to the value shown on the data line).
NOTE
N
The RESUME selection is only available
when VNAV is selected on the Mode Select
Panel (MSP).
POST CONDITIONS:
The PFD reference airspeed bug can go back to the manual setting
by a turn of the reference airspeed wheel located on the Autopilot
Panel (APP).
Climb speed limits are indicated with up (↑) arrows and descent speed
limits are indicated with down (↓) arrows on the ACT LEGS pages.
1st Edition
25 Jul 08 5-25
VNAV PLAN SPD CJ1+/CJ2+/CJ3/Encore+
Climb speed limits on waypoints are applicable before the aircraft

passes the waypoint. If the climb speed limit is no longer applicable, it
can be deleted on the ACT/MOD LEGS page. Speed limits on holding
patterns are applicable only to the holding pattern legs.
Descent speed limits on waypoints on the ACT LEGS pages are
applicable after the aircraft passes the waypoints. If the descent speed
limit is no longer applicable after the waypoint has been sequenced, the
speed limit can be deleted on the ACT/MOD LEGS page.
1st Edition
5-26 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Review Flight Log
REVIEW FLIGHT LOG

RATIONALE:
The FLIGHT LOG page lets the pilot review en route performance.
SUMMARY:
The FLIGHT LOG page shows the items listed below. Data on the
FLIGHT LOG page is for display only.
• Takeoff time (T/O)
• En Route time (EN ROUTE)
• Landing time (LDG)
• Total amount of Fuel Used (FUEL USED)
• Average True Airspeed and Ground Speed (AVG TAS/GS)
• Total Air Distance (AIR DIST)
• Total Ground Distance (GND DIST).
CHECKLIST:
2 FLT LOG LSK – push.
1st Edition
25 Jul 08 5-27
Review Flight Log CJ1+/CJ2+/CJ3/Encore+
POST CONDITIONS:
If the FLIGHT LOG ON LDG option on the DEFAULTS 3/5 page is set
to YES before takeoff, the FLIGHT LOG page is automatically displayed
on the CDU 15 seconds after landing (weight on wheels) if the CDU is
not showing a non-FMS-sourced page at the time.
NOTE
N
Non-FMS functions that can show pages on the CDU include the
DATALINK and SATCOM functions.
1st Edition
5-28 25 Jul 08
FMS-3000 v4.0 ARRIVAL AND APPROACH
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 6-1
Select/Change a STAR .................................................................... 6-2
Arrival Data Page (ILS Approach) .................................................... 6-5
Arrival Data Page (SBAS LPV Approach) ........................................ 6-7
Select/Change an Approach ............................................................ 6-9
1st Edition
25 Jul 08 i
ARRIVAL AND APPROACH FMS-3000 v4.0
1st Edition
ii 25 Jul 08
ADDENDUM 2
TO
ROCKWELL COLLINS FMS-3000 v4.0 Flight Management System for the
Cessna Citation CJ1+/CJ2+/CJ3/Encore+
OPERATOR’S GUIDE
st
Part Number 523-0810168-001117, 1 Edition Dated 25 Jul 08
Addendum 1 is superseded.
Insert this addendum sheet facing page 6-1.
On page 6-1, insert the following note after the second paragraph,
item number two.
NOTE
An error has been identified using the GPS-4000S (Rockwell Collins

part number 822-2189-001) for SBAS approaches (LPV and L/V).
Due to this condition, Rockwell Collins recommends that operators
with the GPS-4000S unit (822-2189-001 only) refrain from using the
FMS for LPV approach and RNP AR (SAAAR) approaches. If you
have further questions, please contact Rockwell Collins Customer
Services at 319-295-5000.
Addendum 2
10 Nov 09
Page 1 of 3 523-0810168-021117
ARRIVAL AND APPROACH
INTRODUCTION
Preparation for arrival and approach to an airport can include selection
of an arrival procedure (STAR) with an associated transition route, and
an approach procedure. Not all items must be selected. The options
for selection are:
• A Standard Terminal Arrival Route (STAR) and Transition (TRANS)
• A runway and approach.
The DEP ARR function supplies access to the DEP/ARR INDEX page
from any display page on the CDU. From the DEP/ARR INDEX page
you can select the applicable ARRIVAL page.
To show the ARRIVAL page from any other CDU page:
1. Push the DEP ARR function key on the CDU to show the DEP/ARR
INDEX page.
2. Push the LSK adjacent to the ARR prompt. The ARRIVAL page for
the entered airport identifier shows.
If a departure (ORIGIN), Destination (DEST) and Alternate (ALTN)
airport are entered on the MOD/ACT FPLN page, when the DEP/ARR
function key is pushed, the DEPART page for the ORIGIN airport shows.
To show the ARRIVAL page from the MOD/ACT FPLN page:
1. Push the DEP ARR function key on the CDU to show the DEPART
page for the origin airport.
2. Push the LSK adjacent to DEP/ARR IDX to show the DEP/ARR
INDEX page.
3. Push the LSK adjacent to ARR to show the ARRIVAL page for the
selected airport.
1st Edition
25 Jul 08 6-1
Select/Change a STAR CJ1+/CJ2+/CJ3/Encore+
NOTE
N
If the aircraft is on the ground, or airborne but less than 50 NM from
the origin airport or less than halfway to the destination airport, the
DEPART page for the origin airport shows. If the aircraft is airborne
and more than halfway to the destination airport, the ARRIVAL page
for the destination airport shows. If no active flight plan exists, or
there is no specified origin or destination airport, the DEP/ARR
INDEX page shows.
SELECT/CHANGE A STAR
RATIONALE:
Selection of a STAR and any associated approaches on the ARRIVAL
page loads the published procedure into the flight plan, which decreases
the workload on the pilot.
SUMMARY:
When a STAR and/or approach is selected on the ARRIVAL page, the
FMS loads the waypoints and altitudes of the published procedure into
the active flight plan. The pilot can look at the change to the flight plan
before it is executed.
1st Edition
6-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Select/Change a STAR
RULES:
The rules that follow are applicable to selection of a STAR and transition:
• When a STAR is selected or changed, if the STAR is not associated
with a previously selected approach or runway, the runway or
approach selection on the ARRIVAL page is removed.
• If a STAR is re-selected, and a leg of that STAR happens to be
active, that leg stays in the flight plan as the active leg, and the legs
of the new STAR, which is preceded by a DISCONTINUITY, follow
the active leg.
• When the selection of a STAR is changed, this removes the old
STAR from the flight plan. The new STAR is inserted in place of the
old STAR, unless a leg of the old STAR is active. In that case, the
new STAR is inserted after the active waypoint.
• If a previously selected runway is not associated with the newly
selected STAR, the runway is removed from the flight plan.
CHECKLIST:
1 Push the LSK next to the applicable procedure in

the STARS list to select it as the active STAR. The
selected STAR identifier will show in large green
font at the top of the list, and the transition list for
that STAR shows below the TRANS legend. The
transition will default to VECTORS (vectors to the
final approach fix) unless a selection is made.
NOTE
N
For some airports, the lists shown on the
ARRIVAL page are large enough to fill several
display pages. Push the NEXT or PREV function
key as necessary to show the desired STAR
or transition route, then push the LSK for the
desired item.
2 Push the LSK next to the applicable transition to

select it as the active transition. The selected
transition will show in large green font below the
TRANS title.
1st Edition
25 Jul 08 6-3
Select/Change a STAR CJ1+/CJ2+/CJ3/Encore+
3 Make sure that the flight plan changes are is correct

(executes the flight plan).
NOTE
N
If the destination airport is the last waypoint
in the flight plan when an arrival or approach
is selected, the destination airport IDENT is
replaced with the selected arrival/approach
procedure unless the destination airport is the
active (TO) waypoint. If the destination airport
is the active waypoint when the procedure is
selected, the destination airport remains the
active waypoint to prevent the current aircraft
course from being unexpectedly changed when
the MOD FPLN is executed.
1st Edition
6-4 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Arrival Data Page (ILS Approach)
ARRIVAL DATA PAGE (ILS APPROACH)

RATIONALE:
The ARRIVAL DATA function lets the pilot view information on the
destination airfield and approach, if the airfield and approach have been
specified in the flight plan.
SUMMARY:
Information on the destination airfield and approach, if specified, shows
on the ACT ARRIVAL DATA page, which is accessed through the
INDEX page. If no approach is selected, only the airport ICAO identifier
shows. If an approach is selected, the approach, runway, and runway
threshold altitude show. If an ILS approach is selected, the glideslope
angle, World Geodetic System 1984 (WGS-84) status, localizer true
bearing, and localizer frequency show.
CHECKLIST:
1 IDX function key on the CDU – push.
2 NEXT function key – push.
1st Edition
25 Jul 08 6-5
Arrival Data Page (ILS Approach) CJ1+/CJ2+/CJ3/Encore+
3 ARR DATA LSK – push (shows the ACT ARRIVAL

DATA page).
1st Edition
6-6 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Arrival Data Page (SBAS LPV Approach)
ARRIVAL DATA PAGE (SBAS LPV APPROACH)

RATIONALE:
The ARRIVAL DATA function lets the pilot view information on the
selected approach.
SUMMARY:
Information on the destination airfield and approach, if specified, shows
on the ACT ARRIVAL DATA page, which is accessed through the
INDEX page. If no approach is selected, only the airport ICAO identifier
shows. If an approach is selected, the approach, runway elevation,
and runway threshold altitude show. If the approach is authorized for
Satellite Based Augmentation System (SBAS), the Glidepath Angle
(GP ANGLE), SBAS Channel Number, airport WGS-84 status, and
REQUIRED PROVIDER for the selected approach will show. The
illustration shows a LPV (GNSS precision approach) approach selected.
CHECKLIST:
1st Edition
25 Jul 08 6-7
Arrival Data Page (SBAS LPV Approach) CJ1+/CJ2+/CJ3/Encore+
3 ARR DATA LSK – push.
1st Edition
6-8 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Select/Change an Approach
SELECT/CHANGE AN APPROACH
RATIONALE:
Selection of an approach and the associated transition on the ARRIVAL
page loads the published procedure into the flight plan, easing the
workload on the pilot.
SUMMARY:
When an approach and its associated transition are selected on the
ARRIVAL page, the FMS loads the waypoints and altitudes of the
published procedure into the active flight plan. The pilot has the option
of checking the change to the flight plan before executing the change.
Approaches are selected from the ARRIVAL page. Select the ARRIVAL
page with the DEP ARR function key, or with the appropriate ARR LSK
on the DEP/ARR INDEX page. Both instrument and visual (RUNWAYS)
approaches can be selected from the ARRIVAL page.
PRECONDITIONS:
Either an Origin (ORIG) or a Destination (DEST) airport must be
specified in the flight plan for approach selections to be available on
the ARRIVAL page.
1st Edition
25 Jul 08 6-9
Select/Change an Approach CJ1+/CJ2+/CJ3/Encore+
CHECKLIST:
1 DEP ARR function key – push.
2 LSK (adjacent to the approach for the desired airport)

– push.
NOTE
N
When the DEP ARR key is pushed, one of
three pages shows: the DEPART, ARRIVAL, or
DEP/ARR INDEX page. If the aircraft is on the
ground, or airborne but less than 50 NM from
the origin airport or less than halfway to the
destination airport, the DEPART page for the
origin airport shows. If the aircraft is airborne
and more than halfway to the destination airport,
the ARRIVAL page for the destination airport
shows. If no active flight plan exists, or no
origin or destination airport was specified, the
DEP/ARR INDEX page shows. To select a page
other than the one showing, push the DEP ARR
LSK, or push the DEP ARR key a second time,
then push the appropriate LSK on the DEP/ARR
INDEX page.
3 Push the LSK next to the desired approach under

the APPROACHES list. The selected approach and
selected transition show in large green font. Under
the TRANS title, VECTORS is the default setting.
NOTE
N
For some airports, the APPROACHES and
RUNWAYS lists are large enough to fill several
display pages. Push the NEXT or PREV
function key as necessary to show the desired
approach on the page, then push the LSK for
that approach.
4 Push the LSK for the desired STAR. The selected

STAR shows in large green font.
1st Edition
6-10 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Select/Change an Approach
5 Push the LEGS function key on the CDU to show the

ACT/MOD LEGS page.
NOTE
N
When an approach is added to the flight plan as a
result of selections made on the ARRIVAL page,
it causes a discontinuity that is immediately
before the approach procedure to be added to
the flight plan. The pilot must decide whether to
keep the discontinuity or remove it.
6 Make sure that the flight plan is correct on the CDU

and MFD, then push the EXEC function key to
execute the flight plan. When the flight plan accepts
the change, the SEL annunciation changes to ACT.
NOTE
N
If the destination airport is the last waypoint
in the flight plan when an arrival or approach
is selected, the destination airport IDENT is
replaced with the selected arrival/approach
procedure, unless the destination airport is the
active (TO) waypoint. If the destination airport
is the active waypoint when the procedure is
selected, the destination airport will remain the
active waypoint to prevent unexpected changes
to the current aircraft course when the MOD
FPLN is executed.
1st Edition
25 Jul 08 6-11
1st Edition
6-12 25 Jul 08
FMS-3000 v4.0 DATABASE OPERATIONS
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 7-1
Load a Database .............................................................................. 7-2
Copy Pilot Routes/Waypoints ........................................................... 7-4
1st Edition
25 Jul 08 i
DATABASE OPERATIONS FMS-3000 v4.0
1st Edition
ii 25 Jul 08
DATABASE OPERATIONS
INTRODUCTION
The Rockwell Collins FMS Navigation Database Service supplies the
navigation data for the FMS-3000 Flight Management System. This
service lets the operator select a navigation database that matches their
operational requirements.
Speak to an FMS Database Support representative by telephone at
319-295-5000 for information on database subscriptions as well as
other questions about databases for the FMS.
The DB DISK OPS LSK on the INDEX page supplies access to the
DATA BASE DISK OPS page. From the DATA BASE DISK OPS
page, the operator can load a database in the FMS through the READ
DISK function. With the WRITE RTES and WRITE WPTS functions,
the operator can copy to a disk any custom Pilot Routes and Pilot
Waypoints entered in the FMS.
NOTE
N
Database operations can be performed only when the aircraft is
on the ground.
NOTE
N
The DBU-5000 Data Base Unit is used to load database files into
the aircraft. It also is able to download any information available
from aircraft LRU including pilot waypoint lists and pilot defined
routes. Refer to the Rockwell Collins publication DBU-5000 Data
Base Unit Operator’s Guide (CPN 523-0808703) and the Rockwell
Collins publication DBU-5000 Quick Reference Guide (CPN
523-0809168) for more information.
1st Edition
25 Jul 08 7-1
Load a Database CJ1+/CJ2+/CJ3/Encore+
LOAD A DATABASE
RATIONALE:
It is necessary that a current navigation database be loaded into the
FMC to have full FMS functionality.
SUMMARY:
The DATA BASE DISK OPS page supplies the controls for a database
load. Push the DB DISK OPS LSK on the INDEX 2/2 page to cause the
DATA BASE DISK OPS page to show. To load a database, the operator
inserts the USB thumbdrive with the database into the DBU and pushes
the READ DISK LSK. Once the read or write function is selected, the
CDU function keys will not operate until the load is complete or the
process is cancelled. The CDU shows various status pages while the
database load process occurs. When a database has finished the load
process, the display indicates that the load is complete, then shows
the STATUS page.
RULES:
Database loads cannot be cross-talked by the FMS (dual FMS
installations). A separate database load must be done for each FMC
installed on the aircraft.
1st Edition
7-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Load a Database
CHECKLIST:
3 DB DISK OPS LSK – push.
4 Insert the USB thumbdrive with the database into

the data loader.
5 READ DISK LSK – push.
6 LSK (for the database that is to be loaded) – push.
7 Follow the instructions on the CDU display. The

display shows the status of each step in the database
loading process. The display also annunciates when
the loading is complete, then shows the STATUS
page.
POST CONDITIONS:
The ACTIVE DATA BASE and SEC DATA BASE fields on the STATUS
1/2 page show the effective dates of the active and secondary
databases loaded in the FMC.
1st Edition
25 Jul 08 7-3
Copy Pilot Routes/Waypoints CJ1+/CJ2+/CJ3/Encore+
COPY PILOT ROUTES/WAYPOINTS

RATIONALE:
Pilot-created routes or waypoints can be copied from the FMS to a
storage device (for example, a USB memory stick). This lets the user
store commonly used routes and waypoints on a USB thumbdrive to
be used again.
SUMMARY:
The WRITE function of the DATA BASE DISK OPS page supplies the
ability to download pilot-created routes or waypoints. To copy routes or
waypoints, the operator inserts a USB thumbdrive into the Data Base
Unit (DBU) data loader, then pushes either the WRITE RTES LSK to
download the routes, or the WRITE WPTS LSK to download waypoints.
CHECKLIST:
3 DB DISK OPS LSK – push.
1st Edition
7-4 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Copy Pilot Routes/Waypoints
4 Insert a USB memory stick into the DBU data loader.
5 Push the WRITE RTES or WRITE WPTS LSK and

then follow the instructions on the display. The
display indicates when the copy process is complete.
1st Edition
25 Jul 08 7-5
1st Edition
7-6 25 Jul 08
FMS-3000 v4.0 RADIO OPERATIONS
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 8-1
Manual Tuning (All Radio Types) ..................................................... 8-2
Tuning Mode Selection (CJ3, Encore+) ........................................... 8-4
Frequency Lookup ............................................................................ 8-5
1st Edition
25 Jul 08 i
RADIO OPERATIONS FMS-3000 v4.0
1st Edition
ii 25 Jul 08
RADIO OPERATIONS
INTRODUCTION
Control of communication and navigation radio equipment is done
through the RADIO TUNING page. The RADIO TUNING page controls
and displays the COM, NAV, ADF, and ATC transponder radios. It
also has controls for selection of the automatic tuning mode in which
the FMS automatically tunes the paired VOR and DME channel 1
frequencies of the NAV receivers. MAN is the default mode, but AUTO
is the recommended mode of operation for the NAV receivers.
The radios are tuned in several different ways. The COM, NAV, and
ADF radios can be tuned directly with the scratchpad entry method or
by selection of a preset frequency. Communication frequencies are
differentiated by three digits after the decimal point to accommodate
8.33 kHz tuning. NAV receivers can be tuned through entry of the
frequency of the station, either manually or through preset channels, or
through entry of the three letter identifier of the station. NAV receivers
can also be set to be automatically tuned by the FMS as described
above. ADF receivers must be tuned directly with the applicable
frequency.
NOTE
N
Primary radio tuning is accomplished with the Radio Tuning
Unit (RTU). This chapter describes the use of the FMS CDU for
tuning operations.
Colors on the RADIO TUNING pages are used as follows:

• The page title line shows in cyan.
• Radio names show in white.
• Active frequencies show in green.
• Active navigation tuning modes AUTO/MAN and the transponder
STAND BY annunciation show in cyan.
NOTE
N
If the aircraft has a dual FMS system installed (two FMCs), Radio
Tuning Unit (RTU) capabilities are only available on the left CDU.
1st Edition
25 Jul 08 8-1
Manual Tuning (All Radio Types) CJ1+/CJ2+/CJ3/Encore+
MANUAL TUNING (ALL RADIO TYPES)

RATIONALE:
All radios can be manually tuned as necessary.
SUMMARY:
The FMS supplies manual tuning control of both the same-side and
cross-side radios. Data entry is made through the scratchpad and
the line select keys. Information is entered on the scratchpad, then
transferred to the applicable location with the adjacent LSK. Messages
indicate when the information entered is not correct for the data field.
RULES:
The FMS supports 8.33 kHz frequency separation in the VHF frequency
range of 118.000 to 136.990. Navaid frequencies, ADF frequencies,
and transponder codes are not affected by the 8.33 kHz separation. In
the 8.33 kHz tuning configuration, the RADIO TUNING page shows
six digits for COM channel names (frequencies). The table on page
8-3 shows the naming convention for frequencies. The actual tuning
frequency (for example, 118.0083) is not entered in the scratchpad in
the 8.33 kHz mode. An attempt to enter an invalid channel name in any
of the COM channels causes the message INVALID ENTRY to show
in the scratchpad. Entry of trailing zeros and decimal points as part of
the channel name is not necessary, but they will show once the channel
name has been entered.
1st Edition
8-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Manual Tuning (All Radio Types)
FREQUENCY CHANNEL CHANNEL

(MHz) SPACING (kHz) NAME
118.0000 25 118.000
118.0000 8.33 118.005
118.0083 8.33 118.010
118.0167 8.33 118.015
118.0250 25 118.025
118.0250 8.33 118.030
118.0333 8.33 118.035
118.0417 8.33 118.040
118.0500 25 118.050
118.0500 8.33 118.055
118.0583 8.33 118.060
118.0667 8.33 118.065
118.0750 25 118.075
118.0750 8.33 118.080
ETC. ETC. ETC.
CHECKLIST:
1 TUN function key – push (shows the RADIO TUNING

1/2 page).
2 To tune a radio (COM, NAV, ADF) directly, do one

of the steps that follow:
• Enter the frequency into the scratchpad, then

push the LSK for the applicable radio.
• NAV radios only: Enter the three letter identifier for
the NAVAID, then push the LSK for the applicable
radio (NAV 1 or NAV 2).
1st Edition
25 Jul 08 8-3
Tuning Mode Selection (CJ3, Encore+) CJ1+/CJ2+/CJ3/Encore+
TUNING MODE SELECTION (CJ3, ENCORE+)

RATIONALE:
The tuning mode selection lets the operator either tune the navigation
radios manually or have the FMS tune them automatically.
SUMMARY:
The FMS can automatically tune navigation receivers to use DME and
radial data from different navigation stations to calculate its position.
However, some conditions can prevent correct operation of automatic
tuning and cause the FMS to go back automatically to the manual
tuning mode. The FMS automatically goes back to manual mode when
one of these items occurs:
• DME HOLD is selected.
• The NAV receiver is manually tuned from the FMS.
• The NAV receiver is manually tuned from the RTU.
• The selected NAV source is changed to something other than the
FMS.
• There is a failure of a NAV receiver.
CHECKLIST:
1 TUN function key – push (shows the RADIO TUNING

1/2 page).
2 Push the AUTO/MAN LSK adjacent to the applicable

navigation radio (NAV 1 or NAV 2). Each push of the
LSK changes the tuning mode.
NOTE
N
The normal and recommended mode of
operation is AUTO when FMS is used as the
navigation source.
1st Edition
8-4 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Frequency Lookup
FREQUENCY LOOKUP
RATIONALE:
The FREQUENCY DATA pages show communication frequencies
associated with airports, which allows the pilot to quickly find and tune a
desired frequency.
SUMMARY:
The FMS supplies the capability to look up communication frequencies
associated with airports, select a particular frequency, and tune the
radio to that frequency via the FREQUENCY DATA pages. The
FREQUENCY DATA page lists the departure, destination, and alternate
airports contained in the active flight plan, along with space for a
pilot-entered airport. When an airport is selected on the FREQUENCY
DATA page, the communication types (for example, ATIS, clearance
delivery, and flight service stations) show along with the frequencies
available for that frequency type. The pilot can select a frequency and
tune the radio to that frequency with the CDU scratchpad.
CHECKLIST:
1st Edition
25 Jul 08 8-5
Frequency Lookup CJ1+/CJ2+/CJ3/Encore+
2 FREQUENCY LSK – push (shows FREQUENCY

DATA page).
3 The currently selected airport shows in large green

font. To change the airport selection, push the
SEL APT LSK until the desired airport identifier is
selected.
NOTE
N
If no pilot-entered airport currently exists, four
prompt boxes show in the pilot-entered airport
field.
4 To enter an airport that is not in the active flight plan,

or to change the pilot-entered airport:
4.1 Four letter airport ICAO identifier – enter.
4.2 SEL APT LSK – push (transfers airport identifier

to the prompt boxes).
5 To tune the radio to the desired frequency, do the

steps that follow.
NOTE
N
Based on the number of frequencies available
for the selected airport, there can be up to nine
FREQUENCY DATA pages. The NEXT or PREV
the page with the desired communication type.
1st Edition
8-6 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Frequency Lookup
NOTE
N
Some communication types have multiple
frequencies available. The MULTIPLE LSK for
that communication type is used to show the list
of frequencies. A page with the communication
type as the title (for example, TCA) shows with
the list of frequencies. Based on the number
of frequencies available for that communication
type, there can be up to nine additional pages for
that communication type. The PREV or NEXT
function key can be used as necessary to display
any additional pages.
5.1 LSK (for the desired frequency) – push (copies

frequency to the scratchpad).
5.2 TUN function key – push (shows RADIO TUNING

1/2 page).
5.3 LSK (for the appropriate radio) – push (enters

frequency and tunes the radio to that frequency).
1st Edition
25 Jul 08 8-7
1st Edition
8-8 25 Jul 08
FMS-3000 v4.0 VNAV OPERATIONS
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 9-1
Enter/Change VNAV Data ................................................................ 9-3
Vertical Direct-To .............................................................................. 9-6
1st Edition
25 Jul 08 i
VNAV OPERATIONS FMS-3000 v4.0
1st Edition
ii 25 Jul 08
VNAV OPERATIONS
INTRODUCTION
The FMS provides multiple vertical navigation waypoints for each phase
of flight. Vertical navigation helps the pilot to comply with the items
that follow:
• Altitude and speed constraints at waypoints.
• Speed limits at altitudes.
• The vertical flight profile as specified by the pilot.
Vertical Navigation (VNAV) mode automatically commands the flight
director to sequence modes and set target speeds and altitudes.
This is to make sure that the flight plan requirements are followed
within the constraints of the preselect altitude setting. Because of the
integration of VNAV data with the autopilot, pilots have full command
of the normal autopilot modes (Pitch, Flight Level Change, Vertical
Speed, and Altitude Hold) while the VNAV mode is active. If the aircraft
is commanded to violate a VNAV constraint, the VNAV functions give
the pilot appropriate warning annunciations.
During the various phases of flight, VNAV follows the flight plan.
It captures an altitude to level the aircraft at the flight plan altitude
constraints, and begins descent at a planned location. Step climbs can
be initiated with the altitude preselector and selection of the desired
climb mode.
During descent, VNAV computes a geographical path to each waypoint
with an altitude constraint, and provides guidance relative to that path.
If there are multiple altitude constraints at various waypoints along the
flight plan, the FMS automatically adjusts the descent path for a smooth
stabilized descent while it makes sure that the altitude constraints are
honored.
1st Edition
25 Jul 08 9-1
NOTE
N
The FMS vertical speed advisory donut shows on the PFD Vertical
Speed Indicator (VSI) to let the flight crew know what climb or
descent rate is necessary for the aircraft to reach the next altitude
constraint. The vertical speed advisory donut on the PFD VSI can
show even when FMS performance calculations indicate that the
climb or descent rate necessary to reach the flight plan altitude
constraint EXCEEDS the capability of the aircraft. The vertical
speed advisory donut position on the VSI scale is only a reflection
of the FMS calculation of necessary climb/descent rates associated
with the flight plan. Display of the vertical speed advisory donut
does not imply that the aircraft can meet the required climb or
descent rate.
In a flight plan, each waypoint can show some or all of the VNAV data
that follows. With some exceptions, each of these can be changed.
• An altitude constraint.
• Climb or descent applicability (↑ for climb, ↓ for descent).
• A vertical path angle.
• A speed constraint.
When a flight plan is created, the FMS automatically makes the first half
of the waypoints in the flight plan climbs (↑), and the last half waypoints
descents (↓). SID waypoints are automatically assigned as climbs,
and STAR and approach waypoints as descents. Flight plan climb or
descent constraints can be changed using the entry formats described
in the procedure that follows.
An altitude constraint that shows in yellow indicates any one of the
conditions that follow:
• The current rate of climb or descent is not sufficient to meet the
specified flight plan altitude constraints.
• All climb altitude constraints do not occur before all descent altitude
constraints (except for the missed approach procedure).
• A climb altitude constraint is lower than the climb altitude constraint
that comes before it.
• A descent altitude constraint is higher than the descent altitude
constraint that comes before it.
• An altitude constraint is higher than the Cruise Altitude (CRZ ALT)
that was defined on the PERF INIT page.
1st Edition
9-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Enter/Change VNAV Data
An altitude constraint that shows in yellow is not necessarily an incorrect

entry. Examine any altitude constraint that shows in yellow to determine
why it shows in yellow.
ENTER/CHANGE VNAV DATA

RATIONALE:
Entering or updating VNAV data for the active flight plan lets the
operator fully use the VNAV capability.
SUMMARY:
VNAV information shows on the ACT LEGS pages. When any VNAV
entry or change is made, the FMS handles the modification by creation
of a MOD FPLN similar to that done for a lateral flight plan change. For
the changes to be included in the ACT FPLN, the EXEC function key on
the CDU must be pushed to execute the flight plan.
RULES:
Use the guidelines that follow to enter or change VNAV data:
• For speeds, enter a three digit number (IAS) from 100 to 499, or a
two digit Mach setting from .10 to .99 (with the decimal point prefix).
• For VPA, entry range is from 1.0 to the maximum VPA specified for
the aircraft.
1st Edition
25 Jul 08 9-3
Enter/Change VNAV Data CJ1+/CJ2+/CJ3/Encore+
• For altitude, entries can be barometric pressure altitudes or flight

levels. When entering a barometric pressure altitude that is less than
500 feet, put a / (slash) before the altitude so that the FMS will not
identify the altitude as a speed or VPA.
• For altitude, entries may be barometric pressure altitudes or flight
levels. Altitude entry range is from −1300 feet to 65 000 feet, and
FL000 to FL650. Flight level entries are prefixed with F or FL.
• Altitudes may be suffixed with the letter A (at or Above) or B (at
or Below).
• For between altitudes, enter the lower altitude suffixed with an A,
immediately followed by the upper altitude suffixed with a B (for
example, 6000A8000B)
• Enter C to change a descent to a Climb, or D to change a climb
to a Descent.
• Speeds and altitude entries can be entered at the same time if they
are divided by a / (slash) mark (for example, 250/10000, .78/F290).
CHECKLIST:
2 Desired data – enter.

NOTE
N
The letters C and D do not show on the altitude
constraints once they are transferred from
the scratchpad to the flight plan. The flight
plan indicates an up arrow for climb altitude
constraints and a down arrow for descent altitude
constraints.
NOTE
N
When barometric pressure altitudes are entered,
if the altitude is less than 500 feet, a / (slash)
must be put before the altitude to prevent
misidentification by the FMS of the altitude as a
speed or VPA.
1st Edition
9-4 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Enter/Change VNAV Data
NOTE
N
Flight plan altitude constraints that exceed the
Cruise Altitude (CRZ ALT) specified by the crew
on the PERF INIT page show in yellow on the
ACT/MOD LEGS page.
3 LSK (for the applicable waypoint) – push.

TIP
When the same information is entered into
several waypoints, push the applicable right side
LSK (instead of manual data entry) to copy the
VNAV information to the scratchpad. The data
may then be transferred to another waypoint.
4 Make sure the data entries are correct. EXEC

function key – push (executes the MOD FPLN).
1st Edition
25 Jul 08 9-5
Vertical Direct-To CJ1+/CJ2+/CJ3/Encore+
VERTICAL DIRECT-TO
RATIONALE:
The Vertical Direct-To function lets the operator create a FMS descent
path to a down-track waypoint.
SUMMARY:
The operator can enter a Direct-To descent to an altitude at a
down-track waypoint. In response, the FMS will calculate a Vertical
Path Angle (VPA) and provide pitch steering commands to vertically
fly Direct-To the selected altitude. The waypoint for the Direct-To
altitude does not have to be the active lateral waypoint. It can be any
down-track waypoint. When creating a Vertical Direct-To, if there are
other altitude constraints between the aircraft present position and the
waypoint selected as the Vertical Direct-To, the intermediate constraints
are automatically deleted when the Vertical Direct-To is executed.
PRECONDITIONS:
Make sure that VNAV is enabled on the Flight Guidance Panel (FGP)
before you initiate a Vertical Direct-To.
RULES:
• The Direct-To waypoint cannot be a waypoint beyond a discontinuity
or a vectors leg.
1st Edition
9-6 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Vertical Direct-To
• A Vertical Direct-To cannot be created when the active waypoint is a

holding pattern.
• A Vertical Direct-To is limited to descents only, and cannot exceed
the maximum VPA specified for the aircraft.
CHECKLIST:
1 Direct-To (DIR) function key – push (shows the ACT

DIRECT-TO page).
NOTE
N
If the desired altitude is already displayed on the
target waypoint, Step 2 can be ignored.
2 Desired altitude – enter, or push the ALT SEL LSK to

enter the preselector altitude.
3 LSK (adjacent to the associated waypoint) – push

(transfers the altitude value entered to the desired
waypoint).
NOTE
N
The waypoint list can be large enough to fill
several CDU display pages. The NEXT or PREV
the desired waypoint on the display.
4 LSK (to the left of the desired waypoint) – push

(commands a vertical Direct-To).
5 Make sure the flight plan changed on the CDU.

EXEC function key – push (executes the flight plan).
1st Edition
25 Jul 08 9-7
1st Edition
9-8 25 Jul 08
FMS-3000 v4.0 CONTROLS AND INDICATORS
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 10-1
CDU Displays ................................................................................. 10-2
CDU Controls ................................................................................. 10-8
MFD .............................................................................................. 10-15
PFD .............................................................................................. 10-17
DBU .............................................................................................. 10-19
1st Edition
25 Jul 08 i
CONTROLS AND INDICATORS FMS-3000 v4.0
1st Edition
ii 25 Jul 08
CONTROLS AND INDICATORS
INTRODUCTION
Primary control of the FMS is through the Control Display Unit (CDU).
The CDU acts as the single control point for FMS operations and
functions. The flight displays provide additional display capability for
FMS information and functions.
The CDU is the primary pilot interface with the various functions of
the FMS. It has a color display to show the FMS-related information
and function modes. The Line Select Keys (LSK) around the display
are used to select modes and copy or transfer displayed information.
The CDU function keys are used to directly select many of the FMS
functions and display modes. The CDU also has a full alphanumeric
keypad that is used to enter data.
All operations that entail entering data for FMS operating functions are
done through the use of a scratchpad entry system. Flight plan data,
performance data, or data for other FMS operations, is entered directly
into the scratchpad with the keypad, or by pushing the LSK to copy data
shown on a display line to the scratchpad. From the scratchpad, data
is transferred to the appropriate data line by pushing the LSK for the
entry position.
FMS operating modes are selected directly by pushing the appropriate
function key, or by pushing the LSK adjacent to an item in a menu
shown on the display. Some functions are alternately switched on and
off with sequential pushes of the related LSK or a function key.
The Primary Flight Display (PFD) shows the information related to FMS
operations, to include NAV source annunciation, a course/deviation
bar, a navigation data readout, Vertical Navigation (VNAV) information,
and FMS messages.
The Multifunction Display (MFD) shows both FMS Map and Text
displays. Map displays show the various navigation facilities within
the selected map range, as well as progress along the flight plan. A
text window that shows navigation and VNAV information above the
MFD map display can be enabled. Text displays show information on
navigation and aircraft performance in text-only formats.
1st Edition
25 Jul 08 10-1
CDU Displays CJ1+/CJ2+/CJ3/Encore+
CDU DISPLAYS
The top line of the CDU display shows a title/mode, and the current
page number and total number of pages as applicable for that display
mode. Below the title/mode line, there are six data lines and six label
lines to show data for a given display page. The two bottom lines on the
display are used for the scratchpad and message lines. Many of the
display pages are configured to show two columns of information, which
1st Edition
10-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ CDU Displays
allows the use of the six LSK on each side of the display to select,
copy, or transfer displayed data. Refer to the MENUS AND DISPLAYS
section of this guide for detailed information on a specific display page.
CALLOUTS:
Text Lines The display shows up to 15 lines of up to

24 characters of text in five colors. Text
shows in a large or small font depending
on its use. Generally, display page
titles, data lines with a mode selection
or data entry capability, manual or
default override entries, and active mode
selections show in the large font. Label
lines, FMS-calculated data values, and
unselected mode functions show in the
small font.
Title/Mode Line The top line of the CDU display always

shows the display page title or mode,
and the current page and total number of
pages when applicable.
Data Lines Data lines align with the LSK. Data lines
show specific information related to the
selected display page. On many of the
display pages, the LSK can copy the
associated data line information into the
scratchpad to use on another data line
on the same page, or on another display
page.
1st Edition
25 Jul 08 10-3
□□□□□□ Prompts show on data lines as small

Prompts square boxes. A prompt indicates
required input of data to perform the
function related to the prompt description
on the label line. If no data is entered for
a specific prompt, the FMS may not be
able to perform the related function, or
it may have degraded performance. To
enter data to replace a prompt, it must
be entered into the scratchpad, then
transferred to the prompt.
––––––– Dashes show on data lines where data

Dashes can be entered. The dashed data lines
are for optional information and do not
require input. However, a specific format
may be required for the data that is
entered on a dashed data line. To enter
data into a dashed data line, the data
must be entered into the scratchpad,
then transferred to the data line with its
associated LSK.
Label Lines Label lines show above each data line.

They describe the information in a data
line or provide additional information
related to the data.
Function Lines Many of the display pages use the

two bottom LSK for additional function
selections. To separate function selection
lines from the data lines, the display page
shows a dashed line across the display
on the label line above the bottom two
LSK. For some functions, in addition to
the dashed line, there may also be a label
on the line that describes the operations
of one or both of the bottom LSK.
1st Edition
10-4 25 Jul 08
Scratchpad The bracketed [ ] scratchpad display

line shows just below the bottom LSK.
Unless specified otherwise, all data
entered, changes made to a flight plan, or
other FMS-controlled functions, must be
done through the scratchpad. When the
scratchpad is empty (no text or messages
showing between the brackets), enter
data into it using the alphanumeric
keypad, or copy data directly from the
display by pushing the appropriate LSK.
Once data is in the scratchpad, transfer it
to the desired data line on the appropriate
display page by pushing the LSK for that
data position.
Messages show momentarily on the

scratchpad line for data entry errors
and other scratchpad operating errors.
Scratchpad messages are described
in detail in the MESSAGES AND
ANNUNCIATORS chapter of this guide.
Message Line Below the scratchpad, on the bottom

line of the display, is the message line.
Various messages show on the message
line to inform or alert the operator of
the various functional operations. Each
message is described in detail in the
MESSAGES AND ANNUNCIATORS
chapter of this guide.
Display Colors Five colors (cyan, yellow, magenta, white,

and green) are used to show text on the
various CDU display pages.
Cyan is generally used for secondary

information. Cyan is specifically used for:
• Display page titles and page numbers.
1st Edition
25 Jul 08 10-5
• Label line text (except on the TUNE

page).
• FROM waypoint on the ACT/MOD
LEGS page.
• Scratchpad brackets.
Green is generally used for active mode

selections, and same-side data. Green is
specifically used for:
• TO waypoints on the CDU
• Active mode selection (except on
the TUNE page when it is used for
frequencies and transponder codes).
White is generally used for:

• LSK functions
• Scratchpad entries and error
messages
• Selected messages on the message
line and MESSAGES page
• Data lines except for those with mode
selections and the TO waypoint
• Unselected modes
• The word MOD on the modified FPLN
and LEGS display page titles
• TO waypoint on the MOD FPLN and
MOD LEGS display pages
• ACT LEGS and TUNE page label lines
• MSG, EXEC, and OFFSET
annunciations on the message
line.
Yellow is generally used for selected

messages on the message line and
MESSAGES page, cross-side data, and
for an expired active database.
1st Edition
10-6 25 Jul 08
Magenta is used for VNAV data.
1st Edition
25 Jul 08 10-7
CDU Controls CJ1+/CJ2+/CJ3/Encore+
CDU CONTROLS
1st Edition
10-8 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ CDU Controls
CALLOUTS:
Line Select Keys The LSK are placed on either side of the
display. Push the LSK to copy or transfer
its associated display data to or from the
scratchpad, or to select an associated
operating mode or function shown on a
display page.
MSG Push the MSG function key on the CDU

Message Key to show the MESSAGES page. Push
the MSG key while the MESSAGES
page is showing to return to the CDU
display mode that was showing before
the MESSAGES display mode was
selected. Refer to the MESSAGES AND
ANNUNCIATIONS chapter for detailed
descriptions of the messages that show
on the MESSAGES page and message
line.
DIR Push the DIR function key on the CDU

Direct Function Key to show the ACT DIRECT-TO pages.
The ACT DIRECT-TO pages may consist
of several pages and show the list
of waypoints in the active flight plan.
The pilot may select a DIRECT-TO
waypoint from the list, or enter any
valid waypoint into the top (dashed)
waypoint line as a DIRECT-TO waypoint.
The pilot may also enter an altitude
for a vertical DIRECT-TO. The ACT
DIRECT-TO pages also show a selection
for NEAREST AIRPORTS.
FPLN Push the FPLN function key on the CDU

Flight Plan Function to show either the ACT FPLN or MOD
Key FPLN page. Each page shows the same
information. Refer to the figure on page
11-92.
1st Edition
25 Jul 08 10-9
LEGS Push the LEGS function key to show

Legs Function Key either the ACT LEGS or MOD LEGS
page. Each of these pages shows the
same information. Refer to the figure on
page 11-94.
DEP ARR Push the DEP ARR function key on the

Departure/Arrival CDU key to show the DEPART page for
Function Key the origin airport, the ARRIVAL page for
the destination airport, or the DEP/ARR
INDEX page. If the DEPART or ARRIVAL
page is showing, a second push of the
DEP ARR key shows the DEP/ARR
INDEX page. Refer to the figure on page
11-122, the figure on page 11-124, and
the figure on page 11-120.
PERF Push the PERF function key on the CDU

Performance Func- to show the PERF MENU page. The
tion Key PERF MENU page shows a menu of the
available performance functions, allows
the pilot to enable the VNAV advisory
function, and displays/enables the VNAV
PLAN SPD. Refer to the figure on page
11-97.
MFD MENU Push the MFD MENU function key on

MFD Menu Func- the CDU to show the DISPLAY MENU
tion Key page. When the MFD MENU function
key is pushed, either the MAP DISPLAY
page or the TEXT DISPLAY page shows.
The MFD DATA function key controls
whether the MAP DISPLAY or TEXT
DISPLAY menu shows. The DISPLAY
MENU page is used to select the display
of airports, navigation facilities, and other
navigation-related display elements,
modes or options for the PPOS MAP,
PLAN MAP, and TEXT display modes
of the MFD. Refer to the figure on page
11-135 and the figure on page 11-140.
1st Edition
10-10 25 Jul 08
MFD ADV Push the MFD ADV function key on the

MFD Advance CDU to show the DISPLAY ADVANCE
Function Key page. Use this page to move through the
MFD text pages, or to move the center
waypoint on the MFD PLAN MAP. This
page shows either a TEXT DISPLAY
menu or a PLAN MAP CENTER menu,
depending on whether the MFD is in a
Map mode or the Text mode. The MFD
DATA function key controls whether
the TEXT DISPLAY or the PLAN MAP
CENTER menu shows. Refer to the
figure on page 11-143 and the figure on
page 11-144.
MFD DATA Push the MFD DATA function key on

MFD Data Function the CDU to alternately switch display
Key modes between MAP and TEXT modes
for the same-side MFD. When MAP
mode is selected, the MFD is in MAP
mode. On the CDU, the MAP DISPLAY
menu shows when the MFD MENU key
is pushed, and the PLAN MAP CENTER
page shows when the MFD ADV key is
pushed. When TEXT mode is selected,
the MFD is in TEXT mode. On the CDU,
the TEXT DISPLAY menu shows when
the MFD MENU key is pushed, and the
TEXT DISPLAY menu shows when the
MFD ADV key is pushed.
NOTE
N
The above description is for dual
FMS installations only.
1st Edition
25 Jul 08 10-11
PREV Many CDU display modes, (for example,

Previous Page ACT LEGS and ACT FPLN), may
Function Key require several pages to show all their
information. Page numbers in the upper
right corner show the current page and
total number of pages of the display
mode. Push the PREV function key to
go back to a previous page of a selected
display mode. When the first page of
display mode is showing, push the PREV
function key to go directly to the last page
of that display mode.
NEXT Many CDU display modes, (for example,

Next Page Function ACT LEGS and ACT FPLN), may
Key require several pages to show all their
information. Page numbers in the upper
right corner show the current page and
total number of pages of the display
mode. Push the NEXT function key to
advance to the next page of the selected
display mode. When the last page of a
display mode is showing, push the NEXT
function key to return to the first page of
that display mode.
EXEC Push the EXEC function key to execute a

Execute Function flight plan and change the MOD LEGS to
Key the ACT LEGS or MOD FPLN to the ACT
FPLN page. Pushing the EXEC function
key allows the FMS to use the flight
plan to generate steering commands for
the flight guidance systems if any of the
following apply:
• A new flight plan is entered on the
FPLN or LEGS pages.
• A modification is made to an active
flight plan on the ACT FPLN or ACT
LEGS pages.
1st Edition
10-12 25 Jul 08
• Selected entries or changes are made

on the PERF INIT pages.
This method of flight plan activation

allows the operator to enter, change, and
review a flight plan before it is activated
for use as a steering source by the FMS.
IDX Push the IDX function key to show the

Index Function Key INDEX pages. The INDEX pages show
a menu of additional FMS functions
available, that do not have direct access
function keys. Refer to the figure on page
11-3 and the figure on page 11-6.
TUN Push the TUN function key on the CDU to

Radio Tuning Func- show the RADIO TUNING pages. Refer
tion Key to the figure on page 11-131.
NOTE
N
The equipment installed in the
aircraft, the interconnect wiring in
the aircraft, and the FMS options
installed determine what radio
controls are available on the RADIO
TUNING pages.
CLR DEL The CLR DEL function key performs two

Clear/Delete Func- actions that depend on whether or not
tion Key there is data in the scratchpad.
• When there is data in the scratchpad,
push and release the CLR DEL key
to backspace one character at a time
(right to left), or push and hold the key
for more than 1/2 second to clear the
entire scratchpad at once.
1st Edition
25 Jul 08 10-13
• When there is no data in the

scratchpad, push the CLR DEL
key to enter the word DELETE into
the scratchpad. This can then be
transferred to various functions or data
fields on the CDU pages to delete the
data currently entered/showing for that
function or field.
Keypad The keypad includes the 26 letters of the

alphabet, the numbers 0 through 9, a
decimal point, a +/– key, a Space (SP)
key, and a Slash (/) key. Push the letter
keys to enter letter characters into the
scratchpad. Push the number keys to
enter numbers into the scratchpad.
BRT DIM The BRT DIM button adjusts the

Bright/Dim Button brightness of the CDU display. Push
the BRT edge of the button to increase
brightness. Push the DIM edge of the
button to decrease brightness.
1st Edition
10-14 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ MFD
MFD
The MFD shows both FMS Map and Text displays. In the Map display
modes, symbols are used to identify and show the various navigation
facilities in relation to the current position of the aircraft or a selected
waypoint along the flight plan. The MFD also has a five-line text window
1st Edition
25 Jul 08 10-15
MFD CJ1+/CJ2+/CJ3/Encore+
that can be enabled to show selected navigation and VNAV information

above the MFD map display. Text displays show information related
to the flight plan progress, current position of the aircraft, status of
navigation sensors (VOR/DME and GNSS), fuel management, and
other functions. FMS Text pages cannot be displayed on the MFD while
the PFD displays the PPOS map. Controls for the MFD are provided
primarily through the Display Control Panel (DCP) and the CDU.
NOTE
N
Adaptive Flight Display (AFD) panels are used for both PFD and
MFD displays. Normally, the center AFD is used for the MFD
display. In certain cases, such as failure of the center AFD, by using
a display reversion switch, the MFD display information for engines
and TCAS can be shown on either PFD, but no FMS information
will be displayed.
CALLOUTS:
BRT The BRT DIM button adjusts the

DIM brightness of the MFD display. Push
Brightness Control the BRT edge of the button to increase
Button brightness. Push the DIM edge of the
1st Edition
10-16 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PFD
PFD
The PFD shows the information related to FMS operations, which

includes the NAV source annunciation, the course/deviation bar, a
navigation data readout, Vertical Navigation (VNAV) information, and
FMS messages. The Display Control Panel (DCP) and Mode Select
1st Edition
25 Jul 08 10-17
PFD CJ1+/CJ2+/CJ3/Encore+
Panel (MSP) supply most of the controls for displaying information on

the PFD. Controls for other sensors, such as those for air data and
attitude, also control the information shown on the PFD.
CALLOUTS:
BRT The BRT DIM button adjusts the

DIM brightness of the PFD display. Push
Brightness Control the BRT edge of the button to increase
Button brightness. Push the DIM edge of the
1st Edition
10-18 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DBU
DBU
The DBU is a data loader for the FMS and other aircraft systems.
Normal installations have the DBU mounted in the cockpit. The DBU
accepts USB 2.0 thumbdrive devices and two can be inserted into the
DBU at one time. When two are inserted, the top is primary.
1st Edition
25 Jul 08 10-19
1st Edition
10-20 25 Jul 08
FMS-3000 v4.0 MENUS AND DISPLAYS
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 11-1
CDU Displays ................................................................................. 11-2
IDX .............................................................................................. 11-3
MCDU MENU .......................................................................... 11-8
STATUS ................................................................................. 11-10
POS INIT ............................................................................... 11-13
VOR/DME CONTROL ........................................................... 11-18
GNSS CONTROL ................................................................. 11-19
GNSS STATUS .................................................................. 11-21
NPA RAIM .......................................................................... 11-26
SBAS SERVICE PROVIDERS .......................................... 11-28
FREQUENCY ........................................................................ 11-29
COMMUNICATION TYPE ................................................. 11-32
FIX INFO ............................................................................... 11-34
HOLD .................................................................................... 11-38
PROGRESS .......................................................................... 11-45
SEC FPLN ............................................................................. 11-49
ROUTE MENU ...................................................................... 11-51
PILOT ROUTE LIST .......................................................... 11-53
DISK ROUTE LIST ............................................................ 11-55
FMS CONTROL (Dual Installations) ..................................... 11-56
DATA BASE ........................................................................... 11-57
PILOT WPT LIST ............................................................... 11-62
1st Edition
25 Jul 08 i
MENUS AND DISPLAYS FMS-3000 v4.0
Title Page
DEFINE PILOT WPT ......................................................... 11-64
DATA BASE DISK OPS ......................................................... 11-68
DEFAULTS ............................................................................ 11-70
ARRIVAL DATA ..................................................................... 11-76
TEMP COMP (optional) ........................................................ 11-77
SELECT WPT ........................................................................... 11-84
SELECT APT ............................................................................ 11-91
FPLN ......................................................................................... 11-92
LEGS ........................................................................................ 11-94
LEG WIND ............................................................................ 11-96
PERF ........................................................................................ 11-97
PERF INIT ............................................................................. 11-99
VNAV SETUP ...................................................................... 11-100
DESC INFO ..................................................................... 11-106
TAKEOFF REF .................................................................... 11-108
FUEL MGMT ........................................................................ 11-111
FLIGHT LOG ........................................................................ 11-115
APPROACH REF ................................................................. 11-116
SEC PERF ........................................................................... 11-119
DEP ARR ................................................................................ 11-120
DIR .......................................................................................... 11-127
NEAREST AIRPORTS ........................................................ 11-129
TUN ........................................................................................ 11-131
MSG ........................................................................................ 11-134
MFD MENU ............................................................................ 11-135
1st Edition
ii 25 Jul 08
Title Page
MFD ADV ................................................................................ 11-143
MFD DATA .............................................................................. 11-146
PFD Displays .............................................................................. 11-147
MFD Displays ............................................................................. 11-149
MFD Map Displays ................................................................. 11-151
MFD PRESENT POSITION (PPOS) MAP .......................... 11-153
MFD PLAN MAP ................................................................. 11-157
MFD Text Displays .................................................................. 11-159
TAKEOFF/APPROACH REFERENCE ................................ 11-160
FMS ACT FPLN PROGRESS ............................................. 11-164
FMS FPLN HISTORY ...................................................... 11-166
FMS NAV STATUS .............................................................. 11-168
FMS POSITION SUMMARY ............................................... 11-170
FMS ACT POS REPORT .................................................... 11-172
FMS SEC FPLN .................................................................. 11-174
VOR/DME STATUS ............................................................. 11-176
GNSS STATUS ................................................................... 11-178
1st Edition
25 Jul 08 iii
1st Edition
iv 25 Jul 08
MENUS AND DISPLAYS
INTRODUCTION
This chapter describes the display elements and pages related to FMS
operations. It includes descriptions of the CDU display pages, and the
PFD and MFD display elements that are related to FMS operations.
The path described to get to the CDU page will be a typical path. All
possible pathways will not be shown. The descriptions for each page
describe what each page may be showing. The actual use of the FMS
for any given situation is up to the judgement of the flight crew.
1st Edition
25 Jul 08 11-1
CDU DISPLAYS
Figure 11-1 CDU Display Page
1st Edition
11-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ IDX
IDX
Path:
IDX INDEX
1/2 Page
Figure 11-2 INDEX 1/2 Page
INDEX 1/2
<MCDU FREQUENCY>
<DATALINK FIX>
<STATUS HOLD>
<POS INIT PROG>

FMS
<VORDME CTL SEC FPLN>
FMS
<GNSS CTL ROUTE MENU>
[ ]
TPJ3524_01
The INDEX pages show menus of additional FMS functions available

that do not have direct access from function keys. The menus include
identifiers for the associated sensor side when applicable for FMS
control pages (for example, FMS1 VORDME CONTROL and FMS2
GNSS CONTROL).
NOTE
N
The functions available from the INDEX pages can be different
based on the equipment installed in the aircraft, the interconnect
wiring on the aircraft, and the options installed in the FMS.
NOTE
N
For aircraft equipped with the Datalink option, a DATALINK line key
selection will be available on the INDEX 1/2 page. Refer to the
Rockwell Collins Corporate Datalink System CMU-4000/RIU-40X0
Operator’s Guide (CPN 523-790499) for information on the
operation of the Datalink function.
1st Edition
25 Jul 08 11-3
IDX CJ1+/CJ2+/CJ3/Encore+
SELECTIONS:
MCDU Selection shows MCDU MENU page.

Refer to the figure on page 11-8.
DATALINK Shows optional DATALINK menu page.

Refer to the Rockwell Collins Corporate
Datalink System CMU-4000/RIU-40X0
Operator’s Guide (CPN 523-790499)
for information on the operation of the
Datalink function. Datalink functions are
not covered in this publication.
STATUS Selection shows the STATUS page.

POS INIT Selection shows the POS INIT pages.

VORDME CTL Selection shows the VOR/DME

CONTROL page. Refer to the figure on
page 11-18.
GNSS CTL Selection shows the GNSS CONTROL

page. Refer to the figure on page 11-19.
FREQUENCY Selection shows the FREQUENCY DATA

FIX Selection shows the FIX INFO page(s).

HOLD Selection shows the FPLN HOLD page,

the HOLD LIST page, or the ACT LEGS
page with the HOLD AT prompt. Refer
to the figure on page 11-40, the figure
on page 11-43, and the figure on page
11-38.
1st Edition
11-4 25 Jul 08
PROG Selection shows the PROGRESS pages.

SEC FPLN Selection shows the ACT SEC FPLN

page(s). Refer to the figure on page
11-49.
ROUTE MENU Selection shows the ROUTE MENU

1st Edition
25 Jul 08 11-5
IDX CJ1+/CJ2+/CJ3/Encore+
Path:
IDX INDEX NEXT INDEX

1/2 Page 2/2 Page
Figure 11-3 INDEX 2/2 Page
SELECTIONS:
FMS CTL Selection shows the FMS CONTROL

page when more than one FMC is
installed. Refer to the figure on page
11-56.
DATA BASE Selection shows the DATA BASE page.

DB DISK OPS Selection shows the DATA BASE DISK

OPS page.
1st Edition
11-6 25 Jul 08
NOTE
N
This guide does not cover all DBU
operations. Refer to Rockwell
Collins publication DBU-5000 Data
Base Unit Operator’s Guide (CPN
523-0808703) for more information.
Data base operations will not be
covered in this publication.
DEFAULTS Selection shows the DEFAULTS pages.

ARR DATA Selection shows the ARRIVAL DATA

page for the destination airport. Refer to
TEMP COMP Selection shows the optional TEMP

COMP page. Refer to the figure on page
11-77.
NOTE
N
Temperature compensation is an
optional feature that is controlled
with a software configuration strap
loaded at the factory. If temperature
compensation is not configured,
the TEMP COMP selection is not
available.
1st Edition
25 Jul 08 11-7
MCDU MENU CJ1+/CJ2+/CJ3/Encore+
MCDU MENU
Path:
IDX INDEX MCDU MCDU

1/2 Page MENU MENU
Page
Figure 11-4 MCDU Menu Page
MCDU MENU
<FMS1 GNSS1 POS>

<DL
<DBU
[ ]
TPJ3993_01
The MCDU MENU page supplies access to the MCDU functions.
SELECTIONS:
FMS1 Shows the FMS1 status for use when the

aircraft is on the ground.
DL Selection supplies access to the

DATALINK pages. Refer to the Rockwell
Collins, Inc. publication, Corporate
Datalink System CMU-4000/RIU-40X0
Operator’s Guide (CPN 523-0790499)
for more information about the Datalink
function. DATALINK functions are not
covered in this guide.
1st Edition
11-8 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ MCDU MENU
DBU Selection supplies access to the

DBU-5000 pages. Refer to the Rockwell
Collins, Inc. publication, DBU-5000 Data
Base Unit (CPN 523-0808703) for more
information.
GNSS1 POS Selection supplies direct access to the

GNSS position information page.
1st Edition
25 Jul 08 11-9
STATUS CJ1+/CJ2+/CJ3/Encore+
STATUS
Path:
IDX INDEX STATUS STATUS

1/2 Page 1/2 Page
Figure 11-5 STATUS 1/2 Page
The STATUS 1/2 page can show on the CDU display at initial power-up,
or when selected from the INDEX page. When the SYNC mode is
selected (dual FMS), STATUS page data is automatically copied to the
cross-side FMS. In the INDEP mode, each FMS STATUS page must be
modified separately.
NOTE
N
The FMS STATUS 1/2 page can show on the CDU display at initial
power-up. In SATCOM-equipped aircraft, the SATCOM menu page
can show on the CDU display at initial power-up. To access the FMS
STATUS page in these cases, push the IDX key to show the INDEX
1/2 page, then push the STATUS LSK to show the STATUS page.
The STATUS page shows the items that follow:

• A NAV DATA identifier for the installed navigation databases.
• The ACTIVE DATA BASE and SEC DATA BASE effective dates.
• UTC time and DATE currently set for the FMS.
1st Edition
11-10 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ STATUS
• A PROGRAM identification code for the operating software installed

in the FMS.
• Line key selections for returning to the INDEX 1/2 page, or for going
on to the Position Initialization (POS INIT) page.
An out-of-date ACTIVE DATA BASE shows in yellow, and a corrupted
database (either the ACTIVE or SEC) shows dashed lines in place
of the effective dates. If a database is not loaded, the effective dates
are blank.
SELECTIONS:
INDEX Selection shows the INDEX 1/2 page.

POS INIT Selection shows the POS INIT pages.

1st Edition
25 Jul 08 11-11
STATUS CJ1+/CJ2+/CJ3/Encore+
Path:
IDX INDEX STATUS STATUS NEXT STATUS

1/2 Page 1/2 Page 2/2 Page
Figure 11-6 STATUS 2/2 Page
STATUS 2/2 page shows the items that follow:

• The aircraft MODEL.
• The aircraft VARIANT (if applicable).
• Maximum Takeoff Weight (MTOW).
• The ENGINES type name and number.
• The VSPD DATA BASE identifier for the Vspeeds performance
database installed in the FMS.
NOTE
N
The information shown on the STATUS 2/2 page comes from the
Vspeeds performance database.
1st Edition
11-12 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ POS INIT
POS INIT
Path:
IDX INDEX POS INIT POS INIT

1/2 Page 1/2 Page
Figure 11-7 POS INIT 1/2 Page
The POS INIT LSK on the INDEX page supplies access to the POS
INIT pages. These pages are used to display and update the position
data for the FMS. Based on the equipment installed in the aircraft, there
can be several POS INIT pages. POS INIT 1/2 page always shows:
• The current FMS Position (FMS POS).
• An AIRPORT and its position (when on the ground).
• A PILOT/REF WPT and its position (for entering a specific waypoint
to use for a position update or position initialization).
• SET POS TO GNSS1 will automatically set the GNSS1 position into
the FMS for position initialization when the LSK is pushed. When
the action is complete COMPLETED will show instead of SET POS
TO GNSS1.
• SET POS with a latitude and longitude position, prompt boxes or
dashes. (The prompt boxes show when the FMS needs a position
update. Otherwise, a position or dashes show.)
1st Edition
25 Jul 08 11-13
POS INIT CJ1+/CJ2+/CJ3/Encore+
When an appropriate identifier is entered into the AIRPORT or

PILOT/REF WPT data line, the associated latitude and longitude
position shows adjacent to the identifier. Use any of the latitude and
longitude positions shown on the page as a SET POS entry.
When the aircraft is on the ground, the AIRPORT or PILOT/REF
WPT data field may show the destination airport from the last flight (if
one was defined for that flight). When entering data, enter the ICAO
identifier of any airport in the navigation database. When an airport
identifier is entered into the AIRPORT data field, the airport reference
point latitude/longitude position shows adjacent to the identifier. Use
of an AIRPORT entry to set the FMS position is possible only when
the aircraft is on the ground. Display of the AIRPORT identifier and
its location is cleared at takeoff.
The PILOT/REF WPT line is filled with a waypoint identifier when there
is a Pilot Defined Waypoint within 3 NM of the current FMS position.
Any Pilot Defined Waypoint, or any waypoint in the navigation database,
can be used in the PILOT/REF WPT line. Use the PILOT/REF WPT
entry to set the FMS position only when the aircraft is on the ground.
The PILOT/REF WPT and its location are removed at takeoff.
The SET POS TO GNSS1 shows the current GNSS1 position when the
sensor is operating normally. Push the LSK to initialize the FMS position
to the GNSS1 position automatically. When the FMS has accepted the
position, COMPLETED will show above the position.
The SET POS line shows prompt boxes to indicate that the FMS
requires a position initialization or update. Entering a position into the
SET POS line from the scratchpad updates the FMS to that position.
If the position is more than 40 NM from the last known position, the
message RESET INITIAL POS shows on the message line. Push the
SET POS LSK twice to re-enter or reset the position.
The SET POS line shows dashes 2 minutes after an entry is made if the
aircraft is airborne, or 2 minutes after the aircraft becomes airborne if
the entry is made when the aircraft is on the ground.
NOTE
N
Use the SET POS steps when the GNSS is not operating normally.
1st Edition
11-14 25 Jul 08
SELECTIONS:

FPLN Selection shows the ACT FPLN page.

Path:
IDX INDEX POS INIT POS INIT NEXT POS INIT

Figure 11-8 POS INIT 2/2 Page
Additional POS INIT pages show position information from other

sensors available for use by the FMS, as well as the UPDATE FROM
NAVAID function. Use the position information from any of the available
sensors to initialize or update the FMS position. The UPDATE FROM
NAVAID function is available only when the aircraft is airborne.
The UPDATE FROM NAVAID line is pre-filled with the identifier of a
navaid that meets the conditions that follow:
• The navaid is not disabled for use on the VOR/DME CONTROL page.
1st Edition
25 Jul 08 11-15
POS INIT CJ1+/CJ2+/CJ3/Encore+
• The navaid has collocated VOR and DME components (VOR/DME

or VORTAC).
• Both same-side VOR and DME frequencies are tuned to the navaid.
• Both same-side VOR and DME data are valid.
• The current position based on the VOR/DME signals is within 30
NM of the FMS position.
• DME distance measures less than 100 NM.
• If a DME identifier is received, it must match the navaid identifier.
If no navaid satisfies the above conditions, the NAVAID entry shows
dashes.
An identifier can be manually entered to replace the dashes or to
select another navaid instead of the one currently showing. A manually
entered navaid shows in large font characters and remains on the
NAVAID line until another identifier is entered, the NAV radio frequency
changes, or the DME identifier differs.
Manual entry of a navaid identifier is accepted by the FMS if the entry
collocates the VOR and DME components. Entering a navaid identifier
tunes the same-side VOR radio to the navaid frequency, and sets the
tuning mode of that radio to MAN on the TUNE page. When an identifier
is entered, which is not in the database, or is an unacceptable navaid,
the appropriate scratchpad message shows on the CDU message line
as follows:
• NOT IN DATA BASE
• NOT A COLOCATED NAVAID
• NOT A VOR/DME
• NAVAID INHIBITED.
If the VOR or DME components of a manually selected navaid are
not received within 5 seconds after the selection, the identifier field
changes to dashes and the scratchpad shows the message NAVAID
NOT RECEIVED.
The navaid position initially shows as a radial and distance from
the navaid. Push the LAT/LON LSK to see the position as a
latitude/longitude. The position is updated regularly using the signals
received from the specified navaid. Push the CONFIRM POS LSK to
update the FMS position. If the position update from the navaid causes
the message RESET INITIAL POS to show, a second UPDATE FROM
1st Edition
11-16 25 Jul 08
NAVAID is required and must be accomplished within 5 NM of the first

NAVAID update.
SELECTIONS:

FPLN Selection shows the ACT FPLN page.

1st Edition
25 Jul 08 11-17
VOR/DME CONTROL CJ1+/CJ2+/CJ3/Encore+
VOR/DME CONTROL
Path:
IDX INDEX VORDME VOR/

1/2 Page CTL DME
CON-
TROL
Page
Figure 11-9 VOR/DME CONTROL Page
The VOR/DME CONTROL page is used to disable or enable the use

of VOR and/or DME sensor data by the FMS in its calculations to
determine position, and to inhibit up to eight specific navigation aids
from use by the FMS.
Push the YES/NO LSK to alternately enable and disable VOR and/or
DME USAGE. To disable use of an individual VOR, enter the station
identifier into the scratchpad, then transfer it to one of the NAVAID
INHIBIT data lines. Eight navigation aids can be inhibited from use by
the FMS. Individually inhibited navigation aids remain inhibited until
they are deleted from the data lines, or until a new navigation database
is selected.
NOTE
N
The VOR USAGE default is NO for FMS use. The FMS uses
DME/DME as the primary non-GNSS position update reference.
1st Edition
11-18 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ GNSS CONTROL
GNSS CONTROL
Path:
IDX INDEX GNSS GNSS

1/2 page CTL CON-
TROL
Page
Figure 11-10 GNSS CONTROL Page
The LSK for each installed GNSS sensor enables or disables the use of
the sensor by the FMS. If a GNSS sensor has been DISABLED by the
pilot, it remains disabled until the pilot manually enables it. The left and
right side FMS (dual FMS installations) control the same side GNSS
sensors (for example, the left side FMS allows the pilot to disable the
left side GNSS sensor and the right side FMS cannot allow the pilot to
enable the same sensor). When only one FMS is installed, the number
1 will not show in the title line (for example, FMS1).
SELECTIONS:
GNSS1 STATUS Selection shows the GNSS1 STATUS 1/2

GNSS2 STATUS Selection shows the GNSS2 STATUS 1/2

page (if installed).
1st Edition
25 Jul 08 11-19
GNSS CONTROL CJ1+/CJ2+/CJ3/Encore+
NPA RAIM Selection shows the NON PRECISION

APPROACH RAIM page. Refer to the
figure on page 11-26.
SELECT SBAS Selection shows the SBAS SERVICE

PROVIDERS page. Refer to the figure
on page 11-28.

1st Edition
11-20 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ GNSS STATUS
GNSS STATUS
Path:
IDX INDEX GNSS GNSS STATUS GNSS

1/2 page CTL CON- STATUS
TROL 1/2 Page
Page
Figure 11-11 GNSS STATUS 1/2 Page
The GNSS STATUS 1/2 page displays the following for each installed
sensor:
SELECTIONS:
GNSS POS Shows GNSS current position.
TRK/SPD Shows aircraft track and speed.
SAT FAULT Shows if the satellite being used for a

precision approach has a fault indication
(WAAS) with YES or NO.
1st Edition
25 Jul 08 11-21
GNSS STATUS CJ1+/CJ2+/CJ3/Encore+
MODE Shows the mode that the GNSS is

operating in. Modes include: SELF
TEST, INITIALIZATION, ACQUISITION,
NAVIGATION, AIDED, ALTITUDE
AIDED, FAULT, SBAS, SBAS PA, and
GBAS. The mode is for information only.
FMS POS DIFF Shows the difference between the FMS

position and the GNSS position. Pilots
may use this as a cross check on desired
RNP values.
GNSS HEIGHT Shows the aircraft height above the

WGS-84 ellipsoid. Information only and
not used for operation of the aircraft.
GNSS ALT Shows the aircraft altitude computed by

the GNSS sensor. Information only and
not used for operation of the aircraft.
SATELLITES Shows the number of satellites being

used for the navigation solution.
INDEX Push LSK to return to the INDEX 1/2

GNSS CTL Push LSK to return to the GNSS

CONTROL page. Refer to the figure on
page 11-19.
1st Edition
11-22 25 Jul 08
Path:
IDX INDEX GNSS GNSS STATUS GNSS NEXT GNSS

1/2 page CTL CON- STATUS STATUS
TROL 1/2 Page 2/2 Page
Page
Figure 11-12 GNSS STATUS 2/2 Page
The GNSS STATUS 2/2 page shows various GNSS measurements

when used for navigation solution.
SELECTIONS:
HAL Shows Horizontal Alert Limit (HAL).

Indicates maximum allowable horizontal
position error for current flight phase.
Display for information only.
HPL Shows Horizontal Protection Level (HPL).

Indicates estimate of horizontal position
error (99.99999 percent probability that
the true position is within the indicated
horizontal distance from the estimated
position). Information for display only.
1st Edition
25 Jul 08 11-23
HFOM Shows Horizontal Figure Of

Merit (HFOM). Indicates estimate
of potential horizontal position error (95
percent probability that the true position
is within the indicated horizontal distance
from the estimated position). Information
for display only.
HUL Shows Horizontal Uncertainty

Limit (HUL). Indicates current estimate
of potential horizontal position error
(99 percent probability horizontally).
Information for display only.
GNSS UNITS Shows the units of measure that the

GNSS sensor is displaying on both CDU
and MFD GNSS STATUS text pages.
SERVICE IN USE Shows the SBAS service provider(s) in

use.
INDEX Push LSK to return to INDEX 1/2 page.

VAL Shows Vertical Alert Limit (VAL).

Indicates the maximum allowed vertical
position error for current phase of flight.
Information for display only.
VPL Shows Vertical Protection Level (VPL).

Indicates estimate of potential vertical
position error (95 percent probability that
vertical distance from the estimated
1st Edition
11-24 25 Jul 08
VFOM Shows Vertical Figure Of Merit (VFOM).

Indicates estimate of potential vertical
position error (95 percent probability that
vertical distance from the estimated
GNSS CTL Push LSK to return to GNSS CONTROL

1st Edition
25 Jul 08 11-25
NPA RAIM CJ1+/CJ2+/CJ3/Encore+
NPA RAIM
Path:
IDX INDEX GNSS GNSS NPA NON

1/2 page CTL CON- RAIM PRECI-
TROL SION AP-
Page PROACH
RAIM
Page
Figure 11-13 NON PRECISION APPROACH RAIM Page
This page allows the pilot to enter a time at a Destination (DEST) to see
if Receiver Autonomous Integrity Monitoring (RAIM) is available for
Non-Precision Approaches (NPA).
SATELLITE DESELECT is used to deselect up to eight satellites that
are scheduled to be out of service as identified in NOTAMs. Deselected
satellites are not included in the predicted RAIM computations. Enter
the satellite numbers one at a time. Enable all deselected satellites
at once with the CLR/DEL function key (enter DELETE), or enable
individual satellites from the list by reentering the satellite number.
SELECTIONS:

1st Edition
11-26 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ NPA RAIM
GNSS CTL Selection shows the GNSS CONTROL

1st Edition
25 Jul 08 11-27
SBAS SERVICE PROVIDERS CJ1+/CJ2+/CJ3/Encore+
SBAS SERVICE PROVIDERS

Path:
IDX INDEX GNSS GNSS SELECT SBAS

1/2 page CTL CON- SBAS SER-
TROL VICE
Page PROVIDERS
Page
Figure 11-14 SBAS Service Providers Page
This page allows the pilot to enable or disable a SBAS service provider.
Push the LSK to change the selection from ENABLED to DISABLED.
1st Edition
11-28 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FREQUENCY
FREQUENCY
Condition(s):
If there are airport frequencies stored in the navigation database, the
FREQUENCY DATA page shows.
Path:
IDX INDEX FRE- FRE-

1/2 Page QUENCY QUENCY
DATA
Page
Figure 11-15 FREQUENCY DATA Page
The FREQUENCY DATA pages show communication frequencies

associated with airports.
The FREQUENCY DATA page lists the origin, destination, and alternate
airports along with a space for a pilot entered airport.
If a pilot-entered airport identifier is associated with more than one
airport stored in the navigation database, the SELECT APT page
shows. The SELECT APT page lists the identifier, ICAO country code,
and the latitude and longitude for each airport. Refer to the figure on
page 11-91.
1st Edition
25 Jul 08 11-29
FREQUENCY CJ1+/CJ2+/CJ3/Encore+
If there are no frequencies stored in the database, the FREQUENCY

DATA page with the message NO DATA AVAILABLE page shows.
The FREQUENCY DATA page shows up to eight communication types
per page, four on each side of the page. If more than eight frequencies
are available for an airport, up to nine pages are available to show the
frequencies. Push the PREV and NEXT function keys to show any
additional pages.
SELECTIONS:
SEL APT The SEL APT field lists airport identifiers

that are in the active flight plan. The order
of the display is departure (origin), arrival,
alternate, and a pilot-entered airport. If
no airport is in the flight plan, four dashes
are shown for the airport. The SEL APT
LSK is used to select the airports for
which frequency data is desired. Each
push of the LSK selects the next airport
in the list. Changes made to the origin,
destination, or alternate airport results in
the selection of that airport and a return
to the first FREQUENCY DATA page.
Communication For communication types with more

Types than one frequency available for a
particular airport, a LSK is labeled with
that frequency type and a MULTIPLE
selection. Push the MULTIPLE LSK to
show the Communication Type page for
the selected airport. Refer to the figure
on page 11-32.
INDEX Selection returns the display to the

INDEX 1/2 page. Refer to the figure on
page 11-3.
1st Edition
11-30 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FREQUENCY
Condition(s):
If there are no airport frequencies stored in the navigation database,
the FREQUENCY DATA page shows with the message NO DATA
AVAILABLE.
Path:
IDX INDEX FRE- FRE-

1/2 Page QUENCY QUENCY
DATA
Page
Figure 11-16 FREQUENCY DATA Page – No Data Available
Selecting the INDEX LSK returns the display to the INDEX 1/2 page.
1st Edition
25 Jul 08 11-31
COMMUNICATION TYPE CJ1+/CJ2+/CJ3/Encore+
COMMUNICATION TYPE
Path:
IDX INDEX FRE- FRE- Commu- Com-

1/2 Page QUENCY QUENCY nication munica-
DATA Type tion Type
Page Page
Figure 11-17 COMMUNICATION TYPE Page – Multiple DEP

Frequencies
Frequencies listed adjacent to the left side LSK are ordered as follows:
VHF 8.33, VHF, HF, and UHF. The COMMUNICATION TYPE page
shows up to five frequencies per page for up to nine pages. Push the
PREV and NEXT function keys to show any additional pages.
Sector and altitude limitations (as available) are listed above the
frequencies. The sector limitation consists of two three-digit fields
separated by a blank space. Altitude limitations are shown in feet.
There are four types of altitude limitations:
• At or above altitude limits, which are followed by an A.
• At or below altitude limits, which are followed by a B.
• Between altitude limits, which are shown as at or above and at or
below altitudes separated by a blank space.
• At limits.
1st Edition
11-32 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ COMMUNICATION TYPE
If the scratchpad is empty, a push of the LSK adjacent to a frequency

copies the frequency to the scratchpad.
SELECTIONS:
FREQUENCY Selection returns the display to the

FREQUENCY DATA 1/X page (X can be
1 to 9). Refer to the figure on page 11-29.
1st Edition
25 Jul 08 11-33
FIX INFO CJ1+/CJ2+/CJ3/Encore+
FIX INFO
Path:
IDX INDEX FIX FIX INFO

1/2 Page 1/1 Page
Figure 11-18 FIX INFO 1/1 Page
FIX INFO 1/1

REF
SGF
RAD CROSS LAT CROSS
002Î ---Î--.--
DIS CROSS LON CROSS
63.3 ----Î--.--
<ABEAM REF
ABEAM REF
CRS DIST ETE FUEL
95.4NM 0:16 480
[ ]
TPJ3526_01
The FIX INFO page is used to create pilot-defined waypoints based on

a reference waypoint, a latitude crossing, or a longitude crossing. A
flight plan can have up to five fixes, with two references per fix. Each
reference fix shows on an individual FIX INFO page (FIX INFO 1/2 and
FIX INFO 2/2). There are four types of fixes: Abeam, Radial Crossing,
Distance Crossing, and Latitude or Longitude Crossing point.
NOTE
N
Fixes can be converted to waypoints for use in a flight plan. Refer to
the FLIGHT PLANS chapter of this operator’s guide for instructions
on how to convert a fix to a waypoint.
An Abeam fix is the point on the flight plan where the reference waypoint
is perpendicular to a flight plan leg. A Radial Crossing fix is the point
where a specific radial from the reference waypoint intersects the flight
plan. A Distance Crossing fix is the point where a specific distance
from the reference waypoint intersects the flight plan. A Latitude or
1st Edition
11-34 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FIX INFO
Longitude Crossing point fix is the point where the specified latitude or
longitude entry intersects the flight plan.
On the MFD, a Radial Crossing fix or Abeam fix shows as a small green
circle around the fix reference, with a dashed green line from the circle
to a small white circle on the course line at the fix point. A Distance
Crossing fix shows as a large green circle (or partial circle) centered
over the fix reference, with a radius equal to the specified distance from
the fix reference, and a small white circle at the point where the large
circle intersects the course line. The Latitude or Longitude Crossing fix
shows as a small white circle at the point on the flight plan where the
specified latitude or longitude intersects the flight plan.
SELECTIONS:
REF Used to enter the identifier of a reference

waypoint for a fix. A fix reference can
be a waypoint, navaid, or airport. Once
a fix reference is entered into the REF
prompt from the scratchpad, the FIX
INFO page shows the Course (CRS),
Distance (DIST), Estimated Time En
Route (ETE), and estimated FUEL
remaining from the fix reference to the
present position of the aircraft under the
DATA TITLE.
NOTE
N
Runway threshold waypoints cannot
be used as fix references.
RAD CROSS Used to enter a specific radial from the

reference waypoint that intersects the
flight plan. A REF waypoint must be
entered for a RAD CROSS fix.
DIS CROSS Used to enter a specific distance from

the reference waypoint that intersects
the flight plan. A REF waypoint must be
entered for a DIS CROSS fix.
1st Edition
25 Jul 08 11-35
FIX INFO CJ1+/CJ2+/CJ3/Encore+
LAT CROSS Used to enter a specified latitude

coordinate that intersects the flight plan.
LAT CROSS fixes do not use reference
waypoints. If a reference waypoint was
entered, LAT CROSS and LON CROSS
show dashes. The fix coordinates must
intersect the flight plan or the message
NO INTERSECTION shows in the
scratchpad. When a correct LAT entry is
made, it shows in large font text and the
corresponding LON for the intersecting
point shows in small font text.
LON CROSS Used to enter a specified longitude

coordinate that intersects the flight plan.
LON CROSS fixes do not use reference
waypoints. If a reference waypoint was
entered, LAT CROSS and LON CROSS
show dashes. The fix coordinates must
intersect the flight plan or the message
NO INTERSECTION shows in the
scratchpad. When a correct LON entry is
made, it shows in large font text and the
corresponding LAT for the intersecting
point shows in small font text.
ABEAM REF Used to select a fix abeam the entered

REF waypoint. An abeam fix is the point
on the flight plan where the reference
waypoint is perpendicular to a flight plan
leg.
DATA TITLE The default data title that shows above

the CRS, DIST, ETE, and FUEL readout
is DIRECT TO.
• Once the REF waypoint is entered, the
REF identifier is added to DIRECT TO
(for example, DIRECT TO ABQ).
• If the fix intersects the flight plan,
ALONG TRK shows as the data title.
1st Edition
11-36 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FIX INFO
• If the fix is an Abeam fix, ABEAM

shows as the data title with the REF
waypoint identifier (for example,
ABEAM ABQ).
1st Edition
25 Jul 08 11-37
HOLD CJ1+/CJ2+/CJ3/Encore+
HOLD
Condition(s):
When the HOLD LSK on the INDEX page is pushed and no holds
currently exist in the flight plan, the ACT LEGS page with the HOLD AT
prompt shows on the CDU.
Path:
IDX INDEX HOLD ACT

1/2 Page LEGS
Page with
HOLD AT
Figure 11-19 ACT LEGS Page With HOLD AT Prompt
On the ACT LEGS page, a hold can be entered at a flight plan waypoint,
at a waypoint not in the flight plan, or at the present position of the
aircraft. A hold is entered by entering the designated hold at point in
the scratchpad, then transferring it to the HOLD AT prompt. Refer to
the FLIGHT PLANS chapter of this operator’s guide for instructions on
how to enter a hold.
1st Edition
11-38 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ HOLD
SELECTIONS:
HOLD AT Prompt boxes are used to enter the

□□□□□ identifier of the waypoint for the hold. Up
to five characters can be entered. When
the hold waypoint is entered into the
prompts, the page changes to the MOD
FPLN HOLD page with the hold point as
the FIX.
PPOS Used to select the present position of

the aircraft as the holding point. When
PPOS is selected, the page changes to
the MOD FPLN HOLD page with PPOS
as the holding FIX.
1st Edition
25 Jul 08 11-39
Condition(s):
When the HOLD LSK on the INDEX 1/2 page is pushed and one hold
already exists in the flight plan, the ACT FPLN HOLD page shows on
the CDU.
Path:
IDX INDEX HOLD ACT

1/2 Page FPLN
HOLD
Page
Figure 11-20 ACT FPLN HOLD Page
The ACT FPLN HOLD page shows the holding fix, the type of entry
into holding (for example, direct or teardrop), the holding pattern, and
speeds for the existing hold. The pilot can modify the hold or enter a
new hold with the NEW HOLD selection. Refer to the FLIGHT PLANS
chapter of this operator’s guide for instructions on how to modify a hold.
SELECTIONS:
FIX ENTRY Identifies the holding pattern FIX and the

type of ENTRY into the holding pattern
(DIRECT, TEARDP, and PARALL).
1st Edition
11-40 25 Jul 08
HOLD SPD Used to select between FAA or ICAO

recommended Holding Speed (HOLD
SPD) values. The default selection is
FAA. The selected mode shows in large
green text and the unselected mode
shows in small white text.
QUAD/RADIAL Used to show/enter the quadrant and

radial on which the holding pattern is
based. The QUAD/RADIAL is used only
if cleared to hold in a particular cardinal
direction (quadrant) from a specified
fix defined off a VOR radial. When
QUAD/RADIAL is entered, the FMS
automatically computes the inbound
course for the hold. Depending on the
radial, the resulting inbound course can
be a reciprocal heading of the radial. The
QUAD/RADIAL entry NEVER determines
the direction of turn of the hold itself.
Standard hold pattern turns are to the
right; the controlling authority issues
non-standard holding instructions (left
turns). The examples that follow show
valid QUAD/RADIAL entries.
• S/185
• NE/017
• SW/245.
MAX KIAS Shows the maximum recommended

holding speed in Knots Indicated
Airspeed (KIAS).
1st Edition
25 Jul 08 11-41
INBD CRS/DIR Shows the Inbound Course (INBD CRS)

and Direction of turns (DIR) for the
holding pattern. The pilot can modify
the inbound course and direction if
necessary. The examples that follow
show valid INBD CRS/DIR entries.
• 275/R
• 318/L
• 182T/L.
NOTE
N
A T can be added to the course to
create a true north reference.
FIX ETA Show the Estimated Time of Arrival (ETA)

at the holding fix. The time is based on
the distance around the holding pattern.
The ETA is computed by the FMS and
cannot be manually changed.
LEG TIME Shows the duration of the pattern leg in

minutes. LEG TIME can be manually
changed if necessary. If LEG TIME is
manually entered, the FMS recomputes
the LEG DIST using ground speed and
leg time.
EFC TIME Shows the Expect Further

Clearance (EFC). EFC TIME is an
optional pilot entry. Entry format for EFC
TIME is HHMM or HMM (for example,
1345 or 020). Entering EFC TIME does
not create a MOD FPLN, and EFC TIME
can be edited at any time during a hold.
When the specified EFC TIME arrives,
and the aircraft has not exited the hold,
the message HOLD EFC EXPIRED
shows.
1st Edition
11-42 25 Jul 08
LEG DIST Shows the length of the pattern leg

in nautical miles. LEG DIST can be
manually changed if necessary. If LEG
DIST is manually entered, the FMS
recomputes the LEG TIME using ground
speed and leg length.
NEW HOLD Selection shows the ACT LEGS page

with the HOLD AT prompt to enter a new
holding fix. Refer to the figure on page
11-38.
Condition(s):
When the HOLD LSK on the INDEX page is pushed and two or more
holds currently exist in the flight plan, the ACT HOLD LIST page shows
on the CDU.
Path:
IDX INDEX HOLD ACT

1/2 Page HOLD
LIST
Page
Figure 11-21 ACT HOLD LIST Page
1st Edition
25 Jul 08 11-43
The ACT HOLD LIST page shows all holds currently in the flight plan.
Holds that are part of an approach or a missed approach procedure
are identified as such on the HOLD LIST page. The NEW HOLD LSK
shows the ACT LEGS page with the HOLD AT prompt to enter a new
hold into the flight plan. To show the ACT FPLN HOLD page for an
existing hold, push the LSK next to the holding fix.
1st Edition
11-44 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PROGRESS
PROGRESS
Path:
IDX INDEX PROG PROGRESS

1/2 Page 1/2 Page
Figure 11-22 PROGRESS 1/2 Page
The PROGRESS 1/2 page shows flight plan and performance data.
The data is based on the measured fuel flow and ground speed. In the
MANUAL performance mode, the data is based on the pilot-entered
fuel flow and/or ground speed on the FUEL MGMT page. The page
title changes to MANUAL PROGRESS when the MANUAL mode on
the FUEL MGMT page is active.
The LAST waypoint is the last waypoint passed in the flight plan.
Distance (DIST) shown for the last waypoint is the distance from that
waypoint. FUEL-LB is the fuel remaining at that waypoint.
The TO waypoint is the active waypoint. Dashes show for the TO
waypoint if there is no active waypoint due to a discontinuity, or after
passing the last waypoint at the end of the flight plan. DIST is the
distance to the TO waypoint. For a holding fix, the TO waypoint DIST
is the distance from the current position of the aircraft around the
holding pattern to the fix. ETE is the estimated time en route to the TO
waypoint. FUEL-LB is the current remaining fuel.
1st Edition
25 Jul 08 11-45
PROGRESS CJ1+/CJ2+/CJ3/Encore+
The NEXT waypoint is the waypoint that follows the TO waypoint in the
flight plan, except when the TO waypoint is a holding fix. If the leg that
follows the TO waypoint is a hold, the NEXT waypoint is the waypoint
that follows the holding fix. DIST for the NEXT waypoint is the distance
from the current position of the aircraft to the NEXT waypoint. ETE
for the NEXT waypoint is the estimated time en route to the NEXT
waypoint. FUEL-LB is the projected remaining fuel upon reaching the
NEXT waypoint.
The DEST waypoint is the same as the DEST airport on the ACT
FPLN page. If no destination airport is entered, dashes show for the
DEST waypoint. DIST, ETE, and FUEL-LB are projected for the DEST
airport, or runway threshold if an arrival runway has been selected, and
are calculated from the current position of the aircraft along the flight
plan route.
The ALTN waypoint is the same as the ALTN airport of the ACT FPLN
page. If no alternate is entered, then dashes show for the ALTN.
DIST, ETE, and FUEL-LB are projected for the ALTN airport and are
calculated from the current position of the aircraft to the ALTN airport.
The navigation sensors used by the FMS are annunciated under the
NAVIGATION title. The annunciations are based on the equipment
installed in the aircraft. Aircraft installations with a GNSS sensor
available show GNSS only as the default sensor used. The list that
follows shows the available annunciations.
• DME/DME – (indicates two or more DMEs are being used).
• VOR/DME1 – (indicates that DME/DME is not being used and that
the VOR and DME pair tuned on the NAV1 radio are being used).
• VOR/DME2 – (indicates that DME/DME is not being used and that
the VOR and DME pair turned on the NAV2 radio are being used).
• GNSS1 – (indicates GNSS1 is being used for computing an FMS
navigation solution).
• GNSS2 – (indicates GNSS2 is being used for computing an FMS
navigation solution).
NOTE
N
When GNSS sensors are used for position estimating, the solution
will not mix information from other sensors.
1st Edition
11-46 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PROGRESS
NOTE
N
When both VOR and DME sensor pairs are being used to determine
position, the pair tuned to the closest navaid is annunciated.
Path:
IDX INDEX PROG PROGRESSNEXT PROGRESS

Figure 11-23 PROGRESS 2/2 Page
The PROGRESS 2/2 page shows the wind and temperature effects on
the aircraft. The data is based on the measured fuel flow and ground
speed. In the MANUAL performance mode, the data is based on the
pilot-entered fuel flow and/or ground speed on the FUEL MGMT page.
The page title changes to MANUAL PROGRESS when the MANUAL
mode on the FUEL MGMT page is active. The PROGRESS 2/2 page
shows:
• HEADWIND or TAILWIND and CROSSWIND components
• WIND direction and speed
• Static Air Temperature (SAT) and ISA temperature Deviation (DEV)
• Cross Track (XTK) direction and distance in nautical miles
• True Airspeed (TAS)
1st Edition
25 Jul 08 11-47
PROGRESS CJ1+/CJ2+/CJ3/Encore+
• Expected FMS Position (POS) ACCURACY in nautical miles.

NOTE
N
Wind direction is always referenced to true north on the
PROGRESS 2/2 page.
1st Edition
11-48 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ SEC FPLN
SEC FPLN
Path:
IDX INDEX SEC SEC

1/2 Page FPLN FPLN
Page
Figure 11-24 SEC FPLN Page
The SEC FPLN pages show the same type of information as the ACT
FPLN pages. The SEC FPLN page with the last waypoint or route
entry also shows a line key selection for SEC TRANSFER FROM
XSIDE (only shown when FMS are in INDEP mode), which is used to
transfer the secondary flight plan from the cross-side FMS. Like the
active/modified flight plan, the secondary flight plan is complete when it
includes both the lateral and vertical segments, plus the expected flight
conditions required for time and fuel calculations. Unlike the ACT/MOD
FPLN, the SEC FPLN does not use sensor data to estimate time, fuel,
and weight calculations (estimates are based on the performance
database of the aircraft). Manual changes affect the secondary flight
plan performance calculations.
1st Edition
25 Jul 08 11-49
SEC FPLN CJ1+/CJ2+/CJ3/Encore+
SELECTIONS:
ROUTE MENU Selection shows the ROUTE MENU

ACTIVATE Activates the SEC FPLN for use as the

ACT FPLN. Refer to the FLIGHT PLANS
chapter in this operator’s guide for
information on activating a SEC FPLN.
SEC LEGS Selection shows the SEC LEGS pages.

The SEC LEGS pages show the same
type of information as the ACT LEGS
pages.
1st Edition
11-50 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ ROUTE MENU
ROUTE MENU
Path:
IDX INDEX ROUTE ROUTE

1/2 Page MENU MENU
Page
Figure 11-25 ROUTE MENU Page
The ROUTE MENU page shows an index of the route lists available
from which to select preplanned flight plan routes. The available route
lists include the PILOT ROUTE LIST and the DISK ROUTE LIST.
In addition to the routes already loaded into the FMS in the PILOT
ROUTE LIST, the DISK ROUTE LIST feature supplies the ability to
load a flight plan from an external storage device. FPLN RECALL
and FPLN WIND are DATALINK functions that are not covered in this
publication. Refer to the Rockwell Collins publication Corporate Datalink
System CMU-4000/RIU-40X0 Operator’s Guide (CPN 523-790499) for
information on the operation of the Datalink function.
SELECTIONS:
PILOT ROUTE Selection shows the PILOT ROUTE LIST

LIST page. Refer to the figure on page 11-53.
1st Edition
25 Jul 08 11-51
ROUTE MENU CJ1+/CJ2+/CJ3/Encore+
DISK ROUTE LIST Selection shows the DISK ROUTE LIST

FPLN RECALL Selection shows the FPLN RECALL page

of the optional DATALINK service.
FPLN WIND Selection shows the FPLN WIND update

page of the optional DATALINK service.
SEC FPLN Selection shows the SEC FPLN page.

1st Edition
11-52 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PILOT ROUTE LIST
PILOT ROUTE LIST

Path:
IDX INDEX ROUTE ROUTE PILOT PILOT

1/2 Page MENU MENU ROUTE ROUTE
Page LIST LIST
Page
Figure 11-26 PILOT ROUTE LIST Page
The PILOT ROUTE LIST page shows a list of the routes stored in the
FMS. A route is selected from the list with a push of the LSK adjacent
to the desired route.
SELECTIONS:
RTE TRANSFER Initiates a transfer of pilot routes

FROM XSIDE contained in the cross-side FMS to the
same-side (requesting) FMS for dual
FMS installations.
ROUTE MENU Selection shows the ROUTE MENU.
1st Edition
25 Jul 08 11-53
PILOT ROUTE LIST CJ1+/CJ2+/CJ3/Encore+
ACT STORE Selection saves the current ACT FPLN

and adds it to the PILOT ROUTE LIST.
SEC STORE Selection saves the SEC FPLN and adds

it to the PILOT ROUTE LIST.
1st Edition
11-54 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DISK ROUTE LIST
DISK ROUTE LIST

Path:
IDX INDEX ROUTE ROUTE DISK DISK

1/2 Page MENU MENU ROUTE ROUTE
Page LIST LIST
Page
Figure 11-27 DISK ROUTE LIST Page
The DISK ROUTE LIST page is used to load a route from the USB
thumbdrive inserted into the DBU. A push of the READ DISK LSK
causes the DBU to read the thumbdrive that contains the desired
routes. The CDU then shows a list of flight plan routes. A push of the
LSK adjacent to the desired route loads that route into the SEC FPLN,
which can then be activated and executed.
NOTE
N
The DISK ROUTE LIST operates in Honeywell Global Data
Center (GDC) format. This format is not the same as the FMS
stored flight plan format.
1st Edition
25 Jul 08 11-55
FMS CONTROL (Dual Installations) CJ1+/CJ2+/CJ3/Encore+
FMS CONTROL (DUAL INSTALLATIONS)

Path:
IDX INDEX NEXT INDEX FMS CTL FMS

1/2 Page 2/2 Page CON-
TROL
Page
Figure 11-28 FMS CONTROL Page
The FMS CONTROL page is used to select Synchronized (SYNC) or

Independent (INDEP) mode for the FMS COORD MODE for dual FMS
installations.
When the coordination mode is changed from INDEP to SYNC, the
prompt SELECT SYNC MASTER requires the selection of a sync
master. Choose whichever FMS is desired to retain its existing
flight plans. When an FMS is selected as master, its flight plans are
transferred to the other FMS during the change to the SYNC mode. Any
flight plans in the other FMS are lost.
When the coordination mode is changed from SYNC to INDEP, a
CONFIRM prompt requires confirmation of the change. Push the
CONFIRM LSK to confirm the change, or push the CANCEL LSK to
cancel the operation.
1st Edition
11-56 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DATA BASE
DATA BASE
Condition(s):
If the IDENT field is empty when the DATA BASE LSK is pushed, the
DATA BASE page shows with the IDENT prompts.
Path:
IDX INDEX NEXT INDEX DATA DATA

1/2 Page 2/2 Page BASE BASE
Page
Figure 11-29 DATA BASE Page
The DATA BASE page is used to show information about a specific

airport, navaid, intersection, or PILOT WPT LIST waypoint. To show the
desired information, enter the identifier into the IDENT prompts.
If a waypoint identifier that is associated with more than one waypoint
stored in the navigation database is entered, a SELECT WPT page
is presented that shows the waypoint type, latitudes, longitudes, and
ICAO country codes, which assists in the selection of the desired
waypoint. Duplicate waypoint types and their associated pages are
listed as follows. Refer to the SELECT WPT section of this chapter for
information about each page type.
1st Edition
25 Jul 08 11-57
DATA BASE CJ1+/CJ2+/CJ3/Encore+
The DATA BASE page is used to show information about a specific

airport, navaid, intersection, or PILOT WPT LIST waypoint. To show the
desired information, enter the identifier into the IDENT prompts.
• Duplicate Airport/Navaid - Refer to the figure on page 11-84.
• Duplicate Airport Runway - Refer to the figure on page 11-85.
• Airport Terminal/En Route Intersection - Refer to the figure on page
11-86.
• Duplicate Pilot Defined/En Route Intersection - Refer to the figure
on page 11-87.
• Duplicate VOR/DME Navaids - Refer to the figure on page 11-88.
• Duplicate ILS Station - Refer to the figure on page 11-90.
If an airport identifier that is associated with more than one airport
stored in the navigation data base is entered, the SELECT APT page
shows. Refer to the figure on page 11-91.
SELECTIONS:
IDENT The IDENT prompts are used to enter the

□□□□□ identifier of an airport, navaid, waypoint
in the FMS database, or waypoint in the
PILOT WPT LIST.
PILOT WPT LIST Selection shows the PILOT WPT LIST


DEFINE WPT Selection shows the DEFINE PILOT WPT

1st Edition
11-58 25 Jul 08
Condition(s):
When an airport identifier is entered into the IDENT prompts, the DATA
BASE page shows with the airport information.
Path:
IDX INDEX NEXT INDEX DATA DATA Airport DATA

1/2 Page 2/2 Page BASE BASE IDENT BASE
Page Page
Figure 11-30 DATA BASE Page with Airport Information
For airports, the DATA BASE page shows:

• Longest operational hard surface Runway (LONG RWY)
• RUNWAY LENGTH in FEET or METERS
• Latitude and longitude position of the geographical center of the
airport sometimes called the Airport Reference Point (ARP)
• Magnetic Variation (MAG VAR)
• NAME of the airport
• Airport Elevation (ELEV) in feet
• LOCALIZERS select function
• RUNWAYS select function
• TERM WPTS select function.
1st Edition
25 Jul 08 11-59
DATA BASE CJ1+/CJ2+/CJ3/Encore+
Condition(s):
When a navaid identifier is entered into the IDENT prompts, the DATA
BASE page shows with the navaid information.
Path:
IDX INDEX NEXT INDEX DATA DATA Navaid DATA

Page Page
Figure 11-31 DATA BASE Page with Navaid Information
For VOR, VOR/DME, DME, VORTAC, and TACAN navaids, the DATA
BASE page shows:
• Type of equipment (VOR, VOR/DME, VORTAC, or TACAN)
• Transmitter frequency
• LAT/LON for VOR and DME facilities, as appropriate
• MAG VAR (for facilities that include VOR equipment)
• NAME of the navaid
• ELEV in feet.
1st Edition
11-60 25 Jul 08
Condition(s):
When a waypoint identifier is entered into the IDENT prompts, the DATA
BASE page shows with the waypoint information.
Path:
IDX INDEX NEXT INDEX DATA DATA Waypoint DATA

Page Page
Figure 11-32 DATA BASE Page with Waypoint Information
For waypoints in the PILOT WPT LIST, the DATA BASE page shows
the latitude, longitude, MAG VAR, and the basis for the definition of
the waypoint.
For waypoints in the FMS database, the DATA BASE page shows the
waypoint name, the latitude and longitude, the ICAO country code and
location, the type of waypoint, and the MAG VAR.
1st Edition
25 Jul 08 11-61
PILOT WPT LIST CJ1+/CJ2+/CJ3/Encore+
PILOT WPT LIST

Path:
IDX INDEX NEXT INDEX DATA DATA PILOT PILOT

1/2 Page 2/2 Page BASE BASE WPT WPT
Page LIST LIST
Page
Figure 11-33 PILOT WPT LIST Page
The PILOT WPT LIST page shows a list of all pilot-defined waypoints in
the FMS database. Up to 100 waypoints can be stored in the database.
Each PILOT WPT LIST page shows up to 10 pilot-defined waypoints.
Push the NEXT and PREV functions keys to show all PILOT WPT LIST
pages.
SELECTIONS:
WPT TRANSFER Selection initiates a transfer of the PILOT

FROM XSIDE WPT LIST in the cross-side FMS to the
same-side (requesting) FMS.
DATA BASE Selection shows the DATA BASE page.
1st Edition
11-62 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PILOT WPT LIST
DEFINE WPT Selection shows the DEFINE PILOT WPT

1st Edition
25 Jul 08 11-63
DEFINE PILOT WPT CJ1+/CJ2+/CJ3/Encore+
DEFINE PILOT WPT

Path:
IDX INDEX NEXT INDEX DATA DATA DEFINE DEFINE

1/2 Page 2/2 Page BASE BASE WPT PILOT
Page WPT
Page
Figure 11-34 DEFINE PILOT WPT Page
The DEFINE PILOT WPT page is used to create and name pilot-defined
waypoints. The waypoints can then be stored in the PILOT WPT LIST.
Up to 100 pilot defined waypoints can be stored in the database.
SELECTIONS:
IDENT Used to enter a unique name for the

pilot-defined waypoint. Up to five
characters (letters and numbers) can be
entered.
1st Edition
11-64 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DEFINE PILOT WPT
LATITUDE Used to define a waypoint by latitude

LONGITUDE and longitude coordinates. The format
for latitude and longitude data entry is (N
or S)DDMM.MM (W or E)DDDMM.MM
where D represent degrees and M
represents minutes. The guidelines
that follow are applicable to entering
coordinates.
NOTE
N
There are no spaces after the N or S
latitude letter or the E or W longitude
letter.
• If the coordinates are in whole degrees

of latitude or longitude, the minute
entries are not required.
• If minutes are entered, use two digits
before a decimal point.
• If a decimal point is used, use at least
one number after it.
• The acceptable range for entering
minutes is 00.00 to 59.99.
• Optional spaces can be placed
between the degrees and minutes
fields, and between the latitude and
longitude fields.
PLACE BRG/DIST Used to define a waypoint by a bearing

and distance from a base waypoint.
The format for a PLACE BRG/DIST
entry is a base waypoint identifier
followed by a bearing in degrees, a
slash, and a distance value (for example,
CID005.3/23.5). The rules that follow are
applicable to PLACE BRG/DIST entries.
1st Edition
25 Jul 08 11-65
DEFINE PILOT WPT CJ1+/CJ2+/CJ3/Encore+
• Base waypoint identifiers must be valid

navigation aids, en route intersections,
non-directional beacons, airport
reference points, or pilot-defined
waypoints.
• Bearings can be specified in tenths
of degrees if desired (for example,
034.5). Bearings must be specified
with three numbers for the whole
degree part, with leading zeros where
necessary (for example, 005).
• North bearings can be entered as 000
or as 360. The FMS always shows
North as 360.
• Distance entries are limited to 199.9
NM. Zero distance values are not
accepted.
1st Edition
11-66 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DEFINE PILOT WPT
TECH DETAIL
Bearing references vary depending
on the type of a base waypoint.
If the base waypoint has a VOR
component, then the bearing is
referenced to the VOR radial of zero
degrees. If the base waypoint is an
airport reference point or a runway
threshold, bearing is referenced to
the North Datum of the airport. For
other base waypoints, bearing is
referenced to either magnetic north
or true north, depending upon the
latitude of the base waypoint. For
base waypoints between the latitudes
of 73 degrees north and 60 degrees
south, the entered azimuth data is
referenced to magnetic north using
a computed value for the magnetic
variation. Otherwise, the entered
azimuth is referenced to true north.
Suffixing the bearing with the letter
T for true north overrides the logic
mentioned above and fixes the
reference to true north (for example,
CID034T/15).
PLACE BRG/ Used to define a waypoint by the

PLACE BRG intersection of bearings from two different
base waypoints.
STORE WPT Selection stores the new waypoint in the

PILOT WPT LIST.
RETURN Selection returns the display to the

previous display page.
1st Edition
25 Jul 08 11-67
DATA BASE DISK OPS CJ1+/CJ2+/CJ3/Encore+
DATA BASE DISK OPS

Path:
IDX INDEX NEXT INDEX DB DISK DATA

1/2 Page 2/2 Page OPS BASE
DISK
OPS
Page
Figure 11-35 DATA BASE DISK OPS Page
The DATA BASE DISK OPS page is used to update the FMS databases,
or to copy routes and waypoints through the DBU. Database operations
will not be covered in this publication.
NOTE
N
Load a database or write routes or waypoints only when the aircraft
is on the ground.
NOTE
N
For more information refer to Rockwell Collins, Inc. publication
DBU-5000 Data Base Unit Operator’s Guide (CPN 523-0808703).
1st Edition
11-68 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DATA BASE DISK OPS
SELECTIONS:
READ DISK For more information refer to Rockwell

Collins, Inc. publication DBU-5000
Data Base Unit Operator’s Guide (CPN
523-0808703).
WRITE RTES For more information refer to Rockwell

523-0808703).
WRITE WPTS For more information refer to Rockwell

523-0808703).

1st Edition
25 Jul 08 11-69
DEFAULTS CJ1+/CJ2+/CJ3/Encore+
DEFAULTS
Path:
IDX INDEX NEXT INDEX DE- DE-

1/2 Page 2/2 Page FAULTS FAULTS
1/5 Page
Figure 11-36 DEFAULTS 1/5 Page
The DEFAULTS pages show default values for the performance values
that show on the performance-related pages. The DEFAULTS 1/5 page
is specifically used to set or change the default values/settings for:
• Basic Operating Weight (BOW)
• Average Passenger Weight (AVG PASS WT)
• RESERVE FUEL Weight
• MAX MAP SYMB (Map Symbols).
The settings on the DEFAULTS pages remain in effect until they are
changed. However, for any individual flight plan, any of the defaults
on the appropriate display page of a flight plan can be overridden.
Overriding the default setting from within a flight plan does not change
the settings on the DEFAULTS page. Also, when changes are made to
the settings on the DEFAULTS page, they do not affect the ACT/MOD
FPLN or SEC FPLN.
1st Edition
11-70 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DEFAULTS
Changes made on the DEFAULTS pages are applied only when a new
flight plan is created, or one is selected from the PILOT ROUTES LIST.
BOW and FUEL FLOW CORRECTION are exceptions to this rule.
These values are applied to the ACT/MOD/SEC FPLN as soon as they
are entered/changed on the DEFAULTS page.
MAX MAP SYMB determines the maximum number of all types of map
symbols that can be shown on the MFD MAP. A detailed description of
how symbols are prioritized for display can be found in the MFD section
of this chapter.
1st Edition
25 Jul 08 11-71
Path:
IDX INDEX NEXT INDEX DE- DE- NEXT DE-

1/2 Page 2/2 Page FAULTS FAULTS FAULTS
1/5 Page 2/5 Page
The DEFAULTS 2/5 page is specifically used to set or change the

default values/settings for:
• CLIMB SPEED
• CRUISE SPEED
• DESCENT SPEED
• DESCENT ANGLE
• SPD/ALT LIMIT
• FL/TRANS ALT.
1st Edition
11-72 25 Jul 08
Path:
IDX INDEX NEXT INDEX DE- DE- NEXT DE- NEXT DE-
1/2 Page 2/2 Page FAULTS FAULTS FAULTS FAULTS
DEFAULTS 3/5
DME USAGE
YES/NO
VOR USAGE
YES/NO
NEAREST APTS MIN RWY
4000 FT
FLIGHT LOG ON LDG
YES/NO
[ ]
TPJ3530_01
The DEFAULTS 3/5 page shows default settings for VOR and DME
sensor usage by the FMS when it is calculating a position. Use the
DEFAULTS 3/5 page to change the individual default settings for:
• DME USAGE
• VOR USAGE.
The selected setting on the DEFAULTS 3/5 page affects the setting on
the VOR/DME CONTROL page.
The NEAREST APTS MIN RWY data field on the DEFAULTS 3/5 page
is used to set the minimum runway length for the NEAREST APTS page.
The DEFAULTS 3/5 page also shows a default setting for display of
the FLIGHT LOG after landing (FLIGHT LOG ON LDG). Use the LSK
to toggle between YES and NO for automatic display of the FLIGHT
LOG page.
1st Edition
25 Jul 08 11-73
Path:
NEXT DE-
FAULTS
4/5 Page
The DEFAULTS 4/5 page is specifically used to set or change the

default values/settings for:
• FUEL FLOW CORRECTION – Used to set the default fuel flow
correction factor that is used by the performance calculations.
• FPLN WINDS/TEMP PWR UP – Controls the option at system power
up to CLEAR or RETAIN wind and temperature data previously
entered into a flight plan.
• TEMP COMP – Controls the option at system power up to have
the Temperature Compensation (TEMP COMP) function (optional
feature) ON or OFF.
• DSPL TMP© FINAL VPA – Controls the option to have the Vertical
Path Angle (VPA) for the final approach segment to be shown as
either Uncompensated (UNCOMP) or Compensated (COMP) value.
1st Edition
11-74 25 Jul 08
Path:
NEXT DE- NEXT DE-

FAULTS FAULTS
4/5 Page 5/5 Page
The DEFAULTS 5/5 page shows default values and settings for the
Vspeeds values shown on the TAKEOFF REF and APPROACH
REF pages. Use the DEFAULTS 5/5 page to change the default
values/settings for:
• Takeoff (T/O) FLAPS
• Approach FLAP SETTINGS
• Engine Anti-Ice (A/I)
Fields on the TAKEOFF REF and APPROACH REF pages are also set
to their selected default setting after an FMC cold start.
1st Edition
25 Jul 08 11-75
ARRIVAL DATA CJ1+/CJ2+/CJ3/Encore+
ARRIVAL DATA
Path:
IDX INDEX NEXT INDEX ARR ACT AR-

1/2 Page 2/2 Page DATA RIVAL
DATA
Page
Figure 11-41 ACT ARRIVAL DATA Page
The ACT ARRIVAL DATA page shows information on the destination

airfield. If no destination airport has been entered, all display fields
are blank. If no approach is selected, only the four-letter airport ICAO
identifier shows. If a non-precision approach has been selected, the
approach designation and runway, and runway threshold altitude also
show. If an ILS approach is selected, the glide slope angle, localizer
true bearing, and localizer frequency show in addition to the information
already described. If a SBAS LPV approach is selected, the WAAS
channel number , glide path angle (from the navigation database), and
required provider (WAAS) will also show. The information presented
on the ARRIVAL DATA page is for display only. To change the display,
select a new approach at the destination airport through the ARRIVAL
page.
1st Edition
11-76 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ TEMP COMP (optional)
TEMP COMP (OPTIONAL)

Path:
IDX INDEX NEXT INDEX TEMP TEMP

1/2 Page 2/2 Page COMP COMP
Page
Figure 11-42 TEMP COMP Page
Barometric altimeters are calibrated to indicate true altitude only under

International Standard Atmosphere (ISA) conditions of temperature and
sea level pressure. In cases where the temperature is higher than ISA,
the true altitude will be higher than the altitude indicated by the altimeter.
Conversely, when the temperature is lower than ISA, the true altitude
will be lower than indicated. The FMS flies VNAV on a non-precision
approach using the barometric altimeter for the altitude sensor. On
a day when the temperature is lower than ISA, the true altitude/VPA
flown by the aircraft will be below the published altitude/VPA unless
the appropriate constraint altitudes and vertical path angles are
compensated to account for the below ISA temperature condition.
The (optional) FMS Temperature Compensation (TEMP COMP)
feature supplies the pilot a mechanism to have the FMS automatically
compensate the altitude constraints and vertical path angles associate
with the approach, the approach transition, and the missed approach.
1st Edition
25 Jul 08 11-77
TEMP COMP (optional) CJ1+/CJ2+/CJ3/Encore+
The Outside Air Temperature (OAT) value must be entered before

temperature compensation can be computed. A valid OAT is in the
range from −55° C to 70° C. The OAT entered and shown is the
aerodrome temperature that is associated with the airport that is
selected via the SEL APT LSK. Upon initial entry of a new OAT value,
the FMS will calculate ISA DEV using the value entered for OAT and
the elevation of the associated airport.
When ISA DEV is equal to or less than 0° C (cold temperature), the
OAT value is accepted for temperature compensation and calculations
show. The OAT value shows in large white font. The calculated ISA
DEV shows in small white font.
NOTE
N
If the optional TEMP COMP function is not enabled, the TEMP
COMP pages and/or selections will not be available.
Figure 11-43 TEMP COMP with ISA DEV Greater Than 0° C
When ISA DEV is greater than 0° C (hot temperature), the OAT value
shows in large yellow font and the calculated ISA DEV shows in small
yellow font. The message CORRECT APPR ALT DOWN? and the
options CONFIRM and CANCEL show in large white font. Pushing
the CONFIRM LSK will cause the FMS to accept the OAT value for
temperature compensation calculations and show OAT and ISA DEV in
1st Edition
11-78 25 Jul 08
white font. Pushing the CANCEL LSK will cause OAT and ISA DEV to
be returned to their previous states.
NOTE
N
The CORR APPR ALT DOWN? prompt refers to the indicated
altitudes and not the true altitudes.
SELECTIONS:
SEL APT Used to manually select the airport for

which TEMP COMP is to be applied.
Pushing the LSK cycles between the
origin airport and the destination airport.
The selected airport shows in large green
font. The unselected airport shows in
small white font.
NOTE
N
If both the origin and destination
airport are specified in the active
flight plan, the default selection of the
landing airport is the origin airport
while the aircraft is either within 50
NM of the airport or less than halfway
along the flight plan route, whichever
distance is smaller. When the aircraft
present position no longer meets
these criteria, the destination airport
is the default selection.
1st Edition
25 Jul 08 11-79
OAT Used to enter the Outside Air Temperature

(OAT) for the airport shown in the SEL
APT field. The OAT entered and shown
is the aerodrome temperature that
is associated with the airport that is
selected via SEL APT. OAT is a required
input parameter to compute temperature
compensation data. When TEMP COMP
(optional) is ON, prompt boxes indicate
OAT is a required entry. When TEMP
COMP is OFF, dashes indicate OAT is
an optional entry. When no airport is
available for selection via the SEL APT
(SEL APT is blank) function, then OAT
is also blank and any attempt to enter
a value for OAT causes the message
KEY NOT ACTIVE to be shown on the
scratchpad.
The OAT can be either entered in degrees

Celsius or Fahrenheit by entering the
numerical value either preceded or
followed by the letter C or the letter F. The
manually entered value shows in large
font. The appropriate units (C or F) show
after the OAT value. The default unit
of measure for outside air temperature
is Celsius. A temperature entry without
units is interpreted to be in the same units
that currently show.
ISA DEV Used to show the FMS-calculated

deviation from ISA temperature based on
the entered OAT value and the elevation
of the airport selected in the SEL APT
field. The ISA DEV shows in small font.
1st Edition
11-80 25 Jul 08
TEMP COMP Used to select the optional TEMP COMP

ON or OFF. At initial power-up or upon
a new flight plan, the selection (ON or
OFF) defaults to the setting specified on
the DEFAULTS 4/4 page.
NOTE
N
Changing the TEMP COMP setting
always creates a MOD FPLN
condition.
MSL ALT When OAT for either the origin or

destination airport has been entered, the
MSL ALT field lets an altitude be entered.
MSL ALT entries show in large white font.
CORR Shows the difference between the

compensated value and the original
value. This shows the pilot the amount
of correction or compensation that has
been applied. The difference between
the compensated value and the original
value shows in small white font.
COMP ALT Shows the result of applying TEMP

COMP to the MSL ALT entered by the
pilot. The altitude shows in small white
font and shows with FT appended to it to
signify the units. A negative correction
value is indicated by a minus (–) sign.
1st Edition
25 Jul 08 11-81
Figure 11-44 ACT LEGS Page with TEMP COMP On
When (optional) TEMP COMP is active, the FMS adds a copyright

symbol (©) to signify when temperature compensation has been applied
to a waypoint constraint altitude or VPA. If a compensated altitude
constraint shows in other places on the CDU or MFD display, for
example, the VNAV window, then the copyright symbol will be shown
there as well. TMP© shows in white on the bottom CDU annunciation
line while temperature compensation is active and being applied to
appropriate altitude constraints.
If TEMP COMP is ON and the FMS has all the information it needs to
calculate temperature compensation, any VPA or altitude constraint
that is loaded from the navigation database as part of an approach
procedure, an approach procedure transition, or missed approach
procedure, will be temperature compensated automatically. Exceptions
that result in temperature compensation not being applied include
altitude constraints that are above the flight level transition altitude, and
manually entered altitude or VPA constraints.
1st Edition
11-82 25 Jul 08
NOTE
N
TEMP COMP is not applied to altitudes above the flight level
transition altitude. However, when the FMS is applying TEMP
COMP to an altitude below the transition altitude, it is possible that
the resulting altitude can be above the transition altitude. These
situations will result in a flight level altitude with a copyright symbol
(©), which indicates a temperature compensated flight level altitude.
Since flight level altitudes are rounded to the nearest hundredths,
the indicated altitude is not the corrected true altitude.
NOTE
N
The temperature compensated VPA display on the ACT/MOD LEGS
pages is the value that results from the temperature compensated
altitude and is not the actual VPA that the aircraft will fly. When
TEMP COMP is active, the aircraft will always fly the actual VPA
contained in the database for that approach.
1st Edition
25 Jul 08 11-83
SELECT WPT CJ1+/CJ2+/CJ3/Encore+
SELECT WPT
Condition(s):
If an airport identifier that is associated with both a navaid and an airport
stored in the navigation data base is entered, the SELECT WPT page
shows with airport and navaid information.
Path:
Function FMS Data SELECT

Key (e.g., Page Field WPT
LEGS, Page
FPLN)
Figure 11-45 SELECT WPT Page – Airport/Navaid
Each entry shows the airport or navaid identifier, latitude, longitude,

and ICAO country code. The waypoints with duplicate identifiers are
ordered by increasing distance from the FMS position if the entry is on
the RADIO TUNING page or POS INIT page, or if the entry involves
the active waypoint. If the entry is on the FPLN or LEGS pages, the
waypoints with duplicate identifiers are ordered by distance from the
previous waypoint if one exists. Otherwise, for the FPLN and LEGS
pages, the waypoints with duplicate identifiers are ordered by distance
from the FMS position.
A push of the left or right LSK next to one of the duplicate identifiers
transfers the waypoint identifier into the data line of the page that was
1st Edition
11-84 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ SELECT WPT
displayed before the SELECT WPT page and returns the display to
the previous page.
If a selection on the SELECT WPT page is not made before leaving
the page (by a push of another function key), the requested edit is
cancelled and the scratchpad is cleared.
Condition(s):
If an airport runway waypoint identifier that is associated with more than
one airport stored in the navigation data base is entered, the SELECT
WPT page shows with airport runway information.
Path:

LEGS, Page
FPLN)
Figure 11-46 SELECT WPT Page – Airport Runway
Each entry shows the runway, airport identifier, latitude, longitude,

and ICAO country code. The waypoints with duplicate identifiers are
ordered by increasing distance from the FMS position if the entry is on
the RADIO TUNING page or POS INIT page, or if the entry involves
the active waypoint. If the entry is on the FPLN or LEGS pages, the
waypoints with duplicate identifiers are ordered by distance from the
previous waypoint if one exists. Otherwise, for the FPLN and LEGS
1st Edition
25 Jul 08 11-85
pages, the waypoints with duplicate identifiers are ordered by distance

Condition(s):
If an airport terminal waypoint identifier that is associated with an
airport and a en route intersection stored in the navigation data base
is entered, the SELECT WPT page shows with airport terminal and
en route intersection information.
Path:

LEGS, Page
FPLN)
Figure 11-47 SELECT WPT Page – Airport Terminal & En Route

Intersection
Each entry shows the waypoint identifier, type designation (terminal or

en route), latitude, longitude, and ICAO country code. The waypoints
with duplicate identifiers are ordered by increasing distance from the
FMS position if the entry is on the RADIO TUNING page or POS INIT
page, or if the entry involves the active waypoint. If the entry is on the
FPLN or LEGS pages, the waypoints with duplicate identifiers are
ordered by distance from the previous waypoint if one exists. Otherwise,
for the FPLN and LEGS pages, the waypoints with duplicate identifiers
are ordered by distance from the FMS position.
1st Edition
11-86 25 Jul 08
Condition(s):
If a pilot-defined waypoint identifier that is associated with an en route
intersection stored in the navigation data base is entered, the SELECT
WPT page shows with pilot-defined waypoint and en route intersection
information.
Path:

LEGS, Page
FPLN)
Figure 11-48 SELECT WPT Page – Pilot Defined & En Route

Intersection
Each entry shows the waypoint identifier, type designation (pilot-defined

or en route), latitude, longitude, and ICAO country code. The waypoints
with duplicate identifiers are ordered by increasing distance from the
FMS position if the entry is on the RADIO TUNING page or POS INIT
page, or if the entry involves the active waypoint. If the entry is on the
FPLN or LEGS pages, the waypoints with duplicate identifiers are
ordered by distance from the previous waypoint if one exists. Otherwise,
for the FPLN and LEGS pages, the waypoints with duplicate identifiers
are ordered by distance from the FMS position.
1st Edition
25 Jul 08 11-87
Condition(s):
If a waypoint identifier that is associated with duplicate navaids (VOR
and DME) stored in the navigation data base is entered, the SELECT
WPT page shows with VOR and DME information.
Path:

LEGS, Page
FPLN)
Figure 11-49 SELECT WPT Page – VOR/DME Navaid Pages
1st Edition
11-88 25 Jul 08
Each entry shows the waypoint identifier, type of navaid, the frequency
as applicable, latitude, longitude, and ICAO country code. The
waypoints with duplicate identifiers are ordered by increasing distance
from the FMS position if the entry is on the RADIO TUNING page or
POS INIT page, or if the entry involves the active waypoint. If the entry
is on the FPLN or LEGS pages, the waypoints with duplicate identifiers
are ordered by distance from the previous waypoint if one exists.
Otherwise, for the FPLN and LEGS pages, the waypoints with duplicate
identifiers are ordered by distance from the FMS position.
1st Edition
25 Jul 08 11-89
Condition(s):
If a waypoint identifier that is associated with duplicate ILS waypoints
stored in the navigation data base is entered, the SELECT WPT page
shows with Instrument Landing System (ILS) information.
Path:

LEGS, Page
FPLN)
Figure 11-50 SELECT WPT Page – ILS Station
Each entry shows the waypoint identifier, type of navaid, frequency,

associated airport, and ICAO country code. The waypoints with
duplicate identifiers are ordered by increasing distance from the FMS
position if the entry is on the RADIO TUNING page or POS INIT page,
or if the entry involves the active waypoint. If the entry is on the FPLN
or LEGS pages, the waypoints with duplicate identifiers are ordered by
distance from the previous waypoint if one exists. Otherwise, for the
FPLN and LEGS pages, the waypoints with duplicate identifiers are
ordered by distance from the FMS position.
1st Edition
11-90 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ SELECT APT
SELECT APT
Path:

Key (e.g., Page Field APT
LEGS or Page
FPLN)
Figure 11-51 SELECT APT Page
If the pilot enters an airport identifier that is associated with more

than one airport stored in the navigation data base, the SELECT
Airport (APT) page shows.
Each entry shows the airport identifier, latitude, longitude, and ICAO
country code. The duplicate airports are ordered by increasing distance
A push of the left or right LSK next to one of the duplicate identifiers
transfers the airport identifier into the data line of the page that was
displayed before the SELECT APT page, and returns the display to
the previous page.
If a selection on the SELECT APT page is not made before leaving
the page (by a push of another function key), the requested edit is
cancelled and the scratchpad is cleared.
1st Edition
25 Jul 08 11-91
FPLN CJ1+/CJ2+/CJ3/Encore+
FPLN
Condition(s):
When the Flight Plan (FPLN) function key on the CDU is pushed, the
ACT FPLN or MOD FPLN page shows. Each page shows the same
information.
• If no flight plan exists, or an unmodified active flight plan is being
used, the ACT FPLN page shows.
• If a flight plan modification is in progress, the MOD FPLN page
shows.
Path:
FPLN ACT
FPLN
Page
Figure 11-52 ACT FPLN Page
Information shown on the ACT FPLN pages varies with the equipment
and options installed in the aircraft. Items that show on the ACT FPLN
pages can include:
• ORIGIN, DEST, and ALTN airports
• Distance to the destination airport (DIST)
• ROUTE identifier
• Departure or Origin runway (ORIG RWY)
1st Edition
11-92 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FPLN
• The beginning of the flight plan route (VIA and TO)

• Offset track distance (OFFSET).
All subsequent ACT or MOD FPLN pages show up to five lines of
flight plan routing data, and line key selections for the SEC FPLN and
PERF INIT pages. The active route shows in magenta; all other route
data shows in white.
SELECTIONS:
COPY ACTIVE Selection copies the ACT FPLN and

loads it into the SEC FPLN.

PERF INIT Selection shows the PERF INIT pages.

1st Edition
25 Jul 08 11-93
LEGS CJ1+/CJ2+/CJ3/Encore+
LEGS
Condition(s):
When the LEGS function key on the CDU is pushed, the ACT LEGS or
MOD LEGS page shows. Each page shows the same information.
• If an unmodified active flight plan is being used, the ACT LEGS page
shows.
• If a flight plan modification is in progress, the MOD LEGS page
shows.
Path:
LEGS ACT/
MOD
LEGS
Page
Figure 11-53 ACT LEGS Page
The ACT LEGS and MOD LEGS pages show a list of all of the leg
segments that make up a flight plan route. The TO leg shows in green,
the last waypoint passed (FROM waypoint) shows in cyan, and all
other leg waypoints show in white. Various types of flight plan legs are
identified by the information shown in the left column of the display
page. The list below describes the information shown for each leg type.
1st Edition
11-94 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ LEGS
• For a magnetic or true course leg that terminates at a database or

pilot-defined waypoint, the course direction and waypoint identifier
are shown.
• For a magnetic or true heading leg with an altitude termination point,
the heading and terminating altitude are shown.
• For a DME ARC leg, the distance and direction of the turn are shown
along with a unique identifier.
• For a distance terminated leg, the course and waypoint with the
terminating distance are shown.
• For a radial terminated leg, the course and waypoint with the
terminating radial are shown.
• For an intercept leg that terminates when it intercepts the next leg, a
course and the identifier (INTC) are shown.
• For a leg that is terminated manually when vectored from it, a course
and the identifier Vectored (VECT) are shown.
• For a hold, HOLD AT and the holding fix identifier are shown.
• For a Hold to an Inbound Course set of legs (for example, some
approach transitions use a course reversal holding pattern to
establish the course into the final approach), HOLD TO, the Intercept
(INTC) identifier and INBD CRS (to identify the inbound waypoint)
are shown. A course reversal hold terminates when the holding
intercepts the course into the final approach.
• For a Procedure Turn (P TURN) set of legs, P-TURN and the
Intercept (INTC) identifier are shown.
In addition to the leg type and course, a leg display also shows:
• The distance from the current position of the aircraft to the waypoint.
• Vertical navigation information for the waypoint to include any of the
items that follow:
• Descent angle to the altitude constraint
• A SID, STAR, approach, or pilot-entered reference airspeed at
a waypoint
• A SID, STAR, approach, or pilot-entered constraint altitude, or
flight level at a waypoint.
1st Edition
25 Jul 08 11-95
LEG WIND CJ1+/CJ2+/CJ3/Encore+
LEG WIND
Path:
LEGS ACT/ LEG ACT/

MOD WIND MOD
LEGS LEG
Page WIND
Page
Figure 11-54 LEG WIND Page
The same color conventions for TO waypoint, active leg, and FROM
waypoint that are used on the LEGS page are also used on the LEG
WIND page. Refer to the FLIGHT PLANS chapter for information on
entering winds and ISA DEV on the LEG WIND pages.
1st Edition
11-96 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PERF
PERF
Path:
PERF PERF
MENU
Page
Figure 11-55 PERF MENU Page
The PERF MENU page shows a menu of the available performance

functions, lets the pilot enable the VNAV advisory function, and
shows/enables the VNAV PLAN SPD.
SELECTIONS:
PERF INIT Selection shows the PERF INIT pages.

VNAV SETUP Selection shows the VNAV setup pages

(VNAV CLIMB, VNAV CRUISE, and
VNAV DESCENT). Refer to the figure on
page 11-100, the figure on page 11-102,
and the figure on page 11-104.
1st Edition
25 Jul 08 11-97
PERF CJ1+/CJ2+/CJ3/Encore+
TAKEOFF Selection shows the TAKEOFF REF

pages. Refer to the figure on page
11-108.
FUEL MGMT Selection shows the FUEL MGMT pages.

FLT LOG Selection shows the FLIGHT LOG page.

APPROACH Selection shows the APPROACH REF

pages. Refer to the figure on page
11-116.
SEC PERF Selection shows the SEC PERF pages.

ADVISORY VNAV Selection enables and disables advisory

VNAV features including the required
vertical speed, vertical deviation scale,
and constraint altitudes for display on the
PFD.
VNAV PLAN SPD VNAV PLAN SPD, shown at the bottom

left of the PERF MENU page, shows the
VNAV speed for the current flight phase
that is specified on the VNAV SETUP
pages, or a flight plan speed restriction,
whichever is the most restrictive. The
RESUME text shows when VNAV PLAN
SPD is not selected. Refer to the
PERFORMANCE chapter for a more
detailed description of VNAV PLAN SPD.
1st Edition
11-98 25 Jul 08
PERF INIT
Path:
PERF PERF PERF PERF

MENU INIT INIT
Page Page
Figure 11-56 PERF INIT Page
The PERF INIT page is used to set or review various attributes used
to initialize the performance functions. Prompt boxes (□ □ □ □ □) for
FUEL and CRZ ALT, on the ACT PERF INIT page, identify the entries
that are necessary to activate the performance functions. Initialization
of the PERF functions can be very simple or very detailed, based on the
needs of the pilots. Refer to the PERFORMANCE chapter for a more
detailed description of PERF INIT.
TECH DETAIL
The FUEL field shows one of three labels: SENSED FUEL, CALC
FUEL, and MANUAL FUEL. SENSED FUEL shows when the fuel
quantity can be sensed by the total fuel quantity sensor. CALC
FUEL shows when the engines are running and the fuel value
reflects the FMS-calculated fuel remaining based on the fuel burn
rate. MANUAL FUEL shows for any manual fuel entry.
1st Edition
25 Jul 08 11-99
VNAV SETUP CJ1+/CJ2+/CJ3/Encore+
VNAV SETUP
Condition(s):
When the VNAV SETUP LSK is pushed and the aircraft is on the ground
or in the climb phase, the ACT VNAV CLIMB page shows.
Path:
PERF PERF VNAV ACT

MENU SETUP VNAV
Page CLIMB
Page
Figure 11-57 VNAV CLIMB Page
The ACT NAV CLIMB page shows the default setting for Target
Speed (TGT SPEED) and Speed/Altitude Limit (SPD/ALT LIMIT) for the
climb phase, along with the TRANS ALT. The Indicated Airspeed (IAS)
and Mach speeds that show on each page are independent so that
individual speeds for each phase of flight can be set. The speed/altitude
limits are also independent on each page. Additional SPD/ALT LIMIT
entries can be added to the default setting.
1st Edition
11-100 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ VNAV SETUP
SELECTIONS:
TGT SPEED Shows the default target speed for the

climb in (IAS)/Mach. TGT SPEED can be
changed as necessary.
TRANS ALT Shows the transition altitude. The value

is retrieved from the FL/TRANS ALT
setting on the DEFAULTS 2/5 page every
time a new flight plan is created. This
value can be changed without affecting
the value on the DEFAULTS 2/5 page.
NOTE
N
TRANS ALT on the VNAV CLIMB
page and TRANS FL on the VNAV
DESCENT page are interconnected.
A change to either one results in a
concurrent change in the other.
SPD ALT/LIMIT Shows the default speed/altitude limit,

which can be changed as necessary,
or an additional SPD/ALT LIMIT can be
added.
PERF INIT Selection shows the PERF INIT page.

1st Edition
25 Jul 08 11-101
Condition(s):
When the VNAV SETUP LSK is pushed and the aircraft is in the cruise
phase, the ACT VNAV CRUISE page shows.
Path:
PERF PERF VNAV ACT

MENU SETUP VNAV
Page CRUISE
Page
Figure 11-58 VNAV CRUISE Page
The ACT/MOD VNAV CRUISE page shows the default setting for
TGT SPEED and the selected CRZ ALT. The IAS and Mach speeds
that show on each page are independent so that individual speeds
for each phase of flight can be set. The speed/altitude limits are also
independent on each page. All of the default values on each page can
be changed on the DEFAULTS 2/5 page, or for a single flight, on the
VNAV SETUP pages. However, changes made on the DEFAULTS 2/5
page do not take affect for the current flight plan.
1st Edition
11-102 25 Jul 08
SELECTIONS:

cruise in Indicated Airspeed (IAS)/Mach.
TGT SPEED can be changed as
necessary.
CRZ ALT Shows the planned cruise altitude for the

flight.
NOTE
N
The CRZ ALT is the same altitude
that is entered on the PERF INIT
page. A change to the CRZ ALT on
the VNAV CRUISE page results in
the same change on the PERF INIT
pages.
PERF INIT Selection shows the PERF INIT page.

1st Edition
25 Jul 08 11-103
Condition(s):
When the VNAV SETUP LSK is pushed and the aircraft is in the descent
phase, the ACT VNAV DESCENT page shows.
Path:
PERF PERF VNAV ACT

MENU SETUP VNAV
Page DE-
SCENT
Page
Figure 11-59 VNAV DESCENT Page
The ACT VNAV DESCENT page shows the default setting for Target
Speed (TGT SPEED) and Speed/Altitude Limit (SPD/ALT LIMIT) for the
descent phase, along with the TRANS FL. The ACT VNAV DESCENT
page also shows a default setting for Vertical Path Angle (VPA) for
the descent. The IAS and Mach speeds that show on each page are
independent so that individual speeds for each phase of flight can be
set. The speed/altitude limits are also independent on each page. All
of the default values on each page can be changed on the DEFAULTS
2/5 page, or for a single flight, on the VNAV SETUP pages. However,
changes made on the DEFAULTS 2/5 page do not take affect for the
current flight plan.
1st Edition
11-104 25 Jul 08
SELECTIONS:

cruise in Indicated Airspeed (IAS)/Mach.
TGT SPEED can be changed as
necessary.
TRANS FL Shows the transition flight level. The

value is retrieved from the FL/TRANS
ALT setting on DEFAULTS 2/5 page
every time a new flight plan is created.
This value can be changed without
affecting the value on DEFAULTS 2/5
page.
NOTE
N
TRANS ALT on the VNAV CLIMB
page and TRANS FL on the VNAV
DESCENT page are interconnected.
A change to either one results in a
concurrent change in the other.
SPD ALT/LIMIT Shows the default speed/altitude limit,

which can be changed as necessary,
or an additional SPD/ALT LIMIT can be
added.
VPA Shows the default setting for Vertical Path

Angle (VPA). The default value can be
changed as necessary. A change to the
default VPA on the ACT VNAV DESCENT
page changes the VPA for all descents
in the flight plan. However, on the LEGS
page, the VPA can be changed for any
individual descent. Refer to the VNAV
OPERATIONS chapter for information on
setting the VPA for individual descent.
1st Edition
25 Jul 08 11-105
DESC INFO CJ1+/CJ2+/CJ3/Encore+
DESC INFO
Path:
PERF PERF VNAV ACT DESC DESC

MENU SETUP VNAV INFO INFO
Page DE- Page
SCENT
Page
Figure 11-60 DESC INFO Page
The DESC INFO page shows vertical information from the aircraft
present position and altitude Direct-To the displayed waypoint altitude.
The waypoint value defaults to the next waypoint in the active flight
plan that has a descent constraint. The pilot can overwrite the default
waypoint with any waypoint in the flight plan that has a descent altitude
constraint. Also, the pilot can enter any runway that is associated with
the destination airport. The intent of these fields is to supply vertical
situational awareness to the pilot.
SELECTIONS:
PPOS→WPT/ALT Shows the waypoint identifier and the

associated descent constraint.
1st Edition
11-106 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DESC INFO
PPOS VPA/VSR Shows the VPA in degrees to the descent

constraint and the Vertical Speed
Required (VSR) to reach the descent
constraint. The VSR is computed based
on vertical distance to the constraint,
ground distance to the waypoint, and
the current groundspeed. The VPA is
computed based on the PPOS VSR
divided by the current groundspeed,
multiplied by a constant of 57.3 deg/rad.
1st Edition
25 Jul 08 11-107
TAKEOFF REF CJ1+/CJ2+/CJ3/Encore+
TAKEOFF REF
Path:
PERF TAKE- TAKE-

MENU OFF OFF REF
Page 1/3 Page
Figure 11-61 TAKEOFF REF 1/3 Page
TAKEOFF REF 1/3 page shows the departure runway information and
the ambient meteorological conditions used for determining Vspeeds
(V1, VR, V2, VT). This information is also used to determine Maximum
Takeoff Weight (MTOW) and Balanced Field Length (BFL). The
information shown on the TAKEOFF REF pages is defined with respect
to the active flight plan only.
1st Edition
11-108 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ TAKEOFF REF
Path:
PERF TAKE- TAKE- NEXT TAKE-

MENU OFF OFF REF OFF REF
Page 1/3 Page 2/3 Page
TAKEOFF REF 2/3 page supplies takeoff weight data, takeoff runway
length data, and takeoff Vspeeds. It enables the pilot to select the
computed takeoff Vspeeds for display on the PFD airspeed scale.
1st Edition
25 Jul 08 11-109
TAKEOFF REF CJ1+/CJ2+/CJ3/Encore+
Path:
PERF TAKE- TAKE- NEXT TAKE- NEXT TAKE-

MENU OFF OFF REF OFF REF OFF REF
Page 1/3 Page 2/3 Page 3/3 Page
TAKEOFF REF 3/3 page supplies takeoff weight and maximum takeoff
weight values and supplies data on the structural, performance, and
runway length weight limits.
1st Edition
11-110 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FUEL MGMT
FUEL MGMT
Path:
PERF PERF FUEL FUEL

MENU MGMT MGMT
Page 1/3 Page
Figure 11-64 FUEL MGMT 1/3 Page
The FUEL MGMT 1/3 page shows:

• Total quantity of FUEL
• Total FUEL FLOW
• Total RESERVES
• Ground Speed (GND SPD)
• Time to Reserves (TIME TO RESV)
• Range to Reserves (RNG TO RESV)
• Current fuel burn for a Specific Range (SP RNG)
NOTE
N
The FUEL quantity can only be changed on the PERF INIT page.
FUEL quantity on the FUEL MGMT is for display only.
The FMS can calculate performance data in MEASURED mode.
1st Edition
25 Jul 08 11-111
FUEL MGMT CJ1+/CJ2+/CJ3/Encore+
On the CDU, the performance mode affects ETE and FUEL-LB/KG

shown on the PROGRESS pages.
On the MFD, the mode selected affects the ETA and FUEL shown
on the ACT FPLN PROGRESS pages. The data shown is based on
the current sensor-measured data for FUEL FLOW and GND SPD
(MEASURED mode), or pilot-entered FUEL FLOW and GND SPD
(MANUAL mode). In MEASURED mode, you can see wide variations in
the performance data during climb and descent phases of flight.
NOTE
N
To help differentiate sensor-measured FUEL FLOW and GND
SPD from pilot entries, sensor-measured data shows in small font
characters and pilot entries show in large font characters. To return
the FMS to MEASURED mode after you have made manual entries,
which automatically selects the MANUAL mode, you must delete
all of the manual entries you made. Use the DEL key function to
enter DELETE into the scratchpad and transfer it to the entry to
be deleted. When a manual entry is deleted, the current sensor
measured value shows.
1st Edition
11-112 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FUEL MGMT
Path:
PERF PERF FUEL FUEL NEXT FUEL

MENU MGMT MGMT MGMT
Page 1/3 Page 2/3 Page
Figure 11-65 FUEL MGMT 2/3 Page
FUEL MGMT 2/3 page shows the ENGINE FUEL-FLOW-USED, which

is the fuel flow rate and fuel used for each engine individually and the
TOTAL for both. Values shown are for display only.
1st Edition
25 Jul 08 11-113
FUEL MGMT CJ1+/CJ2+/CJ3/Encore+
Path:
PERF PERF FUEL FUEL NEXT FUEL NEXT PERF

MENU MGMT MGMT MGMT TRIP 3/3
Page 1/3 Page 2/3 Page Page
Figure 11-66 PERF TRIP 3/3 Page
PERF TRIP 3/3 page is a trip calculator. This page shows the following:
• FROM
• TO
• DIST
• GND SPD
• ETE
• PPOS
• FUEL FLOW (LB/HR)
• FUEL REQ (LB).
PERF TRIP 3/3 page is used to calculate Estimated Time En Route
(ETE) and the fuel required (FUEL REQ) based on DIST, GND SPD,
and FUEL FLOW. Distance can be specified either FROM a specific
waypoint, or from the Present Position (PPOS) to a specific waypoint
(TO) or a specified Distance (DIST). Ground Speed (GND SPD) and
FUEL FLOW can also be entered manually to replace the defaults.
1st Edition
11-114 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FLIGHT LOG
FLIGHT LOG
Path:
PERF PERF FLT LOG FLIGHT

MENU LOG
Page Page
Figure 11-67 FLIGHT LOG Page
The FLIGHT LOG page shows:

• Takeoff time (T/O)
• EN ROUTE time
• Landing time (LDG)
• FUEL USED
• Average True Airspeed and Ground Speed (AVG TAS/GS)
• AIR DIST
• GND DIST
• A line key selection to return to the PERF MENU page.
1st Edition
25 Jul 08 11-115
APPROACH REF CJ1+/CJ2+/CJ3/Encore+
APPROACH REF
Path:
PERF PERF AP- AP-

MENU PROACH PROACH
Page REF 1/3
Page
Figure 11-68 APPROACH REF 1/3 Page
APPROACH REF 1/3 page shows the approach runway information and
the ambient meteorological conditions used for determining approach
Vspeeds. This information is also used to determine Maximum Landing
Weight (MLW) and Landing Field Length (LFL). The information shown
on the APPROACH REF pages is defined with respect to the active
flight plan only.
1st Edition
11-116 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ APPROACH REF
Path:
PERF PERF AP- AP- NEXT AP-

MENU PROACH PROACH PROACH
Page REF 1/3 REF 2/3
Page Page
APPROACH REF 2/3 page shows data fields for approach Vspeeds,
landing weight data, and landing runway length data. It also lets the
pilot select the computed approach Vspeeds for display on the PFD
airspeed scale.
1st Edition
25 Jul 08 11-117
APPROACH REF CJ1+/CJ2+/CJ3/Encore+
Path:
PERF PERF AP- AP- NEXT AP- NEXT AP-

MENU PROACH PROACH PROACH PROACH
Page REF 1/3 REF 2/3 REF 3/3
Page Page Page
APPROACH REF 3/3 page supplies landing weight and maximum

landing weight values, and supplies data on the structural, performance,
and runway length weight limits.
1st Edition
11-118 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ SEC PERF
SEC PERF
Path:
PERF PERF SEC SEC

MENU PERF PERF
Page Page
Figure 11-71 SEC PERF Page
SEC PERF page uses the same format as PERF INIT page. Refer to
1st Edition
25 Jul 08 11-119
DEP ARR CJ1+/CJ2+/CJ3/Encore+
DEP ARR
Condition(s):
The DEP/ARR INDEX page shows if one of the conditions that follow is
true when the DEP ARR function key is pushed:
• Neither an active or modified flight plan exists.
• The SEC FPLN page or SEC LEGS page is showing.
• The origin or destination airport is not specified.
Path:
DEP DEP/
ARR ARR
INDEX
Page
Figure 11-72 DEP/ARR INDEX Page
The DEP/ARR INDEX page shows the identifiers for the origin and
destination airports for the ACT FPLN and the SEC FPLN if the airports
have been entered on the respective flight plan pages. Also shown is
an entry line labeled OTHER for showing departures and arrivals for an
airport that is not associated with either flight plan.
When an airport identifier is entered into the scratchpad, and the DEP
LSK adjacent to the OTHER legend is pushed, the CDU page changes
to a DEPART page that shows DEPARTURES and RUNWAYS for the
1st Edition
11-120 25 Jul 08
ADDENDUM 2
TO
OPERATOR’S GUIDE
st
Part Number 523-0810168-001117, 1 Edition Dated 25 Jul 08
On page 11-121, insert the following note after the final paragraph.
NOTE

Addendum 2
10 Nov 09
Page 2 of 3 523-0810168-021117
CJ1+/CJ2+/CJ3/Encore+ DEP ARR
selected airport. These departures cannot be directly incorporated into

a flight plan as they are for display only.
When an airport identifier is entered into the scratchpad and the ARR
LSK adjacent to the OTHER legend is pushed, the CDU page changes
to an ARRIVAL page that shows STARS and APPROACHES, including
any visual approaches, for the selected airport. These arrivals cannot
be directly incorporated into a flight plan as they are for display only.
1st Edition
25 Jul 08 11-121
Condition(s):
The DEPART page for the origin airport shows if ALL of the conditions
that follow are true when the DEP ARR function key is pushed:
• An Active (ACT) or Modified (MOD) flight plan exists.
• Neither the SEC FPLN page nor the SEC LEGS page is showing.
• The aircraft is on the ground.
Path:
DEP DEPART
ARR Page
Figure 11-73 ACT DEPART Page
The DEPART page shows a list of RUNWAYS and a list of

DEPARTURES (including SIDs), arranged in alphabetical and
numerical order. From these lists, a runway and a Standard Instrument
Departure (SID) can be selected. A push of a LSK to select a runway
on the DEPART page shows the selection in green font and the others
will be white font, and the list of DEPARTURES is restricted to those
applicable to the selected runway. If, on the other hand, a DEPARTURE
is selected, all other DEPARTURES are cleared from the list and
Transitions (TRANS) will show below the selected DEPARTURE if
applicable.
1st Edition
11-122 25 Jul 08
Until the EXEC function key on the CDU is pushed, the CANCEL MOD
LSK can be used to clear the pending changes. With selection of a
runway or a departure, the EXEC annunciation shows to indicate the
EXEC function key executes the pending flight plan changes.
After selecting either a runway or a departure, make a selection from the
items remaining in the other list. After a departure has been selected, a
list of en route Transitions (TRANS) shows below the selected departure
when available. Use the NEXT and PREV function keys on the CDU
as necessary to show all the DEPART pages.
If the DEPART page is selected to show when either runway or
departure has been previously selected, the DEPART page shows the
selected items (large green font) along with the unselected items (small
white font). Selected items show at the top of the lists and the remaining
items are arranged in alphabetical and numerical order.
If a selected item is incompatible with a previous selection, the previous
selection is removed. For example, if a new departure is selected, but
it is not associated with the previously selected runway, the runway
selection is removed. If a departure is reselected, and a leg of that
departure happens to be active, that leg remains in the flight plan as
the active leg, along with the new departure, which is preceded by a
discontinuity that follows the active leg.
After the departure selections are made, a push of the LSK adjacent
to FPLN shows the ACT/MOD FPLN page with the selections of
runway, departure, and en route transition, as appropriate. If the flight
plan contains waypoints when the departure is selected and the first
waypoint is not the departure exit point, a discontinuity is inserted after
the departure procedure. After passing the first waypoint, the departure
runway display on the first ACT/MOD FPLN page is removed and
another VIA data line is added.
1st Edition
25 Jul 08 11-123
Condition(s):
The ARRIVAL page for the ORIGIN airport shows if all of the conditions
• An active or modified flight plan exists.
• The aircraft is airborne and less than 50 NM from the origin airport or
less than halfway to the destination airport.
The ARRIVAL page for the DEST airport shows if all of the conditions
• An active or modified flight plan exists.
• The aircraft is airborne and more than 50 NM from the origin airport
or more than halfway to the destination airport.
Path:
DEP ARRIVAL
ARR Page
Figure 11-74 ARRIVAL Page
The ARRIVAL page shows a list of approaches and runways, along with
a list of Standard Terminal Arrival Route (STAR). From these lists select
an approach, runway, and/or a STAR. Use the NEXT or PREV function
key on the CDU as necessary to sequence through the ARRIVAL pages.
1st Edition
11-124 25 Jul 08
Pushing a LSK to select an approach or runway on the ARRIVAL page

clears all other approaches and runways from the display, and the list of
STAR shows only the STAR associated with the selected approach or
runway. If a STAR is selected, it clears all other STARs from the list and
only applicable runways and approaches show on the approach and
runway list. After a STAR is selected, the available transitions for the
chosen STAR show.
Until the EXEC function key on the CDU is pushed, use the CANCEL
MOD LSK to clear the pending changes. Once the runway or STAR is
selected, the EXEC annunciation shows to indicate that a push of the
EXEC function key executes the pending flight plan changes.
If the ARRIVAL page is selected to show when an approach, runway,
or STAR has been previously selected, the ARRIVAL page shows the
selected items along with the unselected items. Selected items are
shown at the top of the lists in large green font and the remaining items
are shown in normal order in white font.
Select the approach, runway, and/or the STAR. If a newly selected
item is incompatible with a previous selection, the previous selection
is removed. For example, when a new STAR is selected, but is not
associated with the previously selected approach or runway, the
approach or runway selection is removed. If a STAR is reselected,
and a leg of that STAR happens to be active, that leg remains in the
flight plan as the active leg, with the new STAR, which is preceded by a
discontinuity that follows the active leg.
A change to the selection of the STAR removes the previous STAR
from the flight plan. The new STAR is inserted in place of the old STAR,
unless a leg of the previous STAR happens to be active. In that case,
the new STAR is inserted after the active waypoint. Additionally, if the
selected runway is not associated with the newly selected STAR, the
runway is removed from the flight plan.
After the arrival selections are made, the associated FPLN page shows
the selections of STAR, en route transition, approach procedure,
runway, and runway extension, as appropriate.
The table below cross-references TERMINAL PROCEDURE
DESIGNATION names to those shown on the CDU. For simplicity,
the table lists only the root designations without the various suffix
designations that define specific runways or procedure types. The CDU
does show the appropriate suffix with the designations listed in the table
1st Edition
25 Jul 08 11-125
(for example, VORA or ILS21R). Also, some circling approaches have

unique names that do not follow the conventions described in the table,
but they are shown correctly on the CDU.
TERMINAL PROCEDURE CDU

DESIGNATION DESIGNATION
ILS ILS
LOC LOC
B/C B/C
LDA LDA
SDF SDF
GPS GPS
VOR VOR
VOR/DME V/D
VOR/DME OR VORTAC VOR
NDB/DME N/D
NDB NDB
IGS IGS
TACAN TCN
RNAV RNV
VISUAL Approaches To A Runway RW
1st Edition
11-126 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ DIR
DIR
Path:
DIR DI-
RECT-TO
Page
Figure 11-75 ACT DIRECT-TO Page
The ACT DIRECT-TO pages can consist of several pages and show
a list of waypoints in the active flight plan The pilot can select a
DIRECT-TO waypoint from the list, or enter any valid waypoint into the
top (dashed) waypoint line as a DIRECT-TO waypoint.
NOTE
N
Many SIDs and STARs contain conditional waypoints that have no
fixed geographical location, such as a heading to an altitude leg
or a vectors leg. Although these types of waypoints show on the
ACT DIRECT-TO pages, they cannot be selected for DIRECT-TO
navigation.
On the right side of the DIRECT-TO pages, the pilot can enter an
altitude for the waypoints shown in the list. The current preselector
altitude shows in white in the lower right corner of the display.
On the ACT DIRECT-TO page, the pilot can page forward through the
list of waypoints from the current TO waypoint to the last waypoint in
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25 Jul 08 11-127
DIR CJ1+/CJ2+/CJ3/Encore+
the active flight plan, or page backward through a HISTORY list of the
waypoints already passed in the flight plan. Use the NEXT function
key on the CDU to page forward and the PREV function key to show
the HISTORY pages.
When a DIRECT-TO waypoint is selected, the FMS changes to the
MOD FPLN page with the selected waypoint in the TO waypoint
position. Also shown is a line key selection for an INTC CRS to the TO
waypoint. If desired, the intercept course can be changed before the
modified flight plan is executed.
SELECTIONS:
NEAREST APTS Selection show the NEAREST

AIRPORTS page. Refer to the figure on
page 11-129.
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11-128 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ NEAREST AIRPORTS
NEAREST AIRPORTS
Path:
DIR DI- NEAR- NEAR-

RECT-TO EST EST AIR-
Page APTS PORTS
Page
Figure 11-76 NEAREST AIRPORTS Page
The NEAREST AIRPORTS page shows a list of five airports that

includes the Departure (ORIG) and Arrival (DEST) airports, as well
as three other airports that are closest to the present position of the
aircraft. If the origin and destination airports are the same, the list
shows the four closest airports along with the ORIG/DEST airport. If
no ORIG or DEST airport is defined in the active flight plan, the list
shows the five closest airports.
The closest airports are listed by the ICAO airport identification code,
show the length of the longest runway for that airport, and are arranged
in order of increasing distance from the present position of the aircraft.
If two or more airports are equidistant from the aircraft, the airports are
listed in order of increasing course change required to proceed to the
airport (the airport that requires the lesser course change is listed first).
For each airport, the NEAREST AIRPORTS page shows the bearing
and distance from the present position of the aircraft to the airport
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25 Jul 08 11-129
NEAREST AIRPORTS CJ1+/CJ2+/CJ3/Encore+
reference point, the Estimated Time En Route (ETE), the fuel remaining
at the destination, the designation of the longest runway (for example,
RWY23, RWY03L), and the length of the longest runway. If more than
one runway is the longest at the airport (same length), the runway is
chosen by alphabetical order.
The pilot can select between setting a direct course to the Airport
Reference Point (ARP) or the runway extension point of the longest
runway for a visual approach. If the pilot chooses the airport reference
point, the FMS calculates the course and distance to the ARP for the
modified flight plan. The FMS does not include any STARs or runways
associated with the airport, nor does it include any VNAV constraints
associated with the airport.
If the pilot selects the longest runway for the direct-to course, the FMS
calculates the course and distance to the runway extension point for
a visual approach, and includes the VNAV constraint associated with
the visual approach in the modified flight plan. The FMS also inserts
the selected runway for a RWY type approach.
The NEAREST AIRPORTS page shows the airports closest to the
present position of the aircraft when the page is first shown. The FMS
does not automatically update the page based on the current position
of the aircraft while the NEAREST AIRPORTS page shows. To have
the FMS recalculate the closest airports for the new position, push
the LSK next to the UPDATE AIRPORTS> prompt on the NEAREST
AIRPORTS page.
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11-130 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ TUN
TUN
Path:
TUN RADIO
TUNING
1/2 Page
Figure 11-77 RADIO TUNING 1/2 Page
RADIO TUNING 1/2 page shows:

• Currently selected frequencies for the COM, NAV, and ADF radios
• NAV radio tuning mode (AUTO/MAN)
• STANDBY annunciation for the active transponder when it is set to
the STANDBY mode
NOTE
N
If the aircraft has a dual FMS system installed (two FMCs), Radio
Tuning Unit (RTU) capabilities are only available on the left CDU.
SELECTIONS:
COMx The COMx (COM1, COM2) LSK is used

to enter a frequency for the appropriate
COM radio.
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25 Jul 08 11-131
TUN CJ1+/CJ2+/CJ3/Encore+
NAVx The NAVx (NAV1, NAV2) LSK is used

NAV radio.
NAVx MODE The NAVx (NAV1, NAV2) MODE LSK

selects the AUTO or MAN tuning mode
for the NAV radios. The selected mode
shows in large cyan text, the unselected
mode shows in small white text.
ATCx The ATCx (ATC1, ATC2) LSK is used to

enter the ATC beacon code.
Path:
TUN RADIO NEXT RADIO

TUNING TUNING
1/2 Page 2/2 Page
Figure 11-78 RADIO TUNING 2/2 Page
RADIO TUNING 2/2 page shows the FLIGHT ID code and currently
tuned ADF frequencies.
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11-132 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ TUN
SELECTIONS:
FLIGHT ID The FLIGHT ID LSK is used to enter

the Flight Identification code. Up to 8
characters can be entered as the FLIGHT
ID code.
ADFx The ADFx (ADF1, ADF2) LSK is used

ADF radio.
1st Edition
25 Jul 08 11-133
MSG CJ1+/CJ2+/CJ3/Encore+
MSG
Path:
MSG MES-
SAGES
Page
Figure 11-79 MESSAGES Page
The MESSAGES page shows new and old FMS messages. Push the
MSG function key while the MESSAGES page is showing to return to
the CDU display mode that was showing before the MESSAGES display
mode was selected. Refer to the MESSAGES AND ANNUNCIATORS
chapter for detailed descriptions of the messages that show on the
MESSAGES page and message line.
NOTE
N
Message are active until cleared. When a message in the NEW
MESSAGES is viewed it will move to the OLD MESSAGES section.
All messages show until the condition clears.
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11-134 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ MFD MENU
MFD MENU
Condition(s):
When MFD MENU function key is pushed and the MFD is in map
display mode (as set by the MFD DATA function key), the MAP
DISPLAY version of the DISPLAY MENU page shows.
Path:
MFD DISPLAY
MENU MENU
1/2 Page
Figure 11-80 MAP DISPLAY 1/2 Page
The MAP DISPLAY menu pages are used to control the display of
airports, navigation facilities, and other navigation-related display
elements on the MFD. Any number or combination of items in the menu
can be shown on the MFD (up to the limit specified for MAX MAP
SYMBOLS on the DEFAULTS 1/5 page). Selected items show in large
green font. Unselected items show in small white font.
1st Edition
25 Jul 08 11-135
MFD MENU CJ1+/CJ2+/CJ3/Encore+
SELECTIONS:
NEAREST APTS Shows the origin and destination airports,

and the three airport closest to the
present position of the aircraft. The
data is continuously updated. However,
if the CDU is showing the NEAREST
AIRPORTS page, the five airports shown
on the MFD match the five airports listed
on the CDU page.
HI NAVAIDS Shows the high altitude navaids.
LO NAVAIDS Shows the low altitude navaids.
INTERS Shows intersections.
TERM WPTS Shows terminal waypoints.
WINDOW When ON or VNAV is selected, a four-line

text display of navigation progress data
shows at the top of the MFD when the
MFD is set to the PPOS MAP or PLAN
MAP display modes. Selecting OFF
returns the display to a windowless
format. Each push of the line select key
selects the next option (OFF, ON, VNAV)
in order.
ETA Selection shows the ETA adjacent to

waypoints, intersections, or navaids.
SPEED Selection shows the current speed

adjacent to waypoints, intersections, or
navaids.
ALTITUDE Selection shows reference altitude data

adjacent to waypoints, intersections, or
navaids.
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11-136 25 Jul 08
APTS Selection shows airports.
MISS APPR Selection shows the plan path for the

published missed approach procedure
(based upon the approach selected on
the ARRIVAL page).
SIDE Selection determines which MFD (left or

right side) the current map or text display
selections apply to.
1st Edition
25 Jul 08 11-137
Path:
MFD DISPLAY NEXT DISPLAY

MENU MENU MENU
1/2 Page 2/2 Page
Figure 11-81 MAP DISPLAY 2/2 Page
SELECTIONS:
NDBS Selection shows non-directional beacons.
RNG: ALT SEL Selection shows the arc symbols for

range to altitude along the flight path to
indicate where the aircraft will reach the
altitude preselector altitude.
GNSS POS Selection shows the GNSS sensor

position symbol.
ALTN FPLN Selection shows the alternate flight plan

route on the MFD PLAN MAP.
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11-138 25 Jul 08
SIDE Selection determines which MFD (left

side or right side) the CDU is controlling.
1st Edition
25 Jul 08 11-139
Condition(s):
When MFD MENU function key is pushed and the MFD is in text display
mode (as set by the MFD DATA function key), the TEXT DISPLAY
version of the DISPLAY MENU page shows.
Path:
MFD DISPLAY
MENU MENU
Page
Figure 11-82 TEXT DISPLAY Page
The TEXT DISPLAY menu shows a list of text page display modes for
the MFD. Text pages show on the MFD when the text mode is selected
with the MFD DATA function key. Each MFD can show only one text
page at a time, therefore, only one menu item can be selected at any
time for each MFD. Selected menu items show in large green font,
unselected menu items show in small white font.
NOTE
N
FMS Text pages cannot be shown on the MFD while the PFD is
in MAP mode.
1st Edition
11-140 25 Jul 08
SELECTIONS:
TO + APPR REF Selects the TAKEOFF REF and

APPROACH REF text pages for display.
Each page shows all the information for
Vspeeds for approach or takeoff. Refer
to the figure on page 11-160 and figure
on page 11-162.
FPLN PROG Selects the ACT FPLN PROGRESS page

for display. The ACT FPLN PROGRESS
page shows DIST, ETA, and FUEL
information for the waypoints in the flight
plan. Refer to the figure on page 11-164.
NAV STATUS Selects the NAV STATUS page for

display. The NAV STATUS page shows
navigation information for the TO
waypoint. Refer to the figure on page
11-168.
POS SUMMARY Selects the POSITION SUMMARY page

for display. The POSITION SUMMARY
page shows the navigation sensors in
use and their position differences relative
to the FMS current position. Refer to the
POS REPORT Selects the POSITION REPORT page

for display. The POSITION REPORT
page shows all information needed for
making position reports, which includes
waypoints, times, fuel and weather
information. Refer to the figure on page
11-172.
SEC FPLN Selects the SEC FPLN page for display.

The SEC FPLN page shows DIST, ETA,
and FUEL for the second flight plan.
1st Edition
25 Jul 08 11-141
VOR STATUS Selects the VOR STATUS page for

display. The VOR STATUS page shows
VOR/DME navigation information to
include the identifier, frequency, and
bearing and distance data. Refer to the
GNSS STATUS Selects the GNSS STATUS page for

display. The GNSS STATUS page shows
status information for the long-range
navigation sensors. Refer to the figure
on page 11-178.
SIDE Selection determines which MFD (left

side or right side) the CDU is controlling.
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CJ1+/CJ2+/CJ3/Encore+ MFD ADV
MFD ADV
Condition(s):
When MFD ADV function key is pushed and the MFD is in map display
mode (as set by the MFD DATA function key), the PLAN MAP CENTER
version of the DISPLAY ADVANCE page shows.
Path:
MFD DISPLAY
ADV AD-
VANCE
Page
Figure 11-83 PLAN MAP CENTER Page
The PLAN MAP CENTER version of the DISPLAY ADVANCE page is

used to move the center waypoint on the MFD PLAN MAP.
SELECTIONS:
PREV WPT Selects the Previous Waypoint (PREV

WPT) in the flight plan as the center point
of the MFD PLAN MAP.
1st Edition
25 Jul 08 11-143
MFD ADV CJ1+/CJ2+/CJ3/Encore+
NEXT WPT Selects the Next Waypoint (NEXT WPT)

in the flight plan as the center point of the
MFD PLAN MAP.
TO WPT Select the current TO waypoint in the

flight plan as the center point of the MFD
PLAN MAP.
CTR WPT Used to enter any valid waypoint as

the center of the MFD PLAN MAP. The
waypoint does not have to be a waypoint
in the flight plan.
Condition(s):
When MFD ADV function key is pushed and the MFD is in text display
mode (as set by the MFD DATA function key), the TEXT DISPLAY
version of the DISPLAY ADVANCE page shows.
Path:
MFD DISPLAY
ADV AD-
VANCE
Page
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11-144 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ MFD ADV
The TEXT DISPLAY version of the DISPLAY ADVANCE page is used

to change the text page shown on the MFD. The TEXT DISPLAY
selections can only change the pages within the selected text page. If
another type of text page is desired, push the MFD MENU key to show
the MFD MENU page, then select the desired text display. The MFD
DISPLAY ADVANCE menus affect the text pages of the left MFD or
right MFD according to the selection of the SIDE L/R selection.
SELECTIONS:
PREV PAGE Selects the Previous Page (PREV PAGE)

of the selected text display.
NEXT PAGE Selects the next page of the selected text

display.
1st Edition
25 Jul 08 11-145
MFD DATA CJ1+/CJ2+/CJ3/Encore+
MFD DATA
In a dual FMC system with a single MFD, an MFD DATA key push on
either CDU causes the FMC to direct a toggle between a map display or
a text display, provided the MFD is capable at that time of displaying
remote text. The text page to be shown is chosen from the DISPLAY
MENU page (refer to the figure on page 11-135), which is accessed
via the MFD MENU function key. A second push of the MFD DATA
key causes the MFD to return to the format that was active before the
MFD DATA key was pushed.
NOTE
N
FMS Text pages cannot be shown on the MFD while the PFD is
in MAP mode.
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11-146 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PFD Displays
PFD DISPLAYS
Figure 11-86 Typical PFD Display
This section describes only the generic elements of the PFD that are
related to or used by the FMS.
1st Edition
25 Jul 08 11-147
PFD Displays CJ1+/CJ2+/CJ3/Encore+
A PFD display shows the following information related to FMS

operations:
• NAV source annunciation.
• TO waypoint identifier annunciation.
• Course/deviation bar.
• Distance to the TO waypoint in nautical miles.
• Course to the TO waypoint.
• NAV to NAV Capture Preview function.
• VNAV altitude mode and constraint annunciations, along with vertical
deviation and vertical speed advisories. (Refer to the Principles of
VNAV chapter for further information on VNAV functions.)
• Two message lines for FMS annunciations and messages.
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CJ1+/CJ2+/CJ3/Encore+ MFD Displays
MFD DISPLAYS
Figure 11-87 Typical MFD Display
This section describes only the display elements of MFD displays

that show information related to or used by the FMS. Adaptive Flight
Display (AFD) panels are used for both PFD and MFD displays.
Normally, the center AFD is used for the MFD display. In certain cases,
1st Edition
25 Jul 08 11-149
MFD Displays CJ1+/CJ2+/CJ3/Encore+
(for example, failure of the center AFD), by using a display reversion

switch, the MFD display information for engines and TCAS can show
on either PFD, but no FMS information shows.
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11-150 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ MFD Map Displays
MFD MAP DISPLAYS

Condition(s):
The MFD DATA function key is used to alternately switch display modes
between the MAP DISPLAY and TEXT DISPLAY on the MFD and CDU
when the MFD MENU page is selected.
Figure 11-88 MFD Map Symbols
The MFD DATA key is used to alternately switch display modes between
the MAP DISPLAY and TEXT DISPLAY on the MFD and CDU when the
MFD MENU page is selected on the CDU. In dual FMS installations,
the MFD DATA key toggles between the map and text pages of the
1st Edition
25 Jul 08 11-151
MFD Map Displays CJ1+/CJ2+/CJ3/Encore+
same-side MFD. For FMS functions, the MFD shows the PPOS MAP,
PLAN MAP, and TEXT display modes. In the PPOS MAP and PLAN
MAP display modes, symbols are used to identify and show the various
navigation facilities in relation to the current position of the aircraft
(PPOS MAP) or a selected waypoint along the flight plan (PLAN MAP).
Also shown in these display modes are:
• Track for the active flight plan (shown as a solid white line).
• Track for a modified flight plan (shown as a dashed white line).
• Track for the second flight plan (shown as a solid cyan line).
• Track for the missed approach preview (shown in cyan).
• Any parallel offset track (shown as a dashed magenta line).
• The TO waypoint (shown in magenta).
• Runways (shown by two different symbols which depends on the
selected display range).
• Holding patterns (shown as racetracks that change size relative to
the speed of the aircraft and the distance or time base for the hold).
• Special turns from a SID or STAR.
• A cyan circle around a selected fix reference point.
• A conditional waypoint, which shows in white, created from a
reference fix.
• Speed, altitude, and ETA waypoint data (shows next to each flight
plan waypoint).
• A VOR/DME signal position indicator for a currently tuned navaid
(only shows in the PPOS MAP display mode).
• Five-pointed star symbols to show the position determination of each
LRN sensor relative to the FMS position, which is the aircraft symbol,
and each other (only shows in the PPOS MAP display mode).
The symbols shown on the MFD in the PPOS MAP and PLAN MAP
modes are selected from the MFD DISPLAY MENU on the CDU. In both
the PPOS MAP and PLAN MAP display modes, the number of symbols
shown on the MFD is limited to 40 of all types. The number of map
symbols selected for display is set on the DEFAULTS page. The figure
on page 11-151 shows the map symbols that show on the PPOS MAP
and PLAN MAP display modes. Map symbols are selected for display
based on the following priorities:
• High altitude Navaids (HI NAVAIDS)
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11-152 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ MFD PRESENT POSITION (PPOS) MAP
• Low altitude Navaids (LO NAVAIDS)

• Intersections (INTERS)
• Non Directional Beacons (NDBS)
• Airports (APTS)
• Terminal Waypoints (TERM WPTS).
Map symbols selected on the DISPLAY MENU show approximately in
order of distance from the reference point of the map. The prioritization
of symbols causes the selected highest priority items that are closest
to the map reference point to be shown first, for example, HI NAVAIDS
take priority over INTERS if both are selected for display. The selection
continues at expanding ranges until either the total count has been
reached, or all highest priority selected items within the map range
have been included. If the total number of display symbols has not yet
been reached, the FMS continues to display items based on priorities
until the maximum count is attained, or all available data has been
included for the map. The FMS fills the map display using the MAX
MAP SYMBOLS setting on the DEFAULTS page, the display hierarchy
described previously, and the range selected for the map display.
Even when selected for display, not all symbols show for all display
ranges. The following is a list of the symbols and the ranges at which
they show on the MFD.
• HI NAVAIDS – Show at all display ranges
• LO NAVAIDS – Show at all display ranges
• INTERS – Show at ranges of 50 NM or less
• NDBS – Show at ranges of 50 NM or less
• APTS – Show at all display ranges
• TERM WPTS – Show at map ranges of 25 NM or less.
MFD PRESENT POSITION (PPOS) MAP

Condition(s):
The PPOS MAP display mode is selected with the FORMAT> LSK on
the MFD.
1st Edition
25 Jul 08 11-153
MFD PRESENT POSITION (PPOS) MAP CJ1+/CJ2+/CJ3/Encore+
Figure 11-89 MFD PPOS MAP Display
The PPOS MAP display mode is a heading up display page with the
airplane symbol located just below the middle of the display and two
range rings centered on the airplane symbol.
The PPOS MAP display mode shows in one of three ways: without
a navigation progress data window, with a navigation progress data
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CJ1+/CJ2+/CJ3/Encore+ MFD PRESENT POSITION (PPOS) MAP
window, or with VNAV or Advisory VNAV data included in the progress

window. The WINDOW LSK on the MFD MENU page on the CDU
selects what shows on the PPOS MAP.
The navigation data progress window at the top of the MFD in the
PPOS MAP display mode shows, when activated:
• LAST waypoint passed, the distance from the last waypoint, and
the time of passage.
• TO waypoint, the distance and time-to-go to the waypoint, and the
ETA at the waypoint.
• NEXT waypoint after the TO waypoint, the distance and time-to-go to
the waypoint, and the ETA at the waypoint.
• Destination (DEST) airport, the distance and time-to-go to the
destination, and the ETA at the destination.
• FUEL available at the destination airport.
• GW of the aircraft at the destination airport.
• If the FMS is set to MANUAL fuel flow and ground speed for the
performance calculations, the annunciation MANUAL shows.
1st Edition
25 Jul 08 11-155
MFD PRESENT POSITION (PPOS) MAP CJ1+/CJ2+/CJ3/Encore+
Figure 11-90 MFD PPOS Map With NAV Window
When the VNAV display option is selected on the MFD MENU page,
VNAV data shows to the right of the navigation progress information
above the present position and plan maps. Selecting VNAV clears
destination airport fuel and gross weight information, and the ETA
column from the display. Vertical data relating to the next VNAV climb
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CJ1+/CJ2+/CJ3/Encore+ MFD PLAN MAP
or descent in the flight plan replaces fuel, GW, and ETA data, separated
from the progress data by a vertical dotted line.
When VNAV display option is selected, the next altitude constraint in
the flight plan shows. If the next constraint is a climb, the VNAV window
displays CLIMB, the constraint altitude, the waypoint name, and time
and distance to the constraint waypoint. If there are no down track climb
constraints and the aircraft is not close to a Top of Descent (TOD),
the VNAV window is blank.
The TOD line shows when the distance to TOD is less than 50 NM
or 20 percent of the total flight plan distance, whichever is less, but
not less than 20 NM. The next descent altitude constraint, time and
distance to that point also show along with the TOD line. If the aircraft
begins an early descent before the TOD would normally be shown, the
next altitude constraint information shows, but the TOD line does not
because it is no longer relevant.
For descents, the VNAV window gives vertical Direct-To information
when the required minimum descent rate exceeds 100 Feet Per
Minute (FPM). The descent window shows the vertical speed required
and VPA to fly directly to the next altitude constraint while following the
flight plan, as well as the waypoint information previously described.
If there are no further altitude constraints, the VNAV data window is
blank. However, if the aircraft has not begun descent to the destination
airport, DES ADVISORY with a time and distance to a recommended
descent point appears in the window. This point is based on following a
descent profile that has the aircraft arriving at 1500 FT AGL not later
than 10 NM from the destination airport.
MFD PLAN MAP

Condition(s):
The PLAN MAP display mode is selected with the FORMAT> LSK on
the MFD.
1st Edition
25 Jul 08 11-157
MFD PLAN MAP CJ1+/CJ2+/CJ3/Encore+
Figure 11-91 MFD PLAN MAP Display
The PLAN MAP display shows a north up map centered on a selected

waypoint. If there is no active flight plan, the map center is aircraft
present position. If the flight plan shown on the CDU is the active or
secondary flight plan, the first waypoint of the respective flight plan is the
center waypoint, unless otherwise selected on the CDU. Use the CDU
DISPLAY ADVANCE page to move the center waypoint on the MFD.
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CJ1+/CJ2+/CJ3/Encore+ MFD Text Displays
MFD TEXT DISPLAYS

Condition(s):
The MFD DATA function key is used to select either the MAP DISPLAY
or TEXT DISPLAY mode on the MFD, and on the CDU when the MFD
MENU page is selected.
The TEXT DISPLAY mode shows various pages of text related to FMS
functions. The TEXT DISPLAY selections and the corresponding MFD
display page include:
• TO + APPR REF – FMS TAKEOFF REF and APPROACH REF
Vspeed pages
• FPLN PROG – FMS ACT FPLN PROGRESS
• NAV STATUS – FMS NAV STATUS
• POS SUMMARY – FMS POSITION SUMMARY
• POS REPORT – FMS ACT POS REPORT
• SEC FPLN – FMS SEC FPLN
• VOR STATUS – VOR/DME STATUS
• LRN STATUS – LRN STATUS.
1st Edition
25 Jul 08 11-159
TAKEOFF/APPROACH REFERENCE CJ1+/CJ2+/CJ3/Encore+
NOTE
N
FMS text pages cannot be shown on the MFD while the PPOS
map shows on the PFD.
TAKEOFF/APPROACH REFERENCE
Figure 11-93 TAKEOFF REFERENCE Page
1st Edition
11-160 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ TAKEOFF/APPROACH REFERENCE
The TAKEOFF REFERENCE page shows:

• Origin airport identifier
• Runway Identifier (RWY ID)
• RWY WIND (headwind/tailwind and crosswind component)
• RWY LENGTH
• RWY SLOPE
• Runway Condition (RWY COND)
• WIND
• OAT, QNH, and Pressure Altitude (P ALT) for the airport
• Takeoff Weight (TOW), Gross Weight (GWT), and Maximum Takeoff
Weight (MTOW)
• Anti-Ice (A/I) and Takeoff (T/O) FLAPS settings
• V1, VR, V2, and VENR Vspeeds
• Takeoff Field Length (TOFL)
• N1 Percentage settings.
1st Edition
25 Jul 08 11-161
TAKEOFF/APPROACH REFERENCE CJ1+/CJ2+/CJ3/Encore+
Figure 11-94 APPROACH REFERENCE Page
The APPROACH REFERENCE page shows:

• Approach airport identifier
• RWY ID
• RWY WIND (headwind/tailwind and crosswind component)
• RWY LENGTH
• Runway Condition (RWY COND)
• WIND
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CJ1+/CJ2+/CJ3/Encore+ TAKEOFF/APPROACH REFERENCE
• OAT, QNH, and P ALT for the airport

• Landing Weight (LW), GWT, and Maximum Landing Weight (MLW)
• Anti-Ice (A/I) setting
• VAPP and VREF Vspeeds
• Landing Field Length (LFL)
• N1 percentage settings.
1st Edition
25 Jul 08 11-163
FMS ACT FPLN PROGRESS CJ1+/CJ2+/CJ3/Encore+
FMS ACT FPLN PROGRESS

Figure 11-95 FMS ACT FPLN PROGRESS Page
The FMS ACT FPLN PROGRESS text page on the MFD shows:
• Last waypoint passed
• Active TO waypoint
1st Edition
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CJ1+/CJ2+/CJ3/Encore+ FMS ACT FPLN PROGRESS
• A sequence of waypoints following the TO waypoint

• Destination (DEST) airport
• Alternate (ALTN) airport
• RESERVE FUEL
• EXTRA FUEL.
1st Edition
25 Jul 08 11-165
FMS FPLN HISTORY CJ1+/CJ2+/CJ3/Encore+
FMS FPLN HISTORY

Figure 11-96 FMS ACT FPLN HISTORY Page
The HISTORY page shows the waypoints that have been passed as
well as:
• Distance (DIST) in nautical miles from the waypoint
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11-166 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FMS FPLN HISTORY
• Actual Time of Arrival (ATA) for the waypoints

• Predicted remaining FUEL at the waypoints.
The HISTORY page also shows DEST, ALTN, RESERVE FUEL, and
EXTRA FUEL.
The HISTORY page is accessed from the FMS ACT FPLN PROGRESS
page. With the FMS ACT FPLN PROGRESS text page showing on the
MFD, push the MFD ADV function key to show the TEXT DISPLAY
version of the DISPLAY ADVANCE page (refer to the figure on page
11-146). Push either the PREV PAGE or NEXT PAGE LSK as many
times as necessary to show the HISTORY page.
1st Edition
25 Jul 08 11-167
FMS NAV STATUS CJ1+/CJ2+/CJ3/Encore+
FMS NAV STATUS

Figure 11-97 FMS NAV STATUS Page
The FMS NAV STATUS text page on the MFD shows:

• FMS current latitude/longitude position
• TO waypoint
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11-168 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FMS NAV STATUS
• ETE
• DIST (Distance to go)
• ETA (Estimated Time of Arrival)
• XTK (Cross Track position (L or R) and distance)
• BRG (Bearing)
• CRS (Course)
• HDG (Heading)
• TRK (Track)
• TAS (True Airspeed)
• IAS (Indicated Air Speed)
• WIND direction and speed
• GND SPD (Ground Speed)
• HEADWIND/TAILWIND speed
• DRIFT in degrees and direction (L or R)
• CROSSWIND direction (L or R) and speed
• MAG VAR (Magnetic Variation)
• PRESS ALT (Pressure Altitude)
• SAT (Static Air Temperature).
1st Edition
25 Jul 08 11-169
FMS POSITION SUMMARY CJ1+/CJ2+/CJ3/Encore+
FMS POSITION SUMMARY

Figure 11-98 FMS POSITION SUMMARY Page
The FMS POSITION SUMMARY text page on the MFD shows:

• FMS latitude and longitude position (POS)
• Each of the navigation sensors installed in the aircraft (SENSOR)
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11-170 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FMS POSITION SUMMARY
• Position difference for each sensor as appropriate (POS DIFF -

bearing and distance)
• USE - YES, NO, or DISABLED.
The POS DIFF is in radial and distance format, and is measured from
the FMS position to the sensor position. The USE indicates the current
status of the sensors in use by the FMS to determine position. YES
indicates a sensor is in use, NO indicates it is not in use, and DIS
indicates the sensor is disabled for use by the FMS.
1st Edition
25 Jul 08 11-171
FMS ACT POS REPORT CJ1+/CJ2+/CJ3/Encore+
FMS ACT POS REPORT

Figure 11-99 FMS ACT POS REPORT Page
The FMS POSITION REPORT page shows the information, which

includes waypoints, times, fuel, and weather information, needed to
make position reports:
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11-172 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FMS ACT POS REPORT
• FROM waypoint, latitude and longitude coordinates, Actual Time of

Arrival (ATA), Altitude at crossing (ALT), Distance from that point
(DIST), and Fuel at the point (FUEL)
• TO waypoint, coordinates, ETA, Distance to the point (DIST),
estimated Fuel (FUEL), Leg Time in minutes (LEG T), and Course
(CRS)
• NEXT waypoint with coordinates, ETA, DIST, FUEL, LEG T, CRS,
and LEG D
• Meteorological Report information with temperature and winds aloft
information for the FROM waypoint just passed, and the temperature
and winds aloft for the midpoint between the previous waypoint and
the FROM waypoint
• FUEL REM
• Estimated Time En route to Destination (ETE DEST)
• DIST TO GO
• FUEL USED
• TIME ALOFT
• DIST FLOWN.
1st Edition
25 Jul 08 11-173
FMS SEC FPLN CJ1+/CJ2+/CJ3/Encore+
FMS SEC FPLN

Figure 11-100FMS SEC FPLN Page
The FMS SEC FPLN page shows WPT, DIST (Distance to the next
waypoint), ETE, and FUEL at each waypoint for the SEC FPLN. ETE
and fuel remaining remain blank until the SEC FPLN is activated.
Distance to the destination airport for the SEC FPLN and any specified
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11-174 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ FMS SEC FPLN
alternate shows at the bottom of the page, with ETE and fuel information
remaining blank until the SEC FPLN is activated.
1st Edition
25 Jul 08 11-175
VOR/DME STATUS CJ1+/CJ2+/CJ3/Encore+
VOR/DME STATUS
Figure 11-101 VOR STATUS Page
The VOR/DME STATUS text page on the MFD shows:

• A list of the installed VOR/DME NAV sensors (SOURCE)
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11-176 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ VOR/DME STATUS
• Identification (ID) of the source from which the sensor is receiving a

valid signal
• Frequency (FREQ) of the current NAV facility
• Bearing/Distance (BRG/DIST) to the NAV facility.
An H identifies a DME sensor that is set to DME HOLD. Dashes indicate
the sensor data is invalid or unavailable.
1st Edition
25 Jul 08 11-177
GNSS STATUS
Figure 11-102 GNSS STATUS Page
The GNSS STATUS page shows:

• Each installed GNSS (SENSOR) show on individual pages
• Each sensor’s current latitude and longitude position (POSITION)
1st Edition
11-178 25 Jul 08
• Each sensor’s current Tracking direction and Speed (TRK/SPD)

• Each sensor’s FMS Position Difference (FMS POS DIFF)
• Each sensor’s GNSS Height above the elipsoid (GNSS HT)
• Each sensor’s Satellite Fault (SAT FAULT) indication
• Each sensor’s current operating MODE
• The number of SATELLITES in use by each sensor
• Each sensor’s service provider (SVC IN USE)
• Each sensor’s specific information.
NOTE
N
If the aircraft is equipped with two GNSS sensors, then a GNSS
STATUS 2/2 page is available. Use the NEXT function key to select
the GNSS STATUS 2/2 page.
1st Edition
25 Jul 08 11-179
1st Edition
11-180 25 Jul 08
FMS-3000 v4.0 MESSAGES AND ANNUNCIATORS
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 12-1
Visual Annunciations ...................................................................... 12-3

Crew Awareness Messages ....................................................... 12-3
CDU Annunciations .................................................................. 12-35
Pilot Operations Messages ....................................................... 12-37
DBU and Maintenance Operations Messages .......................... 12-51
PFD Messages ......................................................................... 12-55
MFD Messages ......................................................................... 12-62
1st Edition
25 Jul 08 i
MESSAGES AND ANNUNCIATORS FMS-3000 v4.0
1st Edition
ii 25 Jul 08
MESSAGES AND ANNUNCIATORS
INTRODUCTION
The FMS shows various messages and annunciations on the CDU,
PFD, and MFD displays. This chapter gives a brief description of each
message, annunciation, and the action that can be taken, if applicable,
when it shows on the display.
There are two display lines on the CDU that show messages. One
is the bottom display line called the message line. The other is the
scratchpad line.
Messages that show on the CDU scratchpad line are generally related
to using the DBU and maintenance operations. These messages show
in white on the display for approximately 1 second, then the previous
scratchpad entry returns for correction or deletion. The PFD and MFD
do not show annunciations for scratchpad messages. Also, scratchpad
messages do not show on the MESSAGES page.
Messages that show on the message line are generally related to the
system operation. Most of these messages also show on the CDU
MESSAGES page. For many of these messages, the FMS generates
an annunciation on the PFD and/or MFD at the same time. Some
conditions can cause two annunciations to show on the PFD.
On the message line, a new message overwrites any existing message
except for the execute message. When multiple messages occur, they
are prioritized and the most important or most recent message is the
one that shows. The MESSAGES page stores all the current active
messages that were generated for the message line.
1st Edition
25 Jul 08 12-1
To review all messages stored on the MESSAGES page:

NOTE
N
More than one MESSAGES page can be required to show all
messages. Push the NEXT or PREV function key as necessary
to review all messages.
Figure 12-1 CDU MESSAGES Page
1. Push the MSG function key on the CDU to show the MESSAGES
page.
2. Push the MSG function key a second time to return to the display
page shown before selection of the MESSAGES page, or push any
other function key to show that function display page.
NOTE
N
Message are active until cleared. When a message in the NEW
MESSAGES is viewed it will move to the OLD MESSAGES section.
All messages show until the condition clears.
FMS annunciations on the PFD and MFD alert the operator to some
specific operating conditions. These messages stay on while the
condition causing them exists, or for a minimum of 5 seconds. The
PFD annunciation lines (A1 and A2) are above the NAV sensor
1st Edition
12-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Visual Annunciations
annunciations. The PFD message line is in the middle of the HSI

display. The MFD message line is at the bottom of the MFD display.
VISUAL ANNUNCIATIONS
CREW AWARENESS MESSAGES
CDU Message Line/MESSAGES Page:
APPR FOR REF Shows when the aircraft is within the

ONLY Terminal Area (31 NM great circle
(White) distance of the airport for the selected
approach), GNSS is enabled, and the
PFD
approach is not authorized for GNSS
NO APPR (White)
overlay. The following approaches fall
into this category.
• VOR
• VOR/DME
• VOR/DME RNAV
• TACAN
• NDB
• NDB/DME.
Shows when GNSS is not installed or
disabled and the aircraft is in the Terminal
Area for the following approaches.
• TACAN
• NDB
• NDB/DME.
1st Edition
25 Jul 08 12-3
Visual Annunciations CJ1+/CJ2+/CJ3/Encore+
APPR NOT AVAIL- Shows when the aircraft is in the

ABLE Approach Area (31 NM radius of the
(Yellow) airport), the approach selected is SBAS
based, and the desired SBAS approach
PFD
is not available. Approach Area is used
MSG (Yellow)
instead of Terminal Area for SBAS-VNAV
approach categories (0.3 NM versus 1.0
NM lateral sensitivity).
CHECK ALT SEL VNAV is active and either of the following

(White) is true.
PFD • (Climb) The preselected altitude is
MSG (White) not higher than the current barometric
altitude of the aircraft, and the aircraft
is within 45 seconds of a bottom of
climb.
• (Descent) The preselect altitude is
not lower than the current barometric
altitude of the aircraft, and the aircraft
is within 45 seconds of a top of
descent and approach condition is not
active.
CHECK APPROACH Review the APPROACH REF pages

PERF to determine the limiting value.
(Yellow)
Shows when APPROACH REF pages
PFD are first accessed on either FMC in a
MSG (Yellow) synchronized mode or the same-side
FMS in independent mode while the
aircraft is the air and one the following
is true:
1st Edition
12-4 25 Jul 08
• One of the FMS-computed approach

performance values does not meet
the specified limit.
• The computed landing field length
exceeds the available runway length.
• The approach climb and/or landing
climb gradient are less than the
required minimum value(s).
CHECK APT OAT Enter a valid temperature for the

(Yellow) airport associated with the approach.
PFD Select TEMP COMP (optional) to OFF
MSG (Yellow) if temperature compensation is not
necessary for the approach.
Shows when all of the conditions that

follow are true:
• The temperature compensation option
is turned on (factory set).
• TEMP COMP is selected ON.
• An approach is in the flight plan
and the aircraft position is within the
terminal area (31 NM radius of the
airport) for the approach.
• An OAT has not been entered for the
airport associated with the approach.
The message is automatically cleared
when the aircraft leaves the terminal
area for the approach.
1st Edition
25 Jul 08 12-5
CHECK DME USAGE On the VOR/DME CONTROL page

(White) of the CDU, set the DME USAGE to
YES.
PFD
MSG (White) Shows when the aircraft is within 31
NM radius of the airfield, an approach
that uses DME has been selected, the
approach is enabled, and the DME
USAGE is set to NO on the VOR/DME
CONTROL page of the CDU.
CHECK FPLN ALT Shows when there is an error in an

(White) altitude constraint because it results in a
reversal of a climb or descent altitude, or
PFD
the aircraft has exceeded a down-track
MSG (White)
altitude constraint.
CHECK FUEL AT Informs the pilot that the computed

DEST fuel for the active flight plan destination
(Yellow) airport is less than the specified reserve
fuel.
PFD
MSG (Yellow) This message is inhibited during initial
climb.
1st Edition
12-6 25 Jul 08
CHECK FUEL AT Informs the pilot that the computed fuel

ALTN for the active flight plan alternate airport
(Yellow) is less than the specified reserve fuel. If
the condition for CHECK FUEL AT DEST
PFD
exists, this message will be suppressed.
MSG (Yellow)
CHECK LOC TUNING Manually tune the correct

(White) Localizer (LOC) frequency if
necessary before making the
PFD
approach.
MSG (White)
Shows when the aircraft is at or within
Terminal Area (31 NM of the destination
airport), a localizer-based approach is
selected, and the navigation frequency
does not match the tuned value of the
FMS.
CHECK NAV Set the navigation source to FMS or

SOURCE LOC.
(White)
Shows when VNAV is selected and the
PFD navigation source is not LOC after the
MSG (White) FMS initiated ILS capture.
1st Edition
25 Jul 08 12-7
CHECK NAV TUNING Select the correct VOR/DME for the

(White) approach.
PFD Select the AUTO tuning mode when
MSG (White) able.
Shows when the aircraft is at or within 31
NM of the destination airport, approach
mode is selected, an RNAV approach is
selected, and the FMS could not tune
the referenced navaid. If the correct
VOR/DME is not available, the approach
is not authorized.
CHK SBAS SRVC Enable the required SBAS Service

PRVDR Provider and execute the flight plan
(Yellow) change if applicable.
Shows for ANY of the following

conditions.
• A SBAS-LPV approach is selected,
the aircraft is within the Terminal
Area (31 NM radius of the selected
approach airport), and the required
Service Provider is disabled.
• A SBAS-VNAV approach is selected,
the aircraft is within the Terminal
Area (31 NM radius of the selected
approach airport), and the GNSS
receiver is not using the required
Service Provider.
• The GNSS receiver is using a disabled
Service Provider.
• All SBAS Service Providers are
disabled or unusable.
1st Edition
12-8 25 Jul 08
CHECK SPEED Reduce aircraft speed.

(Yellow)
Shows when either condition that follows
PFD is true.
MSG (Yellow)
• The current airspeed is 20 knots or
PFD 0.03 Mach greater than a VNAV speed
SPD (Yellow) restriction and VNAV is selected.
• The aircraft is within 2 minutes of a
hold and the current indicated airspeed
is 20 knots or 0.03 Mach greater than
the maximum recommended holding
airspeed.
CHECK TAKEOFF Review the TAKEOFF REF pages to

PERF determine the limiting value.
(Yellow)
Shows when the aircraft is on the ground
PFD and one of the conditions that follow is
MSG (Yellow) true:
• One of the FMS-computed takeoff
performance values does not meet
the specified limit.
• The computed takeoff field length
exceeds the available runway length.
• The computed second segment
and/or final segment climb gradient
does not meet the required minimum
value.
• The computed crosswind component
exceeds the maximum demonstrated
crosswind for the aircraft.
1st Edition
25 Jul 08 12-9
CHECK VOR USAGE Set VOR USAGE to YES on the

(White) VOR/DME CONTROL page and make
sure the VOR is not inhibited when
PFD
flying within 31.0 NM of the ARP.
MSG (White)
Approach is enabled, a VOR approach
has been selected, the aircraft is at or
within 31.0 NM of destination ARP, VOR
USAGE is set to NO and/or the selected
VOR is inhibited.
CHK DATA BASE Go to the STATUS 1/2 page and select

DATES the appropriate navigation database
(White) on each CDU.
PFD To operate dual FMS installations in the
MSG (White) coordinated mode, the active navigation
databases on both systems must have
the same effective dates. This message
shows when they are not the same.
1st Edition
12-10 25 Jul 08
CHK POS Do a position update of the FMS.

(Yellow)
If a failed sensor caused the problem,
PFD disable the failed sensor.
CHK POS (Yellow)
Shows when the FMS has determined
PFD that a navigation sensor is not meeting
MSG (Yellow) the accuracy requirements for the
current phase of flight. This message
is usually followed by another message
showing the affected sensor (for
example, FMS-FMS DISAGREE,
GNSS-FMS DISAGREE, and VOR/DME
DIST>40NM).
CRS REVERSAL IN Edit the flight plan to eliminate the

FPLN course reversal.
(Yellow)
Ignore the message if the flight plan
PFD course reversal is intentional.
MSG (Yellow)
Shows when the flight plan route
contains a course reversal of more than
160 degrees at the TO waypoint. Its
purpose is to identify a possible error in
a flight plan.
1st Edition
25 Jul 08 12-11
CRS TO FAF>45 DEG On SBAS LPV approaches, reduce

(Yellow) the FAF intercept angle (along the
FAF to MAP course line) to less than
PFD
45 degrees.
MSG (Yellow)
Overshoot of the final approach course
is possible. The FAF waypoint will not
sequence for the approach selected and
the SBAS approach will not become
active.
DB MEMORY FAULT Shows when there is a fault in the

(White) database memory.
PFD
MSG (White)
DECELERATE Reduce aircraft speed.

(White)
Shows when the current airspeed
PFD is faster than planned decelerating
MSG (White) reference speed computed by VNAV
when VNAV is selected.
DME DISABLED Enable the DME sensors on the

(White) VOR/DME CONTROL page.
1st Edition
12-12 25 Jul 08
Shows when the DME navigation

sensors are deselected for use by the
FMS on the VOR/DME CONTROL
page. This can degrade FMS navigation
capability.
This message will appear on the
MESSAGES page without an
accompanying MSG indication on
the CDU Message Line.
DME-FMS DIS- Determine if one of the NAV sensors

AGREE is in error. Disable that sensor if
(Yellow) necessary.
PFD Determine if a DME station is in error.
MSG (Yellow) Disable that DME station if necessary.
Do a position update of the FMS (only

if necessary).
Shows when one or more DMEs are

inconsistent with the current FMS
position estimate. This message is
annunciated when the difference is 2.0
NM in the en route environment, 1.0 NM
in the terminal environment, and 0.5 NM
in the approach environment.
DME-FMS DIS- Determine if one of the NAV sensors

AGREE is in error. Disable that sensor if
(White) necessary.
Determine if a DME station is in error.

Disable that DME station if necessary.
1st Edition
25 Jul 08 12-13
Shows when one or more DMEs are

inconsistent with the current FMS
position estimate. This message is
annunciated when the difference is 2.0
NM in the en route environment, 1.0 NM
in the terminal environment, and 0.5 NM
in the approach environment.
Shows as a white message when the
FMS is in the SBAS PA, SBAS, or GPS
navigation mode.
DR EXCEEDS 5 MIN Make sure navigation sensors are

(Yellow) enabled. Enable them if they are not.
PFD Do a position update of the FMS with
MSG (Yellow) data from a known good sensor.
PFD Shows when the FMS has been in
FMS DR (Yellow) DR mode for more than 5 minutes
MFD while airborne. Another reason for this
DR EXCEEDS 5 MIN message could be that the FMS position
(White) was not properly initialized.
EXEC FPLN MOD Do any of the following actions to

(Yellow) remove the message:
PFD • Continue the modification.
MSG (White)
• Make sure the changes are correct
and push the EXEC function key on
the CDU to execute the flight plan.
• Push the CANCEL MOD line key to
cancel the modification in progress.
1st Edition
12-14 25 Jul 08
Shows when a modified flight plan exists

and no CDU keyboard activity has been
observed for 15 seconds.
FMS DR Make sure navigation sensors are

(Yellow) enabled. Enable them if they are not.
PFD Do a position update of the FMS with
MSG (Yellow) data from a known good sensor.
PFD Shows when the FMC has started the
FMS DR (Yellow) DR mode of navigation due to a total loss
MFD of position sensor data.
FMS DR (Yellow)
FMS-FMS DIS- Review the sensor position summary

AGREE page on both sides to determine the
(Yellow) best FMS position, then do one of the
actions that follow:
PFD
MSG (Yellow) • Do a position update for the
suspected incorrect side.
• Change to INDEP FMS operation
and use the known good FMS.
Shows when the cross-side FMS position

data is significantly different from that of
the same-side FMS.
1st Edition
25 Jul 08 12-15
FMS INDEPENDENT If the communications failure was due

OP to a power fluctuation, select SYNC
(White) mode again on the FMS CONTROL
page.
PFD
MSG (White) If CHK DATA BASE DATES also
shows, correct the dates on the
STATUS page to allow SYNC
operation.
Shows when in a dual FMS installation,

a communications failure between
the FMS has occurred, the selected
databases are different, or the software
programs in the FMS are different and
the FMS cannot operate in the SYNC
mode.
FMS NAV INVALID Check the NAV sensors to be sure

(Yellow) they are enabled.
PFD Check for a heading sensor failure.
MSG (Yellow)
Shows when the FMS does not have a
MFD valid source for sensor and heading data
FMS NAV INVALID (White) while the aircraft is airborne for more
than 2 minutes.
1st Edition
12-16 25 Jul 08

(White) they are enabled.
PFD Check for a heading sensor failure.
MSG (White)
Shows when the FMS does not have a
MFD valid source for sensor and heading data
FMS NAV INVALID (White) while the aircraft is on the ground.
FPLN DISCONTINU- Modify the flight plan as necessary.

ITY
(Yellow) Shows when the flight plan has
sequenced past, or is within 2 minutes
PFD of sequencing past, the last waypoint
MSG (Yellow) before a flight plan discontinuity.
PFD
DISCONTINUITY (White)
FUEL FLOW NOT Shows when fuel flow data has been
AVAIL invalid for at least 2 minutes.
(White)
PFD
MSG (White)
GNSS DISABLED If the GNSS sensors are valid, enable

(White) the GNSS sensors on the GNSS
CONTROL page.
1st Edition
25 Jul 08 12-17
Shows when the GNSS sensors are

disabled for use by the FMS on the
GNSS CONTROL page. This can
degrade FMS navigation performance.
GNSS-FMS DIS- Do a position update of the FMS with

AGREE data from a known good sensor.
(Yellow)
Determine if a GNSS sensor is failed
PFD or invalid. Disable the sensor if
MSG (Yellow) necessary.
The GNSS position estimate is different

from that of the FMS. Shows when the
difference is:
• 2.0 NM or greater in the oceanic,
remote, or en route environment
• 1.0 NM or greater in the terminal
environment
• 0.3 NM or greater in the approach
environment.
GNSS NOT AVAIL- Shows when the FMS is not using GNSS
ABLE position data as part of its calculations
(Yellow) to determine position. Shows if the
GNSS has been unavailable for at least
PFD
2 minutes in the terminal environment
MSG (Yellow)
of the destination airport, or at least 30
seconds in the approach environment of
the destination airport, and the GNSS
sensors are enabled.
1st Edition
12-18 25 Jul 08
GNSS NOT AVAIL- Shows when the FMS is not using GNSS
ABLE position data as part of its calculations
(White) to determine position. Shows when the
GNSS has been unavailable for at least
PFD
5 minutes in the oceanic, remote, or en
MSG (White)
route environment.
GPS ONLY Determine if other navigation sensors

(White) are valid. Enable the navigation
sensors if disabled.
PFD
GPS ONLY (White) Shows when the FMS is using position
data from the GNSS sensor only.
PFD
Shows only if all of the other sensors
MSG (White)
are disabled, invalid, or failed. This
message can be inhibited in some
aircraft installations.
GNSS REVERTED Shows when the FMS is using the

(White) cross-side GNSS sensor, instead of the
same-side sensor, while the same-side
PFD
sensor is enabled. This could be the
MSG (White)
result of invalid data from the same-side
GNSS sensor or a failed same-side
sensor.
1st Edition
25 Jul 08 12-19
HOLD EFC EXPIRED Enter new EFC time on HOLD page

(White) or obtain clearance to exit the hold.
PFD Shows when the Expect Further
MSG (White) Clearance (EFC) time has expired and
the aircraft has not exited the hold.
INITIALIZE POSI- Initialize the FMS from the POS INIT

TION page on the CDU.
(Yellow)
Shows when the FMS has not been
PFD initialized.
MSG (Yellow)
INVALID VSPEED DB Contact maintenance personnel.

(White)
Shows when the system is configured
PFD to support the Vspeed feature and the
MSG(White) loaded FMS Vspeed Database (VDB)
version does not match the aircraft type
or the VDB is incomplete.
LAST WAYPOINT Insert the next waypoint into the flight

(Yellow) plan if the aircraft has not reached the
destination.
PFD
MSG (Yellow) Select an arrival and/or approach on
the DEP/ARR page for the destination
airport if not already accomplished.
1st Edition
12-20 25 Jul 08
Shows when the aircraft has passed, or

is within 2 minutes of passing, the last
waypoint in the flight plan.
LOC WILL BE TUNED Select AUTO tuning mode if

(White) necessary.
PFD Shows when the FMS is within 30
MSG (White) seconds of automatically tuning the
localizer and the navigation radio tuning
mode is set to MANUAL.
LOSS OF INTEGRITY Select another approach if applicable.

(Yellow)
Shows when the FMS is operating in
PFD a GNSS navigation mode (SBAS PA,
LOI (Yellow) SBAS, or GPS) during an approach after
passing the FAF.
Shows immediately when the Horizontal
Precision Limit (HPL) exceeds the
Horizontal Alert Limit (HAL) and the
Vertical Precision Limit (VPL) exceeds
the Vertical Alert Limit (VAL) with no
satellite fault detected.
LPV NOT AVAILABLE Switch to another approach if able.

(Yellow)
Shows when the FMS is in SBAS-VNAV
Approach Mode using GNSS navigation
and ANY of the following are true.
1st Edition
25 Jul 08 12-21
• A Loss of Integrity for the SBAS-VNAV

Approach Mode exists.
• The GNSS receiver is not in SBAS PA
Navigation Mode.
• A Satellite Fault has been detected
and the GNSS receiver immediately
switches out of SBAS PA to Navigation
Mode.
• The GNSS receiver is not using the
required SBAS Service Provider for
the selected approach.
If this message shows after the FAF
has sequenced for the approach, then
the FMS latches or locks this condition
until the FMS exits Approach Mode and
enters Terminal Mode.
MAX VPA EX- Select another approach or obtain

CEEDED amended approach clearance.
(White)
Shows a descent angle specified in
PFD the selected approach exceeds the
MSG (White) maximum VPA for the aircraft.
NO APPR REVER- Shows when either DCP is in reversion

SION mode while the aircraft is within 31
(White) NM of the airport, a localizer-based
approach is in the active flight plan, and
PFD
FMS-to-localizer NAV-to-NAV capture is
NO APPR (White)
enabled. NAV-to-NAV capture does not
occur with the DCP in reversion.
1st Edition
12-22 25 Jul 08
NO FLIGHT PLAN Create and execute a new flight plan,

(White) or activate and execute an existing
flight plan.
PFD
NO FLIGHT PLAN (White) Shows when the FMS does not have an
active flight plan.
NO NAV DATA BASE Load a navigation database into the

(White) FMS system.
PFD Shows when the FMS has no navigation
MSG (White) database.
NO NPA RAIM Select a non-FMS approach if

(White) possible.
PFD Shows when in GNSS Navigation Mode,
MSG (White) the aircraft is in the terminal area, a
GNSS or FMS Non Precision Approach
is specified in the flight plan, and RAIM
is predicted to be unavailable to the
GNSS sensor for the approach ETA. This
applies to non-precision approaches
only.
1st Edition
25 Jul 08 12-23
NON-WGS-84 AIR- Select a non-FMS approach if able.

PORT
(White) Shows when the airport for the selected
approach is not WGS-84 or NAD83
datum compliant. FMS is not authorized
to provide guidance for non WGS-84 or
NAD83 based approaches.
NO VPATH CONDI- Changing the autopilot to a mode

TION other than VPITCH or passing the last
(White) altitude constraint on the descent path
clears this message.
PFD
MSG (White) Shows when VPATH mode automatically
reverts to VPITCH mode. This occurs
because either the aircraft crossed a
vertical discontinuity in the descent path,
or a flight plan edit occurred that caused
the active descent path to move.
NO VPATH-PILOT Turn VNAV off then back on.

CMD
Shows when selection of a vertical
(White)
autopilot mode while flying VPATH.
PFD VPATH automatically recaptures only
MSG (White) after vertical deviation exceeds one dot,
and the aircraft is maneuvered back to
the VNAV path.
1st Edition
12-24 25 Jul 08
NO VPATH THIS LEG Change the autopilot to a mode other

(White) than VPITCH.
PFD Change to a leg that is not a holding
MSG (White) pattern.
Shows when the flight plan sequences

to a new leg that is a holding pattern.
When this occurs, VPATH automatically
changes to VPITCH.
NO VPATH-TAE Turn the aircraft to fly along the FMS

(White) course line.
PFD Change the autopilot to a mode other
MSG (White) than VPITCH.
Shows when VPATH mode has
automatically reverted to VPITCH mode
because the track-angle error has
exceeded the specified limits.
NO VPATH-VEC- Change the autopilot to a mode other

TORS than VPITCH.
(White)
PFD automatically reverted to VPITCH mode
MSG (White) because there is a heading leg in the
FMS flight plan. Message also clears
after the aircraft passes the heading leg.
1st Edition
25 Jul 08 12-25
NO VPATH-XTK Reduce the cross-track distance to

(White) within the specified limit.
PFD Change the autopilot to a mode other
MSG (White) than VPITCH.
automatically reverted to VPITCH mode
because the cross-track deviation has
exceeded the specified limits.
NO VSPD DATABASE Load a Vspeed database into the

(White) FMS.
PFD Shows when the system is configured to
MSG (White) support the Vspeed feature and there is
no Vspeed database stored in the FMS.
NOT ON INTERCEPT Turn the aircraft to intercept the FMS

TRK track.
(Yellow)
If the FMS is steering the aircraft, this
PFD condition is corrected automatically.
MSG (Yellow) Assess any potential airspace
violations during the maneuver.
Shows when the FMS is steering the

aircraft back to the active leg, or it is
armed for capture, but the current flight
path does not intercept the active flight
plan leg.
1st Edition
12-26 25 Jul 08
OFFSET TERMI- Shows when the aircraft has reached the

NATED end of a parallel offset leg of the flight
(White) plan.
PFD
MSG (White)
OFFSET WILL END Shows when the aircraft is within 2

(White) minutes of the end of an offset track.
PFD
MSG (White)
PATH BELOW A/C Shows when the current descent path

(White) is below the aircraft, the aircraft is in a
holding pattern, and will not intercept
PFD
the descent path unless the aircraft
MSG (White)
descends.
PROGRAM DIFFER Contact a maintenance technician to

(White) correct this problem.
PFD Shows when the two FMS software
MSG (White) programs are incompatible. Also shows
when an incorrect FMC or CDU is
installed in the aircraft.
1st Edition
25 Jul 08 12-27
RE-ENTER SET POS This message shows when an IRS

(Yellow) (or other LRN) did not properly
receive a position update or requires
PFD
reconfirmation of the update.
MSG (Yellow)
RESET INITIAL POS Reinitialize the FMS position on the

(Yellow) POS INIT page on the CDU.
PFD Shows when the position entered during
MSG (Yellow) position initialization is greater than 40
NM from the last known FMS position.
Because of this, the FMS is requesting
that the initial position be reentered for
verification.
TURB SELECTED Shows when all of the following

(Yellow) conditions are true.
• The on-side FMS is the navigation
display source and any FMS is the
active lateral steering source.
1st Edition
12-28 25 Jul 08
• TURB is selected on the FCP and any

of the following are true.
• The active waypoint is a hold fix,
but the holding pattern is not active,
and time to the active waypoint is
less than 1 minute, OR
• Any holding pattern is active, OR
• The active waypoint is a procedure
turn fix and the time to that fix is
less than 1 minute, OR
• The aircraft is within 31 NM radius
of the arrival airport for the selected
approach.
UNABLE CRZ ALT Correct the vertical profile to clear the

(White) message.
PFD Shows when the FMS performance
MSG (White) predictions indicate the aircraft cannot
reach the cruise altitude because of
climb or cruise ceiling limitations, or the
climb and descent profiles overlap.
UNABLE FPLN ALT Correct the vertical profile of the climb

(Yellow) or descent to clear this message.
PFD Shows when the FMS performance
MSG (Yellow) predictions indicate an altitude constraint
cannot be met at the specified waypoint.
1st Edition
25 Jul 08 12-29
UNABLE NEXT ALT Correct the flight plan altitude

(Yellow) constraint.
PFD Change the climb or descent profile to
MSG (Yellow) comply with the current constraint.
Shows when the next altitude constraint

cannot be cleared in the flight plan at
the present rate of climb or descent.
This message shows when the climb
or descent is insufficient for at least 1
minute or more. Also shows that an
automatic vertical Direct-To has been
attempted, and it cannot be performed
because the required descent path
exceeds the maximum VPA for the
aircraft. This message does not show
when the FMS is in an altitude hold
mode.
UNABLE TO SEQ Change the flight plan to eliminate the

FPLN conditions listed below.
(White)
Shows when any of the following
PFD conditions occur:
MSG (White)
• A departure procedure, STAR, or
approach specifies that the active leg
be terminated at a specified distance
from a DME station, and the current
flight path of the aircraft does not
intercept the specified DME station.
1st Edition
12-30 25 Jul 08
• A departure procedure, STAR, or

approach specifies that the active leg
is a heading leg, which terminates
either at a specified VOR radial or
when it intercepts the next leg, and
the termination point is more than 50
NM from the present position of the
aircraft.
• An altitude-terminated procedure leg
is active and barometric altitude is
invalid, or vertical speed has been
negative for at least 1 minute.
USE LNAV MINIMUM Shows when SBAS-VNAV LNAV

(Yellow) condition exists. This condition exists
when ALL of the following are true.
MFD
USE LNAV MINIMUM • The LNAV level of service minimums
(Yellow) are authorized for the selected
approach (from the navigation
database).
• The FMS is using GNSS in the
navigation solution.
• The GNSS is not in SBAS PA
navigation mode.
VNAV SENSOR FAIL Determine which is the invalid or failed

(White) sensor, and select a reversion mode
to provide valid data to the FMS.
PFD
MSG (White) Shows when the sensor data for VNAV
functions is not available or is invalid.
1st Edition
25 Jul 08 12-31
VOR DISABLED Enable the VOR sensors on the

(White) VOR/DME CONTROL page.
Shows when the VOR navigation sensors

are deselected for use by the FMS on
the VOR/DME CONTROL page. This
can degrade FMS navigation capability.
This message will appear on the
MESSAGES page without an
accompanying MSG indication on
the CDU Message Line.
VOR/DME DIS- Shows when the FMS is navigating

TANCE>40 NM within a terminal area using a single
(Yellow) collocated VOR/DME for determining
position and the navaid is greater than
PFD
40 NM from the present position.
MSG (Yellow)
VOR/DME ONLY Shows when the FMS is using a single

(White) VOR/DME whose distance is less than or
equal to 40 NM for determining position.
PFD
V/D (White)
1st Edition
12-32 25 Jul 08
VOR/FMS DIS- Do a position update of the FMS with

AGREE data from a known good sensor.
(Yellow)
Disable individual VOR/DME navaids.
PFD
MSG (Yellow) Disable the use of all VOR and/or
DME navaids.
Shows when the VOR/DME position
estimate is different from that of the
FMS. This messages shows when the
difference is greater than 10 NM in
the en route environment, and greater
than 5 NM in the terminal and approach
environment. The pilot should determine
whether the FMS position of the VOR
signal is incorrect and determine the
appropriate action, if any.
VSPEEDS DESE- Push the SEND LSK to transmit the

LECTED Vspeed values to the PFD.
(Yellow)
Shows when the FMS Vspeed bugs have
PFD been removed from the PFD airspeed
MSG (Yellow) tape due to either of the following:
• The FMS has recomputed the

corresponding takeoff or approach
reference values due to a change in a
required input parameter.
• The SEND LSK is pushed while the
IN PROGRESS or COMPLETED
message is showing.
This message is cleared automatically
after 5 seconds.
1st Edition
25 Jul 08 12-33
VSPEEDS DIS- Verify the performance information

AGREE on both FMS and correct any input
(Yellow) values that differ.
PFD Shows when a miscompare of one or
MSG (Yellow) more computed Vspeed values exists
and has been detected between the
FMS.
VSPDS OUT OF Verify the performance information on

RANGE both FMS and correct any input values
(Yellow) that might be incorrect. If all values
are correct, the FMS will not be able to
PFD
calculate one or more Vspeed values.
MSG (Yellow)
Shows when the FMS is unable to
compute at least one of the Vspeed
values because one or more of the input
parameters was outside of the range
supported by the Vspeed database or
the computed RWY WIND exceeds the
maximum limit for the aircraft.
XTALK FAIL Shows in a dual FMS installation

(White) when the two systems have had a
communications failure and cannot
PFD
operate in the SYNC mode.
MSG (White)
1st Edition
12-34 25 Jul 08
CDU ANNUNCIATIONS
CDU Annunciation Line:
EXEC Verify the flight plan change, then

(White) push the EXEC function key on the
CDU to execute the flight plan.
Shows at the right side of the message

line anytime an active flight plan is
modified, or when a new flight plan
is activated. (Does not show on the
MESSAGES page.)
MSG Push the MSG function key to

(White or Yellow) acknowledge the message and
remove the MSG annunciation from
PFD
the PFD.
MSG (White or Yellow)
Shows when the CDU message page
contains a new or old message. Also
shows on the PFD for each new
message. The MSG annunciation
shows on the CDU as long as there is
a message on the MESSAGES page.
(Does not show on the MESSAGES
page.)
OFFSET Shows when a parallel offset is in use.

(White) The message clears when the offset
is terminated. (Does not show on the
MESSAGES page.)
1st Edition
25 Jul 08 12-35
TMP© Indicates that Temperature

(White) Compensation is being applied to
appropriate legs of the approach,
approach transition, missed approach
procedure, and the aircraft is flying a leg
that could be affected. (Does not show
on the MESSAGES page.)
1st Edition
12-36 25 Jul 08
PILOT OPERATIONS MESSAGES
CDU Scratchpad:
ALONG TRK WPT Check for a possible scratchpad entry

N/A error.
(White)
Make sure that the entry complies
with the entry rules for pilot-entered
waypoints.
Shows when an attempt to enter

a place/along-track offset or
place/along-track offset/name waypoint
in the flight plan at the specified location
failed.
CDU Scratchpad:
CHK SELECTED Go to the STATUS page on each

DATA BASE CDU and verify that the navigation
(White) database name and effective dates
are the same. It could be necessary
to load a new database into one or
both FMS.
Shows when the effective date and
active navigation database is not the
same on each FMS in a dual installation.
CDU Scratchpad:
DATE ENTRY N/A Refer to the appropriate aircraft flight

(White) manuals to set the DATE.
1st Edition
25 Jul 08 12-37
Shows when an attempt to enter a

date value in the DATE location on the
STATUS page failed because current
conditions do not allow the clock to be
reset. In many aircraft, the date and time
shown on the FMS STATUS page are
set by the aircraft clocks and cannot be
set from the FMS.
CDU Scratchpad:
DEFAULT ENTRY Go to the DEFAULTS page to modify

ONLY the parameter.
(White)
Shows when the crew has attempted to
modify a default parameter that can only
be modified on the DEFAULTS page.
CDU Scratchpad:
DISTANCE TOO Make sure that the correct reference

LARGE waypoint and the correct distance
(White) were used.
Shows when an attempt is made to enter
an along-track waypoint offset that is too
large for the flight plan leg.
CDU Scratchpad:
DME IN HOLD Clear the HOLD mode, and then set

(White) the navigation radio to the AUTO
mode.
1st Edition
12-38 25 Jul 08
Shows when an attempt to set the

navigation radio-tuning mode to AUTO
failed because the affected radio has a
DME in the HOLD mode.
CDU Scratchpad:
FMS FAULT Report this problem to the

(White) maintenance personnel.
Shows when the FMS has detected an

internal fault that prevents it from storing
the database.
CDU Scratchpad:
FPLN EDIT IN Execute the modified flight plan on the

PROGRESS cross-side FMS, then try again.
(White)
Shows when an attempt is made to
select the SYNC mode while one FMS
has a flight plan edit in progress (MOD
FPLN).
CDU Scratchpad:
FPLN FULL Delete extra waypoints/legs, or wait

(White) until there are fewer than 100 legs in
the flight plan.
1st Edition
25 Jul 08 12-39
Shows when an attempt is made to add

waypoints to a flight plan failed because
the flight plan already has the maximum
number (100) of legs allowed. The
flight plan leg count includes legs in the
DIRECT-TO HISTORY and the alternate
flight plan.
CDU Scratchpad:
FUEL FLOW NOT Shows when the fuel flow data has been
AVAIL invalid for at least 2 minutes.
(White)
CDU Scratchpad:
INBD CRS ENTRY Shows when an attempt is made to edit

N/A the inbound course of an active hold.
(White)
CDU Scratchpad:
INTERSECTION>400 Correct the waypoint entry and try

NM again.
(White)
Shows when a waypoint specified by the
intersection of radials from two navaids
is more than 400 NM from either of the
navaids.
1st Edition
12-40 25 Jul 08
CDU Scratchpad:
INVALID DELETE This message clears itself.

(White)
delete data that cannot be deleted with
the DELETE function.
CDU Scratchpad:
INVALID DIRECT-TO Modify the flight plan as necessary to

(White) correct the problem.
Shows when a Direct-To request cannot

be complied with because any of the
conditions below are true.
• The selected Direct-To waypoint is not
a geographical waypoint.
• The vertical Direct-To was requested
to an altitude that is above the
barometric altitude of the aircraft or
requires a descent path that exceeds
the maximum VPA.
CDU Scratchpad:
INVALID ENTRY Correct the entry and try again.

(White)
Shows when the data entry is invalid (for
example, invalid format or value out of
range) for the attempted data entry field.
CDU Scratchpad:
INVALID ROUTE Enter waypoints into a route before

(White) attempting to store the route.
1st Edition
25 Jul 08 12-41

store a route that does not have any
waypoints.
CDU Scratchpad:
KEY NOT ACTIVE The message clears itself.

(White)
Shows when an inactive line key or
function key is pushed.
CDU Scratchpad:
LIST FULL Enable a GPS satellite before

(White) attempting to disable another one.
Shows when eight GPS satellites are

disabled on the NON PRECISION
APPROACH RAIM page and an attempt
is made to disable another one. Only
eight satellites can be disabled at one
time.
CDU Scratchpad:
N/A IN POLAR RE- The message clears itself.

GION
(White) Shows when an attempt is made to
perform a disallowed edit in the polar
regions of the flight plan. None of the
following items that are located in a polar
region can be entered:
• A hold either at a fix or at PPOS

• A reference fix (FIX INFO page)
• A reference fix for a place
bearing/distance
1st Edition
12-42 25 Jul 08
• A place bearing/place bearing fix

• An along-track fix
• A course edit to fix
• A FROM waypoint.
CDU Scratchpad:
NAVAID INHIBITED Select a different navaid for the

(White) position update or enable the inhibited
navaid on the VOR/DME CONTROL
page.
Shows when an attempt to specify a

navaid for position update on the POS
INIT page failed because the navaid is
inhibited on the VOR/DME CONTROL
page.
CDU Scratchpad:
NAVAID NOT RE- Select a different navaid for the

CEIVED position update.
(White)
Shows when an attempt to update
position from a navaid on the POS INIT
page failed because the navaid signal is
invalid.
1st Edition
25 Jul 08 12-43
CDU Scratchpad:
NO ENTRY AL- Select a valid entry field for the data

LOWED in the scratchpad.
(White)
Shows when a LSK adjacent to a data
field that does not allow entry of data is
pushed.
CDU Scratchpad:
NO INTERSECTION Correct the radial entries and try

(White) again.
If the message is for an airway entry,

modify the flight plan if necessary and
try again.
Shows when the waypoint specified

by the intersection of radials from two
navaids does not exist because the
radials do not intersect, or the radial
or distance does not intercept a flight
plan leg. This message also shows
when trying to enter an airway for which
there is neither an entry or exit waypoint
already in the flight plan.
CDU Scratchpad:
NO XSIDE DATA Shows when an attempt is made to

(White) transfer a Cross-side (Xside) waypoint
list and there is no data in the cross-side
FMS.
1st Edition
12-44 25 Jul 08
CDU Scratchpad:
NO XSIDE FPLN Shows when an attempt is made to

(White) transfer an empty flight plan from the
cross-side FMS.
CDU Scratchpad:
NOT A COLOCATED Select another VOR/DME or another

NAVAID sensor type to initialize or update the
(White) position.
Shows when an attempt is made to use

a non-collocated VOR/DME to initialize
position or update the position from a
navaid.
CDU Scratchpad:
NOT A VOR/DME Select another VOR/DME or another

(White) sensor type to initialize or update the
position.
Shows when the station identifier entered

corresponds to a navaid that is not a
paired VOR/DME, which is unacceptable
for initializing or updating the position.
CDU Scratchpad:
NOT IN DATA BASE The message clears itself.

(White)
Shows when the identifier entered in
the scratchpad is not in the navigation
database.
1st Edition
25 Jul 08 12-45
CDU Scratchpad:
NOT ON AIRWAY Select a waypoint that is located on

(White) the airway and try again.
Shows when an attempt to enter an exit

waypoint for an airway failed because
the waypoint is not part of the airway.
CDU Scratchpad:
NOT ON GROUND Shows when the FMS has determined

(White) that the aircraft is not on the ground and
the pilot has attempted to perform one of
the actions that follow:
• Select an active database
• Load a database from disk
• Transfer a pilot route
• Specify an origin airport in the active
flight plan.
The above actions are not permitted
while the aircraft is airborne.
CDU Scratchpad:
PILOT WPT LIST To enter another pilot-defined

FULL waypoint, first delete one from the
(White) current flight plan or the pilot waypoint
database.
1st Edition
12-46 25 Jul 08

enter a pilot-defined waypoint into the
flight plan and there are already 50
pilot-defined waypoints in the flight plan.
This message also shows when trying
to store a waypoint in the pilot waypoint
database, and the total number of
waypoints in the database is at the limit
of 100 waypoints.
CDU Scratchpad:
QUAD/RADIAL EN- Shows when an attempt to edit the

TRY N/A QUAD/RADIAL of an active hold is
(White) made.
CDU Scratchpad:
RADIO IS NAV Set the navigation source to FMS and

SOURCE try again.
(White)
Shows when an attempt is made to set
the navigation radio tuning mode to
AUTO when the affected radio is the
navigation source.
CDU Scratchpad:
ROUTE LIST FULL Delete a route to make room for the

(White) new route and try again to store it.
Shows when 100 routes have been

stored in the FMS route database, or
there is not enough memory to store this
route.
1st Edition
25 Jul 08 12-47
CDU Scratchpad:
SEND N/A – NOT IN Go to the FMS CONTROL page and

SYNC select SYNC mode, then reselect the
(White) SEND command.
Shows when the crew has attempted
to send Vspeeds to the PFD when the
FMS is in the INDEP mode and current
conditions will allow the FMS to be put
into SYNC mode. Applies to dual FMS
installations.
CDU Scratchpad:
SYNC N/A On the STATUS page, make sure

(White) the PROGRAM names in both FMS
are the same. If they are not the
same, then the appropriate programs
must be installed in the FMS. If they
are the same, there is a cross talk
communications failure between the
FMS.
Shows when an attempt to select the
SYNC mode failed, because the two
software programs in the FMS are
different, or cross-talk communication
between the two FMS is unavailable.
CDU Scratchpad:
SYSTEM NOT AVAIL- Shows when an attempt is made to select

ABLE an MCDU function and the associated
(White) system is not available to the FMS.
1st Edition
12-48 25 Jul 08
CDU Scratchpad:
TIME ENTRY N/A Refer to the appropriate aircraft flight

(White) manuals to set the TIME for the
aircraft clock.
Shows when an attempt to change the
UTC time on the STATUS page failed
because an external clock source is in
use. In many aircraft, the date and time
shown on the FMS STATUS page are
set by the aircraft clocks and cannot be
set from the FMS.
CDU Scratchpad:
TOO MANY HOLDS Delete a previous hold from the flight

(White) plan to make room to add a new one.
Shows when an attempt to enter a hold

into a flight plan failed because the flight
plan already has the maximum number
of holds allowed. Only six holds are
allowed in a flight plan, which includes
the Direct-To history.
CDU Scratchpad:
WPT NOT MATCHED Correct the scratchpad entry and try

(White) again.
Shows when an attempt to enter a

place/along-track offset waypoint at a
location in the flight plan failed because
the waypoint identifiers in the flight plan
and scratchpad did not match.
1st Edition
25 Jul 08 12-49
CDU Scratchpad:
XSIDE EDIT IN Cancel or execute the modification on

PROGRESS the other CDU to allow edits from this
(White) CDU.
Shows when an attempt to edit an active
flight plan failed, because the other CDU
is already in the MOD mode. Only one
CDU at a time is allowed to edit the
active flight plan when either FMS is set
to the SYNC mode.
CDU Scratchpad:
XSIDE STORE FAIL Shows when an attempt is made to

(White) store a waypoint on the same-side
FMS while in the SYNC mode, and
the cross-side FMS could not store the
data. This can occur if the database
on the cross-side FMS is full, but the
same-side FMS database is not, or when
the cross-side database contains an
identically named item that is not in the
same-side database.
CDU Scratchpad:
XTALK BUS FAILURE Shows when the cross-talk bus is invalid

(White) and an attempt is made to change the
cross-side navigation radio tuning mode
from manual to automatic.
1st Edition
12-50 25 Jul 08
DBU AND MAINTENANCE OPERATIONS MESSAGES
CDU Scratchpad:
DBU NOT RE- Cancel the operation.

SPONDING
(White) Shows when the DBU is not responding
to commands from the FMS.
CDU Scratchpad:
ERROR-SEE AVAIL Select AVAIL LRU on CDU page.

LRU
(Yellow) Shows when an error is detected by
the DBU. Additional error message may
show on CDU page showing at that
time. Select AVAIL LRU, then select
the error LRU to clear the message.
When all error messages for the LRU
are cleared, the message will clear from
the scratchpad.
CDU Scratchpad:
FILE NOT Shows when an attempt is made to

DELETABLE delete a file that cannot be deleted.
(White)
CDU Scratchpad:
FILE NOT FOUND Cancel the operation or make sure the

(White) correct file is available and try again.
Shows when the thumbdrive in the DBU

does not contain the file requested by
the FMS.
1st Edition
25 Jul 08 12-51
CDU Scratchpad:
FILE TRANSFER Cancel the operation or try again.

ERROR
(White) Shows when an error occurred while
transferring data between the FMS and
the DBU.
CDU Scratchpad:
FMS LOAD ERROR Cancel the operation and try again.

(White)
Shows when the FMS has detected an
error in storing the requested data.
CDU Scratchpad:
FMS NOT RE- Cancel the operation and try again.

SPONDING
(White) Shows when the FMS is not responding
to the DBU.
CDU Scratchpad:
FMS MEMORY FULL Cancel the operation.

(White)
Shows when the FMS does not have
enough memory to load the requested
data.
1st Edition
12-52 25 Jul 08
CDU Scratchpad:
INSUFFICIENT DISK Cancel the operation and try a new or

SPACE larger capacity thumbdrive.
(White)
Shows when the memory available
on the thumbdrive does not meet the
amount needed to write the complete list
of routes or waypoints.
CDU Scratchpad:
NO LOADABLE Update files on the thumbdrive and try

FILES again.
(White)
Shows when the thumbdrive in the DBU
does not contain any loadable files.
CDU Scratchpad:
NO SAVABLE FILES Shows when a request is made for

(White) the FMS to write files to a thumbdrive.
However, there is no data available for
storage.
CDU Scratchpad:
OTHER LRU USING Discontinue the use of the other

DBU device and try again.
(White)
Show when the DBU is in use by another
device.
1st Edition
25 Jul 08 12-53
CDU Scratchpad:
POWER INTERRUPT Cancel or continue the operation as

DETECTED necessary.
(White)
Shows when a momentary loss of
power has been detected during DBU
operations.
CDU Scratchpad:
WRONG VERSION Cancel or continue the operation as

(White) necessary.
Shows when a storage device containing

the wrong version of database format
was inserted into the DBU.
1st Edition
12-54 25 Jul 08
PFD MESSAGES
FMS MESSAGE A1 FMS MESSAGE A2 CENTER MESSAGE LINE
M.456 29.92 IN
FMSMSGA1 30
HDG340 340
FMSMSGA2
33 N
FMS1
DTK 340 30
KCID
3
95.0NM
W
6
24
<PRESET LX/RDR>
E
VOR2
21
12
V 8.3NM
SLN S 15
V 27.3NM
HUT
< ET 0 1 : 1 5
COM1 123.45 ATC STBY UTC 12:00 TAT OÎC COM2 122.55
BRT
DIM
TPJ3874_01
PFD Left Side Top Annunciation Line:
APPR Shows when the lateral and vertical

(White) deviation shown on the PFD is set to
the approach sensitivity level and RNAV
approach is active.
CHK POS Shows after the first 2 minutes of flight.

(Yellow) The calculated FMS position does not
meet the accuracy requirements for the
current phase of flight.
1st Edition
25 Jul 08 12-55
CHK POS Shows for the first 2 minutes after takeoff

(White) when the calculated FMS position does
not meet accuracy requirements for the
current phase of flight.
FMS DR Shows when the FMS is in dead

(White) reckoning mode with the aircraft on the
ground or airborne prior to reaching 400
feet AGL.
FMS DR Shows when the FMS is in dead

(Yellow) reckoning mode with the aircraft airborne
above 400 feet AGL.
GPS APPR Shows when the lateral and vertical

(White) deviation is set to the approach
sensitivity level for SBAS PA, SBAS, or
GPS approach mode and the approach
is active.
GPS ONLY Shows when the FMS position is

(White) determined from GPS positional data
only.
1st Edition
12-56 25 Jul 08
ADDENDUM 5
TO
ROCKWELL COLLINS FMS-3000 v4.0 FLIGHT MANAGEMENT
SYSTEM FOR THE CESSNA CITATION CJ1+/CJ2+/CJ3/ENCORE+
OPERATOR’S GUIDE
Addendum 4 is superseded.
On page 12-56, after CHK POS annunciation box, add the

following:
▼PFD Left Side Top Annunciation Line:
ENROUTE Shows when the FMS determines
(White) that the aircraft is not in the Terminal,
Approach, or Oceanic modes.
Addendum 5
04 Apr 13
523-0810168-051117 Page 1 of 6
ADDENDUM 5
TO
OPERATOR’S GUIDE
Addendum 5
04 Apr 13
523-0810168-051117 Page 2 of 6
LOI Shows Loss of Integrity when the FMS is

(White) operating in a GNSS navigation mode
and the aircraft is operating in the en
route or oceanic/remote flight modes.
Shows when the Horizontal Precision
Limit (HPL) exceeds the Horizontal
Alert Limit (HAL) for 30 seconds in the
en route mode and 60 seconds in the
oceanic mode and no satellite fault has
been detected.
The message will clear itself when the
condition clears.
LOI TERM Shows Loss of Integrity when in the

(Yellow) Terminal mode. Displays in white after
takeoff until the aircraft reaches 400 feet
AGL. This will only display when the
GNSS is enabled.
LPV APPR Shows when SBAS-VNAV LPV level of

(White) service approach is in use.
LPV TERM Shows when the autopliot is in NAV mode

(White) (not APPR), a SBAS LPV approach is
selected, and the aircraft is within 31 NM
of the airport for the selected approach.
1st Edition
25 Jul 08 12-57
NO APPR Shows when the FMS guidance for

(White) the approach is not approved or the
approach had been disabled. When this
annunciation shows on the display, the
lateral deviation scaling reverts to the
terminal environment sensitivity level.
NO APPR Shows during final approach, when the

(Yellow) required navigation accuracy to complete
the approach is lost.
SEQ INHB Shows when the SEQUENCE mode is

(White) set to INHIBIT on the LEGS page and
the aircraft is on the FROM side of the
active waypoint. Setting SEQUENCE to
AUTO on the LEGS page removes this
annunciation.
TERM Shows when the lateral and vertical

(White) deviations are set to the Terminal Mode
sensitivity levels.
1st Edition
12-58 25 Jul 08
ADDENDUM 5
TO
OPERATOR’S GUIDE
On page 12-58, after NO APPR (Yellow) annunciation box, add the

following:
▼PFD Left Side Top Annunciation Line:

OCEANIC Shows when the FMS enters
(White) Oceanic mode and lateral deviation
is ±4.0 NM. Oceanic mode occurs
when the aircraft is in the North
Atlantic region (from N27 to N67, and
W10 to W60) when the aircraft is not
in terminal or approach mode.
Addendum 5
04 Apr 13
523-0810168-051117 Page 3 of 6
ADDENDUM 5
TO
OPERATOR’S GUIDE
Addendum 5
04 Apr 13
523-0810168-051117 Page 4 of 6
PFD Left Side Bottom Annunciation Line:
ALT Shows when the rate of climb or descent

(Yellow) is less than what is required to make the
next altitude constraint specified in the
flight plan.
BOC Shows when the aircraft is within 1

(White) minute of a bottom of climb altitude
change. When the aircraft is within 5
seconds of the change, the annunciation
begins to flash. The annunciation turns
off after the aircraft passes the BOC
point.
HOLD Shows when a holding pattern is active.

(White)
MSG Shows when there is a white message

(White) on the CDU MESSAGES page.
PFD Bottom Annunciation Line:
MSG Shows when there is a yellow message

(Yellow) on the CDU MESSAGES page.
1st Edition
25 Jul 08 12-59
OFST Shows when a flight plan parallel offset

(White) is in effect.
SPD Shows when the current aircraft speed

(Yellow) is 10 knots or greater than the target
speed and VNAV is selected. It also
shows when the aircraft is within 2
minutes of reaching a hold and the
aircraft speed is 10 knots or greater than
the recommended maximum holding
speed and VNAV is not selected or not
available.
TOD Shows when the aircraft is within 1

(White) minute of a top of descent altitude
change. When the aircraft is within 5
seconds of the change, the annunciation
begins to flash. The annunciation turns
off after the aircraft passes the TOD
point.
PFD Center Message Line:
DISCONTINUITY Delete the discontinuity.

(White)
Sequence past the discontinuity if it
cannot be deleted.
1st Edition
12-60 25 Jul 08
Shows in the middle of the HSI displays

when the active leg of the flight plan is
a discontinuity.
PFD Center Message Line:
NO FLIGHT PLAN Enter and execute a flight plan.

(White)
Select a navigation source other than
FMS.
Shows in the middle of the HSI display
when FMS is selected as the navigation
source and there is no flight plan entered
into the FMS.
1st Edition
25 Jul 08 12-61
MFD MESSAGES
MFD Message Line:
CHK FUEL AT ALTN Informs the pilot that the computed fuel
(Yellow) for the active flight plan alternate airport
is less than the specified reserve fuel. If
the condition for CHECK FUEL AT DEST
exists, this message will be suppressed.
MFD Message Line:
CHK FUEL AT DEST Informs the pilot that the computed

(Yellow) fuel for the active flight plan destination
airport is less than the specified reserve
fuel.
1st Edition
12-62 25 Jul 08
This message is inhibited during initial

climb.
MFD Message Line:
CHK POS Verify all sensors are enabled for use

(Yellow) by the FMS.
Perform a position update if an

accurate position can be determined
by one of the navigation sensors.
Shows when the FMS position estimate

does not meet the accuracy required for
the current phase of flight.
MFD Message Line:

(Yellow) they are enabled.
Check for an attitude sensor failure.

Shows when the aircraft is airborne and
the FMS does not have a valid airspeed
or heading.
MFD Message Line:
FMS DR Make sure navigation sensors are

(Yellow) enabled.
Do a position update of the FMS with
data from a known good sensor.
Shows when the FMS is in dead

reckoning mode and the aircraft has
been airborne for longer than 2 minutes.
1st Edition
25 Jul 08 12-63
MFD Message Line:
DR EXCEEDS 5 MIN Shows when the FMS has been in DR

(Yellow) mode for 5 minutes or longer.
MFD Message Line:
LOSS OF INTEGRTY Select another approach if applicable.

(Yellow)
Shows when the FMS is operating in
a GNSS navigation mode (SBAS PA,
SBAS, or GPS) during an approach after
passing the FAF.
Shows immediately when the Horizontal
Precision Limit (HPL) exceeds the
Horizontal Alert Limit (HAL) and the
Vertical Precision Limit (VPL) exceeds
the Vertical Alert Limit (VAL) and no
satellite fault has been detected.
MFD Message Line:
USE LNAV MINIMUM Shows when SBAS-VNAV LNAV

(Yellow) condition exists. This condition exists
when ALL of the following are true.
• The FMS is in SBAS-VNAV Approach

Mode.
• The LNAV level of service is
authorized for the selected approach.
1st Edition
12-64 25 Jul 08
FMS-3000 v4.0 TAKEOFF & APPROACH PERFORMANCE (VSPEEDS)
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 13-1
Takeoff Reference Displays ............................................................ 13-2
Takeoff Reference Operation ......................................................... 13-7

Takeoff Reference 1/3 Page ....................................................... 13-8
Takeoff Reference 2/3 Page ..................................................... 13-15
Takeoff Reference 3/3 Page ..................................................... 13-19
Takeoff Reference Text Page On The MFD .............................. 13-21
Compute Takeoff Reference Vspeeds ...................................... 13-21
Set Up the FMS for Takeoff Reference Vspeeds .................. 13-21
TAKEOFF REF 1/3 Page ...................................................... 13-23
TAKEOFF REF 2/3 Page ...................................................... 13-28
TAKEOFF REF 3/3 Page ...................................................... 13-31
Transmit Takeoff Vspeeds to PFD ............................................ 13-32
Takeoff Vspeeds: Manually-Entered and FMS-Com-
puted ......................................................................................... 13-34
Approach Reference Displays ...................................................... 13-35
Approach Reference Operation .................................................... 13-40

Approach Reference 1/3 Page ................................................. 13-42
SEND .................................................................................... 13-52
Approach Reference Text Page On The MFD .......................... 13-55
Compute Approach Reference Vspeeds .................................. 13-56
Approach Reference Airport .................................................. 13-56
Set Up The FMS for Approach Reference Vspeeds ............. 13-58
APPROACH REF 1/3 Page (ORIGIN Airport) ...................... 13-60
APPROACH REF 2/3 Page (ORIGIN Airport) ....................... 13-65
APPROACH REF 1/3 Page (DEST Airport) ......................... 13-68
APPROACH REF 2/3 Page (DEST Airport) ......................... 13-72
APPROACH REF 3/3 Page (ORIGIN or DEST Airport) .......... 13-75
Transmit Approach Vspeeds to PFD ........................................ 13-75
Approach Vspeeds: Manually-Entered and FMS-Com-
puted ......................................................................................... 13-78
1st Edition
25 Jul 08 i
TAKEOFF & APPROACH PERFORMANCE (VSPEEDS) FMS-3000 v4.0
1st Edition
ii 25 Jul 08
TAKEOFF & APPROACH PERFORMANCE

(VSPEEDS)
INTRODUCTION
The takeoff and landing performance function provides an electronic
search capability and display of Vspeeds, weight limits, and runway
length requirements, all based on data from the Original Equipment
Manufacturer (OEM) airframe design. The FMS not only provides the
information in a format similar to the printed data in the aircraft manual,
but also automates the process of referencing the appropriate tables,
interpolating the data, and applying correction factors.
The takeoff and approach reference Vspeed performance computations
are based upon performance data taken from the Aircraft Flight
Manual (AFM). In some instances, there are more combinations of
aircraft configurations available than are covered by published AFM
performance charts. In addition, AFM performance charts depicting
TAKEOFF and APPROACH REF Vspeed performance data are
designed over defined ranges of input variables.
When the FMS is unable to calculate a takeoff or approach reference
Vspeed performance value due to an unsupported aircraft system
configuration or an out-of-range input variable, a yellow question
mark (?) shows in place of the numerical value. Once the conflicting
aircraft system or out of range input variable has been corrected, the
associated computed output performance parameter returns to normal
color, and the numeric value replaces the yellow question mark.
The takeoff and landing performance function is divided into two sets of
CDU and MFD pages – one set for takeoff reference (TAKEOFF REF)
and one for approach and landing references (APPROACH REF). The
format for displaying the information is essentially the same for both
sets of pages, with common variables, such as gross weight, shown in
the same location.
To get access to the takeoff and landing performance pages, push the
PERF function key on the CDU to show the PERF MENU page. The
available takeoff and landing performance functions include:
1st Edition
25 Jul 08 13-1
Takeoff Reference Displays CJ1+/CJ2+/CJ3/Encore+
• TAKEOFF – Three pages to show and set the inputs for calculation
of takeoff data that includes airport information, runway and
meteorological conditions, aircraft configuration data and weight, and
maximum weight limits.
• APPROACH – Three pages to show and set the inputs for calculation
of approach and landing data that includes airport information,
runway and meteorological conditions, aircraft configuration data and
weight, and maximum weight limits.
NOTE
N
After a long power interrupt (longer than 2 minutes), the Vspeed
feature will clear OAT and WIND. As a result, the Vspeed numbers
will go away since OAT is necessary for them to be calculated, and
the RWY WIND headwind/tailwind component will go away since
WIND is necessary for its calculation. For short power interrupts
(less than or equal to 2 minutes), the Vspeed feature will retain the
previous values for OAT and Wind, and the Vspeed calculations
will remain unchanged.
TAKEOFF REFERENCE DISPLAYS

Push the PERF function key on the CDU to show the PERF MENU
page. It can require multiple pushes of the PERF function key to show
the PERF MENU page. Push the TAKEOFF LSK to show one of three
TAKEOFF REF pages, then push the NEXT and PREV function keys as
necessary to select other pages. The TAKEOFF REF pages can also
be accessed through a line key selection on the PERF INIT page.
The TAKEOFF REF pages show:
• Takeoff (ORIGIN) airport
• Runway (RWY) ID, RWY WIND (headwind/tailwind and crosswind
component), RWY LENGTH, and RWY SLOPE
• Runway Conditions (RWY COND), WIND, Outside Air Temperature
(OAT), Barometric Correction (QNH), and Pressure Altitude (P ALT)
• Anti-Ice (A/I) configuration
• Takeoff Weight/Gross Weight/Maximum Takeoff Weight
(TOW/GWT/MTOW)
• Takeoff Field Length (TOFL), and runway designator and length
1st Edition
13-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Takeoff Reference Displays
• Takeoff Vspeeds: V1 – Decision Speed, VR – Rotation Speed, V2 –

Takeoff Safety Speed, and VT – Enroute Climb Speed
• A SEND selection to transmit the takeoff Vspeeds to the PFD
• Structural, performance, and runway length weight limits.
The origin airport cannot be changed on the TAKEOFF REF pages,
since it is defined in the flight plan. If a runway was defined on the
DEPART page, RWY ID and RWY LENGTH data are prefilled on the
TAKEOFF REF page for the designated runway. If the RWY ID field
contains an entry when wind data is entered, RWY WIND is computed
and shown. RWY LENGTH accepts manual entry on the TAKEOFF
REF page. However, manual entry of RWY LENGTH deletes a prefilled
RWY ID and removes RWY WIND and manually entered RWY SLOPE
values.
The list that follows shows which inputs can be entered manually and
their acceptable formats. For any data field with a designator (F/M
(Feet or Meters), I/H (Inches or Hectopascals), U/D (Up or Down), C/F
(Degrees Celsius or Fahrenheit)), the designator can come before or
after the numerical entry.
NOTE
N
For some data entry fields on the TAKEOFF REF page, if
nothing is entered into dashed data fields, the FMS uses a
zero correction factor. The applicable data fields are: RWY
WIND (headwind/tailwind, crosswind), RWY SLOPE, and WIND
(direction/velocity).
• RWY ID – RW09, RW19R, RW02L, RW13C (RWY ID is usually

prefilled with identifier of the flight plan departure runway, but it also
accepts manual entry for any runway associated with the FPLN
ORIGIN airport).
NOTE
N
Manual entry of RWY ID on the TAKEOFF REF pages applies to
the TAKEOFF REF pages only. It does not alter the departure
runway on the active flight plan or the RWY ID on the APPROACH
REF pages when the origin airport is selected for the approach.
• RWY WIND – (Headwind: H or +, Tailwind: T or -) H12, 9H, +10,

T8, 6T, -10
• RWY LENGTH – Feet (F - default) or Meters (M)
1st Edition
25 Jul 08 13-3
• RWY SLOPE – .5, 1.2U, U1.0, .5D, -1.2, D1.0 (Up: U, Down: D or –)
• WIND – 090/12, 050M/08, 035T/12 (MAG is the default reference)
• OAT – 11, -05, C10, 25C, 25F, F-13 (C is the default)
• QNH – Inches (I-default) or Hectopascals (H)
• P ALT – Feet.
In the event takeoff field length exceeds the available runway length,
the available runway length shows in yellow on TAKEOFF REF pages,
and the message CHECK TAKEOFF PERF appears on the CDU. In
addition, the RWY ID shows in yellow on the TAKEOFF REF 1/3 page.
The minimum inputs necessary for takeoff reference Vspeeds
computations to be performed are:
• RWY LENGTH
• Outside Air Temperature (OAT)
• Airport Pressure Altitude (P ALT)
• Takeoff Weight (TOW).
Once these four necessary input parameters have been specified on
the TAKEOFF REF 1/3 and TAKEOFF REF 2/3 pages, takeoff reference
Vspeeds values are computed and shown as V1, VR, V2, and VT (this
assumes that valid QNH barometric correction is available from the
avionics system).
In addition, for the computed TAKEOFF REF Vspeeds to be accurate
and correct for the operating conditions, the flight crew must also enter:
• Airport WIND (direction/velocity) or RWY WIND component
• RUNWAY SLOPE
• RUNWAY CONDITION
• Planned takeoff engine A/I selection.
Once the necessary inputs have been entered, the FMS calculates and
shows the takeoff speeds.
The takeoff reference Vspeeds performance computations are based
upon performance data extracted from the aircraft AFM. In some
instances, there are more combinations of aircraft configurations
available than are covered by published AFM performance charts. In
addition, AFM performance charts depicting TAKEOFF REF Vspeeds
performance data are prescribed over defined ranges of input variables.
1st Edition
13-4 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Takeoff Reference Displays
In the event the FMS is unable to calculate a takeoff reference Vspeeds

performance value due to an unsupported aircraft system configuration
or an out-of-range input variable, the computed output performance
parameter will be identified with a yellow question mark in place of a
numerical value. Once the conflicting aircraft system or out of range
input variable has been corrected, the associated computed output
performance parameter returns to normal color, and the numeric value
replaces the yellow question mark.
NOTE
N
Any yellow (?) that shows after the FMS is asked to compute
reference data needs to be evaluated for a reason the yellow (?)
are showing.
Pushing the SEND LSK shows FMS-computed takeoff reference

Vspeeds on the PFD. The FMS must be operating in SYNC mode for
the FMS-computed Vspeeds to be posted on the PFD. If no status
message shows on the line immediately above the SEND line select
option when the key is pushed, the FMS transmits the Vspeeds to the
avionics system to show on the PFD. The message IN PROGRESS
shows above the SEND selection while the FMS sends the takeoff
reference Vspeeds to the PFD.
After the FMS has transmitted the takeoff reference Vspeeds to
the PFD, the FMS performs an echo test of each value to verify
the information sent to the PFD matches the values shown on the
TAKEOFF REF page. If each value matches, the message COMPLETE
shows above the SEND line select option. If any one value fails the
echo test, the message FAILED shows in yellow.
Once takeoff reference Vspeeds are selected for display on the PFD, all
values are latched. While the aircraft remains on the ground, a change
to any of the inputs used to determine takeoff reference Vspeeds (such
as TOW) removes the FMS-source takeoff Vspeeds from view on the
PFD, and generates the CDU message VSPEEDS DESELECTED in
yellow.
The table that follows shows which inputs can be directly changed on
the TAKEOFF REF pages, and which inputs cause the VSPEEDS
DESELECTED message to show on the CDU if they are changed after
FMS-computed takeoff Vspeeds have been posted on the PFD.
1st Edition
25 Jul 08 13-5
DATA INPUT MSG SHOWS DATA INPUT MSG SHOWS

RWY ID YES OAT YES
RWY WIND YES QNH YES
RWY LENGTH YES P ALT YES
RWY SLOPE YES TOW YES
WIND YES A/I YES
NOTE
N
Performing an FMS SYNC operation (dual FMS installations)
causes the VSPEEDS DESELECTED message to momentarily
show as a CDU message, regardless of whether TAKEOFF REF
Vspeeds or APPROACH REF Vspeeds have been posted on the
PFD.
NOTE
N
Engine bleed (A/I) configuration represents the planned engine
bleed setting for the takeoff and does not represent the
actual/sensed aircraft engine bleed setting.
Takeoff Weight (TOW) is synchronized on the TAKEOFF REF 2/3 and

TAKEOFF REF 3/3 pages, and can be modified as needed. Maximum
Takeoff Weight (MTOW) is based upon the structural limits of the
aircraft, performance limit, and runway length limit.
Aircraft configuration settings and display unit formats can be changed
on DEFAULTS page. Aircraft configuration settings changed on
DEFAULTS page take effect as default selections the next time a flight
plan is created.
The default selections do not change an existing flight plan. Format
changes made on DEFAULTS page, cause an immediate change in
the corresponding selections on the TAKEOFF REF and APPROACH
REF pages. Selected items/options show in large green font, the
non-selected items/options show in small white font.
NOTE
N
FMS TAKEOFF REF Vspeeds input values need to be reconfirmed
by the pilot following any FMS SYNC operation, or FMS cold start.
1st Edition
13-6 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Takeoff Reference Operation
TAKEOFF REFERENCE OPERATION

page. Push the TAKEOFF LSK to show one of three TAKEOFF REF
pages, then push the NEXT and PREV function keys as necessary to
select other pages. The TAKEOFF REF pages can also be accessed
through a line key selection on the PERF INIT page.
Information provided on the TAKEOFF REF pages is based on the
active flight plan only. The origin airport and departure runway should
be entered in the ACT FPLN to get access to all the functions available
on the TAKEOFF REF pages. The origin airport identifier shows in
white at the top left side of each of the three pages. If the origin airport
is changed, any data entered manually into the available data fields is
cleared, any selections made manually are returned to their default
selections, and the TAKEOFF REF pages are reset to their default
values and default settings.
If the departure runway to the origin airport has not been entered
in the active flight plan, the TAKEOFF REF pages is not initially
prefilled with RWY ID, runway WIND headwind, tailwind, and crosswind
components, and RWY LENGTH values. Data can be entered manually
on the TAKEOFF REF pages for the RWY ID, RWY WIND, and RWY
LENGTH. RWY SLOPE can be entered on the TAKEOFF REF pages,
and is always specified through manual crew entry. When manually
entering RWY ID into the TAKEOFF REF page, only runway identifiers
associated with the flight plan origin airport are accepted.
Information provided on the TAKEOFF REF pages uses aircraft gross
weight. Gross weight must be initialized and available on the PERF INIT
page to accommodate the operation of the takeoff reference functions.
On all TAKEOFF REF pages, FMS-computed values in the data fields
show in small white font. Manual entries show in large white font.
Must-enter boxes (□ □ □) in a data field indicate a necessary entry.
The FMS DEFAULTS 5/5 page provides the Vspeed takeoff reference
default setting for Anti-Ice (A/I) and Takeoff Flaps (T/O FLAPS). The A/I
can be selected OFF or ON, and T/O FLAPS can be selected as 7 or
15. These items represent aircraft configuration selections. When these
selections are changed on DEFAULTS 5/5 page, they take affect as
initial conditions the next time the flight plan is built.
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25 Jul 08 13-7
Takeoff Reference Operation CJ1+/CJ2+/CJ3/Encore+
NOTE
N
Settings for aircraft configuration on the DEFAULTS page and
TAKEOFF REF pages represent the planned aircraft configuration
for takeoff and do not reflect the actual/sensed status of these
aircraft systems.
TAKEOFF REFERENCE 1/3 PAGE

The TAKEOFF REF 1/3 page shows the departure runway information
and the ambient meteorological conditions used for determining
Vspeeds (V1, VR, V2, VT). This information is also used to determine
Maximum Takeoff Weight (MTOW) and Takeoff Field Length (TOFL).
The information provided on the TAKEOFF REF pages is defined with
respect to the active flight plan only.
TAKEOFF AIRPORT
The ACT FPLN ORIGIN airport identifier shows on the title line on each
TAKEOFF REF page. If the active flight plan does not have an origin
airport specified, the takeoff airport identifier data field is blank on the
TAKEOFF REF page. Manual entry of the takeoff airport identifier is
NOT supported on the TAKEOFF REF pages, but must be defined on
the Flight Plan (FPLN) page ORIGIN airport data field. All TAKEOFF
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13-8 25 Jul 08
REF pages return to the default data information whenever the active
flight plan origin airport is changed.
RWY ID
The Runway Identifier (RWY ID) data field shows the selected
departure runway, when a departure runway has been entered into the
active flight plan. The RWY ID field can be entered manually on the
TAKEOFF REF page. Manually entered runway identifiers are only
accepted if they correspond to runways associated with the flight plan
ORIGIN airport. Dashes show for the RWYID on the TAKEOFF REF
pages if no departure RWY ID has been entered.
When manually entering a RWY ID, the formats used to successfully
retrieve runway data from the FMS database are restrictive. The
suggested format is RW##Y.
• RW is a necessary two letter identifier that indicates runway
information.
• ## is a two digit runway number in the range 01 to 36.
• Y is the location character L, C, or R (representing LEFT, CENTER,
or RIGHT runway) when more than one runway with the same
number is available, for example, RW19R and RW19L.
Entry of other runway identifier formats, such as RW### with a 3 digit
runway number (RW018) or RW#Y with a single digit runway number
(RW3R), should not be expected to successfully retrieve runway data
from the FMS database.
The FMS format checks the entry for runway identifier. If the initial two
characters of an entered runway identifier are not RW, the entry is
rejected. If the third character of a runway identifier is not a number,
the entry is rejected. If the final character of a runway identifier is an
alphabetical character, the character must be L, C, or R. Otherwise, the
runway identifier is rejected. If the entered runway identifier fails any of
the format checks described, it is rejected and the message INVALID
ENTRY is shown on the CDU.
The entry of RWY ID must also be a runway in the database for the
airport specified, stored under the same identifier format. If it is not in
the database, the entry is rejected and the message NOT IN DATA
BASE shows.
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25 Jul 08 13-9
Deleting a manually entered RWY ID causes the RWY ID to revert to the

flight plan runway (if one is specified), or dashes if the departure runway
is unspecified in the flight plan. If the RWY ID has been prefilled from
the flight plan departure runway, an attempt to delete a RWY ID on the
TAKEOFF REF page causes the message INVALID DELETE to show.
RWY WIND
The Runway Wind (RWY WIND) data field shows the headwind,
tailwind, and crosswind components used to calculate the takeoff
performance. The headwind, tailwind, and crosswind components are
computed and shown at the time the wind direction and velocity are
entered on the TAKEOFF REF page, when a departure runway has
been identified.
Dashes show as the default value in the RWY WIND field after
initialization. The dashes identify the RWY WIND data field as an
optional pilot entry, and are interpreted as a zero wind correction factor
in the takeoff performance calculations.
Manual entry or overwrite capability of the headwind or tailwind
component is also provided on the TAKEOFF REF page. When entered
manually a positive wind (or headwind) entry can be preceded by a plus
sign (+), preceded or followed by an H, or have no direction indication.
A negative wind (or tailwind) entry must be preceded by a minus sign
(–), or preceded or followed by a T.
The crosswind component cannot be entered manually. The crosswind
component display is removed whenever a headwind or tailwind value
is entered manually. An FMS-computed headwind, tailwind, and
crosswind does not overwrite a manually entered headwind or tailwind.
The manually entered wind values show in large font. FMS-computed
wind values show in small font.
If the RWY ID is the same on the TAKEOFF REF page and APPROACH
REF page for the origin airport, a manual update to RWY WIND on
the TAKEOFF REF page updates the RWY WIND on the APPROACH
REF page. This includes cases where the RWY ID is not specified
and dashes show on both TAKEOFF REF and AIRPORT APPROACH
REF pages.
Similarly, under these conditions, deletion of a manually entered RWY
WIND on the TAKEOFF REF page causes a corresponding deletion
of RWY WIND on the APPROACH REF page, and vice versa. No
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13-10 25 Jul 08
synchronization occurs between the manual entry of RWY WIND on the

TAKEOFF REF page and APPROACH REF page if the RWY ID on the
two pages differ. No synchronization occurs between the manual entry
of RWY WIND on the TAKEOFF REF page and the RWY WIND that
show on the APPROACH REF page for the destination airport.
Headwind values greater than 30 knots cannot be entered or calculated
on the TAKEOFF REF 1/3 page. In the case of a headwind component
greater than 30 knots, the FMS uses 30 knots for the Takeoff Vspeed
calculations in accordance with the AFM.
If a manually entered headwind or tailwind component is deleted the
manual wind value is replaced with the FMS-computed headwind,
tailwind, and crosswind components, when available. If the computed
wind components are not available (WIND direction/velocity unspecified
or takeoff runway unspecified), deleting the manual headwind or
tailwind causes the runway wind data field to show dashes. If either
FMS-computed headwind, tailwind, and crosswind components or
dashes show for runway wind, attempting a DELETE command on the
RWY WIND line causes the scratchpad message INVALID DELETE to
appear.
If the computed crosswind component exceeds the maximum
demonstrated crosswind component for the aircraft (25 knots), as
specified in the Vspeeds database, the CDU message CHECK
TAKEOFF PERF shows in yellow and the computed crosswind
component shows in yellow.
Manual entry of RWY WIND components (headwind or tailwind) does
not remove values of airport WIND (direction/velocity) that show.
Computation of takeoff reference Vspeeds is based on the RWY WIND
data that shows on the TAKEOFF REF page.
RWY LENGTH
The Runway Length (RWY LENGTH) data field shows the runway
length used in takeoff performance calculations. When the active flight
plan specifies a departure runway, the value that shows is the runway
length retrieved from the navigation database. If the departure runway
is not specified in the active flight plan, must-enter-boxes show in the
RWY LENGTH data field to indicate a necessary pilot entry. Manual
entry of RWY LENGTH can be done on the TAKEOFF REF page. In
addition, the prefilled departure runway length can be overwritten to
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25 Jul 08 13-11
allow the pilot to enter an adjusted value. A manually entered runway

length value shows in large white font while a data base value shows
in small white font.
The runway length can show as default in feet or optional meters. A
numerical entry preceded or followed with an F or M, or without units
is an allowable entry. A numerical entry without units is interpreted as
the same units that currently show. Deletion of an entered value returns
the runway length display to the default setting or data base value,
whichever is applicable.
RWY SLOPE
Runway Slope (RWY SLOPE) is used in the takeoff performance
calculations. Runway slope values are made available through manual
pilot entry only. Dashes show as the default value in this field after
initialization. Dashes represent an optional pilot entry for RWY SLOPE
and are interpreted as a zero slope correction factor in the takeoff
performance calculations. A positive slope or UP entry can be preceded
or followed by a U. A negative or DOWN entry requires a D proceeded
or followed by the numerical value or a minus sign followed by the
numerical value.
RWY COND
The Runway Condition (RWY COND) data field represents the RWY
COND used in the takeoff performance computations.
WIND
The WIND data field shows wind direction and velocity. Dashes show
as the default value in this field after initialization.
If the manually entered WIND direction is not within the range 000 to
360, the scratchpad message INVALID ENTRY shows. Likewise, if the
WIND velocity is not within the range specified by the Vspeed database,
the message INVALID ENTRY shows.
The wind direction and velocity can be entered together (for example,
200/25) or individually (for example, 200 or /25). The wind direction can
be referenced to either Magnetic (M) or True (T) north by preceding or
following the wind direction with the corresponding letter. The default
direction reference is magnetic. A wind direction entry without units is
interpreted to be the same as the units that currently show.
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13-12 25 Jul 08
When the wind direction and velocity are entered and the departure
runway is defined, the FMS computes and shows the corresponding
headwind/tailwind and crosswind components.
If the origin airport is selected on the APPROACH REF page (via the
SEL APT field), the WIND value that shows on the TAKEOFF REF
page is the same value on the APPROACH REF page. A change to the
TAKEOFF REF page WIND value also changes the APPROACH REF
page WIND value under these conditions, and vice versa.
OAT
The Outside Air Temperature (OAT) data field defines the temperature
used in takeoff performance calculations. When OAT is not specified,
must-enter boxes show in the OAT data field to indicate this is a
necessary pilot entry item. The OAT can be entered in degrees Celsius
(the default) or degrees Fahrenheit by entering the numerical value
preceded or followed by the letter C or F.
If the OAT entered is not within the range specified by the Vspeed
database, the scratchpad message INVALID ENTRY shows.
If the origin airport is selected on the APPROACH REF page, (via
the SEL APT field) the OAT data value that shows on the TAKEOFF
REF is the same value on the APPROACH REF page. Under these
conditions, a change to the OAT on the TAKEOFF REF page causes
a corresponding change in OAT on the APPROACH REF page, and
vice versa.
QNH
The barometric pressure correction (QNH) data field is a necessary input
parameter for the computation of takeoff performance data. Normally,
barometric pressure correction is available to the FMS from the avionics
system. Barometric pressure correction for the TAKEOFF REF pages is
taken from the autopilot transfer side of the aircraft while both air data
sources are valid and the Air Data Computer (ADC) reversion switch is
in the normal position. Barometric pressure correction for the TAKEOFF
REF pages can be set on the Display Control Panel (DCP) associated
with the autopilot transfer side of the aircraft.
If QNH is not available from the avionics system, must-enter-boxes
show on the TAKEOFF REF page to indicate a necessary pilot entry. A
manual entry/overwrite of the QNH is supported on the TAKEOFF REF
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25 Jul 08 13-13
page. QNH is entered in Inches of Mercury (default) or Hectopascals by

entering the numerical value preceded or followed by the letter I or H.
A manually entered QNH value shows in large white font while a QNH
value from the avionics system shows in small white font.
SEL APT field), the QNH value that shows on the TAKEOFF REF is the
same value on the APPROACH REF page. Changing the QNH on the
TAKEOFF REF page causes a corresponding change to the QNH on
the APPROACH REF page, and vice versa.
P ALT
The Pressure Altitude (P ALT) data field indicates airport field elevation
for the departure airport, corrected for ambient barometric pressure.
If the origin airport is specified in the flight plan, the airport field
elevation is retrieved by the FMS from the navigation database, and the
QNH specified on the TAKEOFF REF page is applied for barometric
correction.
When P ALT data is unspecified, the P ALT data field shows
must-enter-boxes to indicate a pilot entry is necessary. A manual
entry/overwrite of P ALT is provided on the TAKEOFF REF page. P
ALT units are always feet. Deletion of an entered value return the P
ALT display to the computed value or must-enter-boxes, whichever is
applicable. A manually entered P ALT value shows in large white font
while a computed value shows in small white font.
Manual entry of P ALT on the TAKEOFF REF page causes a
corresponding change to P ALT on the APPROACH REF page for the
origin airport, and vice versa. Similarly, deletion of a manually entered
P ALT value on the TAKEOFF REF page causes a corresponding
deletion for P ALT on the APPROACH REF page, and vice versa. No
synchronization occurs between the manual entry of P ALT on the
TAKEOFF REF page and the P ALT shown on the APPROACH REF
page for the destination airport.
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13-14 25 Jul 08

The TAKEOFF REF 2/3 page provides takeoff weight data, takeoff
runway length data, and takeoff Vspeeds. It also allows for selection of
the computed takeoff Vspeeds for display on the PFD airspeed scale.
A/I
The Anti-Ice (A/I) data field represents the expected engine bleed
configuration for the takeoff conditions. The selected Engine Bleed
condition shows in large green font, while the other A/I option shows in
small white font. To cycle between the available engine bleed condition
(A/I OFF/ON) push the LSK adjacent to A/I on the TAKEOFF REF page.
T/O FLAPS
The Takeoff Flaps (T/O FLAPS) data field represents the planned
flaps configuration for the takeoff conditions. It does not represent
the actual/sensed flap positions. The takeoff flaps selection on the
TAKEOFF REF page shows in large green font, while the alternate
flap setting shows in small white font. Alternate planned takeoff flap
conditions can be selected by pushing the T/O FLAPS LSK on the
TAKEOFF REF page to cycle through the available options (7 and 15).
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25 Jul 08 13-15
TOW
Takeoff Weight (TOW) is a necessary input parameter for computing of
takeoff performance data. TOW is prefilled to the current gross-weight at
the time the TAKEOFF REF pages are accessed (from a non-TAKEOFF
REF page). Once prefilled, the TOW value is not updated again while
the TAKEOFF REF pages show.
A manual entry/overwrite of the TOW is supported on the TAKEOFF
REF page that allows the pilot to enter an adjusted weight (to account
for engine start, taxi fuel consumption, etc.) A manually entered TOW
value should not be overwritten by a prefilled TOW, without additional
pilot action. A manually entered TOW shows in large white font while a
prefilled TOW value shows in small white font.
If the active flight plan Gross Weight (GWT) is not specified, the TOW
data field shows must-enter-boxes to indicate a necessary pilot entry
for TOW.
TOW values are synchronized on the TAKEOFF REF 2/3 and TAKEOFF
REF 3/3 pages.
NOTE
N
TOW is not continuously updated to current GWT while the
TAKEOFF REF 2/3 page shows. An update of TOW to the current
aircraft GWT can be accomplished by using the DELETE command
to update the TOW that shows.
GWT
GWT is specified on the flight plan PERF INIT page. GWT on the
TAKEOFF REF page is prefilled to the current GWT at the time the
TAKEOFF REF pages are accessed from a non-TAKEOFF REF page.
GWT is periodically updated to the GWT value on the PERF INIT page
if the flight plan GWT has been specified.
Once the TAKEOFF REF Vspeed values are correctly sent to the PFD
for display, a pilot-entered change to the GWT on the PERF INIT page
causes the following to occur:
1. The GWT value on the TAKEOFF REF page is updated to the new
value.
2. The TOW on the TAKEOFF REF page is updated to the new GWT
value.
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13-16 25 Jul 08
3. The FMS-sourced takeoff Vspeeds are removed from the PFD

display.
4. The message VSPEEDS DESELECTED shows on the CDU.
If gross weight is unspecified, the GWT data field on the TAKEOFF
REF page is blank.
MTOW
Maximum Takeoff Weight (MTOW) is determined by the most restrictive
selection of the following: structural limit weight, performance limit
weight, and runway length limit weight. In cases where MTOW cannot
computed, the MTOW data field is blank.
In the event that TOW exceeds MTOW, the MTOW data field shows in
yellow and the message CHECK TAKEOFF PERF shows on the CDU.
MTOW values are synchronized on the TAKEOFF REF 2/3 and
TAKEOFF REF 3/3 pages.
TOFL/RWY LENGTH
The Takeoff Field Length (TOFL) data field provides display of a
computed value for the runway length necessary. Adjacent to it on the
TAKEOFF REF page is the departure runway length (available runway
length). When the active flight plan specifies the departure runway, the
available runway length value that shows is the runway length retrieved
from the navigation database. If unspecified, must-enter-boxes show to
indicate a necessary pilot entry for the available runway length.
The value for TOFL shows in small white font, except in cases where
TOFL cannot computed. In these cases, TOFL is blank. A manual
entry/overwrite of the available runway length is supported to allow the
pilot to enter an adjusted value. A manually entered available runway
length value shows in large white font. Deletion of an entered value
returns the available runway length display to the default setting value
or data base value – whichever is applicable.
Both the TOFL and the available runway length shows in either feet
(default) or meters. A numerical entry preceded or followed with an F
or M, or without units would be an allowable entry. A numerical entry
without units is interpreted as the same units as what currently shows.
If the TOFL is longer than the departure runway length, the departure
runway length shows in yellow on the TAKEOFF REF 1/3 and TAKEOFF
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25 Jul 08 13-17
REF 2/3 pages. The runway identifier shows in yellow on the TAKEOFF
REF 1/3 page, and the message CHECK TAKEOFF PERF shows on
the CDU.
V1, VR, V2, VT

The TAKEOFF REF page shows the computed values for Takeoff
Vspeeds: V1 (Decision Speed), VR (Rotation Speed), V2 (Takeoff Safety
Speed), and VT (Enroute Climb Speed).
SEND
The SEND LSK on the TAKEOFF REF page is used to transmit the
takeoff Vspeeds to the PFD for display. When the SEND command is
initiated, the status message IN PROGRESS shows above the SEND
LSK. When the Vspeed values are correctly transferred to the PFD,
COMPLETE shows as the status message. If the Vspeed transfer is
not performed correctly to the PFD, the status message is replaced
with a FAILED status message.
All TAKEOFF REF Vspeeds must be valid before any are sent to the
PFD for display. If any of the TAKEOFF REF Vspeed values are not
valid, then selection of the SEND function causes the scratchpad
message KEY NOT ACTIVE to appear.
Pushing the SEND LSK in a system that is operating in the INDEP
mode causes the takeoff Vspeeds to not be sent to the PFD, and the
scratchpad message SEND N/A – NOT IN SYNC shows on the CDU.
At the time the FMS takeoff Vspeeds are sent to the PFD for display, all
of the takeoff Vspeed input and output parameters are latched. Once
the takeoff Vspeed parameters are correctly sent to the PFD for display,
a change to the state or value of any parameter used to determine
the FMS takeoff Vspeeds removes the FMS-sourced takeoff Vspeeds
from the PFD display. The message VSPEEDS DESELECTED shows
on the CDU.
Performing an FMS SYNC operation causes the VSPEEDS
DESELECTED message to show momentarily on the CDU, regardless
of whether TAKEOFF REF Vspeeds or APPROACH REF Vspeeds
have been posted on the PFD.
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13-18 25 Jul 08

The TAKEOFF REF 3/3 page provides takeoff weight and maximum
takeoff weight values and provides data on the structural, performance
and runway length weight limits.
TOW/MTOW
Takeoff Weight (TOW) values are synchronized on the TAKEOFF REF
2/3 and TAKEOFF REF 3/3 pages. Maximum Takeoff Weight (MTOW)
values are synchronized on the TAKEOFF REF 2/3 and TAKEOFF REF
3/3 pages.
STRUCTURAL LIMIT
The STRUCTURAL LIMIT data field shows the FMS-computed value
for MTOW based on the structural limits. These weight limit values
show in small font and cannot be modified.
PERFORMANCE LIMIT
The PERFORMANCE LIMIT data field shows the FMS-computed value
for MTOW based on the altitude and temperature. These weight limit
values show in small font and cannot be modified.
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25 Jul 08 13-19
RUNWAY LENGTH LIMIT

The RUNWAY LENGTH LIMIT data field shows the FMS-computed
value for MTOW based on the runway length. These weight limit values
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13-20 25 Jul 08
TAKEOFF REFERENCE TEXT PAGE ON THE MFD

The TAKEOFF REFERENCE MFD text page is a summary of the
corresponding TAKEOFF REF pages on the CDU. The selection of the
TAKEOFF REFERENCE MFD text page is described in the MENUS
AND DISPLAYS chapter under MFD MENU, subtitle MFD Text Display.
The details of the TAKEOFF REFERENCE MFD text page layout are
described further in the MENUS AND DISPLAYS chapter under MFD
Text Display for TAKEOFF/APPROACH REFERENCE.
COMPUTE TAKEOFF REFERENCE VSPEEDS

To have the FMS compute takeoff reference Vspeeds data, do the
steps that follow:
NOTE
N
The takeoff reference example that follows uses all controlling
factors (winds, runway slope, obstacles, etc.) that affect takeoff
Vspeeds and the climb out profile. Not every situation requires
entering all the controlling factors.
NOTE
N
For some data entry fields on the TAKEOFF REF pages, if nothing
is entered into dashed data fields, the FMS uses a zero correction
factor. The list of applicable data entry fields includes RWY WIND,
RWY SLOPE, and WIND.
SET UP THE FMS FOR TAKEOFF REFERENCE VSPEEDS

1. Create a flight plan. (Refer to the FLIGHT PLANS chapter for details
on creating a flight plan.)
NOTE
N
It is necessary that the FMS be on the ground and in SYNC mode
(dual FMS) to transmit takeoff Vspeeds to the PFD. If the FMS is in
INDEPENDENT mode, it is necessary to select SYNC mode on the
FMS CONTROL page and select an FMS Sync Master.
When creating the flight plan, make sure to:

• Enter an ORIGIN airport. This becomes the takeoff airport on the
TAKEOFF REF pages.
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25 Jul 08 13-21
• Enter a Destination (DEST) airport. This becomes the destination

airport in the Select Airport (SEL APT) pair for the APPROACH REF
pages.
• Select a departure runway or a SID with a departure runway. This
becomes the takeoff runway on the TAKEOFF REF pages.
• When appropriate, define a STAR, Transition, and Approach using
the DEP/ARR INDEX and ARRIVAL pages.
• Make sure that the flight plan is correct, and push the EXEC function
key on the CDU to execute the flight plan.
2. Initialize performance on the PERF INIT page. (Refer to the
PERFORMANCE chapter for details on performance initialization.)
Make sure that all of the necessary inputs have been made to allow the
FMS to compute and display Gross Weight (GWT) on the PERF INIT
page. Execute the PERF INIT entries.
3. Push the PERF function key on the CDU to show the PERF MENU
page (push the PERF function key twice to show the PERF MENU page
from a non-PERF page).
4. Push the TAKEOFF LSK on the PERF MENU page to show the
TAKEOFF REF 1/3 page.
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13-22 25 Jul 08
TAKEOFF REF 1/3 PAGE

5. Make sure that the takeoff airport is identified on the TAKEOFF
REF page title line.
NOTE
N
If the takeoff airport identifier field is blank on the title line of the
TAKEOFF REF page, it indicates the flight plan has not been
entered and the ORIGIN airport has not been defined.
NOTE
N
Manual entry of the takeoff airport identifier is NOT supported on
the TAKEOFF REF pages. The airport identifier must be entered on
the FPLN page using the ORIGIN and DEST airport data fields.
6. Make sure that the runway identifier for the departure runway has
been prefilled and shows in the RWY ID field on the TAKEOFF REF
page.
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25 Jul 08 13-23
NOTE
N
If the RWY ID field on the TAKEOFF REF page shows dashes, it
indicates the departure runway has not been entered into the Active
Flight Plan (ACT FPLN). The flight crew can manually enter the
departure runway data in the flight plan using the DEP/ARR key,
the DEP/ARR INDEX page, and the DEPART page. This allows
the RWY ID field on the TAKEOFF REF page to be prefilled from
the ACT FPLN data for the departure runway. The RWY ID field
on the TAKEOFF REF page also accepts manual entry of runway
selection, but only accepts runways associated with the FPLN
ORIGIN airport as valid entries. In addition, manual entry of the
RWY ID on the TAKEOFF REF page applies solely to the TAKEOFF
REF page, and does not cause an update to departure runway
selection on the active flight plan.
NOTE
N
Manual entry of RWY ID on the TAKEOFF REF page removes
some previously entered manual data entries on the TAKEOFF
REF page. The data must be entered again for correlation to
the new runway alignment. Manual entry of RWY ID on the
TAKEOFF REF page causes removal of manually entered Runway
Wind (RWY WIND) headwind or tailwind and causes an update to
be performed for FMS-computed RWY WIND headwind, tailwind,
and crosswind components. It also removes the manually entered
Runway Length (RWY LENGTH), updates RWY LENGTH from
the navigation database, and removes the manually entered RWY
SLOPE. The flight crew must reenter new appropriate values for
these parameters.
7. Make sure that the runway length for the departure runway has
been prefilled and shows in the RWY LENGTH field on the TAKEOFF
REF page.
NOTE
N
If the RWY LENGTH field displays must-enter boxes on the
TAKEOFF REF page, it indicates the departure runway has not
been entered into the active flight plan. The flight crew can choose
to enter the departure runway in the flight plan using the DEP/ARR
key, the DEP/ARR INDEX page, and the DEPART page. This
allows the RWY LENGTH field on the TAKEOFF REF page to be
prefilled from the active flight plan-data for the departure runway.
1st Edition
13-24 25 Jul 08
NOTE
N
The RWY LENGTH data field on the TAKEOFF REF page accepts
manual entry of RWY LENGTH in cases where the RWY LENGTH
data field is either must-enter boxes or prefilled with RWY LENGTH
data associated with the departure runway. Manual entering a
RWY LENGTH on the TAKEOFF REF page overwrites a prefilled
database value for RWY LENGTH.
8. Manually enter RWY SLOPE on the TAKEOFF REF page

scratchpad.
9. Push the RWY SLOPE LSK on the TAKEOFF REF page to transfer
the slope entry from the scratchpad.
NOTE
N
After the RWY SLOPE is entered, manual entry of a new RWY ID
on the TAKEOFF REF page removes the RWY SLOPE value. It
also returns the RWY SLOPE data field to dashes (interpreted as
zero slope for TAKEOFF REF Vspeeds computations).
NOTE
N
If RWY SLOPE is manually entered while RWY ID is a manually
defined identifier, deletion of the RWY ID on the TAKEOFF REF
page also removes the RWY SLOPE value, and return the RWY
SLOPE data field to dashes.
NOTE
N
If the RWY SLOPE is manually entered while RWY LENGTH is
a manually defined value, deletion of the RWY LENGTH on the
TAKEOFF REF page also removes the RWY SLOPE value. This
returns the RWY SLOPE data field to dashes.
NOTE
N
The RWY COND (DRY/WET) shown on the TAKEOFF REF page is
the condition that is applied to TAKEOFF REF Vspeeds calculations.
10. Enter WIND data direction and velocity in the TAKEOFF REF page
scratchpad.
11. Push the WIND LSK on the TAKEOFF REF page to transfer the
WIND data from the scratchpad.
1st Edition
25 Jul 08 13-25
NOTE
N
The TAKEOFF REF page contains two types of wind data fields:
WIND (direction/velocity), and RWY WIND (runway headwind,
tailwind, and crosswind components). When WIND data has been
entered, the FMS computes RWY WIND automatically when a
RWY ID has been defined. As an alternative, manual entry of
runway headwind or tailwind component can be defined in the RWY
WIND data field, but this data field does not allow manual entry
of crosswind component value.
NOTE
N
Manual entry of RWY WIND components (headwind or tailwind)
does not remove values of airport WIND (magnitude/direction)
that show. Computations of takeoff reference Vspeeds are
performed based upon the RWY WIND shown, or from manually
entered values directly entered into the RWY WIND data field as
headwind/tailwind components.
NOTE
N
Headwind values greater than 30 knots cannot be entered/calculated
on the TAKEOFF REF page. In the case of a headwind component
greater than 30 knots, the FMS uses a value of 30 knots for the
takeoff Vspeed calculations.
NOTE
N
crosswind component for the aircraft (25 knots), as specified in the
Vspeeds database, the CDU message CHECK TAKEOFF PERF
and the computed crosswind component show in yellow.
NOTE
N
If the origin airport is selected on the APPROACH REF page (via
the SEL APT field), the WIND value that shows on the TAKEOFF
REF page is the same value on the APPROACH REF page. A
change to the TAKEOFF REF page WIND value shall also change
the APPROACH REF page WIND value under these conditions,
and vice versa.
12. Enter Outside Air Temperature (OAT) in the TAKEOFF REF page
scratchpad.
1st Edition
13-26 25 Jul 08
13. Push the OAT LSK to enter the scratchpad data.

14. Set the Barometric Correction (QNH) with the DCP, and confirm
that the QNH value for the departure airport shows correctly on the
TAKEOFF REF page.
NOTE
N
Barometric pressure correction for the TAKEOFF REF pages can
be set on the DCP associated with the autopilot transfer side
of the aircraft (when both ADC sources are valid and the ADC
reversionary switch is set to NORMAL).
NOTE
N
Once the SEND function on the TAKEOFF REF page is used to
send takeoff Vspeed values to show on the PFD, the QNH that
shows on the TAKEOFF REF page becomes latched. The QNH
is no longer updated by changes in the barometric correction on
the DCP until the FMS-computed takeoff Vspeeds have been
deselected from the PFD display.
If QNH is not available from the avionics system, must-enter boxes

show on the TAKEOFF REF page to indicate a necessary pilot entry.
15. Make sure that pressure altitude for the departure airport has been
prefilled and shows in the P ALT data field on the TAKEOFF REF page.
NOTE
N
If the origin airport is specified in the flight plan, the airport field
elevation is retrieved by the FMS from the navigation database,
and the QNH specified on the TAKEOFF REF page is applied for
barometric correction. When pressure altitude data is unspecified,
the P ALT data field shows must-enter boxes to indicate a pilot
entry is necessary. In addition, a manual entry/overwrite of P ALT is
provided on the TAKEOFF REF page. P ALT always shows in feet.
1st Edition
25 Jul 08 13-27

16. Push the NEXT function key on the CDU to show the TAKEOFF
REF 2/3 page.
17. Push the A/I OFF/ON LSK to choose an FMS engine bleed/anti-ice
configuration that matches the takeoff configuration.
18. Push the T/O FLAPS LSK to select 7 or 15 flaps setting as
appropriate for the anticipated takeoff configuration.
19. Review the Maximum Takeoff Weight (MTOW) from the
TOW/GWT/MTOW data entry fields.
NOTE
N
MTOW is determined by the most restrictive selection among the
following: structural limit weight, performance limit weight, and
runway length limit weight. In cases where MTOW cannot be
computed, the MTOW data field is blank.
20. Examine Gross Weight (GWT) from the TOW/GWT/MTOW data

fields.
1st Edition
13-28 25 Jul 08
NOTE
N
Gross Weight is specified on the flight plan PERF INIT page. GWT
on the TAKEOFF REF page is prefilled to the current GWT at the
time the TAKEOFF REF pages are accessed (from a non-TAKEOFF
REF page). GWT is periodically updated to the GWT value on the
PERF INIT page if the flight plan GWT has been specified.
NOTE
N
If gross weight is unspecified, the GWT data field on the TAKEOFF
REF page is blank.
NOTE
N
Once the TAKEOFF REF Vspeed values are sent to the PFD for
display, a pilot-entered change to GWT on the PERF INIT page
causes a corresponding update to the GWT value on the TAKEOFF
REF page, updates TOW to the new GWT value, removes the
FMS-sourced takeoff Vspeeds from the PFD display, and causes
the VSPEEDS DESELECTED message to show on the CDU.
21. Enter the planned Takeoff Weight (TOW), if different from the TOW
shown, into the scratchpad.
22. Push the TOW/GWT/MTOW LSK to transfer the TOW entry from
the scratchpad.
NOTE
N
The TOW is preset to the GWT value, unless a manual entry for
TOW has been performed. A manual entry/overwrite of the TOW
is supported on the TAKEOFF REF page which allows the pilot
to enter an adjusted weight (to account for engine start, taxi fuel
consumption, etc.) A manually entered TOW value should not be
overwritten by a prefilled TOW without additional pilot action. A
manually entered TOW value shows in large white font while a
prefilled TOW value shows in small white font.
NOTE
N
If any input value, such as TOW, is changed, the Vspeed data fields
go blank momentarily while the FMS is computing the Vspeeds
based upon the new data. The FMS displays the new Vspeeds.
1st Edition
25 Jul 08 13-29
23. Make sure that the takeoff runway identifier and runway length are
correctly indicated.
NOTE
N
When the active flight plan specifies the departure runway, the
available runway length value that shows is the runway length
retrieved from the navigation database. If unspecified, must-enter
boxes show to indicate a necessary pilot entry for available runway
length. The pilot can choose to either add the departure runway to
the active flight plan or manually enter the runway length data on
the TAKEOFF REF page.
NOTE
N
A manual entry/overwrite of the available runway length is
supported to allow the pilot to enter an adjusted value. A manually
entered available runway length value shows in large white font.
Available runway length shows in either feet (default) or meters. A
numerical entry preceded or followed with an F or M, or without units
would be an allowable entry. The FMS interprets a numerical entry
without units to be the same as what currently shows. Deletion of
an entered value returns the available runway length display to
the database value.
24. Examine the computed Takeoff Field Length (TOFL). Determine

if the computed TOFL runway length that is necessary is within the
departure available runway length.
NOTE
N
If the TOFL is longer than the departure runway length, the
departure runway length shows in yellow on the TAKEOFF REF
1/3 and TAKEOFF REF 2/3 pages. The runway identifier shows in
yellow on the TAKEOFF REF 1/3 page, and the CDU message
CHECK TAKEOFF PERF shows.
1st Edition
13-30 25 Jul 08

25. Push the NEXT function key on the CDU to view the TAKEOFF
REF 3/3 page.
The MTOW that shows on the TAKEOFF REF pages is the most
restrictive of the maximum weights determined for structural limit,
performance limit, and runway length limit.
1st Edition
25 Jul 08 13-31
TRANSMIT TAKEOFF VSPEEDS TO PFD

To transmit takeoff Vspeeds to the PFD, do the steps that follow:
1. Push the NEXT or PREV function keys on the CDU as necessary to
show the TAKEOFF REF 2/3 page.
2. Review the takeoff Vspeed values that show on the TAKEOFF REF
2/3 page. Make sure that values have been computed by the FMS
and show for the following: V1 (Decision Speed), VR (Rotation
Speed), V2 (Takeoff Safety Speed), and VT (Enroute Climb Speed).
NOTE
N
In order to send Vspeed data to the PFDs, both CDUs (dual FMS
installation) must be displaying FMS pages. If both CDUs are
not displaying FMS pages, it is possible that the CDU message
VSPEEDS DISAGREE will show.
3. If no status message shows above the SEND prompt, push the LSK
adjacent to SEND.
Figure 13-7 Takeoff Vspeeds Sent to PFD
1st Edition
13-32 25 Jul 08
NOTE
N
The LSK adjacent to SEND on the TAKEOFF REF 2/3 page is used
to transmit takeoff Vspeeds for display on the PFD. After the SEND
LSK is pushed, the annunciation IN PROGRESS appears first
above the SEND prompt. The FMS performs an echo test on each
of the values to verify the information has been correctly received by
the PFD. If any one value fails, the annunciation FAILED appears
above the SEND prompt. If the values match, the takeoff Vspeeds
change to magenta and the annunciation COMPLETE shows above
the SEND prompt.
NOTE
N
All TAKEOFF REF Vspeeds must be valid before any are allowed to
be sent to the PFD for display. If any of the TAKEOFF REF Vspeed
values are not valid, then selection of the SEND function causes
the scratchpad message KEY NOT ACTIVE to appear.
NOTE
N
To send the takeoff Vspeeds to the PFD the aircraft must be on
the ground and the FMS operating in SYNC mode (dual FMS
installation). Pushing the SEND LSK while in a system that is
operating in the INDEP mode causes the takeoff reference Vspeeds
to not be sent to the PFD, and the CDU message SEND N/A –
NOT IN SYNC shows. If the FMS is operating in INDEP mode, it
is necessary to select SYNC mode on the FMS CONTROL page
and select an FMS Sync Master (applicable to dual FMS installation
only).
NOTE
N
When the FMS sends the takeoff reference Vspeeds to show on
the PFD all of the takeoff Vspeed input parameters and output
values are latched. Once the takeoff Vspeed values are correctly
sent to show on the PFD a change to the state or value of any
parameter used to determine the FMS takeoff Vspeeds removes
the FMS-sourced takeoff Vspeeds from the PFD display. The CDU
message VSPEEDS DESELECTED shows.
1st Edition
25 Jul 08 13-33
NOTE
N
In cases where the aircraft takeoff has been aborted, the TAKEOFF
REF parameters should be reentered, and must be resent to the
PFD to clear the old takeoff reference Vspeed target values that
show on the airspeed scale.
NOTE
N
An FMS SYNC operation causes the VSPEEDS DESELECTED
message to be momentarily shown as a CDU message, regardless
of whether TAKEOFF REF Vspeeds or APPROACH REF Vspeeds
have been posted on the PFD.
NOTE
N
FMS TAKEOFF REF Vspeed input values need to be confirmed by
the pilot again after an FMS SYNC operation.
TAKEOFF VSPEEDS: MANUALLY-ENTERED AND

FMS-COMPUTED
Vspeed values for takeoff Vspeeds V1, VR, V2, and VT entered manually
with the Display Control Panel (DCP) show on the PFD in cyan.
FMS-computed takeoff reference Vspeeds show on the TAKEOFF REF
2/3 page with the values shown in white for V1, VR, V2, and VT before
they are shown on the PFD.
FMS-computed takeoff reference Vspeeds V1, VR, V2, and VT show
on the TAKEOFF REF 2/3 page in magenta when the COMPLETE
SEND status message shows after the entry of a SEND command.
FMS-computed takeoff reference Vspeeds V1, VR, V2, and VT show on
the PFD in magenta.
When FMS-computed TAKEOFF REF Vspeeds show on the PFD,
changes made on the DCP cause all pilot-specified takeoff reference
Vspeeds to become manually selected values controlled by the DCP
and are shown on the PFD in cyan.
To manually enter adjustments to the takeoff Vspeed values after
FMS-computed takeoff reference Vspeeds have been posted on the
PFD, use the controls on the DCP as follows:
1. Push the SPEED REFS button on the DCP.
1st Edition
13-34 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Approach Reference Displays
2. On the REFS menu, move the box around the desired Vspeed
value by pushing the associated LSK on the MFD or using the
MENU ADV knob.
3. When the menu box flashes, push the center PUSH MENU SET
button to accept the specified value.
When manually entered takeoff Vspeed values have been entered on
the DCP, they show on the PFD in cyan. If FMS-computed TAKEOFF
REF Vspeeds are subsequently sent to the PFD using the SEND
command on the CDU TAKEOFF REF 2/3 page, the FMS-computed
values for V1, VR, V2, and VT replace the manually entered values. The
takeoff Vspeeds values show on the PFD in magenta.
APPROACH REFERENCE DISPLAYS

page. Multiple pushes of the PERF function key can be necessary
to show the PERF MENU page. Push the APPROACH LSK to show
one of three APPROACH REF pages, then push the NEXT and PREV
function keys as necessary to select other pages.
The APPROACH REF pages show
• Select Airport (SEL APT) prompt with the origin and destination
airports
• Runway (RWY) ID, RWY WIND (headwind/tailwind and crosswind
component), RWY LENGTH, and RWY Condition (RWY COND)
• WIND, Outside Air Temperature (OAT), Barometric correction (QNH),
and Pressure Altitude (P ALT)
• Anti-Ice (A/I) configuration
• Landing Weight/Gross Weight/Maximum Landing Weight
(LW/GWT/MLW)
• Landing Field Length (LFL) and runway designator and length
• Approach and landing Vspeeds: VAPP – Approach speed, and VREF
– Reference Speed
• Landing Weight/Maximum Landing Weight (LW/MLW)
• Structural, performance, and runway length weight limits.
The minimum inputs necessary for approach reference Vspeeds
computations to be performed are as follows:
1st Edition
25 Jul 08 13-35
Approach Reference Displays CJ1+/CJ2+/CJ3/Encore+
• RWY LENGTH
• OAT
• Airport P ALT
• LW.
When the four parameters are specified on the APPROACH REF
pages, APPROACH REF Vspeeds values will be computed and shown
as VREF and VAPP (this assumes that valid QNH correction is available
from the avionics system).
In addition, for the computed APPROACH REF Vspeeds to be accurate
and correct for the operating conditions, the flight crew must also enter
the items that follow:
• WIND (direction/velocity) or RWY WIND component
• Planned approach Engine A/I selection.
The SEL APT prompt determines approach data for either the origin or
destination airport. The origin airport is the default when the aircraft
is either:
NOTE
N
DEST, destination, ORIGIN, and origin airport designations are
used interchangeably in this chapter. DEST or ORIGIN usually
refers to the ACT FPLN page data fields.
• Within 50 NM of the airport, or

• Less than halfway along the flight plan route, whichever is the lesser
distance.
The airport selection is made at the time the APPROACH REF pages
are initially shown, and is not automatically updated while the page is
viewed on either the CDU or the MFD.
Once the aircraft has passed outside the criteria, the DEST airport
becomes the default selection and applies the next time the APPROACH
REF pages are selected from another CDU page.
The LSK for SEL APT is used to manually change the approach data
for the desired airport. However, once the DEST airport has been
selected manually, the default selection function is no longer active,
unless the pages are reset with an ACT FPLN airport change, or the
ORIGIN airport is manually reselected on the APPROACH REF page.
1st Edition
13-36 25 Jul 08
The selected airport shows in large green font, while the other airport
shows in small white font.
The list that follows identifies inputs that can be entered manually on
the APPROACH REF pages and their acceptable formats. For any
data field with a designator (such as F/M (Feet or Meters), I/H (Inches
or Hectopascals), U/D (Up or Down), and C/F (Degrees Celsius or
Fahrenheit)), the designator can come before or after the numerical
entry.
• RWY ID – RW09, RW19R, RW02L, RW13C (RWY ID is usually
prefilled with the identifier of the flight plan departure runway
(for Origin airport selection), or flight plan approach runway (for
Destination airport selection). Manual entries for specific runways
can also be done.)
• RWY WIND – (Headwind: H or +, Tailwind: T or -)
• RWY LENGTH – Feet (F - default) or Meters (M)
• WIND - 090/12, 050M/08, 035T/12 (MAG default ) (Mag = M or True
= T)
• OAT - 11, -05, C10, 25C, 25F, F-13 (Celsius: C (default) or
Fahrenheit: F)
• QNH – Inches of Mercury (I-default) or Hectopascals (H)
• P ALT – Feet
• LW – Three digits with decimal (for example, 13.0) for thousands of
pounds or KG.
NOTE
N
For some data entry fields on the APPROACH REF page, if nothing
is entered into dashed data fields, the FMS uses a zero correction
factor. The applicable data fields for data entry are RWY WIND
and WIND.
NOTE
N
Manual entry of RWY ID on the APPROACH REF pages applies to
the APPROACH REF pages only.
If a runway was defined in the flight plan, RWY ID and RWY LENGTH
are prefilled on the APPROACH REF page for the designated runway
from the navigation database. If the RWY ID field contains an entry
when WIND data is entered, RWY WIND is computed and shown.
RWY LENGTH accepts manual entry on the APPROACH REF page.
1st Edition
25 Jul 08 13-37
Approach Reference Displays CJ1+/CJ2+/CJ3/Encore+
However, manual entry of RWY LENGTH deletes a prefilled RWY ID

and removes RWY WIND.
If the approach is to the FPLN ORIGIN airport, data input fields are
prefilled with information from the TAKEOFF REF pages. Changes to
any of the inputs result in a concurrent change on the TAKEOFF REF
pages. If the approach is to the FPLN DEST airport, changes/inputs on
the APPROACH REF pages do not affect information on the TAKEOFF
REF pages.
NOTE
N
A/I bleed configuration represents the planned engine bleed setting
for the approach and does not represent the actual/sensed aircraft
engine bleed setting.
Once the necessary inputs are entered, the FMS calculates and shows
the approach reference values.
The approach reference Vspeed performance computations are based
upon performance data extracted from the aircraft AFM. In some
instances, there are more combinations of aircraft configurations
available than are covered by published AFM performance charts. In
addition, AFM performance charts depicting APPROACH REF Vspeeds
performance data are prescribed over defined ranges of input variables.
In the event the FMS is unable to calculate an approach reference
Vspeed performance value due to an unsupported aircraft system
configuration or an out-of-range input variable, the computed output
performance parameter will be identified with a yellow question mark
(?) in place of a numerical value. Once the conflicting aircraft system
or (out of range) input variable has been corrected, the associated
computed output performance parameter will return to normal color, and
the numeric value will replace the yellow question mark.
The computed LFL value is derived from the actual landing distance
and includes factors for operational rules that require the use of 60
percent of the available runway (LFL that is necessary).
If the LFL exceeds the available runway length, the available runway
length shows in yellow on the APPROACH REF 1/3 page, and on the
APPROACH REF 2/3 page, the message CHECK APPROACH PERF
appears in yellow. In addition, the runway identifier shows in yellow on
the APPROACH REF 1/3 page.
1st Edition
13-38 25 Jul 08
If the LW exceeds the MLW, MLW shows in yellow, and the CDU
message CHECK APPROACH PERF appears in yellow.
The SEND line key selection on the APPROACH REF 2/3 page allows
the pilot to transmit approach Vspeeds for display on the PFD. When
the SEND prompt is pushed, the FMS transmits the approach Vspeeds
to the PFD. The annunciation IN PROGRESS appears first above the
SEND prompt.
The FMS performs an echo test on each of the values to verify the
information has been correctly received by the PFD. If any one value
fails, the annunciation FAILED appears above the SEND prompt. If
the values match, the approach Vspeeds change to cyan and the
annunciation COMPLETE shows above the SEND prompt.
To transmit approach Vspeeds to the PFD, the FMS should be in the air
and operating and operating in SYNC mode (dual FMS installations).
Approach reference Vspeeds will not be sent to the PFD when the
SEND LSK is pushed while operating in the INDEPENDENT mode and
the CDU message SEND N/A – NOT IN SYNC shows. If the FMS is
operating in INDEPENDENT mode, it is necessary to select SYNC
mode on the FMS CONTROL page and select the FMS Sync Master.
When the FMS sends approach Vspeeds to the PFD for display, all of
the approach Vspeeds input parameters and output values are latched.
While the aircraft remains in the air, a change to the state or value of
any parameter used to determine the FMS approach Vspeeds (such as
LW) removes the FMS-source approach Vspeeds from the PFD display,
and generates the message VSPEEDS DESELECTED on the CDU.
Landing Weight (LW) is synchronized on the APPROACH REF 2/3
and APPROACH REF 3/3 pages, and can be modified as needed.
Maximum Landing Weight (MLW) is based upon the structural limits of
the aircraft, climb performance limit, and runway length limits. MLW will
be the most restrictive of these contributing factors.
Aircraft configuration settings and display unit formats can be changed
on DEFAULTS page. Aircraft configuration settings for Takeoff Flap
setting (T/O FLAPS), Approach Flap setting (FLAP SETTING) or
Engine Anti-Ice (AI OFF/ON) changed on DEFAULTS page take effect
as default selections the next time a flight plan is created. The default
selections do not change an existing flight plan.
1st Edition
25 Jul 08 13-39
Approach Reference Operation CJ1+/CJ2+/CJ3/Encore+
NOTE
N
FMS APPROACH REF Vspeed input values need to be reconfirmed
by the pilot following any FMS SYNC operation, or FMS cold start.
APPROACH REFERENCE OPERATION

Push the PERF function key to show the PERF MENU page. It
can require multiple pushes of the PERF function key to show the
PERF MENU page. Push the APPROACH LSK to show one of three
APPROACH REF pages, then push the NEXT and PREV function keys
as necessary to select another page.
NOTE
N
For some data fields on the APPROACH REF pages, the FMS uses
a zero correction factor if nothing is entered into those fields. The
applicable fields include RWY WIND and WIND.
Information provided on the APPROACH REF pages is based upon

the ACT FPLN only. The information that shows can be for either
the ORIGIN or DEST airport. If the approach is to the origin airport,
data input fields are prefilled with information from the TAKEOFF REF
pages. Changes to any of the inputs cause a concurrent change on the
TAKEOFF REF pages. If the approach is to the destination airport,
changes/inputs on the APPROACH REF pages do not affect information
on the TAKEOFF REF pages.
A change to the ORIGIN airport in the ACT FPLN affects the TAKEOFF
REF and APPROACH REF pages (for the origin and the destination
airport). A change to the origin airport causes any data entered
manually into the available data fields to be cleared on the TAKEOFF
REF and APPROACH REF pages (for both the origin and destination
airport). It also causes the TAKEOFF REF and APPROACH REF pages
(for both the origin and destination airport) to be reset to the default
values and default settings for aircraft configuration.
A change to the DEST airport in the ACT FPLN affects only the
APPROACH REF page for the DEST airport. If the DEST airport
is changed in the ACT FPLN, the data entered manually in the
APPROACH REF pages for the DEST airport is cleared. The DEST
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13-40 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Approach Reference Operation
APPROACH REF pages are reset to the default values and settings
for aircraft configuration.
On all APPROACH REF pages, FMS-computed values in the data fields
show in small white font. Manual entries show in large white font.
1st Edition
25 Jul 08 13-41
APPROACH REFERENCE 1/3 PAGE

The APPROACH REF 1/3 page shows the approach runway information
and the ambient meteorological conditions used to calculate determining
approach Vspeeds (VAPP and VREF). This information is also used to
determine MLW and LFL. The information provided on the APPROACH
REF pages is defined with respect to the active flight plan only.
APPROACH AIRPORT
The landing airport that is selected in the SEL APT data field on the
APPROACH REF 1/3 page shows in the title line. If no airport is
specified in the active flight plan, the landing airport data-field in the title
line of the APPROACH REF page is blank.
SEL APT
Approach data for either the flight plan origin or destination airport
is identified as the landing airport data by the SEL APT field. The
default airport selection (of either the origin or the destination airport)
for the APPROACH REF pages is determined at the time the CDU
APPROACH REF and MFD APPROACH REFERENCE text pages
are accessed. At the time the pages are accessed, and they remain
the same as long as the page continues to show (in other words, the
selected airport does not automatically change while either a CDU or
1st Edition
13-42 25 Jul 08
MFD APPROACH REFERENCE page shows). The default selection is

based on the aircraft position, and favors the closest airport (between
the origin and destination options).
Approach data for the desired airport can also be selected manually
by pushing the LSK adjacent to SEL APT. This command causes
alternation between the airports in the SEL APT field. The selected
airport shows in large green font, while the deselected airport shows
in small white font.
RWY ID
The Runway Identifier (RWY ID) data field shows the runway
identification of the arrival airport. The RWY ID field shows dashes if
the corresponding runway or airport has not been specified in the active
flight plan.
Manual entry of the RWY ID is supported, but the manually entered
RWY ID must be one that is associated with the SEL APT on the
APPROACH REF page. An attempt to enter a RWY ID that is not in the
database for the airport specified causes the entry to be rejected and
the message NOT IN DATA BASE to show on the CDU.
When manually entering a runway identifier, the formats used to
successfully retrieve runway data from the FMS database are restrictive.
The suggested format is RW##Y.
• RW is a necessary two letter identifier which indicates runway
information
• ## is a two digit runway number in the range 01 to 36
• Y is the location character L, C, or R (representing LEFT, CENTER,
or RIGHT runway) when more than one runway with the same
number is available (for example, RW19R and RW19L).
Entry of other runway identifier formats (such as RW### with a 3 digit
runway number (RW018) or RW#Y with a single digit runway number
(RW3R) ) should not be expected to successfully retrieve runway data
from the FMS navigation database.
The FMS supplies the entry format checks for runway identifiers. If
the initial two characters of an entered runway identifier are not RW,
the entry is rejected. If the third character of a runway identifier is
not a number, the entry is rejected. If the final character of a runway
identifier is an alphabetical character, the character must be L, C, or
1st Edition
25 Jul 08 13-43
R. Otherwise, the runway identifier is rejected. If the entered runway

identifier fails any of the format checks described, it is rejected and the
message INVALID ENTRY is shown on the CDU.
The entry of runway identifier must also be a runway in the database
for the airport specified, stored under the same identifier format. If it is
not in the database, the entry is rejected and the message NOT IN
DATA BASE shows on the CDU.
If the RWY ID is manually entered, deleting it causes the RWY ID to
revert to the flight plan runway if one exists, or to dashes if the flight
plan runway is not specified. An attempt to delete a RWY ID causes
the message INVALID DELETE to appear if the runway identifier has
been prefilled from the flight plan.
RWY WIND
The Runway Wind (RWY WIND) data field shows the headwind,
tailwind, and crosswind components used to calculate the approach
performance. The headwind, tailwind, and crosswind components are
computed by the FMS and shown at the time the WIND direction and
velocity are entered on the APPROACH REF page, when an approach
runway has been identified.
If the approach data is for the origin airport, the runway wind data on
the APPROACH REF page is prefilled to the values that show on the
TAKEOFF REF page.
Dashes show as the RWY WIND default value after initialization. The
dashes identify the RWY WIND data field as an optional pilot entry,
and are interpreted as a zero wind correction factor in the approach
performance calculations.
Manual entry or overwrite of the headwind or tailwind data can be
completed on the APPROACH REF page. When manually entering
a positive wind (or headwind), the entry can be preceded by a plus
sign (+), preceded/followed by an H, or have no direction indication. A
negative wind (or tailwind) entry must be preceded by a minus sign
(−) or preceded or followed by a T.
The crosswind component cannot be entered manually. The crosswind
component display is removed whenever a headwind/tailwind value
is manually entered. An FMS-computed headwind/tailwind does not
overwrite a manually entered headwind. Manually entered wind values
show in large font. FMS-computed wind values show in small font.
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Headwind values greater than 30 knots cannot be entered/calculated on

the APPROACH REF 1/3 page. In the case of a headwind component
greater than 30 knots, the FMS uses a value of 30 knots for takeoff
Vspeed calculations.
If a manually entered headwind or tailwind component is deleted, the
manual wind value is replaced with the FMS-computed headwind
or tailwind and crosswind components, when available. If the
computed wind components are not available (WIND direction/velocity
unspecified or approach runway unspecified), deletion of the manual
headwind/tailwind causes the runway wind data field to show dashes.
If FMS-computed headwind/tailwind and crosswind components,
or dashes show for RWY WIND, attempting to perform a DELETE
command on the RWY WIND line causes the scratchpad message
INVALID DELETE to appear.
If the computed crosswind component equals or exceeds the maximum
demonstrated crosswind component of 25 knots, as specified in the
Vspeeds database, the CDU message CHECK APPROACH PERF and
the computed crosswind component show in yellow.
Manual entry of RWY WIND components headwind or tailwind does not
remove values of airport WIND (direction/velocity) that show.
Computations of approach reference Vspeeds are based on the RWY
WIND shown. Whether these component values have been computed
by the FMS from airport WIND or from manually entered values
directly entered into the RWY WIND data field as headwind or tailwind
components.
RWY LENGTH
The Runway Length (RWY LENGTH) data field shows the runway
length used in approach performance calculations. When the active
flight plan specifies a runway for the selected airport, the RWY LENGTH
data that shows on the APPROACH REF page that is retrieved from
the navigation database. If the runway for the selected airport is not
specified in the active flight plan, must-enter-boxes show in the RWY
LENGTH data field to indicate a necessary pilot entry. Manual entry of
RWY LENGTH is available on the APPROACH REF page. In addition,
overwriting the prefilled flight plan RWY LENGTH is provided to allow
the pilot to enter an adjusted value. A manually entered RWY LENGTH
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25 Jul 08 13-45
value shows in large white font while a data base value shows in small
white font.
The runway length can show in either feet (the default) or meters. A
numerical entry preceded/followed with an F or M, or without units, is
an allowable entry. The FMS interprets a numerical entry without units
to be the same units that currently show. Deletion of an entered value
returns the RWY LENGTH display to the default setting or data base
value, whichever is applicable.
The FMS compares the values of the available landing runway length
and the computed landing field length. If the landing field length
exceeds available landing runway length, the RWY LENGTH and
RWY ID data show in yellow. In addition, the CDU message CHECK
APPROACH PERF shows in yellow when the aircraft is airborne.
RWY COND
The Runway Condition (RWY COND) data field represents the runway
condition for use in the approach performance computations. Push the
LSK to switch between DRY and WET. The selected condition shows in
large green font. The default is DRY.
WIND
The WIND data field shows wind direction and velocity. Dashes are the
default value that shows in this field after initialization. Dashes are used
to represent an optional pilot entry for WIND (direction/velocity) and
are interpreted as a zero wind. The wind direction can be referenced
to Magnetic (M), the default, or True (T) north.
If the manually entered WIND direction is not within the range 000 to
360, the message INVALID ENTRY shows. Likewise, if the WIND
velocity is not within the range specified by the Vspeed database, the
scratchpad message INVALID ENTRY shows.
WIND direction and velocity can be entered together (for example,
200/25) or individually (for example, 200 or /25). The wind direction can
be referenced to either Magnetic (M) or True (T) north by preceding or
following the wind direction with the corresponding letter. The default
direction reference is magnetic. A wind direction entry without units is
interpreted as the same units currently shown.
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When the wind direction and velocity are entered, the FMS computes
and shows the corresponding headwind/tailwind and crosswind
components if the selected runway is defined.
SEL APT field), the WIND value that shows on the APPROACH REF
page is the same value on the TAKEOFF REF page. A change to the
APPROACH REF page WIND value also changes the TAKEOFF REF
page WIND value under these conditions, and vice versa.
OAT
The Outside Air Temperature (OAT) data field defines the temperature
used in approach performance calculations. When OAT is not specified,
must-enter-boxes show in the OAT data field to indicate this is a
necessary pilot entry item. OAT can be entered in either degrees
Celsius (default) or degrees Fahrenheit by entering the numerical value
preceded/followed by the letter C or F. The FMS interprets a temperature
entry without units to be in the same units that currently show.
If the OAT entered is not within the range specified by the Vspeed
database, the scratchpad message INVALID ENTRY shows.
SEL APT field), the OAT value that shows on the TAKEOFF REF
page is the same value on the APPROACH REF page. Under these
conditions, a change to the OAT on the TAKEOFF REF page causes
a corresponding change in OAT on the APPROACH REF page, and
vice versa.
QNH
The Barometric Pressure correction (QNH) data field is a necessary
input parameter for the computation of approach performance data.
Normally, QNH is available to the FMS from the avionics system. QNH
for the APPROACH REF pages is taken from the autopilot transfer
side of the aircraft (when both ADC sources are valid and the ADC
reversion switch is set to Normal). Under these conditions, QNH for the
APPROACH REF pages can be set on the DCP associated with the
autopilot transfer side of the aircraft.
If QNH is not available from the avionics system, must-enter-boxes
show on the APPROACH REF page to indicate a necessary pilot entry.
A manual entry/overwrite of the QNH is supported on the APPROACH
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25 Jul 08 13-47
REF page. The manually entered QNH value shows in large white font
while a QNH value from the avionics system shows in small white font.
QNH can show in either Inches of Mercury (default) or Hectopascals by
entering the numerical value preceded/followed by the letter H or I.
SEL APT field), the QNH value that shows on the APPROACH REF
page is the same value on the TAKEOFF REF page. Changing the
QNH on the APPROACH REF page causes a corresponding change to
the QNH on the TAKEOFF REF page, and vice versa.
A manually entered value of QNH has priority over a QNH value whose
source is the avionics system. The QNH value from the avionics system
does not overwrite the manual QNH entry.
P ALT
The P ALT data field indicates the airport field elevation for the selected
airport, corrected for ambient barometric pressure. If the selected airport
is specified in the flight plan, the airport field elevation is retrieved from
the navigation database, and the QNH specified on the APPROACH
REF page is applied for barometric correction.
When P ALT data is unspecified, the P ALT data field shows
must-enter-boxes to indicate a pilot entry is necessary. A manual entry
or overwrite of P ALT is provided on the APPROACH REF page. P ALT
units are always feet. Deletion of manually entered value returns the P
ALT display to the computed value or must-enter-boxes, whichever is
applicable. A manually entered P ALT value shows in large white font
while a computed value shows in small white font.
Manual entry of P ALT on the TAKEOFF REF page causes a
corresponding update to P ALT on the APPROACH REF page for the
origin airport, and vice versa. Manual entry of P ALT on the TAKEOFF
REF page does not synchronize with the P ALT on the APPROACH
REF page for the destination airport.
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The APPROACH REF 2/3 page shows data fields for approach
Vspeeds, landing weight data, and landing runway length data. It also
allows for selection of the computed approach Vspeeds for display on
the PFD airspeed scale.
A/I
The Anti-Ice (A/I) configuration data field represents the expected
engine bleed configuration for aircraft approach conditions. The
selected A/I condition shows in large green font, while the alternate A/I
option shows in small white font. The alternate A/I condition can be
selected by pushing the A/I OFF/ON LSK on the APPROACH REF
page to cycle through the available options.
LW
Landing Weight (LW) is a necessary input parameter for the
computation of approach performance data. LW is prefilled to the
aircraft GWT at the time the APPROACH REF pages are accessed
(from a non-APPROACH REF page). Once prefilled, the LW value is
not updated again while the APPROACH REF pages show.
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A manual entry/overwrite of the LW is supported on the APPROACH

REF page that allows the pilot to enter an adjusted weight. A manually
entered LW value should not be overwritten by a prefilled LW, without
additional pilot action. If the pilot attempts to enter a LW that is not within
the weight range specified by the Vspeeds database, the scratchpad
message INVALID ENTRY shows. A manually entered LW value shows
in large white font while a prefilled LW value shows in small white font.
When the origin airport is selected (via the SEL APT field) and TOW
has been manually entered on the TAKEOFF REF page, the LW on the
APPROACH REF page is prefilled with the TOW.
When an FMS-computed LW shows on the APPROACH REF page
and the approach Vspeeds show on the PFD, the FMS system freezes
the shown LW. The freeze remains until the approach Vspeeds are
deselected and the pilot accesses the APPROACH REF pages from a
non-APPROACH REF page.
The LW values are synchronized on the APPROACH REF 2/3 and
APPROACH REF 3/3 pages.
NOTE
N
LW is not continuously updated to current GWT while the
APPROACH REF 2/3 page is showing. An update of LW to the
current aircraft GWT can be accomplished by using the DELETE
command to update the LW that shows.
If the active flight plan GWT is not specified, the LW data field shows
must-enter-boxes to indicate a necessary pilot entry for LW.
When the LW is entered manually and a DELETE command is
performed, the LW reverts to the current GWT, if the GWT is available
and within the range for LW specified by the Vspeed database. If the
GWT is not available, must-enter boxes shows for the LW value.
If the currently shown LW is an FMS-computed value or shows
must-enter boxes, and a DELETE command is performed, the
scratchpad message INVALID DELETE shows.
GWT
The GWT showing on the APPROACH REF pages is specified on the
flight plan PERF INIT page. If the gross weight is unspecified, the GWT
data field on the APPROACH REF page is blank.
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The system initializes the GWT to the value on the PERF INIT page any
time the APPROACH REF pages are accessed from a non-approach
reference page. The GWT is periodically updated to the GWT value on
the PERF INIT page if the flight plan GWT has been specified.
Once the approach Vspeed values are correctly sent to the PFD for
display, a pilot-entered change to aircraft GWT on the PERF INIT page
causes:
• A corresponding update to the GWT value on the APPROACH REF
page
• An update of the LW to the new GWT value
• Removal of the FMS-source approach Vspeeds from the PFD display
• The message VSPEEDS DESELECTED shows on the CDU.
MLW
Maximum Landing Weight (MLW) is determined by the most restrictive
of these weights: structural limit weight, performance limit weight, and
runway length limit weight. In cases where MLW cannot be computed,
the MLW data field is blank.
When LW is greater than MLW, the MLW shows in yellow. In addition,
a CDU message CHECK APPROACH PERF is shown under these
conditions.
MLW values are synchronized on the APPROACH REF 2/3 and
APPROACH REF 3/3 pages.
LFL/RWY LENGTH
The Landing Field Length (LFL) data field shows the computed value
for the runway length that is necessary to land. Adjacent to it on
the APPROACH REF page is the selected approach runway length
(available runway length).
When the active flight plan specifies the selected runway, the available
runway length value shown is the runway length retrieved from
the navigation database. If unspecified, must-enter-boxes show to
indicate a necessary pilot entry for the available runway length. The
value for LFL shows in small white font, except in cases where LFL
cannot be computed, in which case LFL data field is blank. A manual
entry/overwrite of the available runway length is supported to allow the
pilot to enter an adjusted value. A manually entered available runway
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25 Jul 08 13-51
length value shows in large white font. Deletion of an entered value

returns the available runway length display to the default setting value
or data base value – whichever is applicable.
The LFL shows in the same units as the runway length. Both the
LFL and available runway length can show in either feet (default) or
meters. A numerical entry preceded/followed with an F or M, or without
units, would be an allowable entry. A numerical entry without units is
interpreted as the same units that currently show.
If the LFL is longer than the approach runway length, the approach
runway length shows in yellow on the APPROACH REF 1/3 and
APPROACH REF 2/3 pages. The runway identifier shows in yellow on
the APPROACH REF 1/3 page, and the message CHECK APPROACH
PERF shows on the CDU.
VAPP AND VREF

The APPROACH REF page shows the computed values for the
approach Vspeeds: VAPP (Approach Speed) and VREF (Reference
Speed).
The FMS-computed values for APPROACH REF Vspeeds show in
white on the CDU and MFD when the approach reference Vspeeds
have not been selected to show on the PFD. The FMS-computed values
for approach Vspeeds show in cyan on the CDU and MFD when they
have been successfully selected to show on the PFD.
SEND
The SEND LSK on the APPROACH REF page is used to transmit the
approach Vspeeds to show on the PFD. When the SEND command
is initiated, the status message IN PROGRESS shows above the
SEND LSK. COMPLETE shows when the Vspeed values are correctly
transferred to the PFD. If the Vspeeds transfer to the PFD fails, the
FAILED status message shows.
All APPROACH REF Vspeeds must be valid before any are sent to
show on the PFD. If any of the APPROACH REF Vspeed values are
not valid, then selection of the SEND function causes the scratchpad
message KEY NOT ACTIVE to show.
The LSK adjacent to SEND function is used to initiate the transfer of the
approach reference Vspeeds from the FMS to show on the PFD. This
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can only be completed if the aircraft is airborne. If the LSK adjacent to

SEND on the APPROACH REF 2/3 page is pushed while the aircraft is
on the ground, the scratchpad message KEY NOT ACTIVE shows.
Pushing the SEND LSK while the system is operating in the
INDEPENDENT mode prevents the approach Vspeeds from being sent
to the PFD (dual FMS installation only). The CDU scratchpad message
SEND N/A – NOT IN SYNC shows.
At the time, the FMS approach Vspeeds are sent to show on the PFD,
all of the approach Vspeed input and output parameters are latched.
Once the approach Vspeed values are correctly sent to show on the
PFD a change to the state or value of any parameter used to determine
the FMS approach Vspeeds removes the FMS-sourced approach
Vspeeds from the PFD display. The CDU message VSPEEDS
DESELECTED shows.
DESELECTED message to flash as a CDU message, regardless of
whether TAKEOFF REF Vspeeds or APPROACH REF Vspeeds have
been posted on the PFD.
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25 Jul 08 13-53

The APPROACH REF 3/3 page provides landing weight information and
data on the structural, performance, and runway length weight limits.
LW/MLW
Landing Weight (LW) and Maximum Landing Weight (MLW) values
are synchronized on the APPROACH REF 2/3 and APPROACH REF
3/3 pages.
STRUCTURAL LIMIT
The STRUCTURAL LIMIT data field shows the FMS-computed value
for the MLW based on the structural limits. These weight limit values
PERFORMANCE LIMIT
The PERFORMANCE LIMIT data field shows the FMS-computed value
for the MLW based on the altitude and temperature. These weight limit
values show in small font and cannot be modified.
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RUNWAY LENGTH LIMIT

The RUNWAY LENGTH LIMIT data field shows the FMS-computed
value for MLW based on the runway length. These weight limit values
APPROACH REFERENCE TEXT PAGE ON THE MFD

The APPROACH REFERENCE MFD text page is a summary of the
corresponding APPROACH REF pages on the CDU. The selection
of the APPROACH REFERENCE MFD text page is described in the
MENUS AND DISPLAYS chapter under MFD MENU, subtitle MFD Text
Display for TAKEOFF/APPROACH REFERENCE. The details of the
TAKEOFF REFERENCE MFD text page layout are described further
in the MENUS AND DISPLAYS chapter under MFD Text Display for
TAKEOFF/APPROACH REFERENCE.
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25 Jul 08 13-55
COMPUTE APPROACH REFERENCE VSPEEDS
APPROACH REFERENCE AIRPORT

Approach data for either the ORIGIN or DEST airport is determined
by the SEL APT prompt. The ORIGIN airport is the default when the
aircraft is either:
• Within 50 NM of the airport, or
• Less than halfway along the flight plan route, whichever is the lesser
distance.
This airport selection is made at the time the APPROACH REF page
initially shows and it is not automatically updated while the page is
viewed on either the CDU or the MFD.
Once the aircraft has passed outside the preceding criteria, the DEST
airport becomes the default selection (and applies the next time the
APPROACH REF page is accessed from a non-APPROACH REF
page).
Approach data for the desired airport can be manually changed by
pushing the LSK adjacent to SEL APT. However, once an airport is
selected manually, the default selection function is no longer active,
unless the pages are reset via an ACT FPLN airport change.
The information that needs to be set up by the pilot on the APPROACH
REF page is for the flight plan Origin airport and a second set of
approach information for the DEST airport.
The FMS keeps track of the input and output parameters for each
airport. However, it shows only one set of information at a time, based
upon the SEL APT between the flight plan ORIGIN airport and DEST
airport.
The input parameters for approach to the origin or destination airports
can be defined by the pilot as follows, and the FMS-computed outputs
for approach to the origin or destination airport.
INPUTS - ORIGIN AIRPORT INPUTS - DESTINATION

AIRPORT
RWY ID RWY ID
RWY WIND (head/tail and RWY WIND (head/tail and
crosswind) crosswind)
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INPUTS - ORIGIN AIRPORT INPUTS - DESTINATION

AIRPORT
RWY LENGTH RWY LENGTH
RWY COND (DRY) RWY COND (DRY)
WIND (Direction/Velocity) WIND (Direction/Velocity)
OAT OAT
QNH QNH
P ALT (Pressure Altitude) P ALT (Pressure Altitude)
LW (Landing Weight) LW (Landing Weight)
A/I A/I
OUTPUTS - ORIGIN AIRPORT OUTPUTS - DESTINATION

AIRPORT
GWT (Gross Weight) GWT (Gross Weight)
MLW (Maximum Landing Weight) MLW (Maximum Landing Weight)
LFL (Landing Field Length) LFL (Landing Field Length)
Approach Vspeeds: VAPP, VREF Approach Vspeeds: VAPP, VREF
Structural Limit Weight Structural Limit Weight
Performance Limit Weight Performance Limit Weight
Runway Length Limit Weight Runway Length Limit Weight
For the pilot, it can be necessary to set the APPROACH REF page
inputs two times for approach Vspeeds calculations that can be
performed.
• The first calculation uses the origin airport as the selected arrival
airport.
• The second calculation uses the DEST airport as the selected arrival
airport.
Thereafter, if the SEL APT is changed on the APPROACH REF page,
the corresponding values for the selected arrival airport are restored to
the APPROACH REF page for display.
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SET UP THE FMS FOR APPROACH REFERENCE VSPEEDS

To set up the FMS to compute APPROACH REF Vspeeds data, do
the steps that follow:
1. Create a flight plan. (Refer to the FLIGHT PLANS chapter for details
on creating a flight plan.)
NOTE
N
It is necessary that the FMS be in the air and in SYNC mode (dual
FMS installation only) to transmit approach Vspeeds to the PFD. If
the FMS is in INDEPENDENT mode, it is necessary to select SYNC
mode on the FMS CONTROL page and select an FMS Sync Master.
When creating the flight plan, make sure to:

• Enter an ORIGIN airport. This becomes the origin airport in the SEL
APT data field for the APPROACH REF pages.
• Enter a Destination (DEST) airport. This becomes the destination
airport in the SEL APT data field for the APPROACH REF pages.
• Select a departure runway or a SID with a departure runway. This
becomes the approach runway on the APPROACH REF pages.
• When appropriate, define a STAR, transition, and approach using
the DEP/ARR INDEX and ARRIVAL pages. This defines the arrival
airport for the APPROACH REF pages when the DEST airport is
selected.
• Make sure that the flight plan is correct, and push the EXEC function
key on the CDU to execute the flight plan.
2. Initialize performance on the PERF INIT pages. (Refer to the
PERFORMANCE chapter for details on performance initialization.)
Make sure that all of the inputs have been made to allow the FMS to
compute and display GWT on the PERF INIT page. Execute the PERF
INIT entries.
3. Push the PERF function key on the CDU to show the PERF MENU
page (push the PERF function key twice to show the PERF MENU page
from a non-PERF page).
4. Push the APPROACH LSK on the PERF MENU page to show the
APPROACH REF 1/3 page.
5. Make sure that the airport identified on the APPROACH REF page
title line corresponds to the highlighted airport in the SEL APT field.
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NOTE
N
If the SEL APT data field and the airport identifier field are blank
on the title line of the APPROACH REF pages, it indicates that
the flight plan has not been entered and the origin and destination
airports have not been defined.
NOTE
N
Manual entry of the airport identifier is NOT supported on the
APPROACH REF pages. The airport identifier must be entered on
the FPLN page using the ORIGIN and DEST airport data fields.
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25 Jul 08 13-59
APPROACH REF 1/3 PAGE (ORIGIN AIRPORT)

To compute Approach Reference Vspeeds data for the ORIGIN airport
(FPLN page), do the steps that follow:
Figure 13-11 APPROACH REF 1/3 Page (ORIG Airport)
6. Make the flight plan origin airport the highlighted selection in the
SEL APT data field. Push the SEL APT LSK if necessary to make this
selection.
7. Make sure that the runway identifier for the arrival runway
associated with the origin airport has been prefilled and shows in the
RWY ID data field on the APPROACH REF page.
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NOTE
N
If the RWY ID field on the APPROACH REF page shows dashes,
the arrival runway has not been entered into the active flight plan.
The flight crew can enter the arrival runway in the flight plan (using
the DEP/ARR key, the DEP/ARR INDEX page, and the ARRIVAL
page). This allows the APPROACH REF page RWY ID to be
prefilled from the active flight plan identified arrival runway. The
APPROACH REF page RWY ID field also accepts manual entry of
runway selection, but only accepts runways associated with the
origin or destination airport (based upon the SEL APT airport entry)
in the flight plan as valid entries. In addition, manual entry of the
runway identifier on the APPROACH REF page applies solely to
the APPROACH REF page and does not cause an update to arrival
runway selection on the active flight plan.
NOTE
N
Manual entry of RWY ID on the APPROACH REF page causes
removal of some previously entered manual data entries on the
APPROACH REF page. The flight crew must renter the data for
correlation to the new runway alignment. Manual entry of RWY
ID on the APPROACH REF page removes the manually entered
RWY WIND headwind or tailwind and cause an update to be
performed for FMS-computed RWY WIND headwind, tailwind, and
crosswind components. It also removes the manually entered RWY
LENGTH data field and causes an update to RWY LENGTH from
the navigation database. It is necessary that the flight crew enter
appropriate new values for these parameters again.
8. Make sure the arrival runway length at the origin airport is prefilled,
and shows in the RWY LENGTH data field on the APPROACH REF
page.
NOTE
N
If the RWY LENGTH field displays must-enter boxes on the
APPROACH REF page, it indicates the arrival runway has not been
entered into the active flight plan. The flight crew can choose to
enter the arrival runway in the flight plan (using the DEP/ARR key,
the DEP/ARR INDEX page and the ARRIVAL page). This allows
the APPROACH REF page RWY LENGTH to be prefilled from the
active flight plan arrival runway.
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NOTE
N
The RWY LENGTH data field on the APPROACH REF page
accepts manual entry of RWY LENGTH in cases where the RWY
LENGTH data field either displays must-enter boxes or is prefilled
with RWY LENGTH data associated with the arrival runway. Manual
entry of a RWY LENGTH on the APPROACH REF page that
overwrites a prefilled database value for RWY LENGTH.
NOTE
N
The RWY COND shown on the APPROACH REF page is the
condition that is applied to APPROACH REF Vspeeds calculations.
9. Enter WIND direction and velocity for the origin airport in the
APPROACH REF page scratchpad.
10. Push the WIND LSK on the APPROACH REF page to transfer the
NOTE
N
The APPROACH REF page contains two types of wind data fields:
WIND (direction/velocity), and RWY WIND (runway headwind,
tailwind, and crosswind components). When WIND data is entered,
the FMS computes RWY WIND automatically when a RWY ID has
been defined. As an alternative, manual entry of runway headwind
or tailwind component can be defined in the RWY WIND data
field, but this data field does not allow manual entry of crosswind
component value.
NOTE
N
does not remove values of airport WIND (direction/velocity) that
show. Computations of approach reference Vspeeds are performed
based upon the RWY WIND that shows, regardless of whether
these component values have been computed by the FMS from
airport WIND or from manually-entered values directly entered into
the RWY WIND data field as headwind/tailwind components.
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NOTE
N
Headwind values greater than 30 knots cannot be entered/calculated
on the APPROACH REF 1/3 page. In the case of a headwind
component greater than 30 knots, the FMS uses a value of 30 knots
for the approach Vspeed calculations.
NOTE
N
demonstrated crosswind component for the aircraft (25 knots),
as specified in the Vspeeds database, the message CHECK
APPROACH PERF and the computed crosswind component show
in yellow on the CDU.
NOTE
N
If the ORIGIN airport is selected on the APPROACH REF page (via
the SEL APT field), the WIND value that shows on the TAKEOFF
REF page is the same value on the APPROACH REF page. A
change to the TAKEOFF REF page WIND value also changes the
APPROACH REF page WIND value under these conditions, and
vice versa.
11. Enter OAT for the origin airport in the APPROACH REF page
scratchpad.
NOTE
N
If the flight plan origin airport is selected on the APPROACH REF
page as the selected airport, OAT entries on the APPROACH REF
page are synchronized to the OAT value of the TAKEOFF REF
page.
13. Set up Barometric Correction (QNH) on the DCP for the arrival
airport, and make sure that the QNH value is correct on the APPROACH
REF page.
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25 Jul 08 13-63
NOTE
N
Once the SEND command is used on the APPROACH REF page
to send approach Vspeed values to show on the PFD, the QNH
that shows on the APPROACH REF page becomes latched. It is
not updated by changes in the barometric correction on the DCP
until the FMS-computed approach Vspeeds have been deselected
from the PFD display.
NOTE
N
Normally QNH is prefilled with the current altimeter setting. If QNH
is not available from the avionics system, must-enter boxes show to
indicate a necessary pilot entry.
14. Make sure that P ALT for the arrival airport (in this case the origin
airport) is prefilled and shows in the P ALT data field on the APPROACH
REF page.
NOTE
N
If the SEL APT (origin or destination airport) is specified in the flight
plan, the airport field elevation is retrieved from the navigation
database and the QNH specified on the APPROACH REF page is
applied for barometric correction. When P ALT data is unspecified,
provided on the APPROACH REF page. P ALT units are always
feet.
NOTE
N
Manual entry of P ALT data on the TAKEOFF REF page causes a
corresponding update to P ALT on the APPROACH REF page for
the origin airport, and vice versa. Manual entry of P ALT data on the
TAKEOFF REF page does not synchronize with the P ALT data on
the APPROACH REF page for the destination airport.
1st Edition
13-64 25 Jul 08
APPROACH REF 2/3 PAGE (ORIGIN AIRPORT)

15. Push the NEXT function key to show the APPROACH REF 2/3
page.
Figure 13-12 APPROACH REF 2/3 Page (ORIGIN Airport)
16. Push the A/I LSK to choose OFF or ON configuration that matches
the aircraft approach configuration.
17. Examine MLW from the LW/GWT/MLW data entry fields.
NOTE
N
MLW is determined by the most restrictive selection among the
runway length limit weight. In cases where MLW cannot be
computed, the MLW data field is blank.
18. Examine GWT from the LW/GWT/MLW data fields.

NOTE
N
LW is prefilled to the current GWT at the time the APPROACH
REF pages are initially accessed. Once prefilled, the LW is not
updated again while the APPROACH REF pages are shown on
the CDU or MFD.
1st Edition
25 Jul 08 13-65
NOTE
N
Aircraft GWT is specified on the flight plan PERF INIT page. GWT
on the APPROACH REF page is prefilled to the aircraft GWT
at the time the APPROACH REF pages are accessed (from a
non-APPROACH REF page). GWT is periodically updated to the
GWT value on the PERF INIT page if the flight plan GWT has
been specified.
NOTE
N
If GWT is unspecified, the GWT data field on the APPROACH REF
page is blank.
NOTE
N
Once the APPROACH REF Vspeed values are sent to the PFD
for display, a pilot-entered change to aircraft GWT on the PERF
INIT page causes a corresponding update to the GWT value on
the APPROACH REF page, updates to the LW to the new GWT
value, removes the FMS-sourced approach Vspeeds from the PFD
display, and causes the message VSPEEDS DESELECTED to
show on the CDU.
19. Enter the planned LW at the origin airport in the scratchpad, if

different from the LW shown.
20. Push the LW/GWT/MLW LSK to transfer the LW entry from the
scratchpad.
NOTE
N
The LW is preset to the GWT value, unless a manual entry for
LW has been performed. A manual entry/overwrite of the LW is
supported on the APPROACH REF page that allows the pilot to
enter an adjusted weight. A manually entered LW value should
not be overwritten by a prefilled LW, without additional pilot action.
A manually entered LW value shows in large white font while a
prefilled LW value shows in small white font.
NOTE
N
If any input value, such as LW is changed, the approach Vspeed
data fields go blank momentarily while the FMS is computing the
Vspeeds based upon the new data. The FMS then displays the
new approach Vspeeds.
1st Edition
13-66 25 Jul 08
21. Examine RWY ID and RWY LENGTH (for arrival at the origin
airport) on the APPROACH REF 2/3 page.
NOTE
N
The selected approach RWY LENGTH indicates the available
runway length. When the active flight plan specifies the selected
runway, the available runway length value that shows is the runway
length retrieved from the navigation database. If unspecified,
must-enter boxes show to indicate a necessary pilot entry for
available runway length. The pilot can choose to either add the
arrival runway to the active flight plan or manually enter the runway
length on the APPROACH REF page.
NOTE
N
A manual entry/overwrite of the available runway length is supported
to allow the pilot to enter an adjusted value. A manually entered
runway length available shows in large white font. Available runway
length can show in either feet (default) or meters. A numerical entry
preceded or followed with an F or M, or without units would be an
allowable entry. The FMS interprets a numerical entry without units
to be the same units as currently shown. Deletion of an entered
value returns the available runway length display to the database
value.
22. Examine the FMS-computed value for LFL on the APPROACH

REF 2/3 page to determine whether the computed LFL runway length
that is necessary is within the arrival runway length.
NOTE
N
The LFL data field shows the computed value for the runway length
that is necessary. The LFL shows in the same units as the runway
length. Both can be shown in either feet (default) or meters.
NOTE
N
If the LFL is larger than the approach runway length, the approach
APPROACH REF 2/3 pages. The RWY ID shows in yellow on the
APPROACH REF 1/3 page. In addition, the message CHECK
APPROACH PERF shows on the CDU.
1st Edition
25 Jul 08 13-67
APPROACH REF 1/3 PAGE (DEST AIRPORT)

To compute approach reference Vspeeds data for the destination
airport, do the steps that follow:
23. Make sure the flight plan destination airport is the highlighted
selection in the SEL APT data field. Push the SEL APT LSK if
necessary to make this selection.
Figure 13-13 APPROACH REF 1/3 Page (DEST Airport)
24. Make sure that the RWY ID for the arrival runway associated with
the destination airport has been prefilled and shows in the RWY ID
field on the APPROACH REF page.
1st Edition
13-68 25 Jul 08
NOTE
N
If the RWY ID field shows dashes on the APPROACH REF page,
it indicates the arrival runway has not been entered into the active
flight plan. The flight crew can choose to enter the arrival runway in
the flight plan (using the DEP/ARR key, the DEP/ARR INDEX page,
and the ARRIVAL page). This allows the APPROACH REF page
RWY ID to be prefilled from the active flight plan arrival runway.
The APPROACH REF page RWY ID field also accepts manual
entry of runway selection, but only accepts runways associated
with the flight plan origin or destination airport (based upon the
SEL APT entry) as valid entries. In addition, manual entry of the
runway identifier on the APPROACH REF page applies solely to
the APPROACH REF page and does not cause an update to arrival
runway selection on the active flight plan.
NOTE
N
Manual entry of RWY ID on the APPROACH REF page removes
some previously entered manual data entries on the APPROACH
REF page, and they must be entered again for correlation to
APPROACH REF page causes removal of manually entered
runway wind headwind or tailwind, and causes an update to be
performed for FMS-computed runway wind headwind, tailwind,
RWY LENGTH and causes an update to RWY LENGTH from the
navigation database. It is necessary that the flight crew enter
appropriate new values for these parameters again.
25. Make sure the arrival runway length at the DEST airport shows in
the RWY LENGTH data field on the APPROACH REF page.
NOTE
N
If the RWY LENGTH field shows must-enter boxes on the
APPROACH REF page, the arrival runway has not been entered
into the active flight plan. The flight crew can choose to enter
the arrival runway in the flight plan (using the DEP/ARR key, the
DEP/ARR INDEX page, and the Arrival page). This allows the
APPROACH REF page RWY LENGTH to be prefilled from the
active flight plan arrival runway. Alternatively, the crew can choose
to manually enter a runway length value directly on the APPROACH
REF page.
1st Edition
25 Jul 08 13-69
NOTE
N
The RWY LENGTH data field on the APPROACH REF page
accepts manual entry of RWY LENGTH in cases where the RWY
LENGTH data field either shows must-enter boxes or the RWY
LENGTH data associated with the arrival runway. The manual entry
of a RWY LENGTH on the APPROACH REF page overwrites a
prefilled database value for RWY LENGTH.
NOTE
N
The runway condition that shows on the APPROACH REF page
is the condition that is applied to APPROACH REF Vspeeds
calculations.
26. Enter WIND direction and velocity for the destination airport in the
APPROACH REF page scratchpad.
27. Push the WIND LSK on the APPROACH REF page to transfer the
NOTE
N
The APPROACH REF page contains two types of wind data fields:
WIND (direction/ velocity), and RWY WIND (runway headwind,
tailwind, and crosswind components). When WIND data has been
entered, the FMS computes RWY WIND automatically when a RWY
ID has been defined. As an alternative, manual entry of runway
headwind or tailwind component can be defined in the RWY WIND
data field. However, the RWY WIND data field does not allow
manual entry of crosswind component value.
NOTE
N
does not remove values of the airport WIND (magnitude/direction)
that show. Computations of approach reference Vspeeds are based
on the RWY WIND shown.
NOTE
N
Headwind values greater than 30 knots can be entered/calculated
on the APPROACH REF 1/3 page. In the case of a headwind
component greater than 30 knots, the FMS uses a value of 30 knots
for the approach Vspeed calculations.
1st Edition
13-70 25 Jul 08
NOTE
N
demonstrated crosswind component for the aircraft (25 knots), as
specified in the Vspeeds database, the CDU message CHECK
APPROACH PERF and the computed crosswind component show
in yellow.
28. Enter OAT for the destination airport in the APPROACH REF page
scratchpad.
30. Set QNH on the DCP for the arrival airport, and confirm that the
QNH value is correct on the APPROACH REF page.
NOTE
N
Once the SEND command is used on the APPROACH REF page to
send approach Vspeed values to show on the PFD, the value that
shows for QNH on the APPROACH REF page becomes latched.
It is no longer updated by changes in the barometric correction on
the DCP until the FMS-computed approach Vspeeds have been
deselected from the PFD display.
NOTE
N
Normally QNH is prefilled with the current altimeter setting. If QNH
is not available from the avionics system, must-enter boxes show to
indicate a necessary pilot entry.
31. Make sure that P ALT for the arrival airport (in this case the
destination airport) has been prefilled and shows in the P ALT data
field on the APPROACH REF page.
NOTE
N
If the SEL APT (origin or destination airport) is specified in the flight
plan, the airport field elevation is retrieved from the navigation
database, and the QNH specified on the APPROACH REF page is
applied for barometric correction. When P ALT data is unspecified,
provided on the APPROACH REF page. P ALT units are always
feet.
1st Edition
25 Jul 08 13-71
APPROACH REF 2/3 PAGE (DEST AIRPORT)

32. Push the NEXT function key on the CDU to show the APPROACH
REF 2/3 page.
Figure 13-14 APPROACH REF 2/3 Page (DEST Airport)
33. Push the A/I LSK to choose OFF or ON configuration that matches
the aircraft approach configuration.
34. Examine MLWfrom the LW/GWT/MLW data entry fields.
NOTE
N
MLW is determined by the most restrictive selection among the
runway length limit weight. In cases where MLW cannot be
computed, the MLW data field is blank.
35. Examine GWT from the LW/GWT/MLW data fields.

NOTE
N
LW is prefilled to the current GWT at the time the APPROACH
REF pages are initially accessed. Once prefilled, the LW is not
updated again while the APPROACH REF pages are shown on
the CDU or MFD.
1st Edition
13-72 25 Jul 08
NOTE
N
Aircraft GWT is specified on the flight plan PERF INIT page. GWT
on the APPROACH REF page is prefilled to the aircraft GWT
at the time the APPROACH REF pages are accessed (from a
non-APPROACH REF page). GWT is periodically updated to the
GWT value on the PERF INIT page if the flight plan GWT has
been specified.
NOTE
N
If gross weight is unspecified, the GWT data field on the
APPROACH REF page is blank.
NOTE
N
Once the APPROACH REF Vspeed values are sent to the PFD
for display, a pilot-entered change to aircraft GWT on the PERF
INIT page causes a corresponding update to the GWT value on
the APPROACH REF page. Updates to the LW to the new GWT
value, removes the FMS-sourced approach Vspeeds from the PFD
display, and causes the message VSPEEDS DESELECTED to
show on the CDU.
36. Enter the planned LW at the destination airport in the scratchpad, if

different from the LW shown.
37. Push the LW/GWT/MLW LSK to transfer the LW entry from the
scratchpad.
NOTE
N
The LW is preset to the GWT value, unless a manual entry for
LW has been performed. A manual entry/overwrite of the LW is
supported on the APPROACH REF page that allows the pilot to
enter an adjusted weight. A manually entered LW value should
not be overwritten by a prefilled LW, without additional pilot action.
A manually entered LW value shows in large white font while a
prefilled LW value shows in small white font.
NOTE
N
If any input value, such as LW, is changed, the approach Vspeed
data fields goes blank momentarily while the FMS is computing the
Vspeeds based upon the new data. The FMS then displays the
new approach Vspeeds.
1st Edition
25 Jul 08 13-73
38. Examine the runway identifier and runway length (for arrival at the
destination airport) on the APPROACH REF 2/3 page.
NOTE
N
The selected approach runway length indicates the available
runway length. When the active flight plan specifies the selected
runway, the available runway length value shown is the runway
length retrieved from the navigation database. If unspecified,
must-enter boxes show to indicate a necessary pilot entry for
available runway length. The pilot can choose to either add the
arrival runway to the active flight plan or manually enter the runway
length data on the APPROACH REF page.
NOTE
N
Manual entry of RWY ID on the APPROACH REF page removes
some previously entered manual data entries on the APPROACH
REF page, and they must be entered again for correlation to
APPROACH REF page causes removal of manually entered
runway wind headwind or tailwind, and causes an update to be
performed for FMS-computed runway wind headwind, tailwind,
RWY LENGTH and causes an update to RWY LENGTH from the
navigation database. It is necessary that the flight crew enter new
appropriate values for these parameters again.
39. Examine the FMS-computed value for LFL on the APPROACH

REF 2/3 page to determine whether the computed LFL runway length
that is necessary is within the arrival available runway length.
NOTE
N
The Landing Field Length (LFL) data field shows the computed
value for the runway length that is necessary. The LFL shows in
the same units as the runway length. Both can be shown in either
feet (default) or meters.
NOTE
N
If the LFL is larger than the approach runway length, the approach
APPROACH REF 2/3 pages. The runway identifier shows in yellow
on the APPROACH REF 1/3 page. In addition, the message
CHECK APPROACH PERF shows on the CDU.
1st Edition
13-74 25 Jul 08
APPROACH REF 3/3 PAGE (ORIGIN OR DEST AIRPORT)

40. Push the NEXT function key to view the APPROACH REF 3/3 page
weights and limits. Examine the values that show for STRUCTURAL
LIMIT weight, PERFORMANCE LIMIT weight, and RUNWAY LENGTH
LIMIT weight. Inspect the value that shows for MLW.
NOTE
N
The MLW that shows on the APPROACH REF pages is the most
restrictive of the following: structural limit weight, performance limit
weight, and runway length limit weight.
TRANSMIT APPROACH VSPEEDS TO PFD

To transmit Approach Vspeeds to the PFD:
41. Push the NEXT or PREV function keys on the CDU as necessary
to show the APPROACH REF 1/3 page.
42. Push the SEL APT LSK as necessary to select either the origin
airport or the destination airport as the appropriate arrival airport.
43. Push the NEXT or PREV function keys as necessary to show the
1st Edition
25 Jul 08 13-75
44. Examine the approach Vspeed values that show on the

45. Make sure that values have been computed by the FMS and show
for VAPP (Approach Speed) and VREF (Reference Speed).
NOTE
N
In order to send Vspeeds data to the PFD, both CDUs must be
displaying FMS pages. If both CDUs are not displaying FMS pages,
it is possible that the CDU message VSPEEDS DISAGREE will
show (dual FMS installation).
46. If no status message shows above the SEND prompt, push the
SEND LSK.
NOTE
N
The SEND line key selection on the APPROACH REF 2/3 page
allows the pilot to transmit approach Vspeeds for display on the
PFD. When the SEND prompt is pushed, the FMS transmits the
approach Vspeeds to the PFD. The annunciation IN PROGRESS
appears first above the SEND prompt. The FMS performs an
echo test on each of the values to verify the information has
been correctly received by the PFD. If any one value fails, the
annunciation FAILED appears above the SEND prompt. If the
values match, the approach Vspeeds change to magenta and the
annunciation COMPLETE shows above the SEND prompt.
NOTE
N
All APPROACH REF Vspeeds must be valid before any are allowed
to be sent to the PFD for display. If any of the APPROACH REF
Vspeed values are not valid, selection of the SEND function causes
the scratchpad message KEY NOT ACTIVE to appear.
NOTE
N
It is necessary that the FMS be in the air and in SYNC mode to
transmit approach Vspeeds to the PFD. Pushing the SEND LSK
with the FMS operating in the INDEP mode causes the approach
reference Vspeeds to not be sent to the PFD. The CDU shows the
message SEND N/A – NOT IN SYNC. If the FMS is operating in
INDEP mode, it is necessary to select SYNC mode on the FMS
CONTROL page and select an FMS Sync Master. This applies
to dual FMS installations.
1st Edition
13-76 25 Jul 08
NOTE
N
When the FMS sends approach Vspeeds to show on the PFD, all
of the approach Vspeed input and output parameters are latched.
While the aircraft is in the air any change to the state or value of the
parameters used to determine the FMS approach Vspeeds removes
the FMS-sourced approach Vspeeds from the PFD display. The
message VSPEEDS DESELECTED shows on the CDU.
NOTE
N
DESELECTED message to momentarily show as a CDU message,
regardless of whether TAKEOFF REF Vspeeds or APPROACH
REF Vspeeds have been posted on the PFD. (Applies to dual FMS
installations.)
NOTE
N
FMS APPROACH REF Vspeed input values need to be reconfirmed
by the pilot following any FMS SYNC operation (dual FMS).
Figure 13-16 Approach Vspeeds Send In Progress
1st Edition
25 Jul 08 13-77
APPROACH VSPEEDS: MANUALLY-ENTERED AND

FMS-COMPUTED
Vspeed values for approach Vspeeds VAPP and VREF entered manually
via the DCP show on the PFD in cyan.
FMS-computed APPROACH REF Vspeeds show on the CDU
APPROACH REF page with the values shown in white for VAPP and VREF
before they are posted on the PFD for display.
FMS-computed APPROACH REF Vspeeds show on the CDU
APPROACH REF page with the values shown in magenta for VAPP and
VREF. When the COMPLETE SEND message shows after the entry
of a SEND command, (the APPROACH REF Vspeeds have been
successfully sent to the PFD for display). FMS-computed APPROACH
REF Vspeeds VAPP and VREF show on the PFD in magenta.
When FMS-computed APPROACH REF Vspeeds show on the PFD.
Subsequent manual approach Vspeed entries made via the DCP
cause the pilot specified approach Vspeeds (VAPP and VREF) to become
manually-selected values controlled by the DCP and are shown on
the PFD in cyan.
To manually enter adjustments to the Approach Vspeed values after
posting FMS-computed approach reference Vspeeds on the PFD, use
the controls on the DCP as follows:
1. Push the REFS button on the DCP position. This shows the REF
menus on the PFD.
2. Push the VAPP or VREF LSK on the PFD or turn the MENU ADV knob
to select desired Vspeed.
3. With the menu box flashing, push the PUSH MENU SET center
button to accept the selected Vspeed.
When approach Vspeed values have been entered manually with
the DCP, they show on the PFD in cyan. Sending FMS-computed
APPROACH REF Vspeeds to the PFD using the SEND command
on the APPROACH REF 2/3 page replaces the manually entered
values with the FMS-computed values for VAPP and VREF. The approach
Vspeeds values show on the PFD in magenta.
1st Edition
13-78 25 Jul 08
FMS-3000 v4.0 PRINCIPLES OF FMS NAVIGATION
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 14-1
FMS Navigation Database ............................................................. 14-1
Dual FMS Coordination (Optional) ................................................. 14-2

SYNC .......................................................................................... 14-2
INDEP ......................................................................................... 14-3
Position Initialization ....................................................................... 14-5

PREFLIGHT ................................................................................ 14-5
Runway Updates ........................................................................ 14-5
Position Updates ......................................................................... 14-5
Flight Plan ...................................................................................... 14-6
Navigation Sensors ........................................................................ 14-7

GNSS .......................................................................................... 14-7
VOR and DME ............................................................................ 14-8
Dead Reckoning (DR) ................................................................. 14-9
Sensor Monitoring ....................................................................... 14-9
Flight Plan Tracking ...................................................................... 14-10

Waypoints ................................................................................. 14-10
Leg Sequencing ........................................................................ 14-11
Magnetic Variation Effects on Displayed Desired Course .......... 14-11
Discontinuities ........................................................................... 14-12
Turns ......................................................................................... 14-13
Bank Angle and Roll Rate ..................................................... 14-14
Anticipation ............................................................................ 14-14
Flyover Waypoints ................................................................. 14-16
Intercepting a Track .................................................................. 14-17
Parallel Offset Course Tracking ................................................ 14-18
Holding Patterns ....................................................................... 14-19
Speeds .................................................................................. 14-22
Distance and Time ................................................................ 14-22
Changes ................................................................................ 14-22
Exit ........................................................................................ 14-22
Cancel Exit ............................................................................ 14-23
Flight Plan Termination ............................................................. 14-24
Heading Legs ............................................................................ 14-25
1st Edition
25 Jul 08 i
PRINCIPLES OF FMS NAVIGATION FMS-3000 v4.0
Title Page
Operation In High Latitudes .......................................................... 14-26
Definition ................................................................................... 14-26
AHRS Equipped Aircraft ........................................................... 14-26
Flight Plan Entry Limitations ..................................................... 14-27
Approaches .................................................................................. 14-28

Visual Approaches .................................................................... 14-30
Instrument Approaches ............................................................. 14-32
SBAS VNAV Approaches ...................................................... 14-34
GNSS Non-Precision Approaches ........................................ 14-39
VOR/DME Conventional or RNAV Non-Precision
Approaches ........................................................................... 14-44
Localizer Based Conventional Approaches .......................... 14-50
Other Conventional Approaches ........................................... 14-52
Approach Transitions ............................................................ 14-52
Missed Approach Procedures ............................................... 14-54
1st Edition
ii 25 Jul 08
PRINCIPLES OF FMS NAVIGATION
INTRODUCTION
FMS navigation is based on using all of the available navigation
sensors on the aircraft to fly from waypoint to waypoint along a flight
plan route. The waypoints are based on the information contained in
the FMS navigation database and pilot-defined waypoints. A flight plan
route is selected from a route list or created from the database waypoint
information and/or pilot-defined waypoints. With the navigation and
other sensor data available to it, the FMS determines the present
position relative to the flight plan route and computes steering
commands for use by the flight control system. These commands are
used to fly the aircraft along the route.
NOTE
N
This chapter discusses typical FMS operations and features as
designed by Rockwell Collins, Inc. and is not intended to be used
as a training manual.
NOTE
N
Based on aircraft configuration, installed systems, and aircraft
wiring, features discussed in this chapter may not be applicable to
all aircraft installations.
FMS NAVIGATION DATABASE

The FMS typically contains two database updates (two 28 day
navigation database periods): the Active Database and the Secondary
Database. Only the Active Database is used for flight planning and
navigation purposes. The Secondary Database allows a new database
to be loaded before the effective date so the new database is ready for
use when it becomes valid.
A database can include, but is not limited to, information on the following
facilities:
• Airports and Runways
• Navaids - VOR, DME, NDB, and TACAN
• Airways
1st Edition
25 Jul 08 14-1
Dual FMS Coordination (Optional) CJ1+/CJ2+/CJ3/Encore+
• Intersections
• Pilot-defined waypoints
• Departure and Arrival procedures
• Approach Procedures (including Missed Approach Procedures).
A new, updated database must be installed every 28 days to make
sure that it contains the latest available information for the previously
described facilities. Updates are accomplished by loading the new data
base each Flight Management Computer (FMC) installed on the aircraft.
Navigation database information is used for many purposes. Pilots use
the information to create and modify flight plans. The FMS uses the
information to do any of the following actions:
• Select the VOR/DME navaids to use in determining the position.
• Show information about the various navigation facilities on the CDU,
MFD data and text pages, and MAP displays for the flight crew.
• Automatically insert the waypoints that make up a selected airway,
departure procedure, STAR, or approach procedure into a flight plan.
A SBAS capable FMS uses the new Type 7 Navigation Database. If you
have any questions regarding this, please contact your local Rockwell
Collins Customer Support Engineer or call FMS & Database Support at
319.295.5000.
DUAL FMS COORDINATION (OPTIONAL)

Dual FMS installations can operate in Synchronized (SYNC) or
Independent (INDEP) mode. The mode selection is available on the
CDU FMS CONTROL page.
NOTE
N
When selecting SYNC mode the FMS requires a FMS master unit.
Select the appropriate FMS based on where the active flight plan
has been loaded.
SYNC
In the SYNC mode, the following items are automatically synchronized
between both FMS:
• FMS position initialization.
1st Edition
14-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Dual FMS Coordination (Optional)
• Navigation database selection.

• Disabled VOR and/or DME navaids.
• All mode selections.
• FIX INFO entries.
• Flight plan entries or changes (only after the flight plan is executed
for active flight plans).
• Secondary flight plan entries or changes.
In the SYNC mode, changes made to an active flight plan on one FMS
are synchronized with the other FMS when the EXEC function key on
the CDU is pushed to execute the flight plan. Changes made to the
secondary flight plan on one FMS are synchronized immediately with
the other FMS.
Only one FMS can change an active flight plan at any time. If one FMS
already has a MOD FPLN in progress, any attempt to edit or change
the active flight plan from the other FMS shows the message XSIDE
EDIT IN PROGRESS on the CDU scratchpad line. The same is true if
an attempt is made to activate a flight plan from the other FMS.
Flight plan leg sequencing is controlled by the FMS that is selected as
the active steering source. The active steering source is on the side that
controls the autopilot (coupled to).
INDEP
In the INDEP mode, none of the mode selections or flight planning data
from one FMS are shared with the other FMS. But, flight plans can
still be copied in whole from one FMS to the other through the XSIDE
FPLN TRANSFER function on the last page of the ACT FPLN and SEC
FPLN pages. But, if a flight plan transfer is attempted when a flight
plan is being edited (MOD FPLN page showing), the flight plan will be
transferred without the new information. If a transfer is attempted when
no flight plan exists on the other FMS, the message NO XSIDE FPLN
shows on the scratchpad. If the navigation database is not the same
on both FMS when a flight plan transfer is attempted, the message
CHK SELECTED DATA BASE shows on the scratchpad line. The
database must be the same on both FMS to copy a flight plan from
one to the other.
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Dual FMS Coordination (Optional) CJ1+/CJ2+/CJ3/Encore+
NOTE
N
Due to variations in each FMS when it determines the position,
it is possible that sequencing from one leg of a flight plan to the
next will not occur simultaneously on both systems while they are
operating in the INDEP mode.
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CJ1+/CJ2+/CJ3/Encore+ Position Initialization
POSITION INITIALIZATION
PREFLIGHT
After power is applied to the FMS, a position initialization process is
required for the FMS to accurately determine the present position.
This is accomplished by entry of a known position, such as the airport,
runway threshold, parking spot, navaid, or pilot defined waypoint into
the FMS through the POS INIT 1/X page on the CDU. This allows the
FMS to use the sensors available to accurately determine and track the
present position, direction, and speed. The easiest and most accurate
initialization is to push the SET THE POS TO GNSS LSK on the POS
INIT 1/X page. If the GNSS sensor is not available then enter the
coordinates, if known, for the location where the aircraft is currently
parked.
RUNWAY UPDATES
If the GNSS sensor is unavailable for FMS position initialization then
a runway threshold update, just before takeoff, is an accurate way
of updating the FMS. The FMS update is accomplished on the ACT
LEGS page. As the aircraft moves into position on the runway, the FMS
is updated to that position. It is important that the aircraft be at the
threshold before this update is completed. In aircraft with an operating
GNSS sensor available for use by the FMS it is not necessary to do
position updates at the runway threshold.
POSITION UPDATES
FMS position updates are completed in-flight using position data from a
GNSS sensor, a navaid, or the FMS itself (depending on the equipment
installed in the aircraft). However, GNSS sensors cannot be position
updated from the FMS while the aircraft is airborne.
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Flight Plan CJ1+/CJ2+/CJ3/Encore+
FLIGHT PLAN
Each FMS can hold two flight plans. One flight plan is called the Active
Flight Plan (ACT FPLN) and the other is called the Secondary Flight
Plan (SEC FPLN). Active flight plan data shows on the ACT FPLN,
MOD FPLN, ACT LEGS, and MOD LEGS CDU pages. Secondary flight
plan data shows on the SEC FPLN and SEC LEGS CDU pages. Only
the active flight plan is used for navigation, and it is used only when
FMS is selected as the navigation source.
A flight plan is made up of waypoints created from a combination of
elements that include some or all of the items that follow:
• Airports (origin, destination, and alternate)
• Departure runway
• Departure procedure (including SIDs) and transition
• Direct-To legs
• Airways
• Pilot-defined waypoints
• Holding patterns
• STAR and transition
• Approach procedure (including missed approach procedure), or
arrival runway extension, and arrival runway
• Route to the alternate airport.
A waypoint is any point that is used as a reference for a navigation
fix. Waypoints can be either predefined or pilot-defined. Predefined
waypoints are stored in the FMS navigation database with the identifiers
that are shown on aeronautical charts. These waypoints can be
airports, navaids, or other charted navigation fixes and uncharted fixes
used in SIDs, STARs, and approaches. Pilot-defined waypoints are
stored within a flight plan and in the pilot-defined waypoint list, but not
in the FMS navigation database.
In dual FMS installations operating in SYNC mode, flight plan data is
shared between both systems. In the INDEP mode, each FMS has
separate flight plans. However, the flight plans can be copied, in whole,
from one FMS to the other.
In SYNC mode, as the aircraft progresses along the flight plan route,
both FMS simultaneously sequence legs from one waypoint to the
next. In the INDEP mode, when both FMS1 and FMS2 are selected as
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CJ1+/CJ2+/CJ3/Encore+ Navigation Sensors
navigation sources, each FMS independently sequences through the

flight plan as the aircraft progresses along the route.
NAVIGATION SENSORS
To navigate, the FMS uses sensor data from GNSS, VOR/DME
navaids, Air Data Computer (ADC), and Attitude/Heading Reference
System (AHRS) or Inertial Reference System (IRS), along with the
active flight plan and the navigation database information. The sensor
data is used by the FMS to determine the present position, direction,
and speed.
GNSS
Global Navigation Satellite System (GNSS) is a generic term used
to describe satellite based navigation systems including GPS and
Galileo. GNSS is authorized for primary means of navigation provided a
qualified sensor is installed in the aircraft. The Rockwell Collins, Inc.
FMS (with v4.0 software) and Rockwell Collins, Inc. GPS-4000S sensor
meet these qualifications. The increased accuracy of position data
supplied by current GNSS sensors makes position blending obsolete.
GNSS data is used exclusively by the FMS for position estimation
when available.
The FMS supports Satellite Based Augmentation System (SBAS)
functions. SBAS improves GNSS position accuracy, integrity, and
availability with additional corrections that augment the GNSS satellite
position and integrity data. SBAS coverage in North America is a
combination of Wide Area Augmentation System (WAAS) satellites
and a network of ground stations providing WAAS capability for most
of the continent. SBAS position data can be used in all flight phases
within the SBAS coverage area.
NOTE
N
A SBAS service provider may not be authorized for use within
parts of the coverage area. The flight crew is required to disable
an unapproved SBAS service provider on the SBAS SERVICE
PROVIDERS CDU page.
By default, the FMS uses the same-side GNSS sensor data. In the
event this sensor detects a failure or loss of GNSS signal, the FMS
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25 Jul 08 14-7
Navigation Sensors CJ1+/CJ2+/CJ3/Encore+
switches to another available sensor and GNSS REVERTED message

shows on the CDU. If another GNSS sensor is unavailable, GNSS NOT
AVAILABLE message shows, and the FMS will select other available
sensors for navigation.
The FMS can use GNSS data in oceanic and remote areas with a
qualified sensor installed. Rockwell Collins, Inc. equipment (FMS and
GNSS sensor) are qualified equipment. Pre-departure GPS RAIM
check is not required during preflight provided SBAS coverage is
available for the duration of the flight. GNSS status and integrity are
available on GNSS STATUS CDU page and FMS Text page (GNSS
STATUS) displayed on the MFD.
NOTE
N
SBAS coverage must be checked by the pilots if the intended flight
path is in oceanic or remote areas.
VOR AND DME

When GNSS data is not available the FMS reverts to DME/DME for
position computations. If two suitable DME stations are not in range
the FMS may use VOR information for position computations, if VOR
USAGE is enabled on the VOR/DME CONTROL CDU page.
TECH DETAIL
VOR data is not approved for terminal and en route RNAV
operations according to Federal Aviation Administration (FAA)
Advisory Circular (AC) 90-100A. The VOR usage, by the FMS, is
disabled by default.
For VOR and DME navigation, the FMS scans approximately

every 3 minutes for the best combination of Distance Measuring
Equipment (DME) stations, according to the database and present
position. It takes into account the service volume of the navaids, the
altitude and distance of the aircraft from the navaids, and the geometric
relationship required for accurate positioning data. To make sure that
the DME stations received have valid signals and are the stations it
expected to receive, the FMS verifies the actual station identifiers it
receives with the navigation database information for the expected
station and rejects any DME stations with invalid identifiers.
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CJ1+/CJ2+/CJ3/Encore+ Navigation Sensors
When less than two correctly positioned and valid DME stations are
available, the FMS may use VHF Omnidirectional Range (VOR) radial
and DME distance from a collocated VOR, VOR/DME, or VORTAC
as part of the calculation to determine position. Up to eight stations
may be entered in the NAVAID INHIBIT columns on the VOR/DME
CONTROL CDU page. The FMS will not use these stations for position
computations.
When the aircraft is within the cone of confusion of a VOR that is
currently in use for navigation, the FMS removes that VOR navigation
data from the position calculation. The FMS considers the aircraft to be
within the cone of confusion when the elevation angle from the navaid
to the aircraft is greater than 45 degrees.
DEAD RECKONING (DR)

When no navigation sensor data is available for the FMS to use, it
begins navigating in the Dead Reckoning (DR) mode. In this mode, it
estimates the position based only on the last known position, heading,
and airspeed. To identify this mode, the message FMS DR shows on
the MFD and PFD if the navigation source is FMS. The same message
also shows on the CDU message line and MESSAGES page.
SENSOR MONITORING
The FMS continuously monitors the navigation sensors to make sure
that they provide valid position data to the FMS. CHK POS message
shows if position data from a specific sensor varies significantly from the
FMS position. The CHK POS message is annunciated on the PFD and
MFD. It also shows on the CDU message line and MESSAGES page,
where it is followed by a message that identifies the suspect sensor
(for example, FMS-FMS DISAGREE or GNSS-FMS DISAGREE). The
monitors for each sensor type have different thresholds, based on
the phase of flight (en route or terminal), for annunciating a sensor
disagreement. CHK POS message is suppressed when SBAS position
information is used.
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25 Jul 08 14-9
Flight Plan Tracking CJ1+/CJ2+/CJ3/Encore+
FLIGHT PLAN TRACKING

The FMS accomplishes flight plan tracking by determining the present
position, direction, and speed, and then computing steering commands
for use by the flight control system to steer the aircraft along a flight
plan route. Flight plan routes are typically made up of great circle legs
from waypoint to waypoint.
Lateral deviation is displayed on the Horizontal Situation Indicator (HSI)
or when a deviation scale is displayed (for example, non-HSI PFD
map formats like PPOS). Lateral deviation scale sensitivity (full scale
deflection) is 4.0 NM in oceanic and remote areas, 2.0 NM while
en-route, 1.0 NM inside the terminal area, and varies for different
approach types.
Vertical deviation scale displays on the PFD when VNAV is selected for
vertical guidance during climb and descent phase of flight. Vertical
deviation scale sensitivity is set at 500 ft (full scale deflection) in en
route and terminal environment and varies for different approach types.
WAYPOINTS
In addition to identifying a specific navigation facility, a waypoint can
have one or more other unique properties. Some of these properties
include TO waypoints, flyover waypoints, and conditional waypoints.
A TO waypoint is the waypoint which the FMS is currently tracking
toward on the active leg of the flight plan. The CDU, PFD, and MFD
show the TO waypoint information in active waypoint color. The TO
waypoint identifier is annunciated under the NAV source information
on the flight displays.
A flyover waypoint is a waypoint that the aircraft must fly over or abeam
before the FMS sequences to the next waypoint of the flight plan. Leg
terminating waypoints, such as a waypoint before a discontinuity, a
holding fix waypoint, some waypoints in SIDs and STAR, the Missed
Approach (MAP) waypoint, and the last waypoint at the end of a flight
plan, are flyover waypoints.
It is possible to transform a non-flyover waypoint into a flyover waypoint,
and subsequently remove the flyover attribute from a user-defined
flyover waypoint. By adding or removing a /0 (slash zero) to or from a
waypoint identifier, the FMS flight plan editor allows the user to add,
or remove, the flyover attribute. Refer to the FLIGHT PLANS chapter
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CJ1+/CJ2+/CJ3/Encore+ Flight Plan Tracking
of this operator’s guide for the procedure for adding or removing the
flyover attribute.
Conditional waypoints are waypoints that are part of a departure
procedure, STAR, or approach and are not located at a geographically
fixed position. They are shown enclosed in parenthesis. A turn point
located at a specified altitude, and the point where a heading leg
intersects with a leg defined by a VOR radial are two examples of
conditional waypoints. A conditional waypoint cannot be manually
entered into a flight plan. They are entered as part of a departure
procedure, STAR, or an approach.
LEG SEQUENCING
Flight plan legs are typically defined by the waypoint located at each
end of the leg. As the aircraft approaches the TO waypoint, the FMS
gives a waypoint alert by flashing the waypoint identifier and symbol on
the flight display. Approximately 5 seconds after the waypoint alert the
FMS sequences to the next leg of the flight plan and generates steering
commands to steer the aircraft toward the new TO waypoint.
When the FMS sequences to a discontinuity in the flight plan, or when
the last waypoint in the flight plan is passed, it begins computing
steering commands to fly wings level.
MAGNETIC VARIATION EFFECTS ON DISPLAYED

DESIRED COURSE
On an HSI, the numeric course and the position of the course pointer
arrow for a waypoint or navaid facility often differ slightly from the course
value shown by the FMS. The difference is compounded as the distance
from that fix increases. The difference exists for the following reasons:
1. As the aircraft travels along the flight path, the FMS constantly
calculates the current value of the desired true track, which reflects
the changing direction of the curved geodesic route abeam the
present position of the aircraft.
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25 Jul 08 14-11
2. The FMS corrects the current desired true track to a magnetic

reference using the calculated value for magnetic variation at
the present position of the aircraft. This value can be somewhat
different from the value used to define an arrival or departure course
as described above because of the following:
• The actual magnetic variation varies from place to place as the
aircraft travels.
• The magnetic model used by the FMS to calculate local variation
does not exactly match the declination or magnetic variation
published in the navigation database for the navaids and airports.
Another effect caused by the differences in Magnetic Variation (MAG
VAR) as described above appears when editing a flight plan. The
course value shown on the CDU can change when the pilot executes
the flight plan. Before executing a flight plan, the course shown to a
waypoint is based on the source magnetic variance. After executing
the flight plan, the course is based on the MAG VAR at the present
position of the aircraft. The resulting course over the ground is exactly
as specified by the pilot using the declination or magnetic variation
contained in the database.
DISCONTINUITIES
Discontinuities are inserted automatically during certain edits of a flight
plan. Their purpose is to segregate portions of the flight plan that are
not naturally connected, such as an approach procedure not connected
by an Initial Approach Fix (IAF) to the last en route or arrival waypoint.
A waypoint before a discontinuity is treated as a flyover waypoint. As
such, the FMS sequences a flight plan to a discontinuity only as the
aircraft passes abeam the waypoint. At that point, the FMS steers
the aircraft to a wings-level mode. The aircraft will continue to fly
wings-level until the FMS is deselected as the navigation source or the
discontinuity is removed.
Two minutes before reaching a waypoint that is followed by a
discontinuity, the message FPLN DISCONTINUITY shows on the CDU
message line. The waypoint alert feature flashes the waypoint and the
identifier on the CDU and flight displays for 5 seconds. The waypoint
alert will flash the waypoint and the identifier again 5 seconds before
sequencing to the discontinuity.
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14-12 25 Jul 08
While the FMS is steering to wings-level flight, no data shows on the

displays for the following:
• Time-to-go
• Distance-to-go
• Bearing to waypoint
• Course
• Cross track deviation
• Course arrow
• Course digital readout.
In addition, the flight control system lateral navigation mode
annunciation shows in yellow font or crossed out on the PFD.
A discontinuity can be deleted from a flight plan at any time by replacing
it with the next waypoint in the flight plan. Some discontinuities can
also be deleted directly by entering DELETE in the scratchpad with
the CLR DEL function key on the CDU and pressing the LSK next to
the discontinuity. Either method results in the FMS connecting the last
waypoint before the discontinuity with the next waypoint that follows
the discontinuity. Deleting a discontinuity when it is the active leg (the
TO waypoint) results in a direct course to the next waypoint unless a
specific course is entered and activated in the INTC CRS entry field.
Another way to sequence beyond a discontinuity is to select AUTO
sequencing with the AUTO/INHIBIT LSK. When the FMS sequences
to a discontinuity, the sequencing mode automatically changes to
INHIBIT. Push the AUTO/INHIBIT LSK to select AUTO, and the FMS
will sequence to the next waypoint in the flight plan.
TURNS
The FMS computes a turn using a constant bank angle. For small turns,
the amount of bank angle is small. Larger turns require a greater bank
angle. The FMS also computes when to start a turn based on the type
of waypoint, the number of degrees of turn, the true airspeed of the
aircraft, the current heading relative to the new heading, and the wind
conditions. During a turn, the FMS continuously computes the bank
angle to compensate for changes in wind conditions, true airspeed, and
the heading of the aircraft relative to the new course.
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25 Jul 08 14-13
BANK ANGLE AND ROLL RATE

The bank angle and roll rate during a turn is continuously computed by
the FMS with consideration for the bank angle limits of the flight control
system. With the flight control system set to the normal operation mode
(no bank limit selected), the bank angle is limited to approximately 25
degrees and up to a maximum of 30 degrees in some cases. When
HALF-BANK is selected on the Flight Control System (FCS), the bank
angle is limited to approximately 12.5 degrees. Roll rate is set at 3
degrees per second for all turns.
ANTICIPATION
As the aircraft approaches a turn at a waypoint, in addition to computing
the bank angle for the turn, the FMS computes the point where the turn
is to start. This is called turn anticipation. Its purpose is to prevent the
aircraft from overshooting the new course during the turn. Essentially,
the FMS cuts the corner of the turn to make a smooth transition to the
new course.
For flight plan leg turns at true airspeeds of less than 350 knots, the
turn initiation point is not further than 7 NM from the waypoint. At true
airspeeds of 350 knots or greater, the turn initiation limit is no further
than 12 NM from the waypoint. A waypoint alert flashes the active
waypoint identifier on the PFD display, and the active waypoint symbol
and identifier on the MFD map appear approximately 5 seconds before
the FMS initiates the turn to the new course. While turn anticipation
prevents most overshoots, very large course changes can still result
in some overshoot.
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14-14 25 Jul 08
Figure 14-1 Typical Flight Path for Turns
Overshoots can have an effect on how a VNAV descent path is flown.

Without an overshoot, the aircraft will begin descent at the TOD, and
in most cases, will bottom out at the turn bisector, provided a level-off
segment begins at the subject bisector. However, overshoots caused by
sharp turns (120 degrees or greater) and/or higher ground speeds can
cause the bottoming out (VNAV Bottom of Descent) to occur beyond
the bisector. Under those conditions, the pilot must monitor VNAV to
make sure that the altitude constraints are met.
Figure 14-2 Effects of Turn Overshoots on VNAV Descents
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25 Jul 08 14-15
FLYOVER WAYPOINTS
Waypoints that are designated as flyover waypoints require the aircraft
to fly over the waypoint before a turn is started. Examples of flyover
waypoints include leg terminating waypoints such as a waypoint before
a discontinuity, holding fix waypoints, and the last waypoint at the end
of a flight plan.
It is possible to transform a non-flyover waypoint into a flyover waypoint,
and subsequently remove the flyover attribute from a user-defined
flyover waypoint. By adding or removing a /0 (slash zero) to or from
a waypoint identifier, the FMS flight plan editor allows the user to
add, or remove, the flyover attribute. Refer to the FLIGHT PLANS
chapter of this operator’s guide for the procedure to add or remove
the user-defined flyover attribute.
Figure 14-3 Typical Course Change at a Flyover Waypoint
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14-16 25 Jul 08
INTERCEPTING A TRACK
The FMS can intercept an active course track at any converging angle.
Whenever possible, the intercept is such that the aircraft turns onto
the active course without overshoot. However, if the intercept angle is
great and the distance to the course is short, an overshoot will occur.
If the intercept path is such that the intercept will not occur before the
active waypoint, the message NOT ON INTERCEPT TRK shows on
the CDU MESSAGE page.
Figure 14-4 Typical Course Intercept
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25 Jul 08 14-17
PARALLEL OFFSET COURSE TRACKING

Strategic Lateral Offset Procedures (SLOP) are supported by the FMS
using the flight plan offset feature. While tracking an offset path, course
heading and deviation are referenced to the offset path. Also, distance
and time-to-go data for the active leg are referenced to the offset path
intersections, which effectively treats these intersections as actual
waypoints. Turn anticipation and waypoint alerts are also referenced
from the offset intersections.
Adding, changing, or deleting an offset to a flight plan path causes the
FMS to immediately steer to the new offset, or the original flight plan
path if the offset is deleted. For large changes in the offset path, the
FMS can steer an intercept of up to 45 degrees to the new path.
Cancel offset tracking manually by entering a zero offset, or deleting
it with the CLR DEL function key on the CDU. Refer to the FLIGHT
PLANS chapter of this operator’s guide for more information. Offset
flight plan tracking is canceled automatically when:
• A Direct-To or other type course change is made to the flight plan.
• The flight plan sequences to a leg that does not support an offset
path (holding leg, vectors leg, etc.).
• The flight plan sequences to a discontinuity.
• The flight plan sequences to a leg that requires a course change of
greater than 100 degrees.
Figure 14-5 Typical Parallel Offset Course Tracking
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14-18 25 Jul 08
HOLDING PATTERNS
ENTRY
Just before the aircraft crosses the holding fix, the FMS calculates
the size of the holding pattern. The calculation is based on the wind
conditions, the true airspeed of the aircraft or the MAX HOLD speed,
whichever is lower, and either the leg time or the leg distance of the
hold. The size of the holding pattern is set (unless edited on the CDU
HOLD page) until the fix is passed again. Just before each subsequent
pass of the fix, the FMS recalculates the holding pattern. Thus, each
circuit of the holding pattern is the proper size for the existing wind
conditions and true airspeed.
In addition, the FMS determines the best entry method based on the
direction of approach to the holding fix, and the direction and type
(standard or nonstandard) of holding pattern. The entry method is
selected in accordance with the rules depicted in the figure on page
14-20.
For parallel entries into a hold, the FMS steers the outbound entry
leg to an extended, fixed distance. This is done to make sure that
the protected airspace of the holding pattern is not violated when the
pattern is flown in excessive wind conditions. If the ground speed is
slow, the parallel entry leg can extend well beyond the normal inbound
leg turn (as shown in the figure on page 14-20). However, even with
the extended entry leg, the FMS maintains the aircraft well within the
protected airspace for a holding pattern.
FLYING A HOLD
The FMS provides holding pattern steering data to the flight control
system. The FMS calculates to steer the aircraft in the smallest
symmetrical racetrack pattern within the selected bank angle limit of
the aircraft. The normal bank angle limit is 25 degrees (most autopilot
systems) up to 30 degrees in some casse. Holding patterns should be
flown in normal bank mode unless weight and/or altitude prohibit and
ATC approves the change.
1st Edition
25 Jul 08 14-19
Figure 14-6 Typical Holding Entry Options
The FMS steers the aircraft around the holding pattern using a constant
bank angle in the turns. In strong winds, it is possible that the track of
the aircraft in the turns of a holding pattern will not be a true semicircular
path, as shown in the figure on page 14-21. In addition, the radius of
the turns for the holding pattern is size-limited to the MAX KIAS speed
for the hold. If the speed is greater than the MAX KIAS for the hold, it is
possible that the FMS will not be able to maintain the aircraft within the
boundaries of the protected airspace of the holding pattern.
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14-20 25 Jul 08
Figure 14-7 Holding Patterns in Various Wind Conditions
When flying a hold, approximately 5 seconds before the aircraft reaches

the holding fix on each circuit around the holding pattern, the waypoint
alert feature flashes the holding fix waypoint to alert the pilot of the
fix crossing.
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25 Jul 08 14-21
SPEEDS
Both FAA and ICAO recommended maximum holding speeds are
programmed into the FMS. They are shown on the HOLD page on the
CDU and also on the LEGS page as the default speed for a hold. The
FMS uses the LEGS page speed limits to show a CHECK SPEED
message on the message line of the CDU. The CHECK SPEED
message shows when the aircraft speed exceeds the calculated
deceleration profile for the upcoming speed limit by more than 20 knots.
When VNAV is not active, the message is inhibited while the aircraft is
more than 1 minute away from the initial arrival at the holding fix.
DISTANCE AND TIME

To help the pilot visualize the current position of the aircraft relative to
the fix, distance and time to the holding fix show on the PFD. They are
based on the direct distance from the present position of the aircraft to
the holding fix. The distance and time to the holding fix that show on
MFD displays and on the CDU are based on the distance around the
holding pattern to the fix, which gives an exact ETA to the holding fix.
CHANGES
Changing the hold direction, leg time, leg length, or inbound course
on the CDU HOLD page causes the FMS to immediately recalculate
the holding pattern. If a change to a holding pattern results in the
aircraft being off the holding track, the FMS steers the aircraft onto
the new holding pattern track using the smallest course change that is
necessary.
NOTE
N
The direction and inbound course of a hold cannot be changed
once the hold is the active leg of the flight plan.
EXIT
Holds can be exited in one of two ways depending on whether the hold
is part of a course reversal for an approach procedure.
COURSE REVERSALS
When making a direct or teardrop entry into a course reversal hold
of an approach, EXIT HOLD is automatically selected as soon as the
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14-22 25 Jul 08
aircraft enters the hold. When making a parallel entry into a course
reversal hold, EXIT HOLD is selected after completing the entry. The
pilot can manually select or cancel EXIT HOLD at any time. The aircraft
automatically exits a course reversal hold when established on the
inbound course at the INTC waypoint as shown on the MFD and the
LEGS page of the CDU, rather than at the FIX waypoint.
OTHER HOLDS
When EXIT HOLD is selected and executed, the EXIT ARMED
message shows on the CDU LEGS page, and the FMS steers the
aircraft to exit the holding pattern onto the next leg of the flight plan. If
the aircraft is on the outbound turn or leg of the holding pattern when
EXIT HOLD is selected and executed, the FMS immediately begins
to steer the aircraft back to the inbound leg to the fix. If the aircraft is
on the inbound turn or leg when EXIT HOLD is selected, the aircraft
continues around the holding pattern to the fix in the normal manner.
In both cases, the FMS steers the aircraft to fly over the holding fix
waypoint and capture the course for the next leg of the flight plan.
CANCEL EXIT
An EXIT HOLD can be canceled at any time. However, if CANCEL
EXIT is selected and executed after the FMS has initiated a turn to
the inbound leg to exit the hold, it will continue the turn to the inbound
leg and return to the fix. After crossing the fix, the FMS follows the
complete holding pattern in the normal way.
If the aircraft is on the inbound turn or leg before crossing the fix when
CANCEL EXIT is selected and executed, the FMS steers the aircraft
around the holding pattern as if EXIT HOLD had not been selected
and executed.
1st Edition
25 Jul 08 14-23
Figure 14-8 FMS Steering for Non Course - Reversal Hold Exit
FLIGHT PLAN TERMINATION

Two minutes before reaching the last waypoint of a flight plan, the CDU
shows the message LAST WAYPOINT, and the waypoint alert flashes
the waypoint for 5 seconds. When the aircraft is within 5 seconds
of passing abeam the last waypoint, the waypoint alert flashes the
waypoint again. As the aircraft passes abeam the last waypoint, the
FMS begins steering to maintain wings-level flight. The FMS continues
to steer wings-level until it is deselected as the navigation source, or
until a new waypoint is entered into the flight plan. The LEGS page
shows the last waypoint until a new one is entered.
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14-24 25 Jul 08
While the FMS is steering to wings-level flight, no data shows on the

displays for time-to-go, distance-to-go, bearing to waypoint, course,
cross track deviation, course arrow, and course digital readout. Also,
the LNAV mode annunciation shows in yellow.
HEADING LEGS
For departure and arrival procedures that include legs that must be
flown to a specified heading rather than a course, the FMS steers the
aircraft to maintain the FMS flight plan heading.
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25 Jul 08 14-25
Operation In High Latitudes CJ1+/CJ2+/CJ3/Encore+
OPERATION IN HIGH LATITUDES
DEFINITION
The FMS considers the region north of 73 degrees North latitude,
inclusive, and the area south of 60 degrees South latitude, inclusive
as high latitudes. The FMS navigation and steering is designed to
operate normally below these limits based on magnetic heading system
capabilities. Operation in high latitudes (including the polar regions) is
dependent on the heading source equipment installed in the aircraft.
Polar regions are defined as latitudes greater than 89 degrees North
and 89 degrees South latitude. The FMS does not operate in the polar
regions without IRS providing a true heading source.
The message N/A IN POLAR REGION applies to North of 80 degrees
North latitude and South of 80 degrees South latitude.
NOTE
N
The FMS is not approved to fly true heading procedures (for
example, departures, arrivals, and approaches).
AHRS EQUIPPED AIRCRAFT

The Attitude/Heading Reference System (AHRS) uses magnetic
variation to convert magnetic heading to true heading for navigation
calculations. FMS navigation operations with AHRS installed is limited
to the U. S. National Airspace System (NAS) and latitudes bounded by
60 degrees North and 60 degrees South latitude at any longitude.
Aircraft operation to 70 degrees North latitude is acceptable east of 75
degrees West longitude and west of 120 degrees West longitude, but
does not include any area requiring True Heading Mode operation (for
example, Northern or Arctic Control Areas).
Aircraft operation to 73 degrees North latitude is acceptable east of 50
degrees West longitude and west of 70 degrees East longitude.
NOTE
N
AHRS sensor limitations may be less restrictive than FMS
limitations on AHRS equipped aircraft.
1st Edition
14-26 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Operation In High Latitudes
FLIGHT PLAN ENTRY LIMITATIONS

Waypoints defined by place bearing/distance, place bearing/place
bearing, and place along track, can be located in the polar regions.
However, a reference fix used for any of these types cannot be located
in the polar regions. If a waypoint definition is attempted with a
reference fix located in the polar region, the N/A IN POLAR REGION
message shows in the scratchpad. This restriction also includes both
FMS-named and pilot named waypoints.
NOTE
N
The FMS considers the area greater than 80 degrees North or
greater than 80 degrees South latitude as the polar regions. The
FMS message N/A IN POLAR REGION applies to these areas.
A FROM waypoint edit cannot be located within the polar regions. If an

attempt is made to enter a FROM waypoint located in the polar regions,
the N/A IN POLAR REGION message shows in the scratchpad.
Holding fixes cannot be located in the polar regions. This includes
present position holding fixes. An attempt to define a holding pattern
with a fix located in the polar regions results in the N/A IN POLAR
REGION message to show in the scratchpad.
Course edits to a fix located in the polar regions are not allowed. An
attempt to perform a course edit to a fix located in the polar regions
results in the N/A IN POLAR REGION message displayed in the
scratchpad.
The FIX INFO page is not supported in the polar regions. If an attempt
is made to use a reference fix located in the polar regions, the N/A IN
POLAR REGION message shows in the scratchpad.
No search patterns are allowed north of 80 degrees North latitude,
inclusive, or south of 80 degrees South latitude, inclusive. If any sector
of a search pattern lies north of 80 degrees North latitude, inclusive, or
south of 80 degrees South latitude, inclusive then the N/A IN POLAR
REGION message will be displayed in the scratchpad.
1st Edition
25 Jul 08 14-27
Approaches CJ1+/CJ2+/CJ3/Encore+
APPROACHES
Arrivals, approaches, and available transitions are selected from the
ARRIVAL CDU page. Access the ARRIVAL page using the DEP ARR
function key or ARR LSK from the DEP/ARR INDEX page. STAR
selection (for a given approach) is optional. Vector transitions from
ATC are supported before and during an approach. Missed approach
procedures are included for the given approach and may be flown by
the FMS once the FMS is selected as the navigation source while
executing the missed approach procedure. The FMS can track all leg
types found in the navigation database. Vertical guidance is available
for all approaches using Baro-VNAV or SBAS VNAV.
The FMS is designed and authorized to automatically execute RNAV
GNSS, with or without SBAS vertical guidance, and RNAV muti-sensor
approaches. Lateral and vertical approach guidance is provided by the
flight director, manually, or coupled to the autopilot.
FMS navigation may be used during the initial portion of ILS, localizer,
localizer back course, Localizer Directional Aid (LDA), and Simplified
Directional Facility (SDF) approaches. The FMS will set the EFIS,
autopilot, and the navigation receivers before automatic NAV-to-NAV
capture is executed before starting the approach. Automatic transition
to localizer guidance occurs when the aircraft is in a position to capture
the localizer beam and APPR is selected on the FCS.
Other conventional approaches including NDB, VOR, Instrument
Guidance System (IGS), TACAN (without GNSS overlay), and LORAN
may be included in the navigational database. The FMS is not
authorized as a navigational source for these approaches, but the
FMS can be used to monitor aircraft progress to enhance situational
awareness while flying the approach using non-FMS guidance.
Visual approaches are also supported. The FMS maps on the flight
displays show the runway threshold and Runway Extension (RX)
waypoints.
The aircraft is considered within the terminal area of a destination
airport when the first waypoint of the STAR is passed or within 31 NM
of the Airport Reference Point (ARP) listed in the navigation database.
Once inside the terminal area the following changes occur:
NOTE
N
A waypoint is sequenced or passed when the waypoint becomes the
From waypoint. The aircraft may not fly directly over the waypoint.
1st Edition
14-28 25 Jul 08
ADDENDUM 3
TO
OPERATOR’S GUIDE
Insert this addendum sheet facing page 14-29
In the table on page 14-29, for APPR, change the Full Scale Lateral Deflection
to ±1.0 NM.
Addendum 3
06 Jun 11
Page 1 of 2 523-0810168-031117
CJ1+/CJ2+/CJ3/Encore+ Approaches
• A TERM annunciation (for example, TERM, LPV TERM, or L/V

TERM) shows on the PFD
• Lateral deviation scale changes to 1.0 NM full scale deflection.
• Vertical deviation scale changes to 500 feet full scale deflection.
Approach lateral and vertical deviation sensitivity for FMS Approach
modes. Refer to the table below.
FMS Annunciation Full Scale Lateral Full Scale Vertical

Deflection Deflection
TERM, LPV TERM, ±1.0 NM ±500 Feet
L/V TERM, or LOI (Baro-VNAV)
TERM
NO APPR ±1.0 NM ±500 Feet
(Baro-VNAV)
APPR ±0.3 NM ±250 Feet
(Baro-VNAV)
GPS APPR ±0.3 NM ±250 Feet
(Baro-VNAV)
L/V APPR ±0.3 NM Angular (SBAS-
VNAV)
LPV APPR Angular Angular (SBAS-
VNAV)
1st Edition
25 Jul 08 14-29
VISUAL APPROACHES
WARNING
A visual approach must not be used in Instrument Meteorological
Conditions (IMC) as a substitute for an Instrument Flight
Rules (IFR) approach. The FMS visual approach is not the same
as a visual approach clearance issued by ATC for an instrument
approach.
WARNING
It is the responsibility of the pilot to properly operate the
aircraft visually to the runway during Visual Meteorological
Conditions (VMC). FMS visual approaches provide situational
awareness only and do not provide obstacle clearance.
For a visual approach or any other approach not approved for FMS
guidance (for example, IGS, TACAN, or LORAN), the FMS provides
lateral and vertical flight path information to enhance situational
awareness during VMC. The FMS also provides lateral and vertical
steering commands to the FCS to capture and follow the generated
descent path.
Barometric Vertical Navigation (Baro-VNAV) guidance is available for
visual approaches. Vertical deviation and vertical steering guidance to
the runway threshold are available in VPATH mode if VNAV is selected
and the preselector altitude remains below the aircraft altitude.
To load a visual approach, select a runway from the list on the ARRIVAL
page. The runway list is near the bottom of the available approach list.
When a runway is selected the FMS automatically provides a runway
extension of 5 NM from the threshold and along the runway centerline
extension. The FMS names the waypoint (RX) when the approach is
loaded into the flight plan. The pilot may select an Runway Extension
(RWY EXT) up to 25 NM or the extension can be deleted. When the
aircraft is within the terminal area of the destination airport, TERM
displays on the PFD and lateral deviation scale adjusts to 1.0 NM full
scale sensitivity. Vertical sensitivity remains the same at 500 feet full
scale sensitivity.
The FMS creates a discontinuity from the last en route or STAR
waypoint to the runway extension waypoint. The discontinuity can be
deleted or the pilot can initiate a Direct-To the runway extension at the
appropriate time. If no other altitude constraints exist at prior waypoints,
the VNAV function computes the Top of Descent (TOD) and en route
1st Edition
14-30 25 Jul 08
descent profile to the selected altitude at the visual approach runway

extension waypoint. The computed VPA may not provide obstacle
clearance.
Changing the selected runway removes the previously selected runway,
and associated runway extension fix, from the flight plan. The new
selected runway replaces the old selected runway, unless the old
selected runway is the active waypoint. In that case, the new selected
runway is inserted after the active waypoint. Changing a runway
extension fix removes any previously selected runway extension fix
from the flight plan, unless the old runway extension fix is the active
waypoint. In that case, the new runway extension fix is inserted after
the active waypoint.
1st Edition
25 Jul 08 14-31
INSTRUMENT APPROACHES
Select an instrument approach and any related elements for that
approach on the ARRIVAL page. The ARRIVAL page is selected with
the DEP ARR function key on the CDU or with a LSK selection on
the DEP/ARR INDEX page. Refer to the ARRIVAL AND APPROACH
chapter of this operator’s guide for more information.
WARNING
For all types of instrument approaches, the pilot must manually
set the DH, DA, or MDA alerters.
WARNING
It is the pilots responsibility to recognize when the aircraft reaches
the DH, DA, or MDA, and to make a decision on whether or not to
continue the approach. The FMS will not level the aircraft at the
MDA for non-precision approaches while descending in VGP mode.
The FMS provides vertical and lateral steering commands to the flight
control system to fly authorized approaches. Approaches that use FMS
guidance fall into one of the following categories:
• SBAS VNAV approaches (LPV or L/V) using satellite data for lateral
and vertical guidance.
• GNSS non-precision approaches, (RNAV or GNSS overlay), using
satellite data for lateral guidance and Baro-VNAV for vertical
guidance.
• VOR/DME or VOR/DME RNAV NPA using Navaids for lateral
guidance and Baro-VNAV for vertical guidance.
• Localizer based approaches, including ILS, using advisory FMS
guidance to establish the final approach.
• Other conventional approaches (for example, VOR, NDB, or TACAN)
using the FMS for advisory situational awareness only.
Lateral and vertical guidance is available for all approaches when
the FMS is used for navigation. FMS lateral guidance always uses
the GNSS position data, even when SBAS corrections are not being
applied, unless the GNSS sensor fails or is disabled by the pilots. FMS
vertical guidance is always based on Baro-VNAV except when SBAS
VNAV is used for LPV or L/V approaches.
On the PFD, the lateral deviation bar on the Horizontal Situation
Indicator (HSI) provides the lateral guidance, and the vertical deviation
1st Edition
14-32 25 Jul 08
pointer provides vertical guidance. The FMS provides lateral steering

commands to fly the aircraft along the flight path route and vertical
steering commands to descend along a vertical path.
The MDA value displayed on the LEGS page is the highest value for the
approach selected (this is a navigation database parameter). The pilot
must determine which altitude is required for the selected approach and
set the MDA alerters accordingly.
NOTE
N
The FMS must not be used for navigation below the MDA or DA.
1st Edition
25 Jul 08 14-33
SBAS VNAV APPROACHES

Two RNAV (GNSS) approach types use the increased accuracy of
lateral and vertical position data provided by GNSS sensors using SBAS
position information. Lateral Precision with Vertical Guidance (LPV)
approach is a precision approach using a FMS constructed glidepath
to provide an approach, with lateral and vertical guidance similar to an
ILS, for descents down to LPV minima, some approach 200 feet Above
Ground Level (AGL). Similar to ILS approaches, the deviation scaling
is angular and sensitivity of both lateral and vertical deviation pointers
increases as the aircraft gets closer to the runway. LPV approaches
are designed so that FMS guidance for the approach is similar to ILS
guidance for the approach to the same runway.
Only RNAV (GNSS) approaches may provide LPV minimums. In the
United States, most approach procedures are currently titled RNAV
(GPS) and include the LPV DA category in the minimums section of
the approach. When an approach with LPV minimums is loaded, the
FMS displays the required service provider (WAAS LPV) above the
ARR DATA selection on the ARRIVAL page. Refer to the figure on
page 14-35.
1st Edition
14-34 25 Jul 08
ADDENDUM 5
TO
OPERATOR’S GUIDE
On page 14-34, after the first paragraph under SBAS VNAV

APPROACHES, add the following:
If the lateral deviation is deflected beyond full scale during LPV APPR,
• If VNAV is not selected, there is not an explicit alert that LPV
vertical deviation must not be used.
• If the flight director mode is VGP or VPATH, there are indications
that LPV vertical deviation must not be used:
o VGP or VPATH flight director mode is automatically
deselected, such that the active mode becomes, for
example, pitch or vertical speed.
o While VNAV is selected, the PFD indicates the VNAV
glidepath mode is invalid.
o The PFD indicates “MSG”, and the field for new
messages displays “NO VPATH-XTK” or “NO VPATH-
TKE”.
NOTE: During LPV APPR operations,
• Flight director and/or autopilot must be used, the active flight
director mode must be “VGP” or “VPATH”
• “Present position (PPOS) map must be selected such that
lateral path deviations are evident, recommended to be an
outer range of 25 NM or less, and
• Missed approach must be executed and LPV vertical deviation
must not be used if
o Lateral deviation is at or beyond full scale deflection, or
o The flight director mode is not VGP or VPATH”.
Addendum 5
04 Apr 13
523-0810168-051117 Page 5 of 6
ADDENDUM 5
TO
OPERATOR’S GUIDE
Addendum 5
04 Apr 13
523-0810168-051117 Page 6 of 6
ADDENDUM 2
TO
OPERATOR’S GUIDE
On page 14-34, insert the following note after the first paragraph.
NOTE

Addendum 2
10 Nov 09
523-0810168-021117 Page 3 of 3
Figure 14-9 ARRIVAL Page Showing SBAS LPV Approach
NOTE
N
Only the approved SBAS service provider can be used to fly the
selected LPV approach. WAAS is the provider for the continental
United States. SBAS authorized service provider shows above the
ARR DATA on the ARRIVAL page.
The L/V approach is a non-precision approach that enhances existing

LNAV/VNAV approaches. Current LNAV/VNAV approaches use GNSS
information for lateral guidance and Baro-VNAV for vertical guidance.
When data is available for the FMS to construct a glidepath, the FMS
can use GNSS data for lateral and vertical guidance to fly a L/V
approach to the same minimums as a LNAV/VNAV approach with
greater precision. Better precision is achieved by using temperature
1st Edition
25 Jul 08 14-35
independent SBAS VNAV guidance, including angular deviation scaling,

for better sensitivity of both the lateral and vertical deviation pointers.
Only RNAV (GNSS) approaches can be flown as L/V aproaches with
published LNAV/VNAV minimums and no LPV minimums. When
this type of approach is loaded, the FMS displays SBAS L/V on the
ARRIVAL page. Refer to the .
Figure 14-10 ARRIVAL Page Showing SBAS L/V Approach
NOTE
N
SBAS L/V approaches do not require a specific SBAS service
provider to use the approach. The generic term SBAS shows to let
the pilot know that any SBAS service provider is required.
1st Edition
14-36 25 Jul 08
NOTE
N
At this time (September 2008) the navigation database does not
contain the information for the FMS to construct a vertical path for
L/V approaches.
When the aircraft is inside the terminal area, with a SBAS VNAV
approach loaded, the pilot display shows:
• LPV TERM or L/V TERM displays on the PFD.
• Lateral deviation scaling adjusts to ±1.0 NM.
• Vertical deviation scaling adjusts to ±500 feet.
The Final Approach Course Fix (FACF) is a waypoint located on the
final approach course prior to the Final Approach Fix (FAF). The FACF
is located a minimum of 2 NM prior to the FAF to allow the aircraft to
establish the final approach course prior to the FAF. Some approaches
can have additional step down fixes between the FACF and the FAF.
The approach is enabled when the FACF is the From waypoint. The
following show on the pilot displays:
• LPV APPR or L/V APPR displays on the PFD.
• Lateral and vertical deviation scaling adjusts to angular scaling similar
to ILS (increasing sensitivity as the aircraft approaches the runway).
If a Direct-To the FAF is executed or the approach path is intercepted in
HDG mode, the approach is enabled at 2 NM prior to the FAF provided
the flight plan intercept angle to the final approach course is not greater
than 45 degrees. This 45 degree limit complies with existing regulations
to provides obstacle clearance when using NAV or APPR FCS mode.
When this angle exceeds 45 degrees, SEQ INHB displays on the PFD
and the message CRS TO FAF >45 DEG displays on the CDU.
The FMS will continue to use Baro-VNAV for vertical guidance until
the aircraft intercepts the SBAS VNAV computed glidepath. Since
Baro-VNAV is affected by current atmospheric conditions and SBAS
VNAV is not, the two glidepaths will not always coincide and it is normal
for the vertical deviation indicator to adjust during the transition between
the two.
The Flight Plan Target Altitude (FPTA) field on the PFD will display the
next waypoint altitude when descending in VPATH mode. When the
aircraft is within 500 feet of the SBAS VNAV glidepath, RWY replaces
1st Edition
25 Jul 08 14-37
the altitude constraint and VNAV provides vertical guidance down to the
runway threshold crossing altitude. If APPR mode is selected on the
FCP, vertical guidance is provided in VGP mode.
NOTE
N
RWY displays in the MAP altitude constraint field on the LEGS
page for SBAS VNAV approaches. Previous FMS version
software displayed RWY in the MAP altitude constraint field (for
non-precision approaches) when a VPA was specified after the FAF.
All approaches using Baro-VNAV now provide an altitude constraint
for the MAP waypoint on the LEGS page.
The GNSS sensor uses more than the minimum number of required
satellites for the position solution. The integrity of the GNSS position
is monitored by the FMS to make sure the redundant measurements
do not produce inconsistent position solutions. GNSS integrity values,
satellite faults, position difference between FMS and GNSS computed
solutions, and other GNSS information can be found on the GNSS
STATUS pages.
If SBAS integrity degrades prevent the LPV or L/V approach vertical
guidance, the message LPV or L/V NOT AVAILABLE, USE LNAV
MINIMUM shows on the CDU. Vertical deviation on the pilot displays
is replaced by a red VNV or red VNAV flag. The pilot can look on the
ARRIVAL page and see if the BARO option is availabe for vertical
guidance for the intended approach. The Baro-VNAV approach
minimums are found under the LNAV/VNAV category on the approach
plate. Once the FAF waypoint is passed, no further approach
modifications are authorized.
NOTE
N
Some approach charts may contain the GNSS Landing
System (GLS) or Lateral Precision (LP) approach minimums. The
GLS or LP approach is not the same as a LPV or L/V approach.
1st Edition
14-38 25 Jul 08
ADDENDUM 3
TO
OPERATOR’S GUIDE
Insert this Addendum sheet facing page 14-38
On page 14-38, add the following text to the end of the last NOTE.
The FMS is not capable of being operated to a GLS or LP minimum, and it is

not possible to select the GLS or LP approach from the FMS navigation
database.
Addendum 3
06 Jun 11
523-0810168-031117 Page 2 of 2
GNSS NON-PRECISION APPROACHES

GNSS non-precision approaches are the RNAV procedures designed to
use GNSS for navigation, RNAV muti-sensor approaches with GNSS
overlay, or other Navaid approaches with GNSS overlay. SBAS VNAV
is not authorized for these approaches so the FMS uses Baro-VNAV for
vertical guidance instead.
These approaches contain a GNSS (GPS in the US) reference in
the approach title (for example, RNAV (GNSS), RNAV (GPS), GPS,
VOR/DME RNAV or GPS, or NDB or GPS). These approaches will not
show LPV minimums. When this approach is loaded, GNSS BARO
shows (on the right side between LSK 4 and 5) on the ARRIVAL page to
indicate the FMS will use GNSS for lateral guidance and Baro-VNAV for
vertical guidance. Refer to the figure on page 14-40 for a sample RNAV
(GPS) approach. Refer to the figure on page 14-41 and the figure on
page 14-42 for GPS overlay type approaches.
1st Edition
25 Jul 08 14-39
Figure 14-11 ARRIVAL Page Showing RNAV (GPS) Approach
1st Edition
14-40 25 Jul 08
Figure 14-12 ARRIVAL Page Showing RNAV Multi-Sensor with GPS

Overlay Approach
1st Edition
25 Jul 08 14-41
Figure 14-13 ARRIVAL Page Showing NDB Approach With GPS

Overlay Approach
When the aircraft is inside the terminal area, with a GNSS non-precision
approach loaded, the pilot display shows:
• TERM displays on the PFD.
When the aircraft is 2 NM from the FAF and the flight plan intercept
angle to the final approach course is not greater than 45 degrees, the
FMS transitions to the approach mode. The following show on the pilot
displays:
• GPS APPR shows on the PFD.
There can be short periods when the required approach accuracy is
unavailable. By predicting future GNSS satellite positions, the FMS is
1st Edition
14-42 25 Jul 08
capable of estimating the availability of approach accuracy. This feature

is called predictive RAIM and is used on non-precision approaches.
Receiver Autonomous Integrity Monitoring (RAIM) is available for
non-precision approaches and found on the NPA RAIM selection from
the GNSS CONTROL page. Normally, the active flight plan contains
the required data (destination and ETA) and the estimates are made
automatically. The pilot can change the time and destination to check
RAIM availability for alternate destinations and arrival times. Pilot
entries show in large font characters and automatic entries from a flight
plan show in small font characters.
GPS RAIM status annunciations for the specified DEST and ETA that
show on the NPA RAIM page are:
• AVAILABLE – GNSS NPA RAIM is available.
• UNAVAILABLE – GNSS NPA RAIM is not available.
• REQ PENDING – RAIM status is being evaluated.
The NPA RAIM page also gives the pilot the ability to manually deselect
up to eight satellites identified in NOTAMs as out of service. Deselected
satellites are not included in the predicted RAIM computations. Satellite
numbers can be entered one at a time. All deselected satellites are
deleted simultaneously using the CLR DEL key on the CDU or deleted
individually from the deselected list by reentering the satellite number.
Flight plan destination and estimated time of arrival are automatically
inserted on the NPA RAIM page.
When approach RAIM is unavailable, the message NO NPA RAIM
shows on the CDU. This message can show only when the aircraft
is within the terminal area of the destination airport and a GNSS
non-precision approach is selected.
NOTE
N
Normally GNSS receivers operate in SBAS or SBAS PA mode
(shows on the GNSS STATUS 1/2 page). When SBAS position
data is available, the RAIM check is not required and the FMS will
suppress any RAIM messages.
1st Edition
25 Jul 08 14-43
VOR/DME CONVENTIONAL OR RNAV NON-PRECISION

APPROACHES
Conventional and RNAV non-precision approaches are designed to
use ground based navaids for lateral guidance and Baro-VNAV for
vertical guidance. When the approach is loaded in the FMS, only BARO
shows (right side, above ARR DATA) to indicate the FMS will only use
Baro-VNAV for vertical guidance and GNSS is not used for any part
of the approach.
Figure 14-14 ARRIVAL Page Showing VOR/DME Approach
1st Edition
14-44 25 Jul 08
Figure 14-15 ARRIVAL Page Showing VOR/DME RNAV Approach
NOTE
N
Many VOR/DME procedures have a GNSS overlay (for example,
VOR/DME or GPS) in the title on the approach chart. When an
overlay is available, the FMS will fly the approach as a GNSS
non-precision approach (as described in the previous section)
unless the GNSS sensor fails or is disabled by the pilots.
When flying an approach without the GNSS overlay, NO APPR shows

on the PFD and APPR FOR REF ONLY displays on the CDU with the
GNSS sensor enabled. If the GNSS sensor is disabled and both VOR
USAGE and DME USAGE are set to YES, the FMS provides advisory
guidance.
When the aircraft is inside the terminal area, with a VOR/DME or
VOR/DME RNAV non-precision approach loaded, the pilot display
shows:
1st Edition
25 Jul 08 14-45
• TERM displays on the PFD.

When the aircraft is 2 NM from the FAF and the flight plan intercept
angle to the final approach course is not greater than 45 degrees, the
FMS transitions to the approach mode. The following show on the pilot
displays:
• APPR shows on the PFD.
• Lateral deviation scaling remains at ±1.0 NM.
Approaches that terminate at a Missed Approach Point (MAP) located
somewhere other than the runway threshold do not contain VPA
information past the FAF in the navigation database. Examples include
circling approaches and approaches that have the MAP as a navaid on
the field. When this type of approach is selected, V-MDA, in white font,
displays above the MAP altitude constraint on the ACT LEGS page and
the VPA between the MAP and previous waypoint is empty.
Approaches that terminate at a Missed Approach Point (MAP) located
somewhere other than the runway threshold do not contain VPA
information past the FAF in the navigation database. Examples include
circling approaches and approaches that have the MAP as a navaid on
the field. When this type of approach is selected, V-MDA, in white font,
displays above the MAP altitude constraint on the ACT LEGS page and
the VPA between the MAP and previous waypoint is empty. Refer to
Since VPA information is not available past the FAF, the FMS does not
provide vertical guidance past the FAF and the VNAV mode will stay at
VALT (aircraft in level flight) or change to VPTCH (aircraft descending)
until the aircraft levels at the V-MDA altitude constraint specified for
the MAP.
1st Edition
14-46 25 Jul 08
Figure 14-16 ACT LEGS Page With V-MDA
NOTE
N
The FAF is IOW. Note that there is a 3.0 degree VPA into the
FAF but no VPA information between the FAF and the MAP
(NUYIB). Also, there is a white V-MDA label above the MAP altitude
constraint (1280).
Since VPA information is not available past the FAF, the FMS does not
provide vertical guidance past the FAF and the VNAV mode will stay
at VALT (if the aircraft is in level flight) or change to VPTCH (when the
aircraft is descending) until the aircraft levels at the V-MDA altitude
constraint specified for the MAP.
If the navigation database provides VPA information for a conventional
approach past the FAF, the FMS can continue to provide vertical
guidance down to the MAP altitude. On the ACT LEGS page VPA
information is available between the MAP waypoint and the previous
waypoint with no label displayed above the MAP altitude constraint.
1st Edition
25 Jul 08 14-47
Figure 14-17 ACT LEGS Page With VPA Down to the MAP
NOTE
N
RUSHY is the FAF, CEMUG is a step down fix, and MAHAL is the
MAP. In this example VPA information is available all the way to the
MAP (3.1 degrees) and there is no V-MDA label above the MAP
altitude constraint (303).
The MAP altitude constraint is based on the available VPA information

and it can be below the MDA altitude shown on the approach minima.
Normally a descent in VGP mode is not authorized for these approaches
because VGP will ignore the preselector altitude set to the MDA. The
FCS must be set to NAV for these approaches, not APPR. NAV mode
ensures that vertical guidance is provided in VPATH mode which always
honor the preselector altitude setting.
NOTE
N
Some operators are authorized to use VNAV DA(H) as an
alternative to MDA(H) and can use APPR mode on the FCS to fly
the approach.
1st Edition
14-48 25 Jul 08
NOTE
N
RWY displays in the MAP altitude constraint field on the LEGS
page for SBAS VNAV approaches. Previous FMS version
software displayed RWY in the MAP altitude constraint field (for
non-precision approaches) when a VPA was specified after the FAF.
All approaches using Baro-VNAV now provide an altitude constraint
for the MAP waypoint on the LEGS page.
1st Edition
25 Jul 08 14-49
LOCALIZER BASED CONVENTIONAL APPROACHES

The FMS supports localizer based approaches including ILS, localizer,
localizer back-course, Localizer Directional Aid (LDA), and Simplified
Directional Facility (SDF). The FMS does not execute the final phase of
these approaches (from the FAF to the MAP), but it supports the initial
approach phase leading to lateral signal capture.
Localizer-based approaches have, as a minimum, an approach entry
point called a Final Approach Course Fix (FACF), a Final Approach
Fix (FAF), the Missed Approach Point (MAP), and a missed approach
procedure. One characteristic of the FACF is that localizer signal
reception is assured on the leg from the FACF to the FAF.
The FACF is not always named and printed on the published approach
chart, however, the FACF is always named in the navigation database
with a default name. The FAF and the portions of the approach that
follow are included in the approach flight plan. These approaches are
shown on FMS maps as a visual reference aid for overall navigation
situation awareness.
When the aircraft is within the terminal area and a localizer based
approach is entered in the flight plan, the FMS will configure for a
NAV-to-NAV transfer.
• Both navigation receivers are tuned to the localizer frequency when
the navigation radios are set to AUTO tuning mode (refer to Radio
Operations chapter of this operator’s guide).
• When the tuning mode is set to MAN, a LOC WILL BE TUNED
message displays for 30 seconds on the CDU prior to the FMS
tuning the radios.
• The message CHECK LOC TUNING displays on the CDU if the FMS
cannot tune the navigation radios to the localizer frequency.
NOTE
N
The navigation radio should not be manually tuned to the localizer
frequency and then switched to the AUTO tuning mode while
outside the terminal area. This could result in the navigation radios
staying in the AUTO tuning mode when the aircraft enters the
terminal area.
When inside the terminal area and the NAV-to-NAV setup is complete
the following displays show on the PFD.
• LOC and the correct frequency shows armed on the PFD.
1st Edition
14-50 25 Jul 08
• The localizer inbound course shows on the HSI.

• The FMS stays in TERM mode throughout the approach until the
localizer is captured and the flight control system switches to using
localizer signal for steering guidance.
• Lateral deviation scaling is set to ±1.0 NM.
• Vertical deviation scaling remains at ±500 feet.
Once the localizer signal is captured, the FMS continues to provide
Baro-VNAV vertical guidance down to, but not past, the FAF with VNAV
engaged.For an ILS approach, the FCS switches from FMS vertical
guidance to using the ILS glideslope when the glideslope signal is
intercepted.
Selecting APPR mode on the FCS arms the system for NAV-to-NAV
capture. Use discretion in choosing the proper time to arm for the
approach since radar vectors or published approach routes can
prematurely get close to or cross the localizer signal. Select the APPR
mode only after making sure the FMS has completed the NAV-to-NAV
set up, the aircraft is in a position to capture the localizer, and cleared
for the approach. The set up is complete when the localizer is tuned,
LOC is the preselect navigation source, and the localizer course is set.
The NAV-to-NAV transfer works only when the same-side FMS is
selected as the active navigation source and it is using the same-side
navigation radio. The actual localizer path can differ from the FMS path
between the FACF and the runway. If the localizer signal is intercepted
at a very small angle, it is possible that the flight path will not converge
properly with the localizer, and capture could be uncertain.
If the FMS is operating in SYNC mode, all CDU flight-planning actions
are cross-linked. Automatic setup of EFIS and radio tuning as described
before occurs on both sides of the flight deck, provided the same-side
FMS is selected as the active navigation source for each EFIS. After
the approach is selected on the flight control panel, .
If a single FMS is installed, both EFIS displays can use the same FMS
for NAV-to-NAV setup. However, since a single FMS is always installed
on the left side, changes to the left side navigation radio will affect the
setup on both sides. Localizer capture takes place independently on
each side
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25 Jul 08 14-51
OTHER CONVENTIONAL APPROACHES

The FMS is not authorized to provide approach guidance for VOR only
(for example, VOR), TACAN, or approaches using NDB guidance (for
example, NDB or NDB/DME) without a GNSS overlay. When these
approaches are loaded, the message NO APPR shows on the PFD
and APPR FOR REF ONLY shows on the CDU when the aircraft is
inside the terminal area. The deviation scaling remains at ±1.0 NM for
lateral and ±500 feet vertically throughout the approach. The FMS uses
Baro-VNAV for vertical guidance during the descent.
NOTE
N
When a VOR/DME or a VORTAC is used to define a VOR only
approach, the FMS may be able to provide approach guidance as
previously described in the VOR/DME approach section.
APPROACH TRANSITIONS
Transitions are used to guide the aircraft to the approach environment.
Transitions available for any given approach can include specific charted
and named transitions, ATC vectored transitions, or a combination of
both. Selection of an approach on the ARRIVAL page shows the list of
transitions available for that approach under the TRANS annunciation.
VECTORS is the default transition for all approaches.
Selection of an approach on the ARRIVAL page and execution of the
flight plan change automatically inserts a discontinuity in the flight plan.
This separates the en route or STAR segment from the approach
segment, unless the en route or STAR segment terminates on the initial
approach waypoint. When the FMS sequences to the waypoint before
the discontinuity, it automatically changes from the AUTO sequence
mode to the INHIBIT sequence mode on the ACT LEGS page.
DME ARCS
There are no special procedures to intercept a DME arc at a published
entry waypoint. The FMS will fly to the entry point, turn to intercept the
published arc, and fly the approach. Radar vectors to the DME arc
require the pilot to maintain situational awareness to intercept the arc
between the published entry and exit waypoints of the arc.
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14-52 25 Jul 08
TIP
DME arc may be intercepted by putting initial arc waypoint into the
From field on the ACT LEGS page and engaging NAV or APPR
mode on flight control system once the aircraft gets close to the arc.
COURSE REVERSAL HOLDS

When an approach includes a course reversal hold and the FMS
sequences to the waypoint of that hold, the hold is automatically armed
for exit. The aircraft will fly the holding pattern, then complete the
approach procedure unless a parallel entry is required. On a parallel
entry, the hold will be automatically armed for exit after the entry has
been completed. However, the exit can be selected at any time.
If ATC clearance requires a further hold, push the CANCEL EXIT LSK
on the LEGS page to cancel the hold exit and continue flying the hold.
When cleared to exit the hold, push the EXIT HOLD LSK on the LEGS
page to arm the FMS to exit the hold and continue the approach.
Course reversal holds in an approach transition have a waypoint
labeled INTC at the point where the holding pattern intercepts the final
approach course. VNAV does not provide descent guidance while in the
hold. Once the aircraft exits the hold and the INTC waypoint becomes
the TO waypoint, VNAV guidance becomes active.
Not all approaches have a hold in the approach transition. However,
some missed approach procedures end with a hold at the same
waypoint used as the final approach fix. In an approach with these
conditions, to enter a hold at the FAF as part of a non-published
approach procedure, a new hold at the FAF must be added. When
selected, the HOLD page first shows the ACT HOLD LIST with the
missed approach hold clearly labeled on the list. Push the NEW HOLD
LSK to add a new hold at the FAF waypoint. This will result in what
appears to be two holds at the same waypoint. One of the holds is at
the FAF and the other hold is part of the missed approach procedure.
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25 Jul 08 14-53
MISSED APPROACH PROCEDURES

Missed approach procedures are included in the flight plan as part of an
approach. The Missed Approach Point (MAP) waypoint shows on the
LEGS page as the waypoint just above the MISSED APPR label. It also
shows on the ACT/MOD FPLN page as MISSED APPROACH.
The first waypoint after the MISSED APPR annunciation is usually the
initial altitude-constraint waypoint for the missed approach. It shows in
parentheses and cannot be copied to the scratchpad. However, the
waypoint can be deleted. It also shows on the MFD map display, in
parentheses, as the first waypoint of the missed approach.
NOTE
N
Missed approach procedures do not show on the MFD map display
until the missed approach is active, or the MISS APPR map display
option is selected on the MAP DISPLAY version of MFD DISPLAY
MENU page.
At any point while flying an approach, the pilot can execute missed
approach procedures. The FMS can help reduce pilot workload, but the
pilot must disable the approach.
An approach can be disabled, prior to the MAP, by any of the methods
that follow:
• Push the GA button.
• If the TO waypoint is the MAP, select AUTO (under SEQUENCE title)
on the ACT LEGS page.
• Delete the FAF waypoint.
While on the missed approach, the pilot can edit the flight plan to select
a new approach (refer to the ARRIVAL AND APPROACH chapter of this
operators guide), or sequence the FMS to a waypoint on the route to
the alternate airport.
Some missed approach procedures can require flying a segment of a
departure procedure as part of the missed approach procedure. To do
this, select the DEP option for the destination airport on the DEP/ARR
INDEX page. Once the desired DEPARTURE is selected, the FMS will
insert it in the flight plan, preceded by a discontinuity.
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14-54 25 Jul 08
NOTE
N
To prevent an inadvertent loss of airspeed, VNAV does not
automatically initiate a climb when the FMS sequences to the
missed approach procedure. Pilots must initiate any climbs required
for the missed approach procedure. After initiating the climb, with
FMS as the navigation source and the VNAV mode selected on the
flight control system, the FMS will capture and track the altitude
constraint.
The following simplified checklist should aid in the transition to a

missed approach after Go Around selection and aircraft power and
configuration are adjusted.
1. Make sure that AUTO (under SEQUENCE title) is selected (ACT
LEGS page).
2. Make sure that the TO waypoint is the first waypoint of the missed
approach.
3. Set FMS as the NAV SOURCE.
4. Set the appropriate lateral and vertical flight director modes.
5. Engage the autopilot (if desired).
1st Edition
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1st Edition
14-56 25 Jul 08
FMS-3000 v4.0 PRINCIPLES OF VNAV
TABLE OF CONTENTS
Title Page
Introduction ..................................................................................... 15-1
Setup .............................................................................................. 15-2
Coupled VNAV Select and Deselect ............................................... 15-2
PFD Annunciations and Displays ................................................... 15-3

Modes ......................................................................................... 15-3
Invalid VNAV ............................................................................... 15-3
Flight Plan Target Altitude ........................................................... 15-3
Deviation Scale and Pointers ...................................................... 15-4
Vertical Speed Advisory Pointer ................................................. 15-5
VNAV Armed Modes ................................................................... 15-7
Operation ...................................................................................... 15-10

Climb ......................................................................................... 15-10
Altitude Constraints ............................................................... 15-10
Cruise ....................................................................................... 15-15
Descent ..................................................................................... 15-16
Path ....................................................................................... 15-16
Off Flight Plan Descents ........................................................... 15-27
Path Modes ........................................................................... 15-27
Heading Mode ....................................................................... 15-28
Discontinuities ....................................................................... 15-28
Approaches .................................................................................. 15-28

ILS and Localizer-Based Approaches ...................................... 15-29
RNAV (GNSS) LPV and L/V Approaches ................................. 15-30
Other RNAV And Conventional Approaches ............................. 15-31
Visual and other Approaches not Qualified for FMS
Guidance .................................................................................. 15-33
1st Edition
25 Jul 08 i
PRINCIPLES OF VNAV FMS-3000 v4.0
1st Edition
ii 25 Jul 08
PRINCIPLES OF VNAV
INTRODUCTION
The FMS provides multiple waypoint Vertical Navigation (VNAV)
for each phase of flight (climb, cruise, and descent). The VNAV
feature helps the pilot to comply with altitude and speed constraints at
waypoints, and speed limits at altitudes. It also helps in following the
vertical flight profile entered in the active flight plan.
Selecting VNAV mode on the flight control system allows the autopilot
to sequence modes and set target speeds and altitudes to maintain
the flight plan requirements within the constraints of the preselector
altitude setting. The preselector will override any VNAV commands,
except descending in glidepath mode, generated by the FMS. With
coupled VNAV the pilot has command of all autopilot modes (Flight
Level Change (FLC), Vertical Speed (VS), pitch, and altitude hold) while
VNAV is active. Target speeds are set with the airspeed reference knob.
The FMS gives the appropriate VNAV warning annunciations to alert
the pilot of any violation to flight plan constraints.
VNAV follows the flight plan during all phases of flight. It levels the
aircraft on capture of the preselect altitude or flight plan target altitude,
and begins a descent at a planned location. Step climbs can be initiated
by setting the preselect altitude and selecting the desired climb mode.
During the descent mode, VNAV computes a vertical path to each
waypoint and gives guidance relative to that path making sure that the
descent altitude constraints are honored. VNAV is fully automated
providing smooth transitions between different flight phases and easing
pilot workload. In addition to following a planned vertical profile that is
entered in the FMS flight plan, the vertical Direct-To feature allows a
continuous descent path directly to an altitude at a waypoint.
Vertical navigation information shows on the PFD when VNAV is
selected or advisory VNAV is enabled. The information that shows
includes:
• The next altitude constraint.
• Vertical deviation from the planned descent path.
• Vertical speed needed to fly directly to the next altitude constraint.
1st Edition
25 Jul 08 15-1
Setup CJ1+/CJ2+/CJ3/Encore+
Advisory VNAV is enabled and disabled on the PERF MENU page.

VNAV PLAN SPD shows on the PERF MENU page as well.
SETUP
A vertical guidance profile is defined by the active flight plan and the
settings on the VNAV SETUP pages. The flight plan defines the altitude
and speed constraints on the LEGS page. The VNAV SETUP pages
are used to define the cruise altitude, speed targets, altitude-dependent
speed limits, and Vertical Path Angle (VPA) for descents. Vertical
navigation data is also used in the performance calculations.
There are default values for all VNAV parameters except cruise altitude.
When the pilot selects departure procedures, STAR, and approach
procedures, the appropriate speed and altitude constraints at waypoints
are automatically loaded into the flight plan. The pilot can set up the
VNAV default parameters so each flight is automatically initialized in
accordance with the way the aircraft is flown. When nonstandard flight
conditions arise, the VNAV parameters can be modified for that flight
without changing the default values for subsequent flights. No data
entry is required on the VNAV SETUP pages to activate VNAV, unless
modification to the defaults or addition to a speed or altitude constraint
is necessary.
To select the VNAV SETUP pages, push the PERF function key on the
CDU to show the PERF MENU page, then push the VNAV SETUP
LSK to show the VNAV SETUP pages. If VNAV is in use, the page
associated with the current flight phase (climb, cruise, or descent)
shows when the VNAV SETUP LSK is pushed. Push the NEXT or
PREV function key as necessary to show the other pages.
COUPLED VNAV SELECT AND DESELECT

Push the VNAV button on the Flight Control Panel (FCP) to select
and deselect coupled VNAV. Coupled VNAV is active when it is both
valid and selected.
VNAV is valid when the three conditions that follow are met:
• An ACT FPLN with a TO waypoint exists in the FMS.
• The EFIS NAV source is either a valid FMS or Localizer (LOC).
1st Edition
15-2 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ PFD Annunciations and Displays
• Preselector altitude, barometric altitude or SBAS derived altitude,

and airspeed or Mach speed are all valid.
PFD ANNUNCIATIONS AND DISPLAYS
MODES
Captured VNAV modes are annunciated at the top of the PFD where
the autopilot vertical modes are annunciated. A captured VNAV mode
annunciation shows the letter V in front of the autopilot annunciations.
Descent path (VPATH or VGP) and VNAV altitude capture and hold
(VALTV CAP and VALTV) are additional unique VNAV modes that are
also annunciated on the PFD.
INVALID VNAV
A crossed out VNAV annunciation (VNAV with a horizontal line through
the middle) shows in the autopilot mode field when VNAV is selected on
the flight control system and VNAV is not valid. If VNAV becomes invalid
after it has been an active mode, the V is removed from view, and the
yellow VNAV annunciation shows. If VPATH or VGP show when VNAV
becomes invalid, the mode annunciation reverts to autopilot pitch. A
CDU message identifies the reason that VNAV is invalid after VNAV is
selected. One of the CDU messages that follow shows to identify the
reason why the VNAV is invalid when VNAV is selected:
• CHECK NAV SOURCE.
• VNAV SENSOR FAIL.
FLIGHT PLAN TARGET ALTITUDE

The VNAV data provides a Flight Plan Target Altitude (FPTA) derived
from the altitude constraints in the active flight plan. The FPTA shows
on the PFD near the preselector altitude when VNAV is active or
advisory VNAV is selected. Generally, it is the next altitude constraint
in the flight plan consistent with the current phase of flight. Therefore,
a distant descent altitude constraint is not shown when the aircraft is
climbing to cruise altitude.
The FPTA is the next altitude constraint that will be captured by VNAV
unless the preselector overrides this altitude. Whether or not the
1st Edition
25 Jul 08 15-3
PFD Annunciations and Displays CJ1+/CJ2+/CJ3/Encore+
altitude is captured depends on the type of altitude constraint and the

geometry of adjacent altitude constraints. If VNAV captures the target
altitude, ALTV shows on the PFD. Otherwise if VNAV captures the
preselector altitude, ALTS shows on the PFD. For step descents, where
the aircraft levels at an intermediate constraint altitude, the intermediate
altitude remains in view after passing the constraint waypoint so that
the autopilot can continue to hold that altitude.
A FPTA changes to the next target altitude 60 seconds before the
next waypoint change, provided the current target altitude has been
captured.
The altitude being captured or tracked (preselector, VNAV FPTA, or
pressure) is identified on the PFD by the suffix character in the active
mode display field. Refer to the tables that follow.
MODE ANNUNCIATION ALTITUDE TRACKED

VALTS Preselector
VALTV VNAV FPTA
VALT Pressure
MODE ANNUNCIATION ALTITUDE ARMED

ALTS Preselector
ALTV VNAV FPTA
DEVIATION SCALE AND POINTERS

A unique FMS vertical deviation pointer shows when VPATH or VGP
mode is active, or when the aircraft is close to the planned descent
path. When coupled VNAV is active, the vertical deviation scale and
pointer show when:
• PATH vertical mode is armed (preselector altitude is below current
aircraft altitude) or
• 60 seconds before the aircraft arrives at the Top of Descent (TOD) if
the preselector altitude is not lowered.
When advisory VNAV is selected, the vertical deviation scale and pointer
show when the vertical deviation is within 1000 feet of the descent path.
1st Edition
15-4 25 Jul 08
VERTICAL SPEED ADVISORY POINTER

An FMS vertical-speed advisory pointer shows on the PFD Vertical
Speed Indicator (VSI) whenever VNAV is active or advisory VNAV is
selected.
The vertical speed advisory pointer shows the following:
• The minimum average vertical speed to climb from present position
to the next climb constraint if the rate is at least 100 fpm.
• The initial vertical speed, if a descent were initiated at the present
position, to the next descent altitude constraint. The pointer shows
only if the required descent rate is at least 100 fpm, and the TOD at
current altitude is within 50 NM or vertical deviation is displayed. The
pointer shows in all VNAV modes. The vertical speed needed for
descent shows in the VNAV MFD window as a number.
Vertical speed needed to altitudes with AT OR BELOW or BETWEEN
constraint is not shown because there is no minimum value.
NOTE
N
The vertical speed advisory pointer on the VSI shows the climb and
descent rates computed by the FMS using the flight plan altitude
constraints. Display of the vertical speed advisory pointer DOES
NOT imply that the aircraft is capable of meeting the required climb
or descent rate.
The vertical speed advisory pointer shows descent rate to the next
altitude constraint while aircraft is in level flight prior to the TOD. The
FMS continues level flight until the TOD (when aircraft is established
on vertical path) before initiating a descent. The pilot can use this
information as a preview of the descent rate for the next altitude
constraint (from the TOD).
WARNING
Manually initiating a descent to follow the vertical speed advisory
pointer prior to reaching the TOD will result in aircraft flying below
the VNAV computed path and should not be done unless cleared by
the ATC and the obstacle clearance is assured.
In aircraft without coupled VNAV, if the crew intends to follow the VNAV
generated path, then the manual descent (in VS or PTCH mode) should
not be initiated until the aircraft reaches the TOD (vertical deviation
pointer is centered). This will make sure that obstacle clearance is
1st Edition
25 Jul 08 15-5
maintained by following the vertical path generated using advisory

VNAV.
TIP
When following ATC vectors, vertical speed advisory pointer can be
used to preview the descent rate needed when a descent clearance
is issued. If the pointer shows a descent rate greater than aircraft
capability, the crew should ask ATC to amend their clearance.
1st Edition
15-6 25 Jul 08
VNAV ARMED MODES

When coupled VNAV is active, the vertical armed fields on the PFD
show the armed modes, if any. There are three armed fields. One field
shows the armed holding mode (ALTS for the preselector or ALTV
for the VNAV target altitude). A second field shows the armed VNAV
vertical mode (Flight Level Change (FLC), VS, PTCH, or PATH). The
third field shows the armed glide mode (GS for an ILS glideslope or GP
for a VNAV glidepath). ALTS and Glideslope (GS) modes are controlled
by the FCS even when VNAV is engaged. VNAV can arm any of the
modes that follow:
• ALTV, PTCH (climb or descent).
• FLC (climb only).
• VS, PATH, GP (descent only).
The general principles for arming the modes are as follows:
• In the climb phase, VNAV arms for FLC if the aircraft is holding at
a VNAV FPTA, the preselector is above the current aircraft altitude,
and there is a down-track climb altitude constraint.
• In the cruise or descent phase, VNAV arms for PATH if there is a
down-track descent altitude constraint, the preselector is below the
current aircraft altitude, and all other conditions are normal.
• GP is a special case of PATH. VNAV arms for GP instead of PATH
when APPR is selected on the Flight Control Panel (FCP) inside
the terminal area.
NOTE
N
PATH mode honors the preselector altitude while GP mode does
not.
The two figures that follow depict various VNAV armed scenarios when
the aircraft is following both the lateral and vertical flight plans. Any
given mode remains armed until that mode captures or the conditions
are changed. Captured modes show above the armed mode.
The figure on page 15-8 shows a climb from 6000 to 8000 feet with the
preselector set above the current aircraft altitude. FLC mode is armed
when the aircraft approaches BOC, and automatically sequences
to VFLC when the aircraft is abeam the waypoint at Bottom of
Climb (BOC). The VNAV FPTA displayed on the PFD is updated from
6000 to 8000 feet when the aircraft is 1 minute from BOC.
1st Edition
25 Jul 08 15-7
Figure 15-1 FLC Armed Scenario
When the flight plan descent altitude constraints are aligned so a

smoothed path can be flown through the constraints, VNAV will not
level at the intermediate altitudes. However, the PFD does show the
next altitude constraint. The arm field shows that VNAV will do one of
the three things that follow:
• Capture the FPTA when it is reached (ALTV armed).
• Capture the preselector altitude when it is reached (ALTS armed).
• Continue descent when aircraft crosses the constraint altitude (no
ALTV or ALTS armed).
While climbing, the lower of VNAV FPTA or preselector altitude is
armed. During the descent the higher of VNAV FPTA or preselector
altitude is armed, unless descending in GP mode. An example of the
arm mode transitions shows in the figure on page 15-9.
1st Edition
15-8 25 Jul 08
Figure 15-2 Arm Mode Annunciations
Listed below are abnormal conditions that can cause the PATH or GP
arm to beome invalid and the associated CDU message that shows:
• Cross track distance exceeds the limits for the current environment
(en route, terminal, or approach) (NO VPATH – XTK).
• Track angle error exceeds the limits for the current environment (en
route, terminal, or approach) (NO VPATH – TAE).
• Another autopilot mode is manually selected (NO VPATH – PILOT
CMD).
• A down track heading leg (VECT) interrupts the vertical path (NO
VPATH – VECTORS).
• A holding pattern is active (NO VPATH THIS LEG).
• The aircraft is on the FROM side of a waypoint for which sequencing
is inhibited.
• Other conditions as described in the VNAV DESCENTS section exist
(NO VPATH CONDITION).
1st Edition
25 Jul 08 15-9
Operation CJ1+/CJ2+/CJ3/Encore+
OPERATION
CLIMB
For the climb phase, VNAV provides speed and altitude targets
consistent with the climb constraints and speed limits. Climbs can be
manually commanded using PTCH or VS FCS modes. Automatic mode
sequencing can be performed using the FLC mode that shows as VFLC
on the PFD. The FLC mode controls pitch to maintain the commanded
Indicated Airspeed (IAS) or Mach speed. When an altitude constraint or
preselect altitude is encountered during a climb, the altitude is captured
and held using an altitude hold mode (ALTV or ALTS). The altitude hold
mode controls pitch to maintain the commanded altitude.
The climb phase is entered whenever the flight plan target altitude and
the preselect altitude are set above the altitude of the aircraft, and the
autopilot is in an altitude change mode (FLC, VS, or PTCH).
ALTITUDE CONSTRAINTS
When one or more climb altitude constraints are specified in the flight
plan, VNAV allows the aircraft to climb to each constraint altitude and
hold that altitude until the constraint is cleared. If the altitude constraint
requires the aircraft to cross the waypoint AT the specified altitude, or
requires the aircraft to cross the waypoint AT OR BELOW the specified
altitude, the specified altitude is held until the waypoint is reached. If the
altitude constraint requires the aircraft to cross the waypoint BETWEEN
two altitudes, the higher altitude is held. If the altitude constraint
requires the aircraft to cross the waypoint AT OR ABOVE the specified
altitude, then there is no requirement to hold an altitude. While in the
climb phase, VNAV honors only climb constraints.
When the aircraft approaches an altitude constraint, the FMS continually
updates the predicted altitude intercept at the constraint waypoint. If
the predicted altitude intercept at the constraint waypoint violates the
altitude constraint, the message UNABLE NEXT ALT shows in yellow
on the CDU, ALT is crossed out, and MSG shows flashing in yellow
on the PFD.
If the aircraft is at a constraint altitude and the preselector altitude is
raised, the flight plan target altitude is above the current flight altitude,
and an altitude change mode (FLC, VS, or PTCH) is selected, VNAV
allows the aircraft to leave the constraint altitude. However, if the
1st Edition
15-10 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Operation
constraint is an AT, AT OR BELOW or BETWEEN altitude, the message

CHECK FPLN ALT shows on the CDU. This message also shows when
the VNAV selection is made while the aircraft is above the next climb
constraint altitude.
The vertical speed advisory pointer that shows on the VSI indicates
the climb rate needed for the next altitude constraint from the aircraft
present position. This advisory information shows to aid the pilot in
judging the climb requirements. All other vertical speed advisories
for altitude constraints farther down-track are computed between the
corresponding altitude constraint waypoint and the previous altitude
constraint waypoint.
When the aircraft is within capture distance of the constraint altitude,
the VNAV shows VALTS CAP or VALTV CAP and changes to VALTS or
VALTV. It remains in VALTS, VALTV, or VALT mode until a climb starts
again. If the capture altitude is not the same as the preselect altitude, an
aural alert is issued when the aircraft is within 1000 feet of the capture.
One minute before the aircraft reaches the altitude constraint waypoint
in an altitude hold mode, the annunciation BOC shows on the PFD, and
the flight plan target altitude changes to the next altitude constraint. If
the preselector altitude is not raised at least 45 seconds before the
aircraft reaches the altitude constraint waypoint, the message CHECK
ALT SEL shows on the CDU. MSG shows on the PFD to indicate that
a new message is on the CDU. At 5 seconds before the bottom of the
climb, BOC flashes on the PFD, and the VNAV aural alert sounds.
NOTE
N
BOC only shows on the PFD message line and does not show on
PFD or MFD map displays.
If the preselector altitude is raised before the aircraft reaches the altitude
constraint waypoint, the VNAV mode automatically sequences to VFLC
after the aircraft crosses the constraint waypoint. If power increases,
the aircraft will climb while maintaining current airspeed in VFLC mode.
CRUISE ALTITUDE TRACKING

Cruise altitude on the PERF INIT 1/3 page is not a required entry. All
VNAV features are available without a cruise altitude entry with one
exception, TOD from the cruise altitude is not shown.
1st Edition
25 Jul 08 15-11
If a cruise altitude is entered, and a climb is initiated after the aircraft

levels at cruise altitude, VNAV automatically adjusts the cruise altitude
to match the actual flight altitude.
If the aircraft never reaches the planned cruise altitude, the climb
phase of VNAV operation does not readjust the planned cruise altitude
downward. However, when the aircraft is close to the next descent
path, the planned TOD point is readjusted to correspond to the actual
aircraft altitude.
SCENARIOS
The series of figures that follows shows various scenarios for climbs. In
the figures, the track of the aircraft shows as a solid line, preselector
settings show as a dashed line, and the FMS flight planned path shows
as a thick, solid line. Also, autopilot mode selections show in a box with
the associated arm and capture mode annunciations below them. VTA
in the figures indicates the vertical track alert that occurs 60 seconds
before mode sequencing at the BOC.
Figure 15-3 VNAV Selection During a Climb
1st Edition
15-12 25 Jul 08
Figure 15-4 VNAV Selection with Autopilot Set to ALT Mode
NOTE
N
Figure 15-4 shows a normal FMS transition to climb.
Figure 15-5 Climb Using the Preselector
NOTE
N
Figure 15-5 shows using the preselector as an intermediate altitude
constraint.
1st Edition
25 Jul 08 15-13
Figure 15-6 Aircraft Crosses BOC Before Preselector is Set
Figure 15-7 UNABLE NEXT ALT Condition
1st Edition
15-14 25 Jul 08
Figure 15-8 CHECK FPLN ALT Condition
NOTE
N
Figure 15-8 shows that a climb initiated before the aircraft reaches
an altitude constraint waypoint results in a CHECK FPLN ALT
condition.
CRUISE
The cruise phase begins when the cruise altitude is captured. Cruise
speed command is the Mach or IAS speed target that shows on the
VNAV CRUISE page. If the cruise altitude is so low that an altitude
speed constraint from the VNAV CLIMB page is applicable, then the
cruise speed command is limited to that altitude-dependent speed limit.
To execute a step climb, raise the preselector altitude to the desired
step climb altitude and select a climb mode. The FMS automatically
raises the cruise altitude shown on the VNAV page to the preselector
altitude and the step climb will begin. Climb speed targets are used for
planned reference speed during a step climb.
1st Edition
25 Jul 08 15-15
DESCENT
Vertical navigation provides path guidance (VPATH or VGP),
speed-referenced descent guidance (VFLC), and pitch (VPTCH) and
vertical speed (VVS) descent modes to arrive at a waypoint at a
desired altitude. In general, planned and Direct-To VNAV descents
are path-based descents, where pitch steering follows a straight-line
descent path and speed is controlled by manual thrust management.
The pilot can select any descent mode that does not provide path
guidance to an altitude at a waypoint (FLC, PTCH, or VS). However, the
altitude constraints are annunciated and enforced during all descents.
Descent advisory to a destination that has no terminal altitude constraint
is not automatically initiated. However, the recommended entry point for
the descent advisory shows on the MFD map and in the MFD VNAV
text display window as DES.
The descent phase is entered when the preselector altitude is set below
the current altitude of the aircraft and an altitude change mode (FLC,
PTCH, or VS) is selected on the flight control panel. The descent phase
can also include altitude hold segments.
PATH
The descent path is defined by an altitude at a waypoint and a Vertical
Path Angle (VPA). The VPA is the angle that defines a straight-line path
through the target altitude at the target waypoint. The target altitude
and target waypoint comprise the next descent altitude constraint in the
flight plan ahead of the present position of the aircraft. The VPA will be
one of the items that follow:
• The angle that appears on the ACT PERF INIT page.
• The angle entered by the pilot on the ACT LEGS page.
• The angle computed by the FMS to establish a smooth descent path.
• The angle required for executing a vertical Direct-To.
The LEGS page shows the VPA for the descent path directly above the
target altitude for each descent segment. Preselector altitude must
be lowered below the current aircraft altitude for VNAV to capture and
follow the planned descent path in VPATH mode. Preselector altitude is
ignored when the aircraft descends in VGP mode.
1st Edition
15-16 25 Jul 08
VERTICAL PATH ANGLE (VPA)

The descent path is defined by the Vertical Path Angle (VPA). The
default VPA is initially shown on the VNAV DESCENT page and it is
applied to a flight plan when one is created. The default setting can be
overwritten on the VNAV DESCENT page and applied to the entire
descent portion of a flight plan, or overwritten on the LEGS pages for
specific descent segments of a flight plan.
NOTE
N
The VPA value loaded into the FMS can be between one and six
degrees. Refer to the AFM for the aircraft limits.
Figure 15-9 VPATH Descent Path
PATH SMOOTHING
When there are two or more altitude constraints in a descent path, the
FMS calculates and flies a smooth descent path without intermediate
altitude hold segments, as long as each of the descent segments has
a VPA greater than the minimum allowable VPA for the aircraft of one
degree. An altitude hold is inserted before the descent when two
altitude constraints are so far apart that a straight-line path connecting
the two constraints is shallower than the minimum allowable VPA or
the VPA for that segment.
VPAs on the second and subsequent descent segments are modified
to provide the path continuity. The computed VPA shows on the LEGS
page. A descent path is always computed to the last descent altitude
constraint in a flight plan or before a discontinuity, regardless of the
1st Edition
25 Jul 08 15-17
altitude type. If the last descent altitude is BETWEEN, the path defaults
to the upper altitude constraint.
The descent path is computed through AT OR ABOVE, AT OR BELOW,
or BETWEEN descent constraints that are not last in the flight plan or
before a discontinuity. This allows the FMS to maintain the selected
VPA and perform path smoothing whenever possible to create a
continuous descent path through these constraints. AT OR ABOVE, AT
OR BELOW, and BETWEEN constraints are always honored but they
do not restrict the path. In the approach phase of flight, VNAV computes
a descent path that flies to the first altitude constraint in the approach
transition even if it is specified as AT OR ABOVE in the flight plan.
For a smooth descent path, the FMS cannot select a VPA greater
than the maximum allowable VPA for the aircraft. If adjacent altitude
constraints require a steeper path than the limit for the aircraft, the lower
altitude constraint shows in yellow on the LEGS page. The message
UNABLE FPLN ALT shows on the message line to alert the pilot to the
need to resolve the vertical path ambiguity.
VERTICAL DIRECT-TO
The pilot can specify a descent path from the current position of the
aircraft Direct-To a selected altitude at a waypoint, which includes:
• The next altitude constraint waypoint in the flight plan.
• Any down-track altitude constraint waypoint in the flight plan.
• Any other waypoint in the flight plan, provided a new altitude
constraint is specified for the waypoint.
All altitude constraints between the current aircraft altitude and the
specified Direct-To target altitude are cleared when a vertical Direct-To
is initiated.
The vertical Direct-To path is computed as long as the required VPA is
less than the maximum allowable VPA for the aircraft. A descent path
can be very shallow, but it cannot be a climb.
1st Edition
15-18 25 Jul 08
Figure 15-10 Vertical Direct-To
VNAV FLIGHT LEVEL CHANGE OR PITCH

In VFLC mode, pitch steering holds the descent speed, and thrust
controls the vertical speed. In FLC or VPTCH modes, the aircraft
descends to the preselector altitude or the FPTA constraint, whichever
is higher. The descent path modes are automatically captured if the
aircraft intercepts the VNAV descent path profile during the descent.
VNAV flight level change, or pitch descents are initiated by one of the
actions that follow:
• Direct selection of any vertical mode on the flight control panel
while VNAV is active. VPATH is not recaptured unless the aircraft
deviates at least one dot on the vertical deviation scale from the
planned descent path, then subsequently satisfies the path capture
conditions.
• Automatic VPTCH selection when the active VPA is modified during
a VPATH descent. When the active VPA is edited, the descent path
will move and can result in creating a very large vertical deviation,
which prevents the path from being recaptured. However, VPATH
will be recaptured if the aircraft gets within capture distance and is
converging on the path.
1st Edition
25 Jul 08 15-19
• Automatic VPTCH selection during VPATH descent if:

• The flight plan contains an intermediate discontinuity, heading
leg, altitude-terminated leg, or manually terminated leg, except a
manually terminated holding pattern between the aircraft and the
next altitude constraint.
• The aircraft track angle error is more than 75 degrees during en
route or terminal operations or 30 degrees during final approach.
• The cross track deviation is: greater than 10 NM during en route
operations, or linear variation is from 10 NM (at 31 NM from
the ARP) to 1.1 NM (at 5 NM from the ARP) during terminal
operations, or greater than 110 percent of full scale lateral
deviation exists during final approach.
• The active leg is a holding pattern without an altitude constraint
(assuming that any future manually terminated holding patterns in
the descent path are canceled before they become active).
To recapture a VPATH or VGP descent after manually selecting a flight
level change or pitch descent mode, the vertical deviation must exceed
one dot on the PFD vertical deviation scale. The VPATH or VGP mode
must be inactive for at least 20 seconds before attempting to capture
the path again. One dot on the vertical deviation scale equals 250 feet
in the en route and terminal environments, and 125 feet in the approach
environment.
These capture limitations prevent VNAV from immediately recapturing
the path after selection of a flight level change or pitch mode. If the pilot
wants to immediately recapture VPATH or VGP after selection of FLC
or VPTCH, the VNAV button on the FCP must be pushed to turn the
VNAV off, and pushed back on. This procedure removes the capture
limitations.
When the VNAV mode is automatically sequenced from VPATH to
VPTCH, the CDU shows the message NO VPATH THIS LEG if the
VPATH or VGP mode is dropped because the active leg is a holding
pattern. The CDU shows NO VPATH CONDITION if the active leg is
not a holding pattern.
As Figure 15-11 shows, in CASE 1, the altitude preselector is set lower
and FLC is selected before VPATH capture at TOD. In CASE 2, the
altitude preselector is set lower and FLC selected after passing the TOD.
1st Edition
15-20 25 Jul 08
Figure 15-11 FLC Selection
ALTITUDE CONSTRAINTS
When one or more descent altitude constraints are specified in the
flight plan, the FMS plans the VNAV path so the aircraft descends
to each constraint altitude. VNAV holds that altitude until the aircraft
reaches the planned TOD to the next altitude constraint. This is true
unless the descent path allows the path smoothing feature to create
one continuous descent. When smoothing is used to create the descent
path, the path is designed to keep the aircraft as high as possible for as
long as possible without violating any altitude constraints.
When a FLC or pitch descent takes the aircraft down to the altitude
constraint of a down track waypoint before the waypoint is reached,
VNAV holds the specified altitude until arrival at the waypoint. This
occurs when constraint requires the aircraft to cross the waypoint AT
the specified altitude, or AT OR ABOVE the specified altitude.
If the altitude constraint requires the aircraft to cross the waypoint
BETWEEN two altitudes, the lower altitude is held. If the altitude
constraint requires the aircraft to cross the waypoint AT OR BELOW the
specified altitude, no altitude will be held since there is no requirement
to hold altitude before the aircraft reaches the waypoint. In the descent
phase, VNAV honors only descent constraints.
As the aircraft approaches an altitude constraint, the FMS updates the
predicted altitude intercept at the constraint waypoint. If the predicted
altitude intercept at the waypoint violates the altitude constraint, the
message UNABLE NEXT ALT shows on the CDU. In addition, the PFD
shows ALT in yellow and a flashing yellow MSG annunciation. The
1st Edition
25 Jul 08 15-21
UNABLE NEXT ALT message also shows when the vertical speed of the
aircraft is less than the vertical speed required to reach the constraint.
If the aircraft is approaching an altitude constraint waypoint at the
specified altitude the preselector altitude is lowered, and an altitude
change mode is selected, VNAV allows the aircraft to leave the
constraint altitude. However, if the constraint is an AT, AT OR ABOVE,
or BETWEEN, the message CHECK FPLN ALT shows on the CDU.
This message also shows the selected VNAV when the aircraft is
already below the next descent constraint altitude.
When the aircraft is within the capture distance of a constraint altitude,
the VNAV mode automatically sequences to altitude hold and remains
in altitude hold until the descent is resumed. The PFD shows an altitude
capture annunciation after the mode switch. If the capture altitude is not
the same as the preselector altitude, an aural alert is issued when the
aircraft is within 1000 feet of the capture altitude.
PRESELECTOR ALTITUDE CAPTURE

During a descent, VNAV captures the preselector altitude, instead of
the FPTA, when the preselector altitude is not set below the flight plan
target altitude. When it captures a preselector altitude, it changes the
VNAV mode to the VALTS mode.
TOP OF DESCENT
The predicted Top of Descent (TOD) location shows on both the PPOS
and PLAN maps to help the pilot anticipate an upcoming descent. TOD
also shows on the MFD ACT FPLN PROGRESS text page to show the
relationship of the TOD location relative to other flight plan waypoints.
The FMS continuously calculates the TOD location. When the aircraft
reaches the capture point, the descent path becomes fixed and VNAV
begins to track the path. The initial location of the TOD is at the
intersection of the planned cruise altitude and the planned descent path.
If there is a subsequent planned altitude hold segment that follows an
altitude constraint waypoint, TOD also shows at the top of the second
descent segment as shown in Figure 15-12.
If the aircraft is close to and approaching the descent path, and is not at
a planned cruise altitude that intercepts the path, the FMS recalculates
the TOD location based on the intersection of the current altitude and
the descent path. The aircraft is considered to be close to the descent
1st Edition
15-22 25 Jul 08
path when it is 50 NM or 20 percent of the distance from origin to the

destination, whichever is smaller (but not less than 6 NM).
Figure 15-12 Flight Plan with Two Descent Segments
One minute before the aircraft intercepts the planned descent path,
TOD shows on the PFD message line and the FPTA is changed to the
next waypoint altitude. The preselector altitude must be lowered below
the current aircraft altitude for the descent to begin at TOD.
Forty-five seconds before the aircraft reaches the TOD, if the preselector
altitude has not been lowered, the message CHECK ALT SEL shows
on the CDU, and MSG shows on the PFD to remind the pilot to lower
the preselector altitude.
Five seconds before the aircraft reaches the TOD, the annunciation
TOD flashes on the PFD and an aural alert is sounded. If the preselector
altitude is set lower than the current altitude of the aircraft before the
aircraft reaches the TOD, the VNAV mode automatically sequences to
VPATH, and the descent starts when the aircraft reaches the TOD. If
the preselector altitude is not set lower than the current altitude of the
aircraft before the aircraft reaches the TOD, VNAV continues in the
VALT mode.
SCENARIOS
The series of figures that follow show various scenarios for descents.
The track of the aircraft shows as a solid line, preselector settings
show as a dashed line, and the FMS flight-planned path shows as a
thick solid line. Also, autopilot mode selections show in a box with the
associated arm and capture mode annunciations below them. VTA
in the figures indicates the vertical track alert that occurs 60 seconds
before mode sequencing at the TOD.
1st Edition
25 Jul 08 15-23
Figure 15-13 Normal FMS Transition to a Descent
Figure 15-14 Vertical Direct-To Selection
NOTE
N
Figure 15-14 shows vertical Direct-To selection before and after the
aircraft crosses the TOD.
1st Edition
15-24 25 Jul 08
Figure 15-15 Early or Late Descent Selection: Scenario 1
NOTE
N
Figure 15-15 shows early or late descent selection with no flight
plan intercept.
NOTE
N
Figure 15-16 shows early or late descent selection with a flight plan
path intercept.
1st Edition
25 Jul 08 15-25
NOTE
N
Figure 15-17 shows early or late descent selection with an above or
below flight plan altitude.
Figure 15-18 Multiple VPATH Mode Descents
1st Edition
15-26 25 Jul 08
Figure 15-19 VNAV Deselection
OFF FLIGHT PLAN DESCENTS

Basic vertical navigation operation assumes the flight plan is being
followed. However, during the course of a flight, it is possible that the
aircraft will be required to fly through a flight plan discontinuity, fly ATC
vectors, or capture a localizer. In these cases and others, it is likely that
the route will be different both laterally and vertically from the flight plan
entered into the FMS. This section gives some specifics about VNAV
operations when the aircraft is not following the flight plan.
PATH MODES
VPATH automatically reverts to VPTCH descent when the straight-line
geographic descent path to an altitude constraint waypoint becomes
ambiguous. This occurs when:
• There is a flight plan discontinuity or a manually terminated leg
between the TOD and the altitude constraint waypoint.
• Track angle error exceeds an acceptable threshold.
• Cross track deviation exceeds an acceptable threshold.
However, the pilot can still use FLC, VS, PTCH climb/descent, and
altitude hold modes.
Acceptable track angle error and cross track deviation thresholds
depend on the airspace environment. In en route and oceanic/remote
areas, track angle error must be less than 75 degrees and cross track
deviation less than 10 NM.
1st Edition
25 Jul 08 15-27
In the terminal area, track angle error must be less than 75 degrees.
The acceptable cross track deviation decreases from 10 NM at the
terminal area boundary, to 1.1 NM at 5 NM from the ARP.
In the approach area, track angle error must be less than 30 degrees
and cross track deviation must be less than 110 percent of the full scale
cross track deviation.
HEADING MODE
When using heading mode to follow ATC vectors, and the active flight
plan leg is not a vectors leg, the FMS continues to sequence the flight
plan as the aircraft passes abeam the waypoints. VNAV also continues
to fly to the next altitude constraint at the TO waypoint or beyond,
and the altitude constraints continue to sequence as the flight plan
sequences. Path descents remain active, provided the aircraft is within
the course and cross track deviation limits specified above and the
active leg has a defined track.
FLC, vertical speed, or pitch descents can be used when a flight plan
vectors leg is before the next altitude constraint, as there is no specified
track for a vectors leg. However, a DES advisory shows on the MFD if a
TOD based on great circle distances occurs before the vectors leg.
DISCONTINUITIES
VNAV remains active when the FMS sequences the ACT/MOD FPLN to
a discontinuity. The flight can be continued using the heading mode,
or the discontinuity can be removed, which then returns the aircraft
to tracking the ACT FPLN.
VNAV honors altitude constraints across a discontinuity and captures
that altitude if intercepted. However, it cannot fly a path descent in
VPATH or VGP mode across a discontinuity.
APPROACHES
The FMS provides Barometric VNAV (Baro-VNAV) vertical guidance for
most approaches. The FMS uses satellite based VNAV (SBAS VNAV)
for GNSS approaches that have published LPV or LNAV/VNAV (LPV or
L/V) approach minimums.
1st Edition
15-28 25 Jul 08
When using Baro-VNAV, vertical deviation scale sensitivity changes

from ±500 feet to ±250 feet once approach mode is active. SBAS VNAV
provides angular vertical deviation scaling (similar to ILS glideslope)
with increasing sensitivity as the aircraft gets closer to the runway.
When the NAV FCS mode is selected, automatic vertical guidance is
supplied in VPATH mode requiring the pilots to adjust the preselector
altitude to the next altitude constraint to begin the descent. When
APPR FCS mode is set, the FMS gives automatic descent guidance in
VGP mode along the generated glidepath. With VGP mode set, VNAV
ignores the preselector altitude.
For VPATH or VGP to remain active, the track angle error and cross
track deviation should not exceed the limits specified for each stage of
the approach. In the terminal area, track angle error must be less than
75 degrees. The acceptable cross track deviation decreases from 10
NM at the terminal area boundary, to 1.1 NM at 5 NM from the ARP. In
the approach area, track angle error must be less than 30 degrees and
cross track deviation must be less than 110 percent of the full scale
cross track deviation.
When VNAV is enabled, climb guidance is provided to the published
altitude constraints in the missed approach procedure in VFLC or
VPTCH mode. VNAV does not initiate a climb during the missed
approach, but guidance is provided for the procedure.
ILS AND LOCALIZER-BASED APPROACHES

The VNAV descent profile on all localizer-based approaches does
not descend below the FAF altitude. In the case of an ILS approach,
the VNAV can remain active until glideslope capture. The pilot is
responsible for descent below the FAF altitude on localizer-only
approaches. VNAV remains active after localizer capture. When flying
a localizer based approach, the FMS remains in TERM mode and uses
Baro-VNAV with vertical deviation scaling at ±500 feet.
The VNAV descent for an ILS approach is designed to reach the
glideslope intercept altitude 1 to 5 NM before the aircraft intercepts
the glideslope. This allows the aircraft to establish stabilized level
flight to intercept glideslope, as shown in Figure 15-20. The descent
path will reach glideslope intercept altitude at least 5 NM before the
glideslope intercept, unless the approach geometry is very tight. Once
the glideslope is intercepted, VNAV is automatically deselected and the
1st Edition
25 Jul 08 15-29
aircraft continues the approach using the glideslope signal for vertical
guidance.
Figure 15-20 VNAV Glideslope Intercept
RNAV (GNSS) LPV AND L/V APPROACHES

LPV and L/V approaches are RNAV (GNSS) approaches with published
LPV or LNAV/VNAV minimums. The FMS uses Baro-VNAV to give
vertical guidance inside the terminal area using vertical scale deviation
of ±500 feet. When the approach is active, the FMS will switch to
satellite based SBAS VNAV for vertical guidance with angular scale
sensitivity (similar to glideslope) increasing as the aircraft gets closer
to the runway. As long as SBAS position data accuracy is maintained,
SBAS VNAV gives vertical guidance down to the runway threshold.
NOTE
N
Since Baro-VNAV is affected by atmospheric conditions and SBAS
VNAV is not, the two glidepaths do not always coincide. It is normal
for the vertical deviation indicator to make an adjustment during the
transition between them.
At any point before the FAF is sequenced, the pilot can switch to
Baro-VNAV, and fly the approach as a non-precision (RNAV) GNSS
approach. The APPR VNAV GP selection is found on the ARRIVAL
DATA page.
1st Edition
15-30 25 Jul 08
OTHER RNAV AND CONVENTIONAL APPROACHES

As long as VNAV remains selected, the FMS uses Baro-VNAV for
descent guidance for RNAV (GNSS), RNAV (multi-sensor), and
conventional approaches with GNSS overlay. VPATH or VGP descents
are made as long as the aircraft does not exceed a 30 degree track
angle error or full-scale deviation. Full scale lateral deviation adjusts
linearly from 1 NM (2 NM from the FAF), to 0.3 NM at the FAF and
beyond.
Vertical deviation scaling is ±500 feet inside the terminal are. When
approach mode is active, vertical deviation scaling adjusts to ±250 feet.
WARNING
It is the pilots responsibility to recognize when the aircraft reaches
the DH, DA, or MDA, and to make a decision on whether or not to
continue the approach. The FMS will not level the aircraft at the
MDA for non-precision approaches while descending in VGP mode.
The figures that follow show different approach path modes. In Figure
15-21, APPR is selected on the FCP and the VGP mode is engaged.
In Figure 15-22, although the descent path is followed, APPR is not
selected and VGP mode is never engaged. In Figure 15-23, VNAV is
not armed and the FMS will not direct an automatic descent.
Figure 15-21 GP-Armed to VGP Captured Scenario
1st Edition
25 Jul 08 15-31
Figure 15-22 VPATH (Not VGP) Approach Scenario
Figure 15-23 No VNAV Armed Mode Scenario
NOTE
N
Figure 15-23 shows that because APPR is not selected on the FCS,
GP is never armed and VGP is never captured.
1st Edition
15-32 25 Jul 08
VISUAL AND OTHER APPROACHES NOT QUALIFIED

FOR FMS GUIDANCE
Vertical navigation guidance using Baro-VNAV is available for visual
approaches to a runway and for instrument approaches that can not be
flown using the FMS for guidance (for example, IGS, TACAN, or NDB
approaches). Vertical deviation and vertical steering guidance to the
runway threshold or missed approach point are available in VPATH
mode. Vertical deviation scaling sensitivity remains at ±500 feet during
the approach.
1st Edition
25 Jul 08 15-33
1st Edition
15-34 25 Jul 08
CJ1+/CJ2+/CJ3/Encore+ Index
INDEX
Subject Page
A
A/I, Approach Reference .............................................................. 13-49
Abeam Fix ...................................................................................... 4-57
ACT Direct-To Page ................................................................... 11-127
ACT FPLN HOLD Page ................................................................ 11-40
ACT HOLD LIST ........................................................................... 11-43
ACT VNAV CLIMB ...................................................................... 11-100
ACT VNAV CRUISE ................................................................... 11-102
ACT VNAV DESCENT ................................................................ 11-104
ACT/MOD FPLN ........................................................................... 11-92
ACT/MOD LEGS .......................................................................... 11-94
Airport, Approach ......................................................................... 13-42
Airport, Approach Reference ........................................................ 13-56
Airport, Takeoff ............................................................................... 13-8
Airway, Delete ................................................................................ 4-18
Airway, Insert/Add .......................................................................... 4-19
Anti-Ice, Takeoff Reference .......................................................... 13-15
APPROACH REF ........................................................................ 11-116
APPROACH REF 2/3 Page ......................................................... 11-117
APPROACH REF 3/3 Page ......................................................... 11-118
APPROACH REFERENCE (MFD) ............................................. 11-162
Approach Reference, Compute Vspeeds ..................................... 13-56
Approach Reference, Displays ..................................................... 13-35
Approach Reference, Operation ................................................... 13-40
Approach Reference, Set Up the FMS ......................................... 13-58
Approach Reference, Transmit Vspeeds to PFD ......................... 13-75
Approach Transition, DME Arc ..................................................... 14-52
Approach Vspeeds, Manually-Entered and FMS-Com-
puted ......................................................................................... 13-78
Approach, Course Reversal ......................................................... 14-53
Approach, GNSS NPA .................................................................. 14-39
Approach, Select/Change ................................................................ 6-9
Approaches .................................................................................. 14-28
Approaches, Conventional Non-Precision .................................... 14-44
Approaches, FACF ............................................................ 14-34, 14-50
Approaches, Instrument ............................................................... 14-32
1st Edition
25 Jul 08 Index-1
Index CJ1+/CJ2+/CJ3/Encore+
Subject Page
Approaches, Localizer Based ....................................................... 14-50
Approaches, Other Conventional ................................................. 14-52
Approaches, RNAV (GNSS) LPV and L/V .................................... 15-30
Approaches, SBAS VNAV ................................................. 14-34, 15-28
Approaches, Terminal Area .......................................................... 14-28
Approaches, Transitions ............................................................... 14-52
Approaches, Visual ...................................................................... 14-30
Approaches, VNAV ....................................................................... 15-28
ARR DATA .................................................................................... 11-76
ARR DATA, SBAS Approach ............................................................ 6-7
ARR DATA, Standard Approach ....................................................... 6-5
ARRIVAL .................................................................................... 11-124
ARRIVAL DATA ............................................................................ 11-76
ARRIVAL DATA, SBAS Approach .................................................... 6-7
ARRIVAL DATA, Standard Approach ............................................... 6-5
B
Basic Operating Weight (BOW) ........................................................ 5-6
BOW, Enter ...................................................................................... 5-6
C
Cancel Exit Hold .................................................................. 4-80, 14-23
Cargo Weight (CARGO) ................................................................... 5-8
CARGO, Enter .................................................................................. 5-8
CDU Controls ................................................................................. 10-8
CDU Displays ........................................................................ 10-2, 11-2
Copy Pilot Routes/Waypoints ........................................................... 7-4
Cruise Altitude (CRZ ALT) ................................................................ 5-9
CRZ ALT, Enter ................................................................................ 5-9
D
DATA BASE .................................................................................. 11-57
DATA BASE DISK OPS ................................................................ 11-68
DATA BASE Page with Airport Information .................................. 11-59
DATA BASE Page with Navaid Information .................................. 11-60
DATA BASE Page with Waypoint Information .............................. 11-61
Data Base Unit ............................................................................. 10-19
Database, Check/Change ................................................................ 3-5
Database, Load ................................................................................ 7-2
Date, Set .......................................................................................... 3-4
1st Edition
Index-2 25 Jul 08
Subject Page
DB DISK OPS .............................................................................. 11-68

DBU .............................................................................................. 10-19
Dead Reckoning ............................................................................. 14-9
DEFAULTS ................................................................................... 11-70
DEFAULTS 1/5 Page .................................................................... 11-70
DEFAULTS 2/5 Page .................................................................... 11-72
DEFAULTS 3/5 Page .................................................................... 11-73
DEFAULTS 4/5 Page .................................................................... 11-74
DEFAULTS 5/5 Page .................................................................... 11-75
DEFINE PILOT WPT ...................................................................... 4-53
DEP ARR ................................................................................... 11-120
DEP/ARR INDEX ....................................................................... 11-120
DEPART ..................................................................................... 11-122
Departure Runway, Change ........................................................... 4-21
DESC INFO Page ............................................................. 5-18, 11-106
DIR .................................................................................... 4-33, 11-127
DIRECT-TO, Nearest Airports ........................................................ 4-35
DIRECT-TO, Vertical ............................................................. 9-6, 15-18
DIRECT-TO, Waypoint .......................................................... 4-33, 4-38
Discontinuities .............................................................................. 14-12
Discontinuity, Delete .............................................................. 4-22, 4-29
DISK ROUTE LIST ....................................................................... 11-55
DISPLAY ADVANCE .................................................................. 11-143
DISPLAY MENU ......................................................................... 11-135
DIST CROSS ................................................................................. 4-60
Distance Crossing Fix .................................................................... 4-60
DR .................................................................................................. 14-9
E
Exit Hold .............................................................................. 4-76, 14-22
F
FIX ................................................................................................ 11-34
FIX INFO ............................................................................. 4-57, 11-34
FIX INFO Entry, Change to Waypoint ............................................. 4-64
FIX INFO Entry, Delete ................................................................... 4-65
FLIGHT LOG ..................................................................... 5-27, 11-115
Flight Plan ...................................................................................... 14-6
Flight Plan Check, MFD Scrolling ................................................... 4-14
Flight Plan Target Altitude (FPTA) .................................................. 15-3
1st Edition
25 Jul 08 Index-3
Subject Page
Flight Plan Waypoints, Load ............................................................. 4-8

Flight Plan, Airway Legs ................................................................. 4-10
Flight Plan, Change/Correct .................................................. 4-17, 4-24
Flight Plan, Check .......................................................................... 4-12
Flight Plan, Create ............................................................................ 4-2
Flight Plan, Direct Legs .................................................................... 4-8
Flight Plan, Store ............................................................................ 4-89
Flight Plan, Termination ................................................................ 14-24
Flight Plan, Transfer ....................................................................... 4-93
Flight Plan, Verify ........................................................................... 4-12
Flyover Wayoint, Create ................................................................. 4-26
Flyover Waypoint .......................................................................... 14-16
Flyover Waypoint, Delete ............................................................... 4-27
FMS ACT FPLN PROGRESS .................................................... 11-164
FMS ACT POSITION REPORT .................................................. 11-172
FMS CONTROL ........................................................................... 11-56
FMS CONTROL MODE ........................................................ 3-11, 14-2
FMS CONTROL MODE, INDEP .................................................... 14-3
FMS CONTROL MODE, Select ..................................................... 3-11
FMS CONTROL MODE, SYNC ..................................................... 14-2
FMS CTL ...................................................................................... 11-56
FMS FPLN HISTORY ................................................................. 11-166
FMS NAV STATUS ..................................................................... 11-168
FMS Performance Pages ............................................................. 11-97
FMS POSITION SUMMARY ...................................................... 11-170
FMS SEC FPLN ......................................................................... 11-174
FMS Text, GNSS STATUS Page ................................................ 11-178
FMS, System Description ................................................................. 2-2
FPLN ............................................................................................ 11-92
FPLN TRANSFER FROM XSIDE .................................................. 4-93
FREQUENCY ............................................................................... 11-29
Frequency Data Page .................................................................. 11-29
FREQUENCY DATA Page (Blank) ............................................... 11-31
Frequency Lookup ........................................................................ 11-29
FROM Waypoint, Edit ..................................................................... 4-40
Fuel (Total Weight) ........................................................................... 5-8
Fuel Management .......................................................................... 5-21
Fuel Management, Calculations ..................................................... 5-22
FUEL MGMT ...................................................................... 5-21, 11-111
FUEL MGMT 2/3 Page ................................................................ 11-113
FUEL, Enter ...................................................................................... 5-8
1st Edition
Index-4 25 Jul 08
Subject Page
G
GNSS CONTROL ......................................................................... 11-19
GNSS CTL ................................................................................... 11-19
GNSS Non-Precision Approach ................................................... 14-39
GNSS Sensors ............................................................................... 14-7
GNSS STATUS 1/2 Page ............................................................. 11-21
GNSS STATUS 2/2 Page ............................................................. 11-23
Gross Weight (GWT) ...................................................................... 5-11
Gross Weight, Approach Reference ............................................. 13-50
Gross Weight, Takeoff Reference ................................................. 13-16
GWT, Enter ..................................................................................... 5-11
H
High Latitude Operations .............................................................. 14-26
HOLD ........................................................................................... 11-38
HOLD AT Prompt, ACT LEGS ...................................................... 11-38
HOLD, At Flight Plan Waypoint ...................................................... 4-66
HOLD, At Non-Flight Plan Waypoint .............................................. 4-68
HOLD, At Present Position ............................................................. 4-70
HOLD, Cancel Exit .............................................................. 4-80, 14-23
HOLD, Entry ................................................................................. 14-19
HOLD, Exit .......................................................................... 4-76, 14-22
HOLD, Flying ................................................................................ 14-19
HOLD, Modify ................................................................................. 4-72
HOLD, Speeds ............................................................................. 14-22
Holding Pattern ............................................................................... 4-72
Holding Patterns ........................................................................... 14-19
I
IDX ................................................................................................. 11-3
INDEP Mode .................................................................................. 14-3
INDEX ............................................................................................ 11-3
INDEX 2/2 Page ............................................................................. 11-6
Initialize Position ............................................................................... 3-7
ISA Deviation .................................................................................. 4-31
L
Landing Field Length .................................................................... 13-51
Landing Weight ............................................................................ 13-49
LAT CROSS ................................................................................... 4-62
1st Edition
25 Jul 08 Index-5
Subject Page
Latitude/Longitude Crossing Fix ..................................................... 4-62
Leg Sequencing ........................................................................... 14-11
LEG WIND .................................................................................... 11-96
LEGS ............................................................................................ 11-94
LONG CROSS ............................................................................... 4-62
M
MAP DISPLAY 1/2 Page ............................................................ 11-135
Map Display 2/2 Page ................................................................ 11-138
Maximum Landing Weight ............................................................ 13-51
Maximum Takeoff Weight ............................................................. 13-17
MCDU MENU ................................................................................. 11-8
MESSAGES ............................................................................... 11-134
Messages, Crew Awareness .......................................................... 12-3
Messages, DBU & Maintenance Operations ................................ 12-51
Messages, MFD ........................................................................... 12-62
Messages, PFD ............................................................................ 12-55
Messages, Pilot Operations ......................................................... 12-37
MFD .............................................................................................. 10-15
MFD ADV ................................................................................... 11-143
MFD Data Window, Select ............................................................. 3-12
MFD Displays ............................................................................. 11-149
MFD Map Displays ..................................................................... 11-151
MFD MENU ................................................................................ 11-135
MFD Messages ............................................................................ 12-62
MFD PLAN Map ......................................................................... 11-157
MFD PPOS Map ......................................................................... 11-153
MFD PPOS Map With Nav Window ........................................... 11-156
MFD Text Displays ..................................................................... 11-159
Missed Approach Procedures, FMS ............................................. 14-54
MSG ........................................................................................... 11-134
N
NAV Tuning Mode ................................................................... 3-15, 8-4
Navigation Database, FMS ............................................................ 14-1
Navigation Sensors ........................................................................ 14-7
NEAREST AIRPORTS ...................................................... 4-35, 11-129
Non-Precision Approach RAIM Page ........................................... 11-26
NPA RAIM .................................................................................... 11-26
1st Edition
Index-6 25 Jul 08
Subject Page
O
OAT, Approach Reference ............................................................ 13-47
OAT, Takeoff Reference ................................................................ 13-13
OFFSET ......................................................................................... 4-82
Offset Course ............................................................................... 14-18
Offset Parallel Course, Cancel ....................................................... 4-83
Offset Parallel Course, Enter .......................................................... 4-82
P
PASS/WT, Enter ............................................................................... 5-7
Passenger Weight (PASS/WT) ......................................................... 5-7
PERF ............................................................................................ 11-97
PERF INIT ............................................................................. 5-3, 11-99
PERF INIT, BOW .............................................................................. 5-6
PERF INIT, CARGO ......................................................................... 5-8
PERF INIT, CRZ ALT ........................................................................ 5-9
PERF INIT, Detailed ......................................................................... 5-5
PERF INIT, FUEL ............................................................................. 5-8
PERF INIT, GWT ............................................................................ 5-11
PERF INIT, PASS/WT ...................................................................... 5-7
PERF INIT, Simple ........................................................................... 5-4
PERF INIT, ZFW ............................................................................. 5-10
PERF MENU ................................................................................ 11-97
PERF TRIP (Fuel MGMT) 3/3 Page ............................................ 11-114
Performance Initialization ................................................................. 5-3
PFD .............................................................................................. 10-17
PFD Displays .............................................................................. 11-147
Pilot Defined Waypoints, Along-Track Offset .................................. 4-42
Pilot Defined Waypoints, Create ..................................................... 4-41
Pilot Defined Waypoints, Latitude & Longitude .............................. 4-49
Pilot Defined Waypoints, Place Bearing/Distance .......................... 4-44
Pilot Defined Waypoints, Place Bearing/Place Bearing .................. 4-47
Pilot Defined Waypoints, Select ..................................................... 4-55
Pilot Defined Waypoints, Shorthand Latitude/Longitude ................ 4-51
Pilot Defined Waypoints, Store ....................................................... 4-53
PILOT ROUTE LIST ................................................... 4-95, 4-97, 11-53
Pilot Route, Select, Activate, & Execute ......................................... 4-97
PILOT WPT LIST ........................................................................... 4-55
Plan Map .................................................................................... 11-157
PLAN MAP CENTER ................................................................. 11-143
Polar Regions ............................................................................... 14-26
1st Edition
25 Jul 08 Index-7
Subject Page
POS INIT ............................................................................... 3-7, 11-13
POS INIT 2/2 Page ....................................................................... 11-15
POS INIT, FMS ............................................................................... 14-5
Position Initialization ................................................................ 3-7, 14-5
Position Initialization 1/2 Page ..................................................... 11-13
Position Update ..................................................................... 4-84, 14-5
Position Update, via GNSS ............................................................ 4-85
Position Update, via Navaid ........................................................... 4-86
PPOS, Hold .................................................................................... 4-70
Present Position (PPOS) Map .................................................... 11-153
Pressure Altitude, Approach Reference ....................................... 13-48
Pressure Altitude, Takeoff Reference ........................................... 13-14
PROG Function Key ..................................................................... 11-45
PROGRESS 1/2 Page .................................................................. 11-45
PROGRESS 2/2 Page .................................................................. 11-47
Q
QNH, Approach Reference .......................................................... 13-47
QNH, Takeoff Reference .............................................................. 13-13
R
RAD CROSS .................................................................................. 4-58
Radial Crossing Fix ........................................................................ 4-58
RADIO TUNING ......................................................................... 11-131
Radio Tuning 2/2 Page ............................................................... 11-132
Radio Tuning, Manual ...................................................................... 8-2
ROUTE MENU ............................................................................. 11-51
Runway Update .............................................................................. 4-87
Runway, Condition ............................................................ 13-12, 13-46
Runway, ID .......................................................................... 13-9, 13-43
Runway, Length ........................................... 13-11, 13-17, 13-45, 13-51
Runway, Slope ............................................................................. 13-12
Runway, Wind ................................................................... 13-10, 13-44
RWY UPDATE ....................................................................... 4-87, 14-5
S
SBAS .............................................................................................. 14-7
SBAS Service Provider Selection ................................................. 11-28
SBAS VNAV ................................................................................. 15-28
Scrolling, CDU ................................................................................ 4-16
1st Edition
Index-8 25 Jul 08
Subject Page
Scrolling, PLAN MAP ..................................................................... 4-14
SEC Flight Plan, Activate/Execute ................................................. 4-91
SEC FPLN .................................................................................... 11-49
SEC PERF .................................................................................. 11-119
Secondary Flight Plan .................................................................. 11-49
Select Airport ................................................................................ 13-42
SELECT APT ............................................................................... 11-91
SELECT WPT, Airport & Navaid ................................................... 11-84
SELECT WPT, Airport Runway .................................................... 11-85
SELECT WPT, Airport Terminal & En route Intersection .............. 11-86
SELECT WPT, ILS Station ........................................................... 11-90
SELECT WPT, Pilot-Defined & En route Intersection ................... 11-87
SELECT WPT, VOR/DME navaid ................................................ 11-88
Send, Approach Reference .......................................................... 13-52
Send, Takeoff Reference .............................................................. 13-18
SID, Change ................................................................................... 4-21
STAR, Select/Change ...................................................................... 6-2
STATUS 1/2 Page ........................................................................ 11-10
STATUS 2/2 Page ........................................................................ 11-12
STATUS Page .................................................................................. 3-3
SYNC Mode ................................................................................... 14-2
T
Takeoff Field Length ..................................................................... 13-17
Takeoff Flaps ................................................................................ 13-15
TAKEOFF REF ........................................................................... 11-108
TAKEOFF REF 2/3 Page ........................................................... 11-109
TAKEOFF REF 3/3 Page ............................................................ 11-110
TAKEOFF REFERENCE (MFD) ................................................. 11-160
Takeoff Reference, Compute Vspeeds ......................................... 13-21
Takeoff Reference, Displays ........................................................... 13-2
Takeoff Reference, Operation ........................................................ 13-7
Takeoff Reference, Set Up the FMS ............................................. 13-21
Takeoff Reference, Transmit Vspeeds to PFD ............................. 13-32
Takeoff Vspeeds, Manually-Entered and FMS-Computed ........... 13-34
Takeoff Weight .............................................................................. 13-16
TEMP COMP ................................................................................ 11-77
TEMP COMP Active ..................................................................... 11-82
Temperature Compensation ......................................................... 11-77
TEXT DISPLAY ............................................................. 11-140, 11-144
Time, Set .......................................................................................... 3-4
1st Edition
25 Jul 08 Index-9
Subject Page
TOD .............................................................................................. 15-22

Top of Descent ............................................................................. 15-22
Transfer PILOT ROUTE List ........................................................... 4-95
Trip Calculator ................................................................................ 5-23
TUN ............................................................................................ 11-131
Tuning Mode, Select ................................................................ 3-15, 8-4
U
UPDATE FROM NAVAID ................................................................ 4-86
V
Vertical DIRECT-TO .............................................................. 9-6, 15-18
Vertical Path Angle (VPA) .................................................... 5-18, 15-17
VNAV CLIMB .................................................................................. 5-13
VNAV CRUISE ............................................................................... 5-15
VNAV Data, Enter/Change ...................................................... 4-28, 9-3
VNAV DESCENT ............................................................................ 5-17
VNAV PLAN SPD ........................................................................... 5-25
VNAV Setup .......................................................................... 5-12, 15-2
VNAV SETUP ............................................................................. 11-100
VNAV Setup, Climb ........................................................................ 5-13
VNAV Setup, Cruise ....................................................................... 5-15
VNAV SETUP, DESC INFO ............................................................ 5-18
VNAV Setup, Descent .................................................................... 5-17
VNAV, Altitude Constraints ................................................ 15-10, 15-21
VNAV, Armed Modes ...................................................................... 15-7
VNAV, Climb ................................................................................. 15-10
VNAV, Cruise ................................................................................ 15-15
VNAV, Descent ............................................................................. 15-16
VNAV, Descent Path ..................................................................... 15-16
VNAV, Deviation Scale and Pointers .............................................. 15-4
VNAV, Flight Level Change (FLC), or Pitch .................................. 15-19
VNAV, Invalid .................................................................................. 15-3
VNAV, Modes ................................................................................. 15-3
VNAV, Operation .......................................................................... 15-10
VNAV, Path Smoothing ................................................................. 15-17
VNAV, PFD Annunciations ............................................................. 15-3
VNAV, Preselect Altitude Capture ................................................ 15-22
VNAV, Top of Descent .................................................................. 15-22
VNAV, Vertical Direct-To ............................................................... 15-18
1st Edition
Index-10 25 Jul 08
Subject Page
VNAV, Vertical Speed ..................................................................... 15-5
VOR/DME CONTROL ........................................................... 3-9, 11-18
VOR/DME Sensors ........................................................................ 14-8
VOR/DME STATUS .................................................................... 11-176
VOR/DME, Inhibit ............................................................................. 3-9
VPA .............................................................................................. 15-17
VPA, Enter ...................................................................................... 5-18
Vspeeds, Approach Reference .................................................... 13-52
Vspeeds, Takeoff Reference ........................................................ 13-18
W
WAAS ............................................................................................. 14-7
Waypoint, Delete ................................................................... 4-19, 4-25
Waypoint, Insert/Add ............................................................. 4-20, 4-25
Waypoints ..................................................................................... 14-10
Wind, Approach Reference .......................................................... 13-46
Wind, Takeoff Reference .............................................................. 13-12
WINDOW ........................................................................................ 3-12
Winds Aloft ..................................................................................... 4-31
Z
Zero Fuel Weight (ZFW) ................................................................. 5-10
ZFW, Enter ..................................................................................... 5-10
1st Edition
25 Jul 08 Index-11
1st Edition
Index-12 25 Jul 08
523-0810168-001117
© Copyright 2008, Rockwell Collins, Inc.,
All Rights Reserved, Printed in USA

FMS-3000 v4.0 Flight Management System For The Cessna Citation

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FMS-3000 v4.0 Flight Management

FMS-3000 v4.0 Flight

© Copyright 2008 Rockwell Collins, Inc. All rights reserved.

TO: HOLDERS OF ROCKWELL COLLINS FMS-3000 v4.0 FLIGHT MANAGEMENT

Export Control Classification Notice (ECCN) for this document is 7E994.

© Copyright 2008 Rockwell Collins, Inc. All rights reserved.

Printed in the USA

SOFTWARE COPYRIGHT NOTICE

3 PREFLIGHT (FMS COLD START)

Tab Title Page

Change a Departure and/or Departure Runway .............. 4-21

Tab Title Page

6 ARRIVAL AND APPROACH

Tab Title Page

10 CONTROLS AND INDICATORS

11 MENUS AND DISPLAYS

Tab Title Page

12 MESSAGES AND ANNUNCIATORS

Tab Title Page

CDU Annunciations ........................................................ 12-35

13 TAKEOFF & APPROACH PERFORMANCE (VSPEEDS)

Tab Title Page

14 PRINCIPLES OF FMS NAVIGATION

Tab Title Page

INDEX ................................................................................ Index-1

2-1 FMS System Schematic Diagram ......................................... 2-3

Figure Title Page

11-37 DEFAULTS 2/5 Page ........................................................ 11-72

Figure Title Page

11-76 NEAREST AIRPORTS Page .......................................... 11-129

Figure Title Page

13-14 APPROACH REF 2/3 Page (DEST Airport) ..................... 13-72

Figure Title Page

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Introduction ....................................................................................... 1-1

Safety Summary ............................................................................... 1-2

Notices ............................................................................................. 1-3

List of Acronyms and Abbreviations ................................................. 1-3

This page intentionally left blank

Basic operating procedures for the Flight Management System (FMS)

To submit comments regarding this manual, please contact:

Rockwell Collins Services

Attn: Technical Operations M/S 153-250

or send email to: techmanuals@rockwellcollins.com

Part Number 523-0810168-001117, 1st Edition Dated 25 Jul 08

Export Control Classification Notice (ECCN) for this document is 7E994.

Insert this addendum sheet facing page 1-2

LIMITATIONS REGARDING AUTOMATIC AND MANUAL

Equipment FMS SCID Top Level Part

For additional information, refer to the Operational Service Bulletin,

The operator is advised to be familiar with the overall limitation in

1. All information regarding VNAV operation, ACT LEGS, MOD

Part Number 523-0810168-001117, 1st Edition Dated 25 Jul 08

flight operations. A “climb to” altitude is shown in

2. All information regarding VNAV operations and the TEMP COMP

On TEMP COMP page:

Part Number 523-0810168-001117, 1st Edition Dated 25 Jul 08

Part Number 523-0810168-001117, 1st Edition Dated 25 Jul 08

This page intentionally left blank.

LIST OF ACRONYMS AND ABBREVIATIONS

GLS GNSS Landing System)

OEM Original Equipment Manufacturer