Sim TTM 83 34 - fms2 Level3

MD 83 – FAMILY
MD-TECH TRAINING MANUAL

For Training Only , Will Not Be Updated
CHAPTER 34-FMS 2 (LEVEL III)

MD80 Training Manual p.34-fms-1 24/06/2007
DUAL FLIGHT MANAGEMENT SYSTEM
The flight management system controls the lateral and vertical navigation of the aircraft.
The two flight management computers get: Communication Addressing and Reporting System (ACARS). This
. Time, position and speed information from the global navigation system uplinks or downlinks flight data.
system
. Greenwich Mean rime (GMT) from the captain's clock The flight management computer has a built-in-test operation. Push
. Fuel flow tram the engine display panel or the fuel flow indicator the TEST button on the front of the computer to start the test. The
. Engine data tram the digital flight guidance system TEST lN PROGRESS light stays on during the test. The fail light
. Heading and attitude data from the heading/attitude system comes on after the test if the test fails.
- Vertical Gyros/Directional Gyros (VG/DG), or
- Attitude and Heading Reference System (AHRS),
or
- Inertial Reference System (IRS). The IRS also supplies
inertial data such as position, ve1ocities, and inertia1
a1titude/vertica1 speed
. Air data from the central air data system
. Distance data from the distance measurement equipment system
. Bearing data from the VOR/ILS System
. Weight-on-wheel from the proximity switch electronics unit
. An FMS/SOURCE SELECTION switch permits the captain and
first officer to use the same flight management computer.
The flight crew uses the multipurpose contral display units to put the
flight plan into the flight management computers. The electronic
flight instrument system can show this flight plan. The flight
management computers send guidance commands to the digital
flight guidance system.
The flight management computer-l gets a navigation database from
the data loader.
The flight management computer connects to the optional ARINC

FMS FLIGHT PROFILE
GENERAL
The Flight Management System (FMS) (with interfacing aircraft equipment) forms an integrated, fu11-flight regime control and information
system. The FMS provides automatic navigation, guidance, map displays, and in-flight performance optimization. The FMS reduces the cockpit
workload by eliminating many routine tasks and computations norma11y performed by the flight crew. The system operates continuously at a11
times if properly initialized. The FMS can be coupled to the autopilot, the flight director, and the autothrottles to provide guidance for controlling
roll, pitch, and engine thrust. Fully automatic guidance along flight paths is available through the FMS Lateral Navigation (LNAV) and Vertical
Navigation (VNAV) modes. LNAVand VNAV may be used separately or together.
Description
Lateral guidance is provided from the aircraft’s present position to The FMS also uses this profile to provide commands to the
waypoints which are part of an active route.The LNAV guidance autothrottles for speed/thrust control. During climb, the speed
function campares the aircraft actual position with the desired flight schedule is determined by a speed transition altitude which is stored
path and generates steering commands to the autopilot or flight by the FMS for the origin airport. Below transition altitude the speed
director that cause the aircraft to fly the desired path. Lateral is 250 knots. Above the transition altitude the system uses an
guidance includes route activation, route leg sequencing, and leg economy climb schedule based on gross weight, the entered cruise
updating. altitude, and the entered cost index (the higher the cost index, the
higher the speed). After reaching the cruise altitude, VNAV will
Vertical guidance includes the climb, cruise, and descent phases of maintain an economy cruise or crew selected speed until the descent
the flight plan. The flight planning capability in the FMS allows for phase is reached.
entering departure, arrival, and approach segments and individual
waypoints that have altitude restraints. These constraints, as well as During descent, the FMS constructs the optimum vertical path that
the entered cruise altitude and crew entered cost index, define the complies with specified constraints. The FMS will ensure that the
vertical profile to which the FMS provides guidance. Based on this aircraft speed is less than 250 knots when below the transition
profile, the FMS provides commands to the autopilot and the flight altitude for the destination airport. The FMS descent path terminates
director for pitch control. at an end of descent waypoint, normally the approach fix.

FLIGHT MANAGEMENT COMPUTER
General
The Advanced Flight Management Computer (AFMC) is a multiprocessor unit that functions as an interface between the flight crew, the display
units and designated subsystem. The AFMC intergrates information from air data, attitude heading reference, radio navigation and crew entered
data. The computer performs the internal computations and provides continual updating of input/output data relating to navigation, aircraft
guidance and control, data display, EFIS processing and aircraft performance management.
Description
The AFMC basically consists of electronic circuitry assembled on multi-layer printed circuit boards. The unit is a 10 x 15 x 7 LRU that weighs
approximately 28 pounds. The front panel contains a test connecter with access cover (for in-shop maintenance). FAIL (red) light, TEST IN
PROGRESS (yellow) light, Initiate Test/Lamp Test switch and a carring handle. The rear panel contains ARINC 600 sixe tow connecter and is
mechanically keyed to prevent incorrect mating. The AFMC chassis is designed to accommodate 13 Circuit Card Assemblies (CCA). The self-
contained power supply is a removable subassembly. The LRU is hard-mounted in the aircraft to be force-air-cooled.
Operation
The AFMC is designed to be self-tested (BITE). When an error is

detected by BITE, the AFMC will try to correct the fault via power
interrupts, scratch-pad clearing and resets. If fault is not corrected,
the AFMC goes into the latch fail mode. This will prevent further
processing until it is restarted and power-up test is completed
without further failure Initiation of the AFMC maintenance test .
Press the "Initiate Test" pushbutton on front panel
. Amber lamp will illuminate (labeled as "TEST IN PROGRESS")
. Amber lamp will extinguish if all BITE tests are valid
. If BITE sustains a fault, the FAIL (red) light will illuminate
. The self-test takes about 30 seconds to complete
. The maintenance self-test can only be performed while aircraft is
on the ground through WOW signal

MULTIPURPOSE CONTROL DISPLAY UNIT
GENERAL
The Multipurpose Control Display Unit (MCDU) provides the means for manually inserting system control parameters and for selecting modes
of operation. The MCDU also provides Flight Management Systems (FMS) readout capability and verifies data stored in memory.
Description
The MCDU is a panel-mounted unit with a 7.5 inch high by 5.75 inch wide faceplate. A 14 inch by 24 character Cathode Ray Tube (CRT) is
employed for the display comprised of six addressable data lines with associated title, label, and scratchpad line. The unit is forced-air cooled and
weighs approximately 17 pounds.
Keyboard Functions Clear Key

. Clears data from scratchpad display area one character at a time
Brightness Knob . Holding down CLR key for at least 2 seconds will erase entire
. Adjusts intensity of CRT scratchpad.
. CRT is readable in direct sunlight.
Line Select Keys
. Selects alternate display presentations
. Selects data from scratchpad for entry in data fields.
Function/Mode Keys
. For selecting Function/Mode, i.e., DEP/ARR key selects departure
and/or arrival procedures and runways
. MENU key selects subsystem menus.
Alphanumeric Keys
. For entering data into the scratchpad display area
. For deleting data as required.
Annunciators
. Will illuminate, i.e.: when modifying flight plan, light bar on
"EXEC" key lights up
. In addition to "EXEC" key annunciator there are 4 other
annunciators; MENU/MSG and DSPY/OFST.

DUAL FLIGHT MANAGEMENT SYSTEM
The Flight Management System (FMS) controls the lateral and vertical navigation of the aircraft. The Multipurpose Control Display Units
(MCDUs) permit the selection of the flight management system functions and the entry of a flight plan. The units also permit the flight crew to
see the flight plan and performance data.
. Position (latitude and longitude)

The Advanced Flight Management Computer (AFMC) supplies . Ground speed
automatic navigation after the entry of the position initialization . Altitude
data, performance initialization data, and a flight plan (route). . Altitude rate (vertical speed)
. Time mark data,accurate Universal Time Coordinated (UTC) also
The digital flight guidance computers can use the AFMC data for called Zulu time or Greenwich Mean Time (GMT)
autopilot/flight director and autothrottle control. The navigation . Receiver Autonomous Integrity Monitor (RAIM) and sensor status
displays can show a map from the AFMC's flight plan. - This gives system and satellite reliability data to the
advanced flight management computers.
Each AFMC has a navigation data base and a performance data base. The AFMCs also use data from the Heading and Attitude
(HDG/ATT) system, the Distance Measuring Equipment (DME)
. The navigation data base has navigation data. interrogators, the central air data computers, and the VOR/ILS
- Some examples of this data are waypoints, navaids, system.
company routes, and airports.
- The data loader permits a maintenance person to update the The AFMCs calculate:
navigation data base. This usually occurs each 28 days.
. The performance data base has aircraft performance data. Some . The present position
examples of this data are the engine type, fuel flow, and drag factors. . Heading data
. Aircraft track and track angle error.
OPERATION
The Global Navigation System Sensor Units (GNSSU) (optional) The MAG/TRUE switches supply the mag/true selection discretes.
uses signals from the satellites to provide accurate GPS navigation This tells the AFMCs to calculate the heading as magnetic north or
data to the advanced AFMCs. This data includes: true north.

DUAL FLIGHT MANAGEMENT SYSTEM (continued)
The AFMCs use engine and air data to calculate the most DUAL COMPUTER MODE
satisfactory speed and Engine Pressure Ratio (EPR).
During the dual computer mode, the two computers always operate
The AFMCs automatically set the distance measuring equipment together. One computer operates as a master, the other computer
interrogators to 4 channels from the navigation data base. The operates as a slave. The master computer makes sure the two
computers set the interrogators to 1 channel at a time, and examine computers use the same inputs and make the same calculations. The
the range data. Between the automatic channel selections, the crosstalk bus permits the slave computer to synchronize its data to
computer sets the interrogators back to the channel paired to the set the master.
VOR frequency. During usual operation each AFMC controls its Each AFMC performs its own calculations, but only the master
onside tuning converter. The FMS switching relays permit one computer controls some functions. There are three types of master
computer to control the two tuning converters. slave relationships:
. The synchronization master/slave
The AFMCs supply the flight plan, map data, and crosstrack . The button push master/slave
deviation data to the symbol generators. The applicable data shows . The automat;c tuning master/slave.
on the primary flight displayand the navigation display with the
selection of the MAP or PLAN modes (not shown) . SYNCHRONIZATION MASTER/SLAVE
The AFMCs also supply pitch and roll steering, target airspeed data, The synchronization master controls all changes to the active lateral
Flight Mode Annunciator (FMA) display data, and throttle (engine or vertical flight plans. The slave computer examines the changes
pressure ratio) commands to the digital flight guidance computers. from the master computer and makes sure that its data is the same.
. The digital flight guidance computer uses the roll steering data
during operation in the NAV mode. Wi th the autopi lot on and FMS source selection switch (not shown)
. The digital fl ight guidance computer uses the pitch steering data set to the NORM position, the digital flight guidance computer 1/2
and throttle commands during operation in the Vertical Navigation switch sets the synchronization master.
(VNAV) mode. . AFMC-l is the synchronization master with the switch set to 1.
. The flight mode annunciator display data shows on the flight mode . AFMC-2 i s the synchroni zat ion master with the switch set to 2.
annunciators (not shown) during the NAV or VNAV modes.

DUAL FLIGHT MANAGEMENT SYSTEM (continued)
BUTTON PUSH MASTER/SLAVE

INDEPENDENT COMPUTER MODE
The AFMC-l is the button push master. Each computer processes all
the but ton pushes from the multipurpose control di splay unit. The During the independent computer mode, one computer does all the
master computer eues the but ton pushes and makes sure the two calculations and supplies all the data. The message SINGLE AFMC
computers process the same but ton pushes at the same time. This OPERATION shows in the multipurpose control display unit
does not include the alpha-numeric buttons. Each computer scratchpad duri ng the i ndependent computer mode.
processes its onside alpha-numeric button pushes. This mode automatically starts when one of these conditions occur:
AUTOMATIC TUNING MASTER/SLAVE . The failure of an AFMC

. The engine/airframe program pins do not match the performance
The AFMC-l is the navigation automatic turning master. The data base in one of the computers
navigation automatic turning master computer controls the automatic . The navigation data base is not he same in the two computers (the
selection of the distance measuring equipment interrogator channel. last computer that powers up does not operate).
Each computer sets the channel for its onside interrogator. The
master computer sets the channel for its onside interrogator and The se1ection of BOTH ON 1 or BOTH ON 2 on the FMS source
supplies this data to the slave computer. The slave computer sets its selection switch also starts the independent computer mode.
onside interrogator to the same channel as the master.

MCDU MENU DISPLAY
The flight crew and maintenance persons interface with specified systems through the Multipurpose Control Display Unit (MCDU) menu. The
(ACT) indication shows adjacent to the active subsystem. This is the system that the MCDU is connected to. When another subsystem requests
an interface with the flight crew, the MENU annunciator comes on and the (REQ) indication shows adjacent to the applicable selection on the
MCDU.
ADAS
The MCDU connects with these systems: Push the line select key adjacent to the ADAS selection to permit
. The Advanced Flight Management Computer (AFMC) access to data kept in the Digital Flight Data Acquisition Unit
. The ARINC Communication Addressing and Reporting System (DFDAU).
(ACARS) (optional)
. The Aircraft Data Acquisition System (ADAS) (optional) IRS INIT/REF
. The Inertial Reference System (IRS) (optional) Push the line select key adjacent to the IRS INIT/REF
. The TEST PANEL function (optional interface). (Initialization/Reference) selection to permit access to the IRS INIT
/REF page. This page permits a person to put the present position
AFMC PAGES data in the inertial reference units. The IRS INIT/REF page also
Push the line select key adjacent to the AFMC selection to permit permits the entry of the correct heading during the attitude mode of
access to the flight management computer. The flight crew can put operation. The IRS INIT/REF selection does not show if the MCDU
flight plan data in the computer, and get flight plan and performance is not configured for IRSoperation.
data from the computer.
TEST PANEL
. With a dual AFMC installation: Push the line select key adjacent to the TEST PANEL selection to
- The captain's MCDU normally connects with AFMC-l. permit access to the test features of the digital flight guidance
- The first officer's MDCU normally connects with AFMC-2. computers and the electronic flight instrument system symbol
- The FMS source select switch (not shawn) permits both MCDUs to generators. The TEST PANEL selection does not show if the MCDU
connect to an AFMC. is not configured for TEST PANEL operation.
ACARS RETURN
Push the line select key adjacent to the ACARS selection to permit Push the line select key adjacent to the RETURN selection to go
access to the ACARS system. This permits a person to send and back to the active subsystem. Return only shows when there has
receive ACARS messages. been an active subsystem.

FMS INIT/REF INDEX SUMMARY (lOF 2)
The INIT/REF INDEX page permits the selection of the Flight Management System (FMS) initialization and reference pages. Push the line
select key adjacent to the INDEX selection on the IDENT page (not shown) to show the INIT/REF INDEX page.
Push the line select key adjacent to the IDENT selection to go back The APPROACH REF page permits the entry of the approach
to the IDENT page. reference data.
The POS INIT page permits the entry of the present position. The . Push the line select key adjacent to the APPROACH selection to
optional Global Navigation System (GNS) automatically supplies show the APPROACH REF page.
the correct position data. . Push the line select key adjacent to the INDEX selection to go back
to the INIT/REF INDEX page.
. Push the line select key adjacent to the POS selection to show the
POS INIT page.
. Push the line select key adjacent to the INDEX selection to go back
The PERF INIT page permits the entry of the performance data.
. Push the line select key adjacent to the PERF selection to show the
PERF INIT page.
The TAKEOFF REF page shows the takeoff reference data.
. Push the line select key adjacent to the TAKEOFF selection to

show the TAKEOFF REF page.

FMS INIT/REF INDEX (2 OF 2)
The INIT/REF INDEX page permits the selection of the flight management system initialization and reference pages.
The REF NAV DATA page permits a person to see data about a . Push the 1ine select key adjacent to the GNS PRED selection to
waypoint, navaid, airport or runway. show the PREDICTIVE RAIM page.
. Push the line select key adjacent to the NAV DATA selection to to the INIT/REF INDEX page.
show the REF NAV DATA page.
. Push the alphanumeric keys to put the identifier (not shown) in the The MAINTENANCE INDEX page permits the selection of the
scratchpad. maintenance pages.
. Push the line select key adjacent to the blank field below WPT
IDENT to see the data. . Push the applicable alpha KEYS to put the maintenance password,
. Push the 1ine select key adjacent to the INDEX selection to go DAC, into the scratchpad.
back to the INIT/REF INDEX page. . Push the line select key adjacent to the MAINT selection to show
the MAINTENANCE INDEX page.
The PERF HISTORY page permits a person to see the performance . Push the 1ine select key adjacent to the INDEX selection to go
history data. back to the INIT/REF INDEX page.
. Push the line select key adjacent to the HISTORY selection to

show the PERF HISTORY page.
The PREDICTIVE RAIM (Receiver Autonomous Integrity Monitor)

page shows the status of the optional Global Navigation System
(GNS). This page tells the flight crew if the satellite coverage will be
satisfactory at the destination. A second page of the predictive GNS
(not shown) tells the flight crew if the GNS is available for the set
route.

MAINTENANCE INDEX PAGE SELECTION (FMS)
The MAINTENANCE INDEX of the multipurpose control display unit permits access to different maintenance pages.
To access the MAINTENANCE INDEX:

Push the 1ine select key adjacent to the PERF FACTR selection to
. Push the line select key adjacent to the INDEX selection on the access the PERF FACTR page (not shown).The PERF FACTR page
IDENT page shows the performance factors that the f1ight management computer
. The INIT/REF INDEX page shows uses for vertical navigation.
. Put the maintenance password, DAC, into the scratchpad
. Push the 1ine select key adjacent to the MAINT selection to move On aircraft equipped with an Inertia1 Reference System (IRS) 1ine
the password to line 6R. The MAINTENANCE INDEX shows. 2R shows IRS MONITR. Push the 1ine select key adjacent to the
IRS MONITR selection to access the IRS MONITOR page (not
MAINTENANCE PAGES shown). The IRS MONITOR page shows the drift rate of the inertia1
reference units.
Push the 1ine select key adjacent to the CROSS LOAD selection to
access the CROSS LOAD page (not shown). The CROSS LOAD On aircraft equipped with -926 and later F1ight Management
function on1y operates with the installation of two f1ight Computers (FMC), the MEMORY se1ection shows on 1ine 4L.Push
management systems. The function permits one computer to send the 1ine select key adjacent to the MEMORY selection to access the
data to the other computer. MEMORY page (not shown). The MEMORY page shows the
memory readout of the f1ight management computer.
Push the 1ine select key adjacent to the DATA STAT selection to
access the DATA STAT page (not shown). The DATA STAT page Push the 1ine select key adjacent to the INDEX selection to go back
shows the status of the f1ight management system inputs. to the INIT/REF INDEX.
Push the1ine select key adjacent to the DISCRETES selection to

access the DISCRETES page (not shown). The DISCRETES page
shows the status of changeab1e discrete inputs to the f1ight
management system.

FLIGHT MANAGEMENT COMPUTER DATA STATUS PAGES
The data status pages show the status of the line replaceable units (sensors). The sensors give data to the Flight Management Computer (FMC).
NOTE: With the installation of two flight management computers, . FAIL shows when one of these two conditions occur:
examine the data status pages for the two computers. Some - The line replaceable unit has no transmitted output because
line replaceable units supply only one computer. of no power
- A defective unit.
To access the AFMC DATA STATUS page 1/2, push the line select . TEST shows when the 1ine rep1aceab1e unit is in self-test.
key adjacent to the DATA STAT selection on the MAINTENANCE . OK shows all the input labels are correct
INDEX page. To access page 2/2 push the button, identified with the . Three dashes (---) show no 1ine rep1aceable unit is input to this
label NEXT PAGE, on the front of the multipurpose control display side.
unit.
OPERATION
A person can not make a selection, deletion, or make an entry from

these data status pages.
The data on the pages is in four columns. The left column, identified
with a label LRU, is for the line replaceable units. The second
column, identified with a label (1), is for the line replaceable unit in
the number-l position. The third column, identified with a label (3),
is for the line replaceable unit in the number-3 position. The fourth
co1umn, identified with a label (2), is for the line replaceab1e unit in
the number-2 position.
The status of each 1ine rep1aceab1e unit can show four different
states:

FLIGHT MANAGEMENT COMPUTER ANALOG DISCRETE PAGES
The ANALOG DISCR (discretes) pages show the status of changeable inputs to the flight management computer. This data shows in real time
and changes show as they occur. The MAINTENANCE INDEX page (not shown) on the Multipurpose Control Display Unit (MCDU) permits
the selection of the ANALOG DISCR pages.
There are two ANALOG DISCR pages. Page 1 shows after the The ANALOG DISCR page 2 shows the selection of program pins
selection of the ANALOG DISCR pages. and sources select discrete inputs to the flight management
. Push the NEXT PAGE button (not shown) to go from page 1 to computer. The program pins are part of the flight management
page 2.Push the next page button again to go back to page 1. computer’s wiring.
. Push the PREV PAGE button (not shown) to go from page 2 to
page 1. . The CAA FLT RULES (Civil Aviation Authority) program pin
option shows ENABLE or DISABLE.
DESCRIPTION . KILOGRAM OPTION program pin option shows ENABLE or
DISABLE.
The ANALOG DISCR page 1 shows the status of discrete inputs to . The OFFSIDE MC DU I/P discrete shows ENABLE or DISABLE.
the flight management computer. With two discrete inputs, the status The flight management computer uses data from the offside
of each input shows in the applicable column for the number-1 or multipurpose control display unit when the status shows ENABLE.
number-2 system. With one discrete input, the status of the input . The GNS ENABLE program pi n option shows ENABLE or
shows between the number-1 and number-2 columns. These systems DISABLE of the Global Navigation System (GNS) updates for the
show on page 1: flight management system.
. The NDB SIZE OPTION shows the program pin selection of the
. The two A/C PACK (Air Conditioning) ON or OFF Navigation Database size in Kilobytes (K).
. The two X-FEED VALVE (Crossfeed) OP (Open) or CL (Closed) . The SRCE/DEST INDENT shows the Source Destination
. The two ENGINE A/ICE (Anti-ice) system ON or OFF Identification program pin (1) or (2) .
. The A/F ICE PROT (Airfoil Ice Protection) system ON or OFF . The LANDING GEAR shows UP or DOWN.
. The WOW SWITCH (Weight-On-Wheel s) GND (Ground) or FLT . The MCDU SRCE SEL shows the status of the FMS source
(Flight) selection switch (not shown) on aircraft with two flight
. The MAG/TRUE heading MAG (Magnetic North) or TRUE (True management computers. The status shows NORM, BOTH1, or
North). BOTH2.

INFORMATION/WORK SHEET
NO: IS 34-30
DATE: July 2, 1990
REV:
TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES
____________________________________________________________________________________________________________________
FOREWORD
This Information sheet adds data to the course content.
MCDU messages are of three types: MCDU ALERT, MCDU ENTRY

RESPONSE ADVISORY, and MCDU ADVISORY. Table 1 summarizes
MCDU ALERT MESSAGES that may be displayed. ALERT messages
are generated and displayed in the scratchpad of both MCDUs' simultaneously
when a condition arises that will adveresly affect subsequent operation of the
Advanced Flight Management System (AFMS) configuration, some messages
are "split messages" and will appear only in the scratchpad of the MCDU
corresponding to the Advanced Flight Management Computer (AFMC) that
detects the condition.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
The following ALERT messages are "split messages" as well:
VERIFY IRS POSITIONS*

SELECT TRUE HDG*
LONG RANGE VOR*
DEAD RECKONING**
IRS NAV ONLY*
VERIFY POSITION
NOTE: * Denotes IRS-equipped aircraft only

** Denotes Non-IRS-equipped aircraft only
The presence of ALERT messages will illuminate the MSG

annunciator on the MCDU. ln addition, the MCDU MSG
annunciation will illuminate on the Primary Flight Display (PFD).
Selective ALERT messages will cause the PFD MCDU MSG

annunciation to be displayed in amber color, while all other
ALERT messages will cause the annunciation to be in white.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
The following ALERT messages will cause the PFD MCDU MSG
annunciator to be displayed in amber:
Insufficient Fuel
Single AFMC Operation
Reset FGCP ALT
Not on Intercept Track
Descent Path Inhibited
Low Temp Condition
Discontinuity
Check ALT TGT
Tune Nav XXX X
Drag Required
Check MAX ALT
Select True HDG
Invalid DFGC CONFIG
End of Route, End of Offset
Select MCT

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
Table 1, lists all of the MCDU ALERT Messages along with their cause.
In the table *Denotes IRS-equipped aircraft and **Denotes
Non-IRS-equipped aircraft. Amber PFD MCDU MSG annunciations
are identified.
TABLE 1 MCDU ALERT MESSAGES
Message Cause
AHRS (1) FAIL Either AHRS (1) has stopped sending data to the
AFMC or it is sending data that is not valid.
AHRS (2) FAIL Either AHRS (2) has stopped sending data to the
AFMC or it is sending data that is not valid.
ALT CONSTRAINT When a constraint or part of a constraint is not

ALTERED applied due to cruise altitude comparison.
CADC (1) DATA FAIL The AFMC has determined that CADC (1)
data is NOT valid.
CADC (2) DATA FAIL The AFMC has determined that CADC (2)
data is NOT valid.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
CHECK ALT TGT VNAV is engaged and the aircraft is between the FGCP and
AFMC targetaltitude. Engine Out mode is EXECuted and the
aircraft has slowed to the E/O speed + 5 Knots, and the aircraft
is level at the FGCP window altitude which is higher than
E/O maximum altitude (amber MCDU MSG on PFD).
CHECK MAX ALT VNAV is engaged and Engine Out mode is EXECuted
and the E/O maximum altitude drops below the cruise altitude
(amber MCDU MSG on PFD).
CLOCK FAIL Either CLOCK has stopped sending data to the AFMC
or it is sending data that is net va1id.
DEAD RECKONING** AFMC in DEAD RECKONING mode for navigation

(amber D/R on PFD).
DESCENT PATH VNAV is engaged and all waypoint altitude

DELETED constraints defining descent path are deleted.
DESCENT PATH VNAV is engaged and in descent, NAV is disengaged

INHIBITED the vertical guidance has net been terminated, and either
the track angle error is greater than 90 degrees and the
roll command error is greater than 20 degrees or the
cross track error is greater than 21 nautical miles
(amber MCDU MSG on the PFD).

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
DFGC (1) BUS FAIL No data has come from the DFGC (1) for more
than 1 second.
DFGC (2) BUS FAIL No date has come from the DFGC (2) for more
than 1 second.
DFGC MISC DATA (1) The DFGC has determined that miscellaneous data
FAIL from the No. 1 side is NOT valid. The miscellaneous
DFGC data consists of EPR data THROTTLE data,
ALT SEL, FLAPS, SLATS, and EPR LIM.
DFGC MISC DATA (2) The DFGC has determined that miscellaneous data
FAIL from the No. 2 side is NOT va1id. The miscellaneous
DFGC data cons1sts of EPR data, THROTTLE data,
ALT SEL, FLAPS, SLATS, and EPR LIM.
DI SCONTINUITY NAV is engaged and aircraft entered route discontinuity.

NAV will disengage in a DISCONTINUITY if the current
track does not intercept the active leg (amber MCDU MSG
in PFD).
DME (1) FAIL Either DME (1) has stopped sending data to the AFMC or
it is sending data that is not valid.
DME (2) FAIL Either DME (2) has stopped sending data to the AFMC or
it is sending data that is not valid.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
DRAG REQUIRED VNAV is engaged, flaps less than 26 degrees and
additional drag is required to track descent path and
maintain commanded speed (amber MC DU MSG on PFD).
END OF OFFSET NAV is engaged and end of active route offset overflown.
NAV will disengage at END OF OFFSET if not on
intercept track (amber MCDU MSG on PFD).
END OF ROUTE NAV is engaged and end of active route over-flown.

NAV will disengage at END OF ROUTE
FUEL QTY ERROR Fuel totalizer and calculated values disagree by

PROG 2/2 3000 lb (1360 kg).
FUEL QTY SENSOR Either the FQS has stopped sending data to the AFMC or.
FAIL it is sending data that is not valid
ILS (1) DATA FAIL The DFGC has determined that the data from ILS (1) is NOT
valid, or the SSM for the ILS FREQUENCY indicates FAIL.
ILS (2) DATA FAIL The DFGC has determined that the data from ILS (2) is NOT
va1id, or the SSM for the ILS FREQUENCY indicates FAIL.
INSUFFICIENT FUEL Estimated fuel at destination is less than RESERVES value


NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
INVALID DFGC One or both of the DFGCs are not -970 or later.
CONFIG This message will flash in the scratchpad and
prevents any data entry (amber MCDU MSG on PFD).
IRS (1) FAIL* Either IRU (1) has stopped transmitting data
or the data transmitted is not valid.
IRS (2) FAIL* Either IRU (2) has stopped transmitting data
or the data transmitted is not valid.
IRS NAV ONLY* AFMC has been navigating without radio updating
for more than 12 minutes above or 10 minutes below
15,000 feet.
LIMIT ALT VNAV engagement is attempted and aircraft altitude

FLNNN is approaching or exceed1ng the VNAV maneuver limit
altitude.
FUEL FLOW (1) The data computed by the AFMC for fuel flow from
DATA FAIL FUEL FLOW SENSOR (1) is either out of bounds for
the reasonableness check or has exceeded the delta check limit.
FUEL FLOW (2) The data computed by the AFMC for fuel flow from
DATA FAIL FUEL FLOW SENSOR (2) is either out of bounds for
the reasonableness check or has exceeded the delta check limit.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
LONG RANGE NAV is engaged and the FMS is in the DME-VOR mode of
VOR** navigation and the VOR navaid being tuned is more than
150 nautical miles from the aircraft (amber MCDU MSG on PFD).
LOW TEMP VNAV is engaged and airfoil anti-ice is required and

CONDITION engine EPR at upper limit (amber MCDU MSG on PFD)
NO ACTIVE ROUTE NAV selected, but no route is activated.
NOT ON INTERCEPT NAV selected and aircraft outside active leg

TRACK capture criteria and current track will not intercept
the active leg (amber MCDU MSG on PFD).
PERF/NAV NAV selected without gross weight, cost index, and

UNAVAlLABLE cruise altitude entry.
PERF/VNAV VNAV selected without gross weight, cost index, and

UNAVAILABLE cruise altitude entry.
PLATFORM (1) The DFGC has determined that platform (1) data is
DATA FAIL NOT valid. The platform data consists of NORM ACC,
LONG ACC, MAG HDG, PITCH, ROLL, and VERT ACC.
PLATFORM (2) The DFGC has determined that platform (2) data is
DATA FAIL NOT valid. The platform data consists of NORM ACC
LONG ACC, MAG HDG, PITCH, ROLL, and VERT ACC.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
RADIO ONLY AFMC in RADIO ONLY mode for navigation.
NOTE: This message will be displayed only if radio
data is valid and IRS or AHRS has failed.
At this point the FMS will drop out of NAV
and VNAV.
RE-ENTER IRS Position entered though the MCDU does not correspond
POSITION* to the internal (or previously entered) IRU position.
RES ET FGCP ALT VNAV is engaged and approaching T/D point with
FGCP set at or above cruise altitude (amber MCDU
MSG MESSAGE on PFD).
RESYNC FAIL Resynchronization is unsuccessful and one AFMC

SINGLE AFMC is shut down (amber MC DU MSG on PFD - split message).
RESYNCING One AFMC is being resynchronzied by the other AFMC

OTHER AFMC (WHITE OR AMBER) (split message).
SELECT MCT Engine Out mode is selected with a thrust mode other
than MCT selected (amber MC DU MSG on PFD).
SELECT TRUE MAG/TRUE switch selected to MAG state and

HDG* the aircraft is approaching a latitude in which the
magnetic heading becomes invalid (73 degrees North
latitude and 60 degrees South latitude - amber MCDU MSG on PFD).

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
SIMSOFT ENGAGED SimSoft becomes operationa1.(Simu1ator Software)
SINGLE AFMC One AFMC is inoperative (amber MCDU MSG on PFD

OPERATION split message).
TUNE NAV – XXXX RNAV or VOR approach procedure requires a specific navaid
to be tuned, and it is either not tuned or a va1id signal is not
being received (amber MCDU MSG on PFD).
UNABLE NEXT ALT VNAV is engaged and c1imb gradient not great
enough to comp1y with waypoint altitude constraint.
VERIFY IRS* Position and velocity data from the two IRUs exceed
POSITIONS the comparison thresho1d (4+3t up to 25 nautica1 miles
for position and 20 knots for velocity (amber MCDU MDG
on the PFD).
VERIFY POSITION When the radio position is more than 12 nautica1

miles from the AFMC position, or two AFMC positions
are more than 4 nautica1 miles apart.
VOR (1) FAIL Either VOR (1) has stopped sending data to the AFMC,
or it is sending inva1id data.
VOR (2) FAIL Either VOR (2) has stopped sending data to the AFMC,
or it is sending inva1id data.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
ALERT messages have precedence over any other data displayed on

the MCDU scratchpad line. If more than one ALERT message is
generated, the subsequent messages will be stored but not displayed
until all prior ALERT messages have been cleared. ALERT messages
are cleared one at a time on both MCDU's simultaneously when either
CLR key is pressed sequentially. No data entries can be made on either
scratchpad line until all ALERT messages have been cleared.
Data that was displayed in the scratchpad line prior to generation
of the ALERT message is stored and will return to view when all
ALERT messages have been cleared.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
MCDU Entry RESPONSE ADVISORY MESSAGES are summarized in TABLE 2.
These messages appear on the applicable MCDU only when an attempt
is made to enter data that is incompatible with other AFMC factors.
No data can be entered into the MCDU scratchpad until the message
is removed by pressing the CLR key of the applicable MCDU.
TABLE 2 MCDU ENTRY RESPONSE ADVISORY MESSAGES
Message Cause
ARRIVAL N/A FOR Selected arrival and runway are incompatible.

RUNWAY
CRS REVERSAL Entered route contains a course reversal at final

AT FA FIX approach fix.
INVALID DELETE Delete function attempted where not allowed.
INVALID ENTRY The entry has an incorrect format and/or range.
NOT IN DATA Data not in navigation data base.

BASE
ROUTE FULL AFMC route is filled to allowable waypoint capacity.
RUNWAY N/A FOR SID Runway not compatible with SID.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
RUNWAY NOT Runway update prompt on TAKEOFF REF page was

SPECIFIED depressed when a runway had not been specified.
STANDBY ONE The AFMC requires more than 6 seconds to complete

requested flight plan operation.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
MCDU AVISORY MESSAGES are shown in TABLE 3. The ADVISORY messages
will appear on the applicable MCDU only. Data entry can overwrite the advisory
messages of TABLE 3. The message will return, however, as soon as the data entry
is removed from the scratchpad line. The message can be permanently removed by
pressing the CLR key of the the applicable MCDU.
TABLE 3 MCDU ADVISORY MESSAGES
Message Cause
DELETE DEL key pushed.
MAX ALT FLNNN Entered cruise altitude greater than AFMC

computed maximum altitude for specified
vertical modes.
NNNNN VANV is engaged, CLIMB or CRUISE page

displayed, and new cruise altitude set in FGCP (NNNNN).
NO ACTIVE ROUTE DIR/INTC key pushed without active route.
NOT ON AIRWAY Attempting to close an airway with a waypoint that

is not on that airway.
RW/ILS FREQ LOC captured and ILS frequency does not match
ERROR frequency for runway in active route.

NO: IS 34-30
DATE: July 2, 1990
REV:
____________________________________________________________________________________________________________________
UNABLE CRZ ALT Entered cruise altitude results in a zero

cruise time prediction.
The generation of any message listed in TABLE 2 or TABLE 3 will

illuminate the MSG annunciator on the applicable MCDU but will
not cause the MC DU message annunciator on the PFD to be displayed.

Sim TTM 83 34 - fms2 Level3

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MD 83 – FAMILY

MD-TECH TRAINING MANUAL

CHAPTER 34-FMS 2 (LEVEL III)

MD80 Training Manual p.34-fms-2 24/06/2007

MD80 Training Manual p.34-fms-4 24/06/2007

The AFMC is designed to be self-tested (BITE). When an error is

MD80 Training Manual p.34-fms-6 24/06/2007

Keyboard Functions Clear Key

MD80 Training Manual p.34-fms-8 24/06/2007

. Position (latitude and longitude)

MD80 Training Manual p.34-fms-10 24/06/2007

MD80 Training Manual p.34-fms-12 24/06/2007

BUTTON PUSH MASTER/SLAVE

AUTOMATIC TUNING MASTER/SLAVE . The failure of an AFMC

MD80 Training Manual p.34-fms-14 24/06/2007

MD80 Training Manual p.34-fms-16 24/06/2007

The TAKEOFF REF page shows the takeoff reference data.

. Push the line select key adjacent to the TAKEOFF selection to

MD80 Training Manual p.34-fms-18 24/06/2007

. Push the line select key adjacent to the HISTORY selection to

The PREDICTIVE RAIM (Receiver Autonomous Integrity Monitor)

MD80 Training Manual p.34-fms-20 24/06/2007

To access the MAINTENANCE INDEX:

Push the1ine select key adjacent to the DISCRETES selection to

MD80 Training Manual p.34-fms-22 24/06/2007

A person can not make a selection, deletion, or make an entry from

MD80 Training Manual p.34-fms-24 24/06/2007

MD80 Training Manual p.34-fms-26 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

MCDU messages are of three types: MCDU ALERT, MCDU ENTRY

MD80 Training Manual p.34-fms-28 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

The following ALERT messages are "split messages" as well:

VERIFY IRS POSITIONS*

NOTE: * Denotes IRS-equipped aircraft only

The presence of ALERT messages will illuminate the MSG

Selective ALERT messages will cause the PFD MCDU MSG

MD80 Training Manual p.34-fms-29 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

MD80 Training Manual p.34-fms-30 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

TABLE 1 MCDU ALERT MESSAGES

ALT CONSTRAINT When a constraint or part of a constraint is not

MD80 Training Manual p.34-fms-31 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

DEAD RECKONING** AFMC in DEAD RECKONING mode for navigation

DESCENT PATH VNAV is engaged and all waypoint altitude

DESCENT PATH VNAV is engaged and in descent, NAV is disengaged

MD80 Training Manual p.34-fms-32 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

DI SCONTINUITY NAV is engaged and aircraft entered route discontinuity.

MD80 Training Manual p.34-fms-33 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

END OF ROUTE NAV is engaged and end of active route over-flown.

FUEL QTY ERROR Fuel totalizer and calculated values disagree by

INSUFFICIENT FUEL Estimated fuel at destination is less than RESERVES value

MD80 Training Manual p.34-fms-34 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

LIMIT ALT VNAV engagement is attempted and aircraft altitude

MD80 Training Manual p.34-fms-35 24/06/2007

TITLE: MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU) MESSAGES

LOW TEMP VNAV is engaged and airfoil anti-ice is required and

NO ACTIVE ROUTE NAV selected, but no route is activated.