Ata 34 2 03 01

k engineering & maintenance
Training E & M
Boeing 747-400
Training manual
ATA-34 NAVIGATION
(PART 2)
Config: ALL
Training E & M
Boeing 747-400
Training manual
Config: ALL
Training E & M
NAVIGATION
TCAS
Boeing 747-400
Avionics
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) - TCAS II - COMPUTER TRACKING SCENARIO ............................ 32
INTRODUCTION ...................................................................... 2 TCAS II - PRINCIPLES ................................................................... 35
TCAS II ........................................................................................... 5 TCAS II - CONTROL AND DISPLAY MESSAGES ......................... 38
TCAS II - COMPONENT LOCATIONS ........................................... 8 TCAS II - NAVIGATION DISPLAYS .................................................. 40
TCAS II COMPONENT LOCATIONS - FLIGHT DECK ................... 10 TCAS II - PRIMARY FLIGHT DISPLAY ........................................... 44
TCAS II - INTERFACES-1 .............................................................. 15 TCAS II - AURAL MESSAGES ....................................................... 47
TCAS II - INTERFACES-2 .............................................................. 19 TCAS II - SYSTEM INPUTS/OUTPUTS ......................................... 53
TCAS II - COMPUTER ................................................................... 22 TCAS II - MICROPROCESSOR OPERATION .............................. 57
TCAS II - ATC/TCAS CONTROL PANEL ....................................... 24 MANUAL SELF TEST ..................................................................... 60
TCAS II - EFIS CONTROL PANEL ................................................. 26 TCAS II - CMC GROUND TEST..................................................... 62
TCAS II - DIRECTIONAL ANTENNA ............................................... 28 TCAS II - FLIGHT DECK EFFECTS AND CMC MESSAGES ........ 64
TCAS II - BASIC OPERATION ....................................................... 30
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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)

- INTRODUCTION
General TCAS II
The Traffic Alert and Collision Avoidance System (TCAS) alerts the TCAS II is the system installed on 747-400 airplanes. It supplies
flight crew of potential conflicts with other airplanes in the same both visual and aural advisories to the flight crew. Both TAs and RAs
area. TCAS tracks these other airplanes or intruders, if equipped are generated by this system. All commercial airlines and some
with a Air Traffic Control Radar Beacon System (ATCRBS), or a general aviation airplanes will be equipped with this system.
Mode S ATC transponder.
TCAS provides two types of collision avoidance alerts they are: TCAS III
TCAS III is still under development. When finished, it will have all the
- Traffic advisory (TA) capabilites of TCAS II, plus the ability to provide horizontal collision
- Resolution advisory (RA) avoidance maneuvers.
A TA shows the relative position of any intruder airplanes. An RA

shows a vertical maneuver to avoid a possible airplane collision.
TCAS I
TCAS I is the system intended for use on small commuter or general

aviation airplanes. TCAS I supplies proximity traffic advisories (TAs),
but does not produce resolution advisories (RAs).
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TCAS II
General Component Description
The TCAS II components are the: The TCAS II system is composed of only airborne components. The
TCAS computer is the main component of the system and
- TCAS computer communicates with both intruder airplane and on-board ATC
- Dual directional TCAS antennas transponders.
- ATC/TCAS control panel
Components that interface with the TCAS II are the:
- L & R ATC mode S transponder

- L & R radio altimeter (RA)
- R, C, or L inertial reference units (IRU’s)
- Ground proximity warning computer (GPWC)
- Modularized avionics and warning electronics assembly
(MAWEA)
- Integrated display system (IDS)
- L & R central maintenance computers (CMC’s)
- L & R distance measurement equipment (DME’s)
- Data management unit (DMU)
- Landing gear module
- Air/ground relay
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Component Description (cont)
The TCAS II computer works like an ATC ground station

interrogator. It transmits pulse coded interrogations at 1030 MHz on
both a top and bottom directional antenna. The TCAS II computer
sends a suppression pulse to both ATC transponders and to both
DME’s upon rf transmission.
TCAS antenna replies are received on 1090 MHz. The TCAS II

computer analyzes all inputs and computes the position of all
intruders and any possible collision courses.
The navigation displays (NDs) show the intruder symbols in different

shapes and colors. These symbols show the intruder’s priority,
position, relative altitude, along with a vertical speed arrow. Collision
avoidance flight cues show on the PFD attitude display.
The TCAS II computer sends aural collision avoidance messages

through the MAWEA to the aural warning speakers.
The CMC monitors the TCAS II status and starts the TCAS II ground
test.

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TCAS II - COMPONENT LOCATIONS
The TCAS II components are the:
- TCAS II computer
- Top directional TCAS II antenna
- Bottom directional TCAS II antenna
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TCAS II COMPONENT LOCATIONS - FLIGHT DECK
The TCAS II components in the flight deck are the:
- ATC/TCAS control panel

- TCAS circuit breaker
Components in the flight deck that interface with TCAS II are the:
- Left inboard and outboard IDU

- Right inboard and outboard IDU
- Lower IDU
- Left EFIS control panel
- Right EFIS control panel
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TCAS II - INTERFACES-1
Power GPWC Inputs
The TCAS II computer gets 115 volts ac from ac bus 3. The GPWC sends three discretes to the TCAS computer. These
discretes inhibit intruder resolution advisories during windshear,
ground proximity warning or ground proximity alert conditions.
Radio Altimeter Inputs
The TCAS II computer gets radio altimeter (RA) data from the left Landing Gear Control Module Input
and right RAs. The TCAS II processor uses RA data to:
The TCAS II computer uses the landing gear input discrete to make
- Set sensitivity levels the bottom TCAS antenna perform as an omnidirectional antenna
- Calculate intruder advisories when the landing gear is down.
Inertial Reference Unit Inputs Air/Ground Relay Input
The TCAS II computer gets inertial reference unit (IRU) data from The TCAS II computer uses the air/ground relay discrete to prevent
the IRU selected by the first officer. The TCAS II computer uses IRU TCAS test in the air. The air/ground discrete increments flight legs in
magnetic heading to smooth the intruder display on the ND. Pitch the TCAS fault history when the CMC fails.
and roll are not currently used by TCAS but are reserved for future
TCAS development.
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Program Pin Inputs
Four strapping type program pins set:
- The airplane altitude limit of 48 thousand feet for RA performance

calculations (no climb or increase climb cues when at this
altitude)
- A self-test inhibit function to prevent self-test in air
- The audio level of voice outputs
EIU Inputs
The left and center EIUs send resolution advisory RA display status
#1 discrete and the right EIU sends a RA display status #2 discrete
to the TCAS processor. These discretes provide the TCAS with the
IDU display capability. When the Captain and First Officer’s PFD is
unable to display RA data, both RA #1 and RA #2 are set from a
ground to an open. TCAS FAIL message shows on the ND’s when in
the TA/RA mode.
Switch to the TA only mode to allow TCAS to continue to display TA

data.
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TCAS II - INTERFACES-2
ATC Inputs/Outputs CMC Inputs/Outputs
The TCAS II computer gets ATC and control data from the ATC/ The TCAS II computer gets CMC data from the left CMC. The CMC
TCAS control panel through the selected left or right ATC. The ATC provides the TCAS processor with a ground test start cue. The
provides the TCAS processor with: TCAS computer sends the CMC’s TCAS status data.
- TCAS mode selection (TA only, or TA/RA)

- Uncorrected baro altitude TCAS II Voice Outputs
- Airplane identification code
- Maximum airspeed TCAS II sends aural alert annunciations to the MAWEA to alert the
flight crew to TAs and RAs. These signals go to both the left and
The TCAS computer sends coordination data to the active ATC right aural synthesizer cards.
transponder on a high speed ARINC 429 data bus. The on-board
transponder is a part of the data link system when TCAS is working
with other TCAS equipped airplanes.
Suppression Inputs/Outputs
The TCAS II computer gets a suppression pulse when the selected

ATC or the DMEs transmit. This suppression signal turns off the
TCAS receiver for the suppression period. When TCAS transmits, it
sends a suppression pulse to the selected ATC and the DMEs.
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IDU Display Outputs
IDU display data is sent out on ARINC 429 data buses to the PFDs
and NDs, the DMU and the Aux EICAS IDU. This data is the colored
TCAS II symbols on the NDs and the RA avoidance cues on the
PFDs.
Directional Antenna Inputs/Outputs
The top and bottom directional antennas transmit ATC interrogation

rf and receive transponder rf replies. The antennas contain four
steerable element passive arrays that are mounted at 0 degrees, 90
degrees, 180 degrees, and 270 degrees relative to the airplane
centerline. These antennas are unpowered, passive devices.
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TCAS II - COMPUTER
General Power
The microprocessor-based TCAS computer is the master control The TCAS II computer operates on 115vac.
unit for TCAS II. It has a computerized control system and an L-band
receiver/transmitter. Operation of TCAS is controlled by TCAS II
software resident in the TCAS processor memory. Control
Control is from the dual mode S control panel through an ARINC 429
Characteristics data bus. Both operation and functional test are selected here. A
pushbutton on the front panel allows for manual self-test of TCAS.
The TCAS II computer controls all surveillance, data acquisition,
tracking, advisory, and air-to-air maneuver coordination functions.
Some computer capabilities are:
- Surveillance of up to 45 targets/intruders, out to 30 nm

- Displays up to 30 closest intruders
- Communicate with up to 150 mode S transponder-equipped
airplanes.
TCAS II Computer Physical Description
The TCAS II computer is a 6 MCU size unit that weighs 28 lb.
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TCAS II - ATC/TCAS CONTROL PANEL
The ATC/TCAS control panel controls both ATC mode S

transponders and the TCAS II computer. The ATC functions
were covered in the ATC lesson. The TCAS functions are:
- STBY Transponder does not transmit or reply to interrogation, All

TCAS broadcast, surveillance and tracking operation are disabled
- TA mode select is a Traffic Advisory only mode. In this mode all
intruder traffic except RAs are displayed.
- TA/RA mode select is a Traffic Advisory/Resolution Advisory
mode. In this mode both traffic and resolution advisories are
displayed.
ABOVE-N-BELOW switch:
- ABV display intruder airplane from 9900 feet above to 2700 feet
below own airplane.
- N, display intruder airplane from 2700 feet above to 2700 feet
below own airplane.
- BELOW, display intruder airplane from 2700 feet above to 9900
feet below own airplane.
In any other mode, TCAS is placed in standby.
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TCAS II - EFIS CONTROL PANEL
General TFC (Traffic) Pushbutton
The left and right EFIS control panels control TCAS displays on the The EFIS control panel TFC (traffic) pushbutton controls TCAS
NDs. displays on the NDs. When a TCAS display mode is selected, the
TFC button is used to turn on and off TCAS symbols. When not in a
TCAS display mode, the TFC button is inactive. When selected off,
TCAS II EFIS ND Mode Capabilities no symbols show, but the word TRAFFIC shows in yellow for a TA,
and in red for an RA.
TCAS intruder symbols show in these modes:
- Expanded and center MAP modes

- Expanded approach mode
- Expanded VOR mode
TCAS II EFIS ND Range Selection
The EFIS control panel range switch controls TCAS display

capability. TCAS symbols show in all EFIS ranges, but show up
better in ranges of 40nm or less.
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TCAS II - DIRECTIONAL ANTENNA
General
The TCAS II uses an upper and a lower directional antenna.
Directional Antennas
The directional antennas transmit interrogations on 1030 MHz at

varying power levels in each of four 90 degree azimuth segment
arrays. The TCAS computer receives intruder transponder replies on
1090 MHz. Each antenna is mounted using four screws. The
radiating side of the antenna has black markings of forward (FWD)
and “DO NOT PAINT”.
Physical Characteristics
The antenna weight is:
- 1.5 lbs.
The dimensions of the antenna are:
- Base width 6.25 inches

- Base length 11 inches
- Height 1.25 inches
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TCAS II - BASIC OPERATION
General
The TCAS II is similar to an ATC ground station, but operates Far away targets are interrogated with 24 power levels, up to the
independently. The TCAS computer is an airborne interrogator that highest power (shout).
detects the presence of all mode S or ATCRBS transponder
equipped airplanes. TCAS II tracks and continuously evaluates the TCAS II listens for mode S squitter pulse transmissions from mode S
threat potential of all intruders. TCAS II cannot detect airplanes that transponder equipped airplanes. This squitter pulse is transmitted
do not have a working ATC transponder. once per second. When an ATCRBS or mode S transponder is
detected, it is placed in the track mode. TCAS II can track up to 45
intruders at once.
Detection Capability
TCAS II actively searches for ATCRBS equipped intruders with an

ATCRBS-only all-call interrogation. When TCAS II interrogates
ATCRBS intruders, it uses an interrogation technique called whisper
shout. TCAS uses this technique when it is operated in areas where
multiple intruders replies could mask or interfere with each other.
The whisper shout technique varies the strength of the interrogation

pulses (P1, P3 & P4) and a suppression pulse (S1) in relation to the
intruders range. Close in targets are interrogated with low power
(whisper).
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TCAS II - COMPUTER TRACKING SCENARIO
General
This scenario shows three airplanes which are possible collision developed if the ATCRBS transponder does not have mode C
threats to the TCAS equipped airplane in the center. altitude reporting capability.
Mode S Equipped Airplanes Other TCAS Equipped Airplanes
Airplane 1 is not TCAS equipped, but has a mode S transponder. Airplane 4 is a TCAS equipped airplane. In this situation both TCAS
Airplane 2 is a TCAS equipped airplane. Airplane 1 transmits a airplanes produce a coordinated communication link between the
mode S squitter signal once-per-second on 1090 MHz. The TCAS mode S transponders and the TCAS computers. Both TAs and RAs
system monitors that frequency, and when a valid identification are produced and a coordinated evasive action results. This is the
squitter signal is received, the airplane’s ID code is added to a list of ideal situation for collision avoidance.
airplanes that TCAS interrogates. This interrogation list is called a
roll-call. In this scenerio, airplane 2 adds airplane 1 to its roll-call,
and then interrogates and tracks airplane 1 discretely. Both TAs and
RAs are available in this situation.
ATCRBS Equipped Airplanes
Airplane 3 is equipped with an ATCRBS only transponder. Airplane

2 transmits an ATCRBS-only all-call once per second. Airplane 3
replies to this interrogation with a mode C reply, and airplane 2 can
now track this airplane with updated ATCRBS only interrogations.
Both TAs and RAs are available in this situation. No RAs are
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TCAS II - PRINCIPLES
TCAS Tau Areas TCAS Sensitivity Levels
The TCAS computer forms a protective area around the airplane as The TCAS computer has variable sensitivity levels (levels 2-7) as
shown in the TCAS protected areas. The dimensions of this shown in the TCAS parameters chart. The sensitivity level is
protected area vary depending on the airspeed and altitude of the selected by the TCAS computer based on own airplane altitude.
TCAS airplane, and the closure rates (range and altitude) of each Level 2 is used from zero to 500 feet, and level 7 is used above
intruder. This protected area represents the time until the intruder 20,000 feet. Level 2 is the least sensitive and level 7 is the most
will be at the closest point of approach to own airplane. This time to sensitive. At level 2, no RA’s can occur.
endanger period is called tau. TAU is the minimum time the flight
crew needs to learn of a collision threat and to take evasive action.
The protected area is the tau area. A traffic advisory tau defines an
area around the TCAS airplane. If this area is penetrated by an
intruder, and the intruder meets the relative altitude restrictions, the
TCAS issues a traffic advisory alert. A resolution advisory tau is
established for an RA warning in a similar manner.
TCAS Collision Calculations
The TCAS computer predicts the relative altitude of the intruder at

the closest point of approach. Based on own airplane radio or
barometric altitude, there is a variable altitude restriction for advisory
calculation as seen in the profile chart for TCAS parameters.
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TCAS Sensitivity Levels (cont.)
The tau time in seconds varies with own airplane altitude from as
little as 20 seconds to as much as 45 seconds. The vertical
separation result of a resolution advisory also varies with own
airplane altitude.
TCAS “DMOD”
A modification of a TCAS protected area called “DMOD” provides

added TCAS protection against intruders with slow closure rates.
DMOD keeps these intruders from getting too close. TA and RA
ranges for various intruder closure rates are shown in the TCAS
range vs closure rate chart.
TCAS Antenna Radiation Patterns
The TCAS computer transmits a variety of RF radiation patterns

from both the top and bottom TCAS antennas. When TCAS is in
communication with a mode S ATC transponder, the RF beam is
transmitted in the direction of the intruder. This can be in any of the
four transmit quadrants about the airplane.
When TCAS transmits an ATCRBS only all-call, the RF beam

pattern is radiated on both the top and bottom antenna. The TCAS
favors the top antenna and the forward RF transmit quadrant for this
type of transmission.
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TCAS II - CONTROL AND DISPLAY MESSAGES
ATC/TCAS Control Panel EFIS Control Panel
TCAS II is controlled by the ATC/TCAS function select switch. The EFIS mode control switch must be in either MAP, EXP APP,
EXP VOR to show TCAS symbols.
If the ATC/TCAS switch is not in TA or TA/RA, the message TCAS
OFF shows in yellow on the ND. This message shows in EFIS The EFIS range selection should be in the 40 nm range or less to
modes of MAP, EXP APP, or EXP VOR. show TCAS symbols.
If TCAS fails, a TCAS FAIL message shows on the ND in yellow. The TFC pushbutton on the range select knob turns TCAS symbols
on or off. When selected, the TFC message shows on the ND in
When TA is selected, TCAS is enabled for traffic advisories only, cyan.
and the message TA ONLY shows in cyan on the ND.
When TA/RA is selected, TCAS is enabled for both traffic advisories

and resolution advisories. No message is displayed in this mode.
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TCAS II - NAVIGATION DISPLAYS
General TCAS II Advisories
TCAS II intruder display symbology is determined by several IDS TCAS classifies intruders into four categories. Four types of
software control laws and program pins. Target data is sent to the symbols, with different shapes and colors, show traffic symbols. The
IDUs on two high speed ARINC 429 buses. Range, altitude, and different types of TCAS II intruders are:
bearing for up to 31 intruders are sent in each data file. For TCAS to
show, the TFC button must be selected, the EFIS display range - Other traffic
must be less than 40 nm, and the ND EFIS mode must be in either - Proximate traffic
MAP, EXP APP, or EXP VOR. A TCAS range ring is available in - Traffic advisory (TA)
ranges below 160nm. The range ring is oriented to magnetic - Resolution advisory (RA)
heading and is 3nm in diameter.
These symbols show the relative position (range and usually
bearing) of all intruders that are, or could become collision threats. In
Intruder addition, a TA also shows intruder relative altitude up to +/- 2700
feet, and if the intruder is ascending or descending.
An intruder is any airplane being processed by the TCAS II
computer threat detection logic as a potential threat. Traffic
advisories (TAs) are issued for intruders with active tranpsonders. Non-Threat Displays
TCAS II shows TAs for all intruders evaluated as threats on the EFIS
NDs. Non-threat or other traffic shows as a white open diamond. These
represent airplanes with a range greater than 6 nm or relative
altitude greater than 1200 feet.
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Proximate Traffic
Proximate traffic shows as a solid, white-filled diamond. These are are:

airplanes within 6 nm range and +/- 1200 feet relative altitude.
Proximate traffic is not considered a threat, but only shows to assist - 20 sec. at 500-2500 feet
the flight crew in visually acquiring the intruder. - 25 sec. at 2500-10,000 feet
- 30 sec. at 10,000-20,000 feet
- 35 sec. at 20,000 feet & ABOVE
Traffic Advisory (TA) Traffic
For takeoff or landing, RAs are inhibited under 500 feet, and aural
TAs show as a solid, yellow-filled circle. These are intruders within a announcements are inhibited under 400 feet.
specified number of seconds to closest point of approach (CPA).
This gives the flight crew time to visually acquire the intruder. No
vertical collision avoidance maneuvers are commanded for a TA.
The altitude and seconds to CPA are:
- 35 sec. between 500-2500 feet

- 40 sec. between 2500-10,000 feet
- 45 sec. above 10,000 feet
Resolution Advisory (RA) Traffic
RAs show as a solid, red square. RAs are issued only when the
intruder has altitude reporting capability. This vertical resolution
advisory warns the flight crew when a collision course is determined
and provides vertical flight cues to avoid a collision. These intruders
require a vertical flight maneuver to avoid a collision. The altitude
and seconds to CPA to make the maneuver
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Altitude Readout Traffic Message
Intruder relative altitude shows as two digits that represents altitude A yellow TA or red RA TRAFFIC message shows at the right center
in hundreds of feet. The color is the same as the traffic symbol. The in the expanded EFIS modes and on the upper right side of the ND
size of the digits are small for other and proximate traffic, and for all full rose EFIS modes.
medium double-stroke for TAs and RAs. If the intruders relative
altitude is above you, the digits apear above the symbol with a plus
sign. If the intruder is below you, the digits apear below the symbol Off-Scale Traffic
with a minus sign. If the relative altitude is NCD, the altitude readout
is not displayed. Off-scale traffic (TA or RA traffic only) shows as a yellow (TA) or a
red (RA) OFF-SCALE message. The message shows on the right
center of the ND in the expanded EFIS modes and on the upper
Vertical Motion Arrow right side of the ND for all full rose EFIS modes, when the intruder is
out of EFIS display range.
An arrow pointing up or down, the same color as the traffic symbol,
is placed on the right side of the symbol to show the intruder is either
climbing or descending at a rate greater than 500 feet-per-minute.
No-Bearing Traffic
A no-bearing (bearing NCD) TA or RA symbol shows on the upper

right side of the ND. Each no-bearing intruder shows on a single line
with TA or RA on the left, followed by the range in miles and tenths
of a mile, followed by relative altitude, and by a vertical motion
arrow. This data is yellow for TAs and red for RAs. There is a
maximum of two no-bearing symbols shown at a time. Priority is the
closest RAs and then TA intruders.
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TCAS
Boeing 747-400
Avionics
TCAS II - PRIMARY FLIGHT DISPLAY
General
The primary flight display (PFD) shows the flight crew vertical
avoidance maneuver cues in response to a TCAS resolution
advisory (RA). The PFD shows a red pitch maneuver symbol on the
attitude display and a red vertical speed band on the vertical speed
indicator.
TCAS On Attitude Display
An up or down vertical pitch advisory is generated for one or multiple

RAs. The position of this TCAS symbol is a function of the TCAS
resolution advisory computed data. Provisions are made to ensure
this TCAS symbol is always in view relative to the display range of
the PFD attitude background raster area.
TCAS On Vertical Speed Indicator Display
TCAS vertical speed data on the PFD shows as either an up or

down red bar. The red bar(s) indicate recommended values of
vertical speed to be avoided (preventative advisory, up or down).
The red bar(s) always extend from one extreme of the scale to some
value within the range of the scale.
34.45.0717 -004

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34.45.0217 -004

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TCAS II - AURAL MESSAGES
General
Traffic advisories (TAs), resolution advisories (RAs) and TCAS - “MONITOR VERTICAL SPEED - MONITOR VERTICAL SPEED”:
self-test are announced with computer-generated aural voice This message tells the flight crew to maintain the current vertical
messages. speed rate. The airplane symbol cannot cross the RA pitch
command cue. If an earlier corrective resolution advisory is
changed to a preventive advisory, the aural is only announced
Traffic Advisory Aural once.
For each traffic advisory, the aural “TRAFFIC, TRAFFIC” is Corrective type advisory aurals are either initial action or increased
announced. This announcement directs the flight crew to monitor the action types. Examples of initial action corrective RA aurals when
ND to help visually acquire the intruder. The TA may be a new the airplane symbol is inside the RA pitch cue are:
intruder, proximity, or other traffic which has been upgraded. A TA
normally precedes an RA by 15 or more seconds. - “CLIMB, CLIMB, CLIMB (or DESCEND)” requires a maneuver at
the rate indicated by the pitch cue on the PFD, nominal 1500
feet-per-minute.
Resolution Advisory Aurals
Resolution advisory aurals are announced with all RAs. These

announcements are either preventive or corrective types.
Preventive RA aural advisories are announced when the airplane

symbol is not inside the resolution advisory pitch cue. An example of
a preventive aural is:
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Boeing 747-400
Avionics
Resolution Advisory Aurals (cont)
- “CLIMB, CROSSING CLIMB - CLIMB, CROSSING CLIMB (or TCAS self-test aurals are announced upon completion of the TCAS
DESCEND)” requires a maneuver at the rate indicated by the self-test, examples are:
pitch cue on the PFD and shows the airplane flight path will cross
the intruder’s flight path. - “TCAS TEST OK” announced for a pass of the TCAS system test
- “REDUCE CLIMB - REDUCE CLIMB (or DESCEND)” tells the - “TCAS TEST FAIL” announced when the TCAS system fails the
flight crew to reduce the rate of vertical speed to that shown on test
the PFD.
Increased action corrective RA aurals change from initial action to

an increased action command and require immediate crew action.
Examples of increased action corrective RA aurals are:
- “CLIMB, CLIMB NOW - CLIMB, CLIMB NOW (or DESCEND)”

follows a descend or climb advisory, after it has been determined
that a quick reversal of a current vertical pitch maneuver is
necessary to provide adequate airplane separation.
- “INCREASE CLIMB - INCREASE CLIMB (or DESCENT)” alerts
the flight crew to increase the vertical pitch maneuver to a
nominal 2500 feet-per-minute rate.
An end-of-threat aural announcement is made when the intruder

range starts to increase and there is no longer danger of a collision:
- “CLEAR OF CONFLICT” tells the flight crew that the TCAS

intruder encounter has ended. The flight crew should return to the
previous flight level clearance.
34.45.0718B-001

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34.45.0218 -001

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34.45.0219 -002

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TCAS II - SYSTEM INPUTS/OUTPUTS
General
The TCAS computer gets a variety of sensor and airplane system the Flight Leg in the non-volatile memory of the TCAS processor.
inputs. The CPU uses these inputs to produce the traffic and - The left, center and right EIU sends RA status discretes to tell the
resolution advisories. The input/output (I/O) section has an interface TCAS if the IDS system can show an RA.
with the TCAS central processor. ARINC 429 data and digital - Four program pins set the selection of the airplane altitude
discretes come into the TCAS computer. performance capability, self-test and audio level parameters.
I/O Discretes and Program Pins
The I/O section gets airplane system and sensor discretes along
with TCAS system program pin settings. The CPU gets this data
from internal ARINC data buses. These I/O signals are:
- IRU data which comes from the IRU selected by the First Officer.
Magnetic heading is the only IRU input used at this time. The
other IRU inputs are reserved for future TCAS development.
- The GPWC sends three discretes that inhibit RAs during
windshear, ground prox warnings or alerts.
- The landing gear control module sends an up/down discrete that
tells the TCAS processor the position of the landing gear control
lever. This sets the bottom TCAS antenna in the omni-directional
mode when the landing gear is down.
- The air/ground relay sends an air/ground discrete that prevents
TCAS test in air. If the CMC fails, the air/ground relay increments
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Avionics
Input/Output Section
Voice Output
The input/output section of the TCAS computer interfaces a variety The MAEWA aural synthesizer cards get TCAS voice
of airplane systems with the TCAS CPU. Input/output systems announcements from the speech prom for TA and RA advisories
include: and for test audio.
- The selected air traffic control (ATC) transponder sends the

control panel TCAS mode, own airplane Mode S ID address, and
the barometric altitude to the TCAS CPU. The TCAS processor
sends real-time and periodic data to the selected transponder.
This is the type of equipment and TCAS coordination update data
from other intruder TCAS equipped airplanes.
- The left and right radio altimeters (RAs) sends radio altitude data
to the TCAS computer. Only one RA is needed for TCAS
operation.
- The central maintenance computer (CMC) communicates with
TCAS for ground test and fault monitor.
- An ARINC data buffer is used as an interface between the CPU
and the I/O sections.
Mutual Suppression Generator
A suppression pulse is generated each time the TCAS computer

transmits an interrogation and suppresses the active ATC and both
DME’s. The TCAS computer receiver is suppressed when the active
ATC or either of the DME’s transmit.
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34.45.0220 -001

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TCAS II - MICROPROCESSOR OPERATION
General
The microprocessor based TCAS processor is the master control signals necessary to receive and transmit mode S and mode C
unit in the TCAS II system. It has a combined computerized control interrogations through the RF assembly. The signal processor
system and an L-band receiver/transmitter. Operation of the TCAS operates under command of system software.
system is controlled by TCAS software in the CPU (central
processor unit) and memory section. The TCAS CPU routinely reads
and stores own airplane input data. Receiver/Transmitter Functions
The R/T section links the TCAS II computer to other airplanes that
Microprocessor Functions may represent a collision threat. The R/T has four separate
receivers that receive rf from other transponders on 1090 MHz from
The TCAS processor coordinates the data from the I/O sections and both the top and bottom TCAS directional antennas. This rf goes to
uses it along with received signals from other airplane transponders the I/F video processor where it is converted to digital signals for
to compute traffic solutions and set transmission levels. The CPU is computation in the signal processor. The signal processor sends
really three separate microprocessors that work together to process signals to the modulator where it is formatted for use by the
all traffic. The processor interfaces with global data and address transmitter to interrogate ATC transponders on 1030 MHz.
buses through an ARINC transceiver and a buffer.
Signal Processor Functions
The primary purpose of the signal processor section is as a

pre-processor of data that is transferred between the R/T section,
the CPU, and I/O cards. The signal processor generates all timing
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Avionics
Top and Bottom TCAS Antennas
These directional antennas are electronically steerable phased

arrays with four beam forming elements. These antennas both
transmit and receive rf for communication with any ATC
transponders within range of the TCAS airplane.
During TCAS transmission, the top or bottom directional antenna

radiates the 1030 MHz on a main beam pattern or an omni beam
pattern. Beam pattern is under control of the four antenna element
drive signals from the TCAS processor. The landing gear discrete
causes the bottom antenna to radiate in an omni-directional pattern
when the gear is down. TCAS mode S and ATCRBS interrogations
are normally transmitted using the directional main beam, while the
ATCRBS suppression pulse (P2) is transmitted in an omni pattern.
During TCAS receptions, each of the four directional antenna

elements receives any 1090 MHz signals from other airplane
transponders. The phasing of these signals is determined by the
direction the rf energy is received. This direction data goes to the
TCAS receiver section for analysis in the TCAS signal processor.
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34.45.0221 -001

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MANUAL SELF TEST
Receiver/Transmitter Self-Test
The TEST switch on the TCAS computer starts a self-test that

operates as follows:
- All LED indicators are normally off.

- Push and hold for 2 seconds, the TEST button on the front panel
of the TCAS computer.
- All of the LED indicators come on for 3 seconds.
- The TCAS PASS LED indicator stays on if there is no failure to
the TCAS computer or other essential systems that interface with
TCAS.
- The applicable LED failure indicator comes on if there is a failure
LEDs FAILURE
TCAS PASS TCAS OK (NO FAILURE)

TCAS FAIL TCAS COMPUTER
TOP ANT TOP TCAS ANTENNE OR CIRCUIT
BOT ANT BOTTOM TCAS ANTENNE OR CIRCUIT
HDG INVALID HEADING DATA
RA LOG NOT USED
TA DISPLAY NOT USED
RA DISPLAY PFD FAILURE
RAD ALT RADIO ALTIMETER INPUT
XPDR BUS MODE S TRANSPONDER INPUT
ATT INVALID ATTITUDE DATA

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34.45.222.010

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TCAS II - CMC GROUND TEST
General
A TCAS CMC ground test is available from any CDU in the flight
deck.
Ground Test Operation
To start a TCAS CMC ground test, first access the CMC Chapter 34
Navigation Radios Ground Test pages on the CDU. Push the LSK
next to TCAS. Push the start test LSK next to TCAS and the TCAS
pre-condition screen appears. If these pre-conditions are met, push
the start test LSK to complete the test. If the system passes the test
the word PASS shows on the right side of the screen. If the system
fails the test the word FAIL shows. Push the LSK next to the fail
message to show the CMC ground test message page where the
CMC lists the fail message.
34.45.0723 -002

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34.45.0223 -002

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TCAS II - FLIGHT DECK EFFECTS AND CMC MESSAGES
Flight Deck Effects
A TCAS II failure causes the message TCAS FAIL to show on both

ND’s.
Advisory EICAS messages include:
- >TCAS SYSTEM means data is not displayable on IDS

- >TCAS RA CAPT means resolution advisories cannot be
displayed on the Captain’s PFD
- >TCAS RA F/O means resolution advisories cannot be displayed
on the F/O’s PFD
- >TCAS OFF means the TCAS system is off
The status message TCAS SYSTEM appears for a fault in the TCAS
display signal.
CMC Messages
Fifteen CMC messages show for faults that are reported to the CMC
by TCAS. These messages assist in troubleshooting TCAS.
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34.45.0224 -002

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Radio Altimeter System
Boeing 747-400
Avionics
RADIO ALTIMETER (RA) SYSTEM ................................................ 2 RADIO ALTIMETER SYSTEM - EFIS CONTROL PANEL DH-MDA
RADIO ALTIMETER SYSTEM COMPONENT LOCATIONS - 1 ..... 4 SET CONTROL ....................................................................... 22
RADIO ALTIMETER SYSTEM COMPONENT LOCATIONS - 2 ..... 6 RADIO ALTIMETER SYSTEM - CONTROL DISPLAY UNIT - EFIS
RADIO ALTIMETER SYSTEM POWER AND ANTENNA INTER- CONTROL ............................................................................... 24
FACES ..................................................................................... 8 RADIO ALTIMETER SYSTEM - PRIMARY FLIGHT DISPLAY ........ 27
RADIO ALTIMETER SYSTEM - DISCRETE INPUTS..................... 10 RADIO ALTIMETER SYSTEM - EICAS DISPLAYS ........................ 30
RADIO ALTIMETER SYSTEM - CMC INPUT ................................. 12 LEFT RADIO ALTIMETER SYSTEM - SEARCH MODE ................ 32
RADIO ALTIMETER SYSTEM - DATA BUS OUTPUTS ................. 14 LEFT RADIO ALTIMETER - TRACK MODE .................................. 34
RADIO ALTIMETER RECEIVER/TRANSMITTER .......................... 16 LEFT RADIO ALTIMETER SYSTEM MONITORING/TESTING ...... 36
RADIO ALTIMETER ANTENNA ...................................................... 18 RADIO ALTIMETER SYSTEM SELF-TEST ................................... 38
RADIO ALTIMETER SYSTEM PRIORITY SELECTION ................. 20 RADIO ALTIMETER SYSTEM GROUND TESTS .......................... 40

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RADIO ALTIMETER (RA) SYSTEM
The radio altimeter (RA) system provides accurate measurement of Fault summary data is sent to the central maintenance computers
absolute altitude (height above the terrain) from 2500 feet to (CMCs) via the EIUs.
touchdown. The system is used primarily during the approach,
landing and takeoff phases of flight. The primary flight display (PFD) provides a visual display of radio
altitude.
Three radio altimeter systems are installed. They consist of:
The EICAS display provides a visual display of RA system status.
- One Radio Altimeter Receiver/ Transmitter (RA R/T)
Fault memory within the RA R/T uses the air/ground discrete to
- One RA transmit antenna establish flight segments.
- One RA receive antenna The CMC outputs a digital test discrete to initiate a ground test.
34.33.0501 -001
Radio altitude data is sent on digital data buses to these LRUs:
- Flight control computer (FCC)

(MAWEA) (left and right RA R/Ts only)
- Ground proximity warning computer (GPWC) (left and richt RA R/

T only)
- EFIS/EICAS interface units (EIUs)

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34.33.0001 -001

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RADIO ALTIMETER SYSTEM COMPONENT LOCATIONS - 1
The radio altimeter system components in the center equipment

center are the:
- Left RA receiver/transmitter
- Center RA receiver/transmitter
- Right RA receiver/transmitter
The RA system components on the bottom of the fuselage are the:
- Left RA receive antenna
- Center RA receive antenna
- Right RA receive antenna
- Left RA transmit antenna
- Center RA transmit antenna
- Right RA transmit antenna
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34.33.0002 -001

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RADIO ALTIMETER SYSTEM COMPONENT LOCATIONS - 2
The radio altimeter system components and interfacing components

located in the flight deck are the:
- Primary flight displays
- Left and right EFIS control panels
- Left and right control display units
- Left radio altimeter circuit breaker
- Right radio altimeter circuit breaker
- Center radio altimeter circuit breaker
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34.33.0003 -001

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RADIO ALTIMETER SYSTEM POWER AND ANTENNA

INTERFACES
Power
The radio altimeter receiver/transmitters are powered by:
- 115v ac bus 3 (left RA R/T)

- 115v ac bus 2 (right RA R/T)
- 115v ac bus 1 (center RA R/T)
Antenna Interfaces
The transmit antennas send RF signals toward the terrain. The

receive antennas couple reflected RF signals into the receiver
circuits of the RA R/Ts.
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34.33.0004 -001

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RADIO ALTIMETER SYSTEM - DISCRETE INPUTS

34.33.0505 -002
Test Inhibit
The test inhibit input from the FCC to the RA R/T supplies a
functional test inhibit signal. This prevents the RA R/T from being
manually tested during an automatic landing.
Air/Ground Discrete
All faults detected within the RA R/T are stored in a nonvolatile fault
memory. The faults are stored by flight segments. Each flight
segment is initiated when the airplane becomes airborne as
detected by the air/ground relay.
Input Program Pins
The continuous data program pins are jumpered to assure a

continuous data output to the FCC, regardless of the validity of the
sign/status matrix (SSM).
The aircraft installation delay (AID) program pins are jumpered for
an AID 57 feet. This calibrates the system so that the altitude
readout is zero at touchdown. It compensates for the length of the
antenna cables plus fuselage to ground distance.

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34.33.0005 -001

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RADIO ALTIMETER SYSTEM - CMC INPUT
Any of the three CDUs may be used to request fault information and
initiate a test of the radio altimeter systems via the CMCs.
Normally, the left CMC outputs a digital test discrete to initiate a test.
If the left CMC fails, a relay in the left CMC energizes routing right
CMC data to the RA R/Ts.
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34.33.0006 -001

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RADIO ALTIMETER SYSTEM - DATA BUS OUTPUTS
General
The radio altimeter systems provide data to the: Altitude data from the left RA system is sent to the GPWC for ground
proximity alert and warning logic.
- Left, center, and right EFIS/EICAS interface units (EIUs)
Altitude data from the left and right RA systems is sent to the master
- Left, center, and right FCCs monitor cards in the MAWEA for warning logic.
- Ground proximity warning computer (GPWC)

Fault Summary Data
(MAWEA) Fault summary words from each radio altimeter system are also sent
to each EIU. The EIUs send the data to:
Altitude Data - The central maintenance computers (CMCs)

- The auxiliary EICAS display
Computed radio altitude from three RA systems is routed to each of
the three EIUs. The EIUs multiplex this information with inputs from The CMCs store the fault summary word in nonvolatile memory.
other airplane systems, and provide an output to the captain's and Upon request from any control display unit (CDU) the left CMC will
first officer's PFD. Each EIU provides an output to each PFD. send the fault summary data to the CDU for display.
34.33.0507 -001
Altitude data from the left, right and center RA systems is sent to the
FCCs for approach logic.

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34.33.0007 -001

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RADIO ALTIMETER RECEIVER/TRANSMITTER
Purpose
The radio altimeter (RA) receiver/transmitter: - Forced air cooling is required
- Transmits frequency-modulated continuous-wave signals

Operation
- Receives the reflected signals
Four LED status indicators are provided on the front panel:
- Computes the altitude
- A green LED labeled SYSTEM OK indicates valid receiver/
- Sends the computed data to the aircraft systems requiring radio transmitter operation
altitude.
- A red LED labeled R/T UNIT indicates a receiver/transmitter fault
Characteristics - A red LED labeled ANT indicates an antenna fault
These are the specifications of the RA R/T: - A red LED labeled IND. This is inoperative
- Frequency = 4,300 MHz +/- 123 MHz A TEST pushbutton is provided to initiate a self-test.
- Transmit power = 70 mw nominal The RA R/T has a non-volatile memory for storing fault information
from the last sixty-three flights. It can store up to thirteen faults per
- Operating range = -20 to 2500 feet flight.
- Warm up time = 1 minute Fault memory data can be read out through the Automatic Test
Equipment (ATE) connector on the front of the unit.
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34.33.0008 -002

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RADIO ALTIMETER ANTENNA
Purpose
The RA receive antenna senses RF in the 4200 MHz to 4400 MHz The radiation side of the antenna carries the red markings FWD and
range. The antenna couples the RF signal to the receiver circuits for DO NOT PAINT. Paint should never be applied to the radiating
detection. surface or to the backplate of the antenna casing.
34.33.0509 -001
The RA transmit antenna couples RF from the transmitter toward the
terrain below the aircraft.
Characteristics
- Frequency = 4200 MHz to 4400 MHz
- Impedance = 50 Ohms
- Finish is gloss white polyurethane enamel
Antenna Removal/Installation
Each of the three RA R/T units is connected to a dedicated transmit

antenna and a dedicated receive antenna. The transmit and receive
antennas are identical and interchangeable. Each antenna is
mounted by means of four screws. An O-ring seated in a groove
around the connector mounting assures environmental protection.

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34.33.0009 -001

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RADIO ALTIMETER SYSTEM PRIORITY SELECTION
Purpose
The EIU source select switches allow the flight crew to select either Each EIU input to the PFD contains altitude information from the left,
the left, center or right EIU input to their respective PFDs. The PFDs center, and right RAs.
determine which radio altimeter system data will be displayed.
Priority programming determines which of the three radio altitude
data signals (all within each EIU input into the PFD) will be
Operation displayed.
Each EIU receives radio altitude data from all three RA systems. The RA system status is monitored by the PFD. If the displayed RA
PFD determines which radio altitude data will be used for display. system fails, data from the next highest priority RA system will be
The PFD considers these conditions in determining which radio shown.
altitude data to use:
Priority for each EIU source selection is shown.
- EIU source select switch position
34.33.0510 -001
- Priority programming
- RA system statusThe EIU source select switch position

determines which EIU input to process.

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34.33.0010 -001

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RADIO ALTIMETER SYSTEM - EFIS CONTROL PANEL DH-MDA

SET CONTROL
Purpose
The EFIS control panel provides controls for selecting decision With DH selected, the 24-detent position 360 degree rotary switch
height (DH) and for resetting an active DH alert. Selections are adjusts the DH from zero feet to +999 feet.
displayed on the captain's and first officer's PFDs. The left EFIS
control panel controls the captain's PFD, the right EFIS control panel The RST (reset) switch allows manual reset of the DH alert.
controls the first officer's PFD.
The MDA function is not related to radio altimeter system operation.
Operation
34.33.0511 -001
The DH-MDA set control consists of:
- A two-position rotary switch

- A 24-detent position 360 degree rotary switch
- An RST pushbutton switch.
The two-position rotary switch provides:
- Decision height selection

- Minimum descent altitude (MDA) selection

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34.33.0011 -001

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RADIO ALTIMETER SYSTEM - CONTROL DISPLAY UNIT - EFIS

CONTROL
Purpose
In the event that an EFIS control panel should fail, the EFIS control
page on the CDU is used to enter decision height information. It is
also used to reset decision height alerts. The EFIS control page is
accessed from the CDU main menu page.
Operation
After an EFIS control panel failure, the EFIS control page will display
the last decision height value received from the EFIS control panel.
The DH may be changed by keyboard entry on the CDU. Valid
entries are -20 to 999 feet.
The line select key next to DH reset allows manual reset of a DH

alert. DH reset from a CDU is possible only after the failure of the
onside EFIS control panel.
34.33.0512 -001

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34.33.0012 -001

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RADIO ALTIMETER SYSTEM - PRIMARY FLIGHT DISPLAY
Purpose Decision Height Alert
The PFD shows radio altitude and decision height for use primarily Decision height alert is armed when the airplane climbs through an
during approach and landing. altitude of 75 feet above the selected decision height.
As the airplane descends through the selected decision height

Radio Altitude Display value:
Radio altitude is displayed digitally for altitudes between -20 and - The radio altitude readout changes from white to yellow
2500 feet. The display updates in: - The green decision height display changes to large yellow letters
DH
- 2 foot increments from -20 to 100 feet - During the first three seconds the letters DH blink.
- 10 foot increments from 100 to 500 feet
- 20 foot increments from 500 to 2500 feet The DH alert can be reset by:
Above 2500 feet the display is blank. - Pressing the RST pushbutton switch on the EFIS control panel
- Ascending to a height 75 feet above the selected decision height
- Automatic reset at touchdown
Decision Height Display
When reset, the DH readout returns to the normal green display and
The decision height is displayed above the radio altitude. It includes the RA readout returns to white.
the letters DH and the selected value. If the DH selected is less than
zero feet, or greater than 999 feet, the display is blank.
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NAVIGATION
Boeing 747-400
Avionics
Invalid Data
Invalid RA data:
- Is indicated by a yellow RA flag

- Occurs when the RA R/T detects a failure in the RA system
Invalid EFIS control panel DH data:
- Is indicated by a yellow DH flag when the radio altitude is less

than or equal to 2500 feet.
- Is indicated by a blank display when the radio altitude is more
than 2500 feet.
- Occurs when the EFIS control panel detects an internal failure.
When RA data and DH data are both invalid, the yellow RA and DH
flags are displayed.
No Computed Data (NCD)
RA NCD:
- Is indicated by a blank RA display

- Occurs when the transmitted signals return is too weak for
normal operation
34.33.0513B-001

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NAVIGATION
Boeing 747-400
Avionics
34.33.0013 -001

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NAVIGATION
Boeing 747-400
Avionics
RADIO ALTIMETER SYSTEM - EICAS DISPLAYS
Purpose
RA system EICAS status messages inform the flight or maintenance

crew of a failed RA system. These messages appear on the status
page of the auxiliary EICAS display.
General Description
RA system status data is continuously sent to the EIUs. When the

status page is selected any RA system failure will appear on the
lower left of the auxiliary EICAS display.
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NAVIGATION
Boeing 747-400
Avionics
34.33.0014 -001

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NAVIGATION
Boeing 747-400
Avionics
LEFT RADIO ALTIMETER SYSTEM - SEARCH MODE
Transmit and Receive
The RA receiver/transmitter transmits a FM/CW signal through the

transmit antenna. This signal consists of a CW carrier frequency
modulated sawtooth wave. The frequency deviation of the sawtooth
wave is 123 mHz from 4328 mHz to 4362 mHz.
Search Mode
As a signal is transmitted, reflected from the terrain, and picked up

by the receive antenna its frequency remains the same. The
frequency of the wave being transmitted at the moment the signal
returns is different from the frequency of the return signal. Delta t is
the time required for the signal to reach the terrain and return. Delta
F is proportional to delta t and to the slope of the sawtooth wave. As
the slope decreases with each period, delta F decreases. When
delta F equals 25 kHz the altimeter switches to the track mode.
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Boeing 747-400
Avionics
34.33.0015 -002

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NAVIGATION
Boeing 747-400
Avionics
LEFT RADIO ALTIMETER - TRACK MODE
Track Mode
When the comparator determines that delta F is 25 kHz the

transceiver switches to the track mode. In the track mode, the slope
of the sawtooth wave is held at the value that produces a delta F of
25 kHz. The time period of the wave being transmitted is sent to the
altitude processor. This time period is used to compute altitude in the
altitude processor. The altitude processor sends radio altitude to the
429 transmitter to send out on data buses 1 and 2.
Input Program Pins
The continuous data program pin is jumpered to assure

non-interrupted data output regardless of validity.
The aircraft installation delay (AID) program pin is jumpered for 57

feet. This calibrates the system so that the altitude readout is zero at
touchdown. It compensates for the length of the antenna cables plus
fuselage to ground distance.
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Boeing 747-400
Avionics
34.33.0020 -001

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NAVIGATION
Boeing 747-400
Avionics
LEFT RADIO ALTIMETER SYSTEM MONITORING/TESTING
BITE Module
The BITE module monitors the circuits in the RA receiver/transmitter A test inhibit discrete is sent from the left FCC to the left RA R/T
for faults. These faults are grouped by flights. Faults are stored in during an automatic landing.
the RA R/T and are read out in the shop through the automatic test
equipment (ATE) connector. The CMCs define a flight for the R/T's A discrete from the air/ground relay inhibits self-test during flight and
internal flight fault memory. is an alternate source of defining flight legs.
34.33.0516 -001
Test
An RA system self-test is initiated from the TEST switch on the front

of the RA R/T. The results of a self-test are seen on the LED
indicators on the face of the RA R/T.
A ground test can be initiated on a control display unit (CDU). When

the ground test is initiated, a test command will be generated by the
CMC and sent to the RA R/T to start the test.
The results of a ground test are sent to the CMCs via the EIUs for
display on the CDU. Status information is continuously sent from the
RA R/T to the CMCs via the EIUs. This is for fault monitoring of the
RA system.

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Boeing 747-400
Avionics
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NAVIGATION
Boeing 747-400
Avionics
RADIO ALTIMETER SYSTEM SELF-TEST
Operation
To initiate a self test of the RA system press the TEST switch on the
RA R/T front panel. When the TEST switch is pressed and held, the
front panel LEDs will come on for three seconds to indicate that they
are operative. The lights then go off for three seconds. After this
period, the appropriate LEDs will come on to indicate either a normal
(green) or fault (red) condition. The LEDs will remain on until the test
switch is released.
During test, the red R/T LED will also illuminate if failures have
occurred during two or more of the last four flights.
During the self-test a radio altitude of 40 +/-2 feet is shown on the

PFD. This radio altitude is seen as long as the TEST switch is
pressed.
Test Inhibit
The self-test function is inhibited by a test inhibit discrete. This

discrete is received from the flight control computer during a normal
automatic landing.
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NAVIGATION
Boeing 747-400
Avionics
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NAVIGATION
Boeing 747-400
Avionics
RADIO ALTIMETER SYSTEM GROUND TESTS
Ground Test
Ground tests of the radio altimeter systems are selected using the
CDU. The ground test systems page on the CDU identifies the ATA
chapters which have ground test capabilities. Press the line select
key next to 34 NAVIGATION to show the GROUND TESTS page.
To initiate a test of one of the radio altimeter systems press the line
select key next to that system.
Ground Test Results
The word PASS on the same line as the system tested indicates the
system passed the ground test. Failure of the ground test is
indicated by the word FAIL next to the system selected for ground
test. Pressing the line select key next to FAIL causes the GROUND
TEST MESSAGE page to be shown. This page gives more specific
information about the test failure.
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NAVIGATION
Boeing 747-400
Avionics
34.33.0018 -001

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NAVIGATION
Boeing 747-400
Avionics
NOTES:

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NAVIGATION Boeing 747-400
Ground Proximity Warning System Avionics
GROUND PROXIMITY WARNING SYSTEM INTRODUCTION ...... 2 GPWS - MODE 5 OPERATION ..................................................... 67
GROUND PROXIMITY WARNING SYSTEM .................................. 4 GPWS - MODE 6 DESCRIPTION ................................................. 70
GPWS - GROUND PROXIMITY MODES ...................................... 6 GPWS - MODE 6 OPERATION ..................................................... 73
GPWS - COMPONENT LOCATIONS - I ........................................ 8 GPWS - MODE 7 DESCRIPTION ................................................. 76
GPWS - COMPONENT LOCATIONS - 2 ....................................... 10 GPWS - MODE 7 OPERATION ..................................................... 79
GPWS - ARINC 429 INPUTS ......................................................... 12 GPWS - TERRAIN AWARENESS FUNCTION .............................. 83
GPWS - ANALOG INPUTS ............................................................ 17 GPWS - TERRAIN CLEARANCE FLOOR..................................... 87
GPWS - ANALOG OUTPUTS ........................................................ 20 GPWS - ENVELOPE MODULATION DESCRIPTION .................... 90
GPWS - DIGITAL BUS OUTPUTS ................................................. 22 GPWS - ENVELOPE MODULATION OPERATION ....................... 92
GPWS - GROUND PROXIMITY WARNING COMPUTER ............. 25 GPWS - POWER AND ANALOG INPUTS ..................................... 95
GPWS - CONTROL COMPONENTS ............................................ 29 GPWS - TERRAIN SELECT RELAY INTERFACE ......................... 98
GPWS - PFD AND MASTER WARNING LIGHT ANNUNCIATIONS 32 GPWS - EFIS CONTROL PANEL.................................................. 100
GPWS - MODE 1 DESCRIPTION ................................................. 34 GPWS - BITE FUNCTION OPERATION ........................................ 103
GPWS - MODE 1 OPERATION ..................................................... 37 GPWS - FLIGHT DECK SELF-TESTS – 1 .................................... 106
GPWS - MODE 2A DESCRIPTION ............................................... 41 GPWS - FLIGHT DECK SELF-TESTS – 2 .................................... 108
GPWS - MODE 2B DESCRIPTION ............................................... 44 GPWS - LEVEL 1 - SELF TEST .................................................... 110
GPWS - MODE 2 OPERATION ..................................................... 47 GPWS - LEVELS 2-5 - SELF-TEST .............................................. 114
GPWS - MODE 3 DESCRIPTION ................................................. 51 GPWS - LEVEL 6 - SELF TEST .................................................... 118
GPWS - MODE 3 OPERATION ..................................................... 55 GPWS - STATUS LEDS ................................................................. 120
GPWS - MODE 4 DESCRIPTION ................................................. 58 GPWS - SELF-TEST - 1 ................................................................ 123
GPWS - MODE 4 OPERATION ..................................................... 61 GPWS - SELF-TEST - 2 ................................................................ 126
GPWS - MODE 5 DESCRIPTION ................................................. 64 GPWS - FLIGHT DECK EFFECTS ............................................... 128

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GROUND PROXIMITY WARNING SYSTEM INTRODUCTION
The purpose of the ground proximity warning system (GPWS) is to

alert the flight crew about a condition that is not safe because of near
terrain. It also provides a warning when windshear conditions are
present.
Aural messages, lights and CRT displays annunciate GPWS

warnings and alerts in the flight deck.

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GROUND PROXIMITY WARNING SYSTEM
System Overview Status
The main component of the GPWS is the ground proximity warning Systems status shows on the auxiliary EICAS display.
computer (GPWC). It uses inputs from the various systems to
determine the presence of an unsafe condition due to ground The left and the right CMCS receive status information for recording
proximity and then issues the proper annunciations. in memory and display on the CDUs.
The GPWS displays terrain forward of the airplane and also alerts
the flight crew to early descent when landing.
Visual annunciations show on the:
- Primary flight display (PFD)

- Navigation displays (NDs)
- GPWS warning module
- Master warning lights
Aural annunciations sound from the aural warning speakers.

The GPWC sends terrain data to show on the NDs.

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GPWS - GROUND PROXIMITY MODES
The GPWS has seven modes and two terrain alerting and display Modes 1 and 2 are both alert and warning modes. The initial
(TAAD) functions. The graphic shows their descriptions and annunciation is an alert. If the condition persists, the respective
annunciations. warning replaces the alert.
The GPWS utilizes two kinds of indications: warnings and alerts. Modes 3, 4, 5, and 6 are alert-only modes.
The warnings include:
Mode 7 is a warning-only mode.
- A red indication on the PFD and ND
- An aural annunciation Terrain alerting and display functions are both warning and alert
- The illumination of the master warnings lights modes.
The alerts do not include PFD indications and the illuminations of the
master warning lights. Instead, they include an aural annunciation
and the illumination of the amber GND PROX-G/S INHB light/switch
on the GPWS warning module and an amber indication on the ND in
all cases except the radio altitude callouts.

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GPWS - COMPONENT LOCATIONS - I
The GPWS components in the flight deck are:
- Ground proximity warning computer circuit breaker
- GPWS warning module
The interface components are:
- Captain's and first officer's aural warning speakers

- Captain's and first officer's master warning lights
- Left and right outboard IDUs
- Left and right inboard IDUs
- Lower IDU

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GPWS - COMPONENT LOCATIONS - 2
The ground proximity warning computer is located in the main

equipment center.

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GPWS - ARINC 429 INPUTS
Radio Altimeter (RA) The L ILS receiver supplies:
All three radio altimeters supply radio altitude. - Glide slope deviation
- Localizer deviation
The primary source is the L RA. If the L RA fails then the GPWC - Selected runway heading
defaults to the C RA. If both L RA and C RA fail then the GPWC
defaults to the R RA.
Flight Management Computer (FMC)
The GPWC also compares RA inputs. If the left RA is within 500 feet
of the center or right RA then the GPWC uses the left RA. If the left The L FMC supplies:
RA fails the comparison, the GPWC will use the center RA if it is
within 500 feet of the right RA. If both the left and center RAs fail the - Latitude
comparison, the GPWC will use the left RA. - Longitude
- Magnetic track
Air Data Computer (ADC) The primary source is the L FMC. If the L FMC fails, the GPWC
defaults to the L IRU.
The input from the L ADC supplies:
- Computed airspeed Inertial Reference System (IRS)

- True airspeed
- Baro altitude The left inertial reference unit (L IRU) supplies:
- Baro corrected altitude
- Baro altitude rate - Latitude
- Longitude Magnetic track
Instrument Landing System (ILS) - Inertial vertical speed

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Inertial Reference System (IRS) (cont)
- Inertial altitude Central Management Computer (CMC)

- Pitch angle
- Roll angle The L CMC supplies:
- Pitch rate
- Normal acceleration - CDU ground test commands
- Longitudinal acceleration - CDU confidence test commands
- Inertial vertical acceleration - Status requests
- Attitude mode
Data Utilization
EFIS Control Panel/Control-Display Unit –(EFIS CP/CDU)
The matrix on appendix 1 COMPUTATION DATA SOURCES at the
The left EFIS CP/CDU supplies decision height. end of this course shows the utilization of the various parameters.
MAWEA
The left and right stall warning cards supply:
- Indicated AOA
- Corrected AOA
- Stick shaker AOA
- Flap angle
- Minimum operating speed
The left stall warning card is the primary source. If it fails, the GPWC
defaults to the right stall warning card.

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Global Positioning System (GPS)
The left and right multi-mode receivers (MMRs) send this GPS data:
- Latitude
- Longitude
- Altitude
- Vertical Speed
- Date Time (UTC)
- Ground Speed
- True Track
- GPS data integrity figure
- GPS sensor status.
Weather Radar (WXR) (OPTIONAL)
The WXR receiver transmitters (RTs) send predictive windshear

(PWS) data to the GPWC to inhibit lower priority GPWS alerts.

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NOTES:

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GPWS - ANALOG INPUTS
Power This signal indicates one of two states:
Power is 115v ac from the overhead circuit breaker panel. - Flaps up for flaps at 20 or less
- Flaps down for flaps at 25 or 30
Air/Ground Discrete The flap override switch on the GPWS warning module simulates a
flap down position.
The input from the air/ground relays along with computed airspeed
and radio altitude determine an in air or on ground condition, which:
Landing Gear Position
- Disables mode annunciations on the ground
- Disables the flight deck tests in flight The computation of some modes also includes landing gear lever
- Defines flight leg beginning and end in the fault memory, if the CMC position. The source of the landing gear discrete is the landing gear
is unable to do so. lever switch.
The configuration/gear override switch on the GPWS warning

Glide Slope Inhibit Discrete module simulates a gear down position.
The glide slope inhibit discrete from the GND PROX-G/S INHB light/
switch on the GPWS warning module inhibits or cancels mode 5.
Landing Flap Position
The computation of some modes includes landing flap position. The

source of the landing flap discrete is the center or left flap control
unit.

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Terrain Override Switch
Pressing the terrain override switch (TERR OVRD) overrides the

terrain clearance floor (TCF) and terrain awareness alerting and
display (TAAD) features. GPWS modes 1-7 will continue to function
after the TCF and TAAD features are inhibited by this switch.
Program Pins
GPWC program pins define various options available to the airlines.
The program pins are read when the GPWC is powered ON. The
program pin configuration determines parameters such as:
- Airplane type
- Mode 6 altitude callouts
- High or low audio volume.
The program pin common is inside the GPWC.
Terrain Relay Monitor
The terrain relay monitor gives the GPWC the position of the Capt
and FO terrain relays and shows if the actual relay position matches
the commanded position.

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GPWS - ANALOG OUTPUTS MAWEA Outputs
GPWC-Analog-Output-signals The MAWEA transmits its outputs in this way:

Aural annunciations from the left aural synthesizer card to the
The analog output signals are: captain's aural warning speaker.
- Aural annunciations - Aural annunciations from the right aural synthesizer card to the
- PULL UP warning discrete (modes I and 2) first officer's aural warning speaker.
- WINDSHEAR warning discrete (mode 7) - Discretes from both master monitor cards to both master warning
- Modes I thru 5 alert discrete lights.
- Glide slope cancel discrete
- Aural prioritization discretes
- Terrain display discretes.
The GPWC produces the aural annunciations. The synthesizer

cards in the MAWEA amplify them.
The pull up warning, windshear warning, and alert discretes go to the

TCAS (traffic alert and collision avoidance system) computer to
inhibit lower priority TCAS alerts.
Aural prioritization discretes go to TCAS and the weather

radar(OPTIONAL) to inhibit lower priority aural alerts.

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GPWS - DIGITAL BUS OUTPUTS
ARINC 429
The ARINC 429 outputs from the GPWC are:
- Pull-up warning (modes 1 and 2)

- Windshear warning (mode 7)
- GPWS status (GPWS function failure)
- Windshear status (windshear function failure)
- Status data for the CMC
The EFIS/EICAS Interface Units (EIUs) receive the above ARINC 429
DATA and then transmit the signals to the primary flight displays,
EICAS displays and CMCs.
ARINC 453
Terrain display data is sent on two high speed ARINC 453 data
buses from the GPWC. These data buses go to the terrain switching
relays along with weather radar (WXR) display data. Either terrain or
WXR data is sent to the navigation displays. Logic in the GPWC
controls the position of the terrain switching relays.

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NOTES:

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GPWS - GROUND PROXIMITY WARNING COMPUTER
Purpose Front Panel
The ground proximity warning computer (GPWC) compares the The GPWC front panel has three status LEDs and a door.
airplanes flight profile, flap and gear position, and terrain clearance to These are the three status LEDs on the front panel:
determine if an alert condition exists.
- EXTERNAL FAULT - amber LED turns on for a failure external to
the GPWC.
Description - COMPUTER OK - green LED stays on when GPWC has power
and operates normally.
The enhanced GPWS function contains a worldwide terrain - COMPUTER FAIL - red LED turns on when the GPWC has an
database. It compares airplane position, track and speed with this internal failure.
database to determine if an alert condition exists. Terrain data
displays on the navigation displays (NDs).
The enhanced GPWS function also contains an airport database.

This database contains terrain information about all hard surface
runways 3500 feet or more in length. GPWS compares airplane
position and runway location to determine if an alert condition exists.
Physical Description
The ground proximity warning computer (GPWC) is a two MCU

chassis and weighs seven pounds. The GPWC requires no forced
cooling air.

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Front Panel (cont)
The front panel door allows access to the following:
- PRESS TO SELF TEST switch - begins a test of the GPWS

- Headphone jack - allows you to hear self test audio
- Memory card slot - allows you to upload software from a memory
card, or download fault and warning history data
- Upload/download status indicators -displays conditions of upload
or download operation
- RS-232 connector - used for shop test, or for the upload/
download of data.
Voice Menu Configuration
Several aural message configurations are available. Selection of the

desired configuration is by grounding the appropriate program pins.
CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE

READING PROCEDURE FOR HANDLING
ELECTROSTATIC DISCHARGE SENSITIVE DEVICES
(REF 20-41-02/201). CONTAINS DEVICES THAT CAN
BE DAMAGED BY STATIC DISCHARGE.

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NOTES:

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GPWS - CONTROL COMPONENTS
Description Flap and Gear override Switches
The GPWS warning module contains the system control The GND PROX FLAP OVRD switch and the GND PROX CONFIG
components. It is a self-contained unit and therefore it a Line GR OVRD switch simulate flaps down 25 units or more and landing
Replaceable Unit (LRU). The module contains these controls: gear down positions. These are guarded alternate-action pushbutton
switches.
- A ground proximity glide slope inhibit light/switch
- A ground proximity flap override switch In the ON position the switches illuminate.
- A ground proximity configuration/ gear override switch
- Terrain override switch.
GND PROX – G/S INHB Light/Switch
The GND PROX-G/S INHB light/switch has two functions:
- The GND PROX light shows ground proximity alerting for modes
1 through 5.
- Push the switch to inhibit or cancel mode 5 (below glide slope)
visual and aural alerts.
If the operator pushes the switch before the mode 5 indications start,
then mode 5 is inhibited. If the operator pushes the switch after the
indications have started, then all mode 5 indications are cancelled.
After this inhibit or cancel action, a second push of the switch cannot
re-start mode 5. To reset mode 5, the airplane must descend below
30 ft or ascend above 1000 ft RA.

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Terrain override Switch
Push the TERR OVRD switch to inhibit the terrain clearance floor
(TCF) and terrain awareness and alerting display (TAAD) functions
of the GPWS. The basic modes (modes 1-7) of the GPWS are not
affected by this switch.
The flight crew uses the terrain override switch for any of the
following conditions:
- The crew determines position data is not valid.

- A terrain awareness alert shows when it is obvious no terrain
threats exist.
CAUTION : CAREFULLY SLIDE GROUND PROXIMITY WARNING

MODULE OUT OF INSTRUMENT PANEL TO AVOID
STRESS AND/OR DAMAGE TO ELECTRICAL CABLE
AT REAR OF THE GROUND PROXIMITY WARNING
MODULE.

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GPWS - PFD AND MASTER WARNING LIGHT ANNUNCIATIONS
PFD Warning Annunciations
The red PULL UP annunciation on the PFD indicates a mode 1

warning or a mode 2 warning.
The red WINDSHEAR annunciation on the PFD indicates a mode 7

warning.
Master Warning Lights
The captain's and first officer's master warning lights illuminate

during the PULL UP and WINDSHEAR warnings.

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GPWS - MODE 1 DESCRIPTION
Mode 1 Definition The alert consists of these indications:
Mode 1 supplies alerts and warnings of a large descent rate with - The GND PROX-G/S INHB light/switch shows
respect to terrain clearance. - The aural message "sink rate.... “ is repeated.
To prevent nuisance alerts during an ILS approach, the initial

Mode 1 Thresholds envelope will be modified when the airplane is above the Glide Slope.
The threshold of annunciations varies with descent rate. The The amount of linear modification will be 0 FPM when on Glide Slope
threshold value is 2450 ft RA for descent rates of 5007 feet per to a maximum of 300 FPM when the airplane is 2 dots above Glide
minute (FPM) and greater. Slope.
For lower descent rates the threshold value is lower. If the descent rate does not decrease, the warning follows. The
warning consists of these indications:
At 30 ft RA, there are no annunciations if the descent rate is less
than 998 FPM. - The red PULL UP message on the PFDs
- The red master warning lights
The lower boundary of annunciation is 30 ft. - The aural message "whoop whoop pull up... “ is repeated.
This mode functions independently o landing gear and flap positions.
Mode Annunciations
Mode I includes two levels of annunciations:
- An alert
- A warning.

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GPWS - MODE 1 OPERATION
Data Sources Alert Output
The following LRUs supply these parameters. The AURAL-7 discrete starts the alert annunciations. It closes switch
S1 which:
Left, center or right radio altimeter supplies radio altitude
- Turns on the GND PROX-G/S INHB light/switch.
Left IRU supplies inertial vertical speed
- Goes to the traffic alert and collision avoidance system (TCAS) to
Left ILS supplies glide slope deviation inhibit advisories.
Left or right ADC supplies baro altitude rate. It also goes to the speech prom which generates the aural SINK
RATE.
Inertial vertical speed is the primary parameter. If it is not available,
the mode detector uses baro altitude rate.
Warning Output
Mode 1 Function The AURAL-1 discrete:
The mode 1 detector determines a presence of mode 1 and - Goes to the speech prom which generates the aural WHOOP,
generates the required annunciations which are: WHOOP PULL UP
- Closes switch S2 which causes the MAWEA to turn on the master
- A preliminary annunciation which is an alert warning lights and the TCAS to inhibit advisories
- A warning. - Goes to the EIUs to show the red warning PULL UP on the PFDs.

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Aural Output
The speech prom generates the aurals. The audio amplifier

amplifies them and transmits them to the MAWEA via an output
transformer. The MAWEA then sends them for transmission over the
captain's and the first officer's aural warning speakers.
Mode Variations
The envelope modulation circuit supplies mode boundary variations

at specific locations.
The BITE circuit supplies mode inhibit commands when circuit or

input failures are present.

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GPWS - MODE 2A DESCRIPTION
Mode 2 Definition Mode 2A Annunciations
Mode 2 supplies alerts and warnings for too large of a closure rate Mode 2A includes two levels of annunciations:
with respect to rising terrain. Mode 2 has two variations, 2A and 2B.
- An alert
Mode 2A applies when the airplane is not in a landing configuration, - A warning.
that is if the flaps are 20 units or less and the glide slope deviation is
greater than 2 dots. The alert consists of these indications:
Mode 2B applies when the airplane is in a landing configuration, that
is if the flaps are 25 or 30 units, or if the airplane is on an ILS - The GND PROX-G/S INHB light
approach with glide slope deviation of 2.0 dots or less. - The aural alert message "TERRAIN, TERRAIN".
After two alert messages, if the closure rate does not decrease, the
Mode 2A Thresholds warning follows.
The threshold of annunciations varies with CAS and closure rate.

These are typical threshold values:
- 2450 ft RA for CAS values of 310 knots (KTS) or greater and

closure rates of 9800 FPM or greater
- 1650 ft RA for CAS values of 220 KTS or less and closure rates of
5733 FPM or greater.
The lower boundary of annunciations is 30 ft.

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Mode 2A Annunciations (cont)
The warning consists of these indications:
- The red PULL UP message on the PFDS

- The red master warning lights
- The aural message "WHOOP WHOOP PULL UP. . . “ is repeated.
Altitude Gain Function
If the mode 2A warning envelope has been entered for more than 3
seconds and the sink rate condition has been corrected, the GPWC
checks the landing gear position. If the gear is up, the altitude gain
function is started. When the sink rate condition is corrected, the
GPWC switches back to the 2A alert visual indications (GND PROX
G/S INHB light) and shuts off the "TERRAIN" aural as long as there
is no further terrain closure. This alert indication will continue until the
airplane has gained 300 feet altitude up to a maximum of 45
seconds, or the landing gear is lowered.
If the gear is down the altitude gain function is inhibited.

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GPWS - MODE 2B DESCRIPTION
Mode 2B Annunciations If the condition continues, the annunciation changes to this:
Mode 2B has two variations of annunciations: - The aural WHOOP, WHOOP PULL UP, is repeated
- The red PULL UP message shows on th PFDs
- When the airplane is in landing configuration; gear and flaps down - The master warning lights show.
- When the airplane is not in landing configuration; flaps or gear up,
or both up.
Mode 2B Thresholds
Airplane in Landing Configuration The threshold of annunciations varies with closer rate. It is 789 ft for
closure rates of 3000 FPM or greater. For lower closure rates the
The annunciation has these indications: threshold values are lower. For instance, for a closure rate of 2253
FPM the threshold value is 200 ft.
- The aural TERRAIN, TERRAIN, is repeated
- The GND PROX-G/S INHB light. When the flaps are down, the lower boundary, at which the
annunciations cease varies with descent rate. It is 200 ft for descent
rates of 400 FPM and less, and 600 ft for descent rates of 1000 FPM
Airplane Not in Landing Configuration or more. For descent rates between 400 FPM and 1000 FPM, the
lower boundary varies linearly. When the flaps are up, the lower
The annunciation shows this first: boundary is 30 ft.
- The aural TERRAIN, TERRAIN once

- The GND PROX-G/S INHB light.

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Mode 2 Function
The mode 2 detector determines a presence of modes 2A and 2B IVS and inertial altitude are the primary parameters. If they are not
and generates the required annunciations. Both, mode 2A and 2B, available, the mode detector uses baro altitude rate and baro
include a preliminary annunciation which is an alert, and after that a altitude.
warning. When the airplane is in landing configuration, mode 2B has
the continuous alert only. The left ILS supplies glide slope deviation, localizer deviation and
Data Sources selected runway heading.
The following LRUs supply these parameters. The landing gear lever switch supplies landing gear lever position.
Left, center or right radio altimeter supplies radio altitude. The The left and center flap control units supply flap position.
GPWC computes closure rate from radio altitude.
GPWS warning module supplies:
Left inertial reference unit supplies:
- Simulated gear lever down position
- Inertial vertical speed (IVS) - Simulated flaps down position.
- Inertial altitude
- Magnetic track. The left FMC supplies magnetic track.
Left or right air data computer supplies:
- Baro altitude rate

- Baro altitude
- Computed airspeed.

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Alert Output Mode Variations
The aural -2 discrete closes switch S1 and turns on the GND The envelope modulation circuit supplies mode boundary variations
PROX-G/S INHIBIT light/switch. It goes to the speech prom which in specific locations.
generates the aural "TERRAIN". The BITE circuit supplies mode inhibit commands when circuit or
The discrete from switch S1 goes to TCAS to inhibit TCAS An output from the AIR/GROUND logic circuit inhibits all mode
advisories. annunciations on the ground.
Warning Output
The aural -1:
- Goes to the speech prom which generates the aural "WHOOP,

WHOOP PULL UP"
- Closes switch S2 which causes the MAWEA to turn on both
master warning lights and inhibits TCAS advisories
- Goes to the EIUs to show the red warning PULL UP on the PFDs.
Aural Output
The speech prom generates the aurals. The audio amplifier

amplifies them and transmits them to the MAWEA via an output
transformer. The MAWEA sends them for transmission over the
captain's and the first officer's aural warning speakers.

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Mode 3 Definition Mode 3B Threshold
Mode 3 applies to takeoff or missed approach when not in landing The mode 3B threshold depends on climb rate and elapsed time
configuration, that is when the gear is up and/or the flaps are not 25 since takeoff. It is 150 ft at takeoff and increases with time to-about
or 30. Mode 3 has two variations: 3A and 3B. Mode 3A starts an alert 75% of altitude gain.
when the airplane has lost a greater amount of altitude than a
threshold value. Mode 3B starts an alert when the airplane is closer
to the ground than a threshold value. Mode 3B Annunciations
Mode 3B, also is an alert-only mode. Its annunciations are:

Mode 3A Threshold
- The repeated aural TERRAIN
The mode 3A threshold depends on radio altitude and elapsed time
after take off. It is roughly 10% of RA for high climb rates and 20% for - The illumination of the GND PROX-G/S INHB light/switch.
low climb rates.
The annunciations stop when the airplane climbs above the mode
3B threshold value.
Mode 3A Annunciations
In a case of conflict, mode 3B annunciation takes precedence over
Mode 3A is an alert-only mode. Its annunciations are: the mode 3A annunciation.
- The repeated aural SINK RATE

- The illumination of the GND PROX-G/S INHB light/switch
The annunciations stop when the airplane stops losing altitude.

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Mode 3 To Mode 4 Transition
Modes 3 and 4 are mutually exclusive. When mode 3 is armed,

mode 4 is inhibited, and vice-versa.
The switchover from mode 3 to mode 4 occurs when the mode 3B

threshold reaches the value of the mode 4A threshold.

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Mode 3 Function
The mode 3 detector determines a presence of mode 3 and IVS and inertial altitude are the primary parameters. If they are not
generates the required annunciations. available, the mode detector uses to baro altitude rate and baro
altitude.
Mode 3 is an alert-only mode.
The landing gear lever switch supplies landing gear lever position.
Data Sources The left and center flap control units supply flap position.
The following LRUs supply these parameters for the computation of GPWS warning module supplies:
mode 3 annunciations.
- Simulated gear lever down position
The left, center or right radio altimeter supplies radio altitude. - Simulated flaps down position.
Left inertial reference unit supplies:

Mode outputs
- Inertial vertical speed (IVS)
- Inertial altitude. Both the aural -6 and -2 outputs:
Left or right air data computer supplies: - Close switch S1 which turns on the GND PROX-G/S INHB light/
switch and inhibits TCAS advisories
- Baro altitude rate
- Baro altitude. - Go to the speech prom to generate the aural -6, "SINK RATE",
and aural -2, "TERRAIN".

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Aural Outputs Mode 4 to Mode 3 Switchover
The speech prom generates the aurals. The audio amplifier The switchover occurs during landing. When the airplane descends
amplifies them and transmits them to the MAWEA via an output through the low-airspeed mode 4B boundary (at 245 ft) with gear and
transformer. The MAWEA sends them for transmission over the flaps down, mode 4 detector arms mode 3 and disables mode 4.
captain's and first officer's aural warning speakers.
If at the low-airspeed mode 4B boundary (at 245 ft) the gear and/or
the flaps are up, the mode 4 to mode 3 switchover occurs when the
Mode-inhibit airplane descends through 30 ft RA.

Mode 3 to Mode 4 Switchover
The switchover occurs during take-off when the mode 3B threshold

reaches the value of the mode 4A threshold. Mode 3 detector arms
mode 4 and disables mode 3.

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Mode-4 Definition Mode 4 Thresholds
Mode 4 supplies alerts when the airplane is too close to terrain and The threshold of the low-airspeed annunciation TERRAIN in mode
not in landing configuration. (Landing configuration is: gear and flaps 4A is 500 ft RA for airspeeds up to 190 knots.
down, that is flaps at 25 or 30). Mode 4 has two variations: Mode 4A
and mode 4B. Mode 4A applies when the landing gear is up. Mode The threshold of the low-airspeed annunciation TERRAIN in mode
4B applies when the landing gear is down. 4B is 245 ft RA for airspeeds up to 159 knots.
For higher airspeeds, the threshold increases to 1000 ft at 250

Mode-_Annunciations knots. Above 250 knots, the threshold value stays at 1000 ft. The
upper boundry is revised to 800 feet for 60 seconds following a
Each one, mode 4A and mode 4B, has two variations of detection of exccessive rate. This helps prevent false warnings
annunciations, which depend on computed airspeed (CAS). when over flying other aircraft. The lower boundary of annunciations
is 30 ft.
At low airspeeds the annunciations are:
When the flaps are down, the mode 4A threshold is 500 ft RA at all
- For mode 4A: TERRAIN, airspeeds.
- For mode 4B: TERRAIN.
At high airspeeds, the annunciation is TERRAIN for both modes 4A

and 4B.
The visual annunciation in all cases is the illumination of the GND

PROX-G/S INHB light/switch.

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Mode 4 Function
The mode 4 detector determines a presence of mode 4A or 4B and - Aural 2: "TERRAIN"

generates the required annunciations.
When switch S1 closes, a discrete goes to TCAS to inhibit TCAS
The modes 4A and 4B are alert-only modes. advisories.
Data Sources Aural
The following LRUs supply these parameters for the computations of The speech prom generates the aural. An audio amplifier amplifies
modes 4A and 4B: this and transmits it to the MAWEA via an output transformer. The
MAWEA sends the aural to the captain's and first officer's aural
- L, C or R RA supplies radio altitude warning speakers.
- Left or right ADC supplies computed airspeed (CAS)
- Landing gear lever switch supplies landing gear up or down
position Mode 4 Variations
- C or L FCU supplies flap position
- GPWS warning module supplies simulated gear down and/or or The envelope modulation circuit supplies mode boundary variations
flap down. in specific geographic locations.
Mode 4 Outputs
The mode 4 detector turns on the GND PROX-G/S INHB light/switch

when switch S1 closes. One aural output discrete, aural-2,
generates in the speech prom the aural:

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Mode 4 Variations (cont)

An output from the AIR/GND logic circuit inhibits all mode
annunciations on the ground.
A mode 4 to mode 3 switchover occurs during landings. When the

airplane descends through the low-airspeed mode 4B boundary (at
245 ft) with the gear and flaps down, the mode 4 detector arms
mode 3 and disables mode 4.
If at the low-airspeed mode 4B boundary (at 245 ft) the gear and/or
flaps are up, the mode 4 to mode 3 switchover occurs when the
airplane descends through 30 ft radio altitude.
The mode 3 to mode 4 switchover occurs during take-off. The mode

3 detector arms mode 4 and disables mode 3 when the mode 3B
threshold reaches the value of the mode 4A threshold.

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Mode 5 Definition and Annuciations Aural Sound-Levels
The mode 5 envelope limits are determined by monitoring radio Mode 5 has two sound levels:
altitude and deviation below the glide slope.
- Below 1000 ft RA with a glide slope deviation greater than 1.3 dots
Mode 5 indications can occur between 1000 feet down to 30 feet RA. (below glide slope), the aural "GLIDE SLOPE" is at half volume.
Mode 5 is armed when the airplane descends below 1000 feet RA, - Below 300 ft RA with a glide slope deviation greater than 2 dots
the landing gear is down and the localizer is captured (within 2 dots) (below glide slope), the aural "GLIDE SLOPE" is at normal level.
before descending below 500 ft.
Mode 5 is an alert-only mode. Mode annunciations are: Mode 5 Inhibit or Cancellation
- The repeated aural "GLIDE SLOPE" at different repetition rates The GND PROX-G/S INHB light/switch inhibits or cancels mode 5
and sound levels, and below 1000 ft RA nominal. If mode 5 is not in operation, a push on
- The illumination of the GND PROX-G/S INHB light/switch. the switch inhibits any future mode 5 annunciations. If mode 5 is in
operation, a push on the switch cancels any visual and aural
annunciations. It is not possible to rearm mode 5 by another push on
Aural Repetition Rate the switch. To rearm mode 5, the airplane must either descend
below 30 ft RA or ascend above 1000 ft RA.
The repetition rate of the glide slop aural is increased as the terrain
clearance decreases and/or the glide slope deviation increases.

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Mode 5 Function Mode Outputs
The mode 5 detector determines the presence of mode 5 and The aural 9 output:
generates the required annunciations.
- Closes switch SI, turns on the GND PROX-G/S INHB light/switch,
and inhibits WAS advisories
Data Sources - Goes to the speech prom to generate the GLIDE SLOPE aural
Mode 5 inputs are:

Aural Output
- Radio altitude from the left, center or right radio altimeter
- Glide slope and localizer deviation and selected runway heading The speech prom generates the aural. The audio amplifier amplifies
from the left ILS receiver it and sends to the MAWEA via the output transformer. The MAWEA
- Magnetic track from the left FMC (primary source) sends the aural to the captain's and first officer's aural warning
- Magnetic track from the left IRU (alternate source) speakers.
- Landing gear lever switch position
- Glide slope inhibit discrete from the GPWS warning module
- Simulated gear lever down position from the configuration gear
override switch
Heading Compare
The backcourse compare circuit inhibits mode 5 annunciations

during backcourse. The airplane is in backcourse when the angle
between selected runway heading and magnetic track is greater
than 90 degrees.

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Repetition Rate Mode Variations
Based on radio altitude and glide slope deviation, the G/S voice The envelope modulation circuit supplies mode boundary variations
repetition rate circuit adjusts the repetition rate of the aural in specific locations.
annunciation.
Sound Levels
The mode 5 detector reduces the amplifier gain to half volume when
the airplane:
- Glide slope deviation is less than two dots, and/or

- RA is not below 300 feet
Mode 5 Inhibit or cancellation
The GND PROX-G/S INHB light/switch inhibits or cancels mode 5

below 1000 feet radio altitude.

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Mode 6 Definition Mode 6 Reset
An optional GPWC feature is mode 6 aural callouts. This mode does Mode 6 callouts sound only once. To repeat the callouts sequence,
not give visual displays. One or more pin selections determine the the airplane must ascend above 1000 feet radio altitude.
RA callout configuration.
Volume
RA Callout Selection
The volume of the callouts is one quarter of the level of the other
The present radio altitude aural callout configuration selected modes.
produces the aural messages shown when the airplane descends
through these pre-determined radio altitudes:
- FIVE HUNDRED at 500 feet

- ONE HUNDRED at 100 feet
- FIFTY at 50 feet
- FORTY at 40 feet
- THIRTY at 30 feet
- TWENTY at 20 feet
- TEN at 10 feet
- MINIMUMS at DH setting
BANK ANGLE BANK ANGLE sounds when the roll angle exceeds 40
degrees at all altitudes above 150 feet. The alert sounds when the
roll angle increases by 20 percent.

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Mode 6 Function Mode Outputs
The mode 6 detector generates the selected radio altitude callouts at The radio altitude callout aural discretes go to the speech prom to
predetermined radio altitudes. generate the aurals.
The audio amplifier amplifies them to one quarter normal volume

Data Sources (LO VOLUME) and sends them to the MAWEA via the output
transformer. The MAWEA sends them to the captain's and first
Mode 6 inputs are: officer's aural warning speakers.
- Radio altitude from the left, center or right RA Mode six does not include the illumination of the GND PROX-G/S
- Roll angle from the left IRU INHB light/switch.
- Landing gear lever position
- Simulated gear lever down position from the configuration gear
override switch. Mode 6 Reset
Each of the mode 6 annunciations can sound only once. To reset the
Program Pins mode 6 function, the airplane must climb above 1000 feet.
The program pin RA CALLOUT ENABLE enables the mode 6

function.
Various program pins define the RA callout configuration.
The RA CALLOUT LO VOLUME program pin reduces the volume of

the callout to one-quarter of normal level.

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Mode 6 Reset (cont)
Above 150 feet the alert "BANK ANGLE -BANK ANGLE" sounds at 40
degrees of roll angle measured by the left IRU. The alert sounds at
10 degrees of roll angle at 30 feet. The alert set point increases to 40
degrees at 150 feet.
The alert repeats for each 20 percent increase in roll angle.
Mode Variations
The envelope modulation circuit removes the gear down requirement

in specific locations.
The BITE circuit supplies inhibit commands when circuit or input

failures are present.

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Reactive Windshear Detection
An optional GPWC feature is mode 7 reactive windshear detection. The windshear warning annunciations continue as long as the
Windshear can happen anywhere in the atmosphere. It can have windshear condition exists and the indicated AOA is within four
both horizontal and vertical components, and consists of large degrees of stick shaker AOA, but no less than five seconds.
volumes of air which move quickly in different (usually opposite)
directions. The GPWC inhibits all other GPWS modes during a windshear
warning.
One type of windshear which is most dangerous to airplanes is the
microburst, which has a column of downward-moving air.
Microbursts are most dangerous below 500-feet, where pilots have
little time and airspace to recover. The graphic shows a microburst
situation on approach.
Warnings
Mode 7 produces a warning for a windshear condition during takeoff

or final approach, below 1500 feet radio altitude.
A windshear warning includes these annunciations:
- A siren sounds followed by the repeated aural message

"windshear, windshear, windshear”,
- A red WINDSHEAR warning message shows on the PFDs.
- The master warning lights come on.

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Mode 7 Function Left and right stall warning cards in the MAWEA supply:
The mode 7 detector computes a vertical and a horizontal windshear - Indicated angle of attack (AOA)
component, that combine to yield a total windshear indication, in - Corrected angle of attack
takeoff or in approach. The detector compares this windshear - Stick shaker angle of attack
indication to thresholds which are a function of approach/takeoff flap - Flap angle
position. If the windshear indication exceeds the threshold, the mode
7 detector issues a warning.
Minimum operating speed.
Data Sources The left stall warning card is the primary source. If it fails, the mode
detector uses data from the right stall warning card.
The following LRUs supply these parameters for the computation of
the windshear indication. The right ADC and the left or center ADC supplies:
Left, center or right radio altimeter (L, C or R RA) supplies radio - True airspeed (TAS)
altitude. - Computed airspeed (CAS).
Left inertial reference unit (L IRU) supplies: Center flap control unit (C FCU) or left FCU supplies flap position of
25 units or greater.
- Inertial vertical speed
- Pitch angle
- Pitch rate Roll angle
- Longitudinal acceleration
- Normal acceleration
- Vertical acceleration
- Attitude mode.

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Program Pins Mode Inhibit
Program pins enable the mode 7 function and select the airplane The BITE circuit issues mode inhibit commands when circuit or
type (747-400). input failures are present.
Mode Outputs
The aural-10 discrete issues the windshear warnings. It:
- Causes the speech prom to generate the repeated aural-10

WINDSHEAR...
- Closes switch S3 which inhibits TCAS advisories and causes the
MAWEA to turn on both master warning lights
- Causes the EIUs to show the red message WINDSHEAR on the
PFDs.
Aural Outputs
The speech prom generates the aural WINDSHEAR. The audio

amplifier amplifies it and transmits it to the MAWEA via an output
transformer. The MAWEA sends the aural for transmission over the
captain's and first officer's aural warning speakers.

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GPWS - TERRAIN AWARENESS FUNCTION
Purpose Terrain Awareness Calculation
The ground proximity warning computer (GPWC) compares the The GPWC stores a world-wide terrain database in memory. The
airplane flight profile, flap and gear position, and terrain clearance to GPWC looks at airplane position and track, and compares this data
determine if an alert or warning condition exists. to the terrain database. If the GPWC determines there is a terrain
threat, it makes an alert.
Terrain Awareness Inputs

Terrain Display Output
The GPWC receives airplane data from the air data computers
(ADC), inertial reference system (IRS), Flight Management The GPWC makes a digital map of the terrain forward of the
Computer Left and the global positioning system (GPS). The terrain airplane. It sends this digital map to the navigational displays (NDs).
awareness function uses this data: The display uses different colored dots to show terrain altitude
relative to airplane altitude.
- Latitude
- Longitude
- Barometric altitude
- Ground track - Ground speed
- Heading
- Roll attitude
- Flight path angle (calculated by GPWC).
Terrain awareness uses GPS for latitude and longitude.

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Terrain Alert Outputs
If the GPWC determines the airplane is about 60 seconds from a

terrain conflict, it makes a terrain caution alert. The caution alert is
as follows:
- Alert aural message CAUTION TERRAIN

- Amber message TERRAIN shows on the ND
- The terrain display shows on both NI)s if not selected on either
one
- The threat terrain on the ND changes from dots to a solid yellow
color
- The ground proximity warning light comes on.
If the GPWC determines the airplane is about 30 seconds from a

terrain conflict, it makes a terrain warning alert. The warning alert is
as follows:
- Aural message TERRAIN, TERRAIN PULL UP

- A red PULL UP message shows on the primary flight display
(PFD)
- A red TERRAIN message shows on the ND
- The terrain display shows on both NDs if not selected on either
one
- The terrain threat on the ND changes from dots to a solid red
color
- The master warning lights come on.

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GPWS - TERRAIN CLEARANCE FLOOR
Description Terrain Clearance Floor Logic
Terrain clearance floor (TCF) alerts the flight crew when the airplane The GPWC stores a runway database in memory. This database
descends too low on approach. TCF uses airplane position and a contains the location of all hard surface runways in the world that are
runway database to determine if an alert condition exists. 3,500 feet or more in length. TCF makes a terrain clearance
envelope around the runway. The altitude of the envelope increases
as the distance from the airport increases. GPWC compares
Terrain Clearance Floor Inputs airplane latitude, longitude, and radio altitude with TCF envelope
data. If the airplane descends through the floor of the envelope,
The ground proximity warning system (GPWS) receives airplane GPWC makes an alert.
data from these systems:
TCF makes an alert even if the airplane is in landing configuration.
- Global positioning system (GPS)
- Air data computers (ADCs)
- Inertial reference system (IRS)
- Radio altimeters (RA).
TCF uses this data:
- Latitude
- Longitude
- Radio altitude.
TCF uses GPS for latitude and longitude. It uses IRS data if GPS
data is not valid.

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Terrain Clearance Floor Caution Alert
If the GPWC determines the airplane is below the TCF, it makes this
caution alert:
- Aural message TOO LOW TERRAIN. This message repeats for

each 20 percent loss of altitude.
- The ground proximity warning light comes on and stays on until
the airplane climbs above the TCF.
There is no TCF warning alert.
The GPWC inhibits TCF alerts for any of these conditions:
- Airplane is on the ground

- Less than 20 seconds after takeoff
- Less than 30 feet radio altitude.

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GPWS - ENVELOPE MODULATION DESCRIPTION
Purpose Mode Modulations
Envelope modulation modifies specific alert and warning thresholds The present graphic lists the modes that can be modulated and the
in localities with marginal ground proximity terrain conditions. purpose. In the case of modes 1, 2, and 4, modulation reduces the
margin of safety and thus prevents nuisance annunciations. In mode
Envelope modulation: 5, envelope modulation raises the radio altitude thresholds and
removes the gear-down requirement which enable annunciations at
- Prevents mode 1, 2, and 4 nuisance annunciations. higher altitudes. In mode 6, the modulation removes the gear-down
- Allows mode 5 annunciations, at higher altitudes with the gear not requirement.
down.
- Allows mode 6 annunciations with the gear not down.
This function applies to over 100 locations around the world.
Method
Envelope modulation takes place only in specifically defined

locations and conditions. The GPWC uses latitude and longitude to
determine the location of the airplane. The GPWC then uses
parameters such as radio altitude, magnetic track, glide slope
deviation, runway heading, baro corrected altitude and/or localizer
deviation to determine that the airplane is in exactly defined
conditions that call for the modulation of the thresholds. The
parameters that must have specified values are called the KEY.
When the KEY is correct, the GPWC modifies the respective mode
thresholds.

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GPWS - ENVELOPE MODULATION OPERATION
Envelope Modulation Function Other Data Sources
The envelope modulation module contains a look-up table that lists In addition to the data from the GPS receivers and the left PMC,
all the locations by latitude/longitude that require envelope these parameters are required for the determination of the
modulation. The airplane's latitude and longitude is continuously modulation KEY:
monitored. When the airplane enters an area that requires
modulation, the module checks to see if the airplane parameters - Glide slope deviation, localizer deviation, and selected runway
correspond to the modulation KEY in the look-up table. if the heading from the left ILS receiver
parameters match, modulation proceeds at a predetermined - Radio altitude from the left, center or right RA
schedule. - Barometric corrected altitude from the right ADC, and the left or
center ADC
- Magnetic track from the left FMC, or the left or right IRU.
Position Data
The left GPS is the primary source of latitude, and longitude. If the Mode Detector Modulation
left GPS is not available, the modulation module defaults to the right
GPS, then to the left FMC. When the modulation module determines the modulation
requirements, signals are sent to the respective mode detectors.
The mode detectors modify the threshold values and/or remove the
gear-down requirement for the various ground proximity modes that
are present.

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GPWS - POWER AND ANALOG INPUTS
Flap and Landing Gear Position Air/Ground Logic
Discretes that show flap and landing gear positions either arm or The input from the air/ground relays plus computed air speed and
inhibit certain modes. radio altitude define an IN-AIR or an ON-GROUND condition. The
transition from ON-GROUND to IN-AIR occurs when the air/ground
These are the input sources for the flap discrete: relays show IN-AIR (contacts closed) and radio altitude is five feet or
more. If the relays mistakingly show ON-GROUND (contacts open),
- The center flap control unit the transition occurs when the airspeed is 90 knots or more and the
- The left flap control unit radio altitude is five feet or more.
- The ground proximity flap override switch.
The transition from IN-AIR to ON-GROUND occurs when the
These are the input sources for the landing gear discrete: airspeed is 60 knots or less and the radio altitude is one foot or less.
- The landing gear lever switch

- The ground proximity configuration/ gear override switch.
To simulate flaps-down and gear-down positions, push the override

switches on the GPWS warning module. They simulate a
flaps-down (25 units or greater) and a landing-gear-down condition,
respectively.

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Air/Ground Logic (cont) Program Pins
The Air/Ground logic does this: There are 26 program pin inputs to the GPWC. These are some of
the selections for your airplane:
- inhibits modes 2 and 4 on the ground
- Inhibits flight deck tests in the air - TRIPLE RA SELECT; enables the GPWC to process one of three
- Defines the start and end of a flight leg in fault memory. radio altimeter inputs.
- A/P type; identifies the 747-400
- WINDSHEAR ENABLE; enables the mode 7 windshear warning
28v DC-Signal Input - WINDSHEAR CAUTION DISABLE; disables the windshear
caution function
The positions of the Capt and F/O terrain display relays are sent to - RA CALLOUT ENABLE; enables the radio callout, configuration
the GPWC as a 28v dc relay monitoring discrete. defined by the RA CALLOUT SELECT program pins
- MODE 6 LOW VOLUME; reduces the volume of the RA callouts
to a quarter of normal level
Terrain Display override - The CMC ENABLE program pin allows the use of the data
received on the ARINC 429 CMC input bus.
The terrain override switch on the GPWS warning module sends a
discrete to the GPWC to override the terrain awareness and alerting
display.

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>
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GPWS - TERRAIN SELECT RELAY INTERFACE
Purpose Relay Control
The ground proximity warning computer (GPWC) and the weather With weather radar selected, the normal relay position lets weather
radar (WXR) receiver-transmitters (RTs) send display data that radar data show on the NDs. When you select TERR on either EFIS
shows on the navigational displays (NDs). Four terrain select relays control panel (CP), a terrain select ground signal energizes the two
control which data shows on each ND. on-side terrain select relays. This allows the terrain data to show on
the on-side display. Push the TERR switch again and the on-side
relays deenergize. The display then shows weather radar data, if
Relay Power selected.
The terrain select relays gets 28v dc from the TERRAIN DISPLAY
circuit breaker on the P7 overhead circuit breaker panel. Relay Monitor
The GPWC monitors the terrain select relay positions for faults.
Relay Interfaces
The GPWC connects to all terrain select relays with ARINC 453
terrain display data buses. The WXR RTs connect to all terrain
select relays with weather display data buses.
The terrain select relays connect to the NDs with data buses.

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GPWS - EFIS CONTROL PANEL
Description
The EFIS control panel provides these functions: If the mode selector is not in a correct mode when you push the
TERR map switch, the terrain display arms. When armed, the
- Enables the navigation displays (NDs) to show terrain data terrain display shows as soon as you change the ND selector to a
- Supplies the selection of different ND modes correct mode. The terrain display stays armed even if you push the
- Supplies the selection of different ranges for terrain data to show TERR map switch again. Push the WXR map switch to disarm the
on the NDs. terrain display and arm the weather display.
TERR Map Switch ND Range Selector
When you push the TERR map switch on the EFIS control panel, The EFIS control panel has a eight position range selector. The
terrain data shows on the on-side ND. Push the TERR map switch range selections are 5, 10, 20, 40, 80, 160, 320 and 640 NM. The
again to remove the display. map mode displays the range at all times. APP and VOR modes
display the range only when TERR or WXR data show.
ND Mode Selector
Use the ND mode selector to select an ND mode. The ND modes

that show terrain data are:
- Expanded APP (approach) mode

- Expanded VOR mode
- Expanded MAP mode
- Centered MAP mode.

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NOTES:

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GPWS - BITE FUNCTION OPERATION
BITE Functions
The GPWC BITE:
- Monitors the validity of inputs - Flap control units Landing gear lever
- Generates internal test commands - All program pins.
- Inhibits mode annunciations when an input or a GPWC function
impairs the integrity of that mode
- Partially or completely inhibits the flight deck test for the same Fault Memory
reasons
- When commanded by the BITE DECODER, generates the BITE stores faults in nonvolatile fault memory by flight legs. An input
GPWC BITE callouts from the CMC defines the start of the flight legs. If the CMC input
- Sends EICAS messages through the EIUs fails, the air/ground relay logic circuit define the flight legs.
Inputs Monitored Mode Inhibit
BITE monitors the inputs from the following systems and LRU's: If an input or internal function impairs the integrity of a mode, BITE
inhibits just that mode. All other modes continue to work.
- CMCS
- LRRA
- ADCS
- ILS
- FMCS
- IRS
- Stall warning cards
- CAPT, and FIO EFIS control panels

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Status
The CMC continuously sends the command summary word label

227 to the GPWC. This word is a request for status information or a
command to run a flight deck test. In response, BITE sends the fault
summary word label 350 to the CMC through the EIUs. This word
includes detected failures.
Test Inhibit
Certain inputs inhibit parts or all the flight deck tests from the flight
deck test sequencer.
Air/Ground Logic
The air/ground input:
- Inhibits flight deck tests in the air

- Defines the start and end of a flight leg if the CMC fails.

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GPWS - FLIGHT DECK SELF-TESTS – 1
Flight Deck Self-Test Description
The GPWS has two flight deck self-tests:
- The CDU confidence test

- The CDU ground test.
Both tests are the same. They show the same indications. The only
difference is the CMC menu used to access the tests.
An IN-AIR input from the air/ground relay prevents the self-tests in

the air.
CDU Confidence Test
To start a CDU confidence test, select CONFIDENCE TESTS on the

CDU CMC menu page and push the line select key next to < GPWC.
A test precondition screen will show. After completion of this
precondition, push the start test LSK. If the GPWS passes the test,
the CDU shows PASS opposite GPWC.
If there is a fault, the CDU shows FAIL. To get to the CONFIDENCE

TEST MSG page, push the line select key next to FAIL. This page
gives more details on the failure.

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GPWS - FLIGHT DECK SELF-TESTS – 2
Ground Test
To start a GPWC ground test, first access the CMC chapter 34

navigation radios ground test pages on the CDU. Push the LSK next
to GPWC. A precondition screen will come up. After completion of
this precondition, push the START TEST LSK. This brings up the
ground tests main menu and shows "In progress" over GPWC.
An input from the air/ground logic inhibits the ground test in flight.
Ground Test Results
The word PASS opposite GPWC shows that the system passed the
test. The word FAIL shows a failure in the system.
Push the LSK next to FAIL to show the GROUND TEST MSG page.
This page gives additional data about the test failure.

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GPWS - LEVEL 1 - SELF TEST
General Level One Test Procedure
The ground proximity warning system (GPWS) has six levels of self Select ground or confidence test from the central maintenance
test. Each level provides different information about the GPWS. The computer (CMC) to begin a level one test. A level one test first does
six levels of self test are: a test of these configuration conditions:
- 1 - GO/NO-GO operational test - Program pin parity

- 2 - Current faults - Airplane configuration database validity
- 3 - System configuration - Airplane type.
- 4 - Fault history
- 5 - Alert/warning history If the test finds a configuration fault, self test annunciates the fault
- 6 - Discrete input test. and self test ends. If the GPWS passes the configuration test, the
level one test continues.
Level one is a GOINO-GO operational test. A level one test provides
visual and aural annunciations on the flight deck.
Level One Test Preparation
These conditions must be true to do a level one operational test of

the GPWS:
- Airplane on ground
- GPWS power on
- EFIS ND mode selector in correct mode (expanded VOR, APP, or
MAP or centered MAP)
- TERR switch on EFIS control panel (CP) selected.

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Training Information Point
You can start a level one self test from the front panel of the GPWC, - Master warning lights on, PFD message PULL UP (red), and aural
but you cannot see the flight deck annunciations. Use the CMC to message PULL UP
start a test of the GPWS.
- Master warning lights on, PFD message WINDSHEAR (red), and
aural message WINDSHEAR, WINDSHEAR, WINDSHEAR
Level One Test - Normal Indications
- Terrain test pattern shows on ND for 12 seconds
These messages should show at some time during the level one - Master warning lights on, PFD message PULL UP (red),
self test: TERRAIN alert message (red) on NDs, and aural message
TERRAIN, TERRAIN, PULL UP.
- EICAS Advisory - GND PROX SYS
- EICAS Advisory - WINDSHEAR SYS - Ground proximity light on and TERRAIN alert message (amber)
- EICAS Advisory - TERR POS on NDS
- EICAS Status - GND PROX SYS
- EICAS Status - WINDSHEAR REAC - Terrain test pattern goes off.
- EICAS Status - TERR SYS
- Amber ND alert message - TERR TEST - Aural message SINKRATE
- Amber ND alert message - TERR FAIL
- Aural message PULL UP
These visual and aural annunciations show for a normal level one
test: - Aural message DONT SINK
- ND system message TERR TEST shows in cyan - Aural message DONT SINK
- Ground proximity warning light on and aural message - Aural message TOO LOW TERRAIN
GLIDESLOPE

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Level One Test - Normal Indications (cont) GPWS Mode Failures
- Aural message TOO LOW GEAR These aural messages annunciate for GPWS modes that do not
- Aural message TOO LOW FLAPS function:
- Aural message TOO LOW TERRAIN
- Aural message GLIDESLOPE - GLIDESCOPE INOP
- Aural message BANK ANGLE, BANK ANGLE - GPWS INOP
- Mode 6 altitude callouts - BANK ANGLE INOP
- Aural message WINDSHEAR, WINDSHEAR, WINDSHEAR - CALLOUTS INOP
- Aural message TOO LOW TERRAIN - WINDSHEAR INOP
- Aural message CAUTION TERRAIN, CAUTION TERRAIN - TERRAIN INOP.
- Aural message TERRAIN, TERRAIN, PULL UP
Level One-Self Test - Non-Normal Indications
The GPWS level one test fails for any of these conditions:
- The terrain test pattern does not show

- The TERR FAIL message on the ND stays on
- You do not see and hear all annunciations.
Training Information Point
Some GPWS modes have the same annunciations. If you do not

see and hear all annunciations, the test fails.

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GPWS - LEVELS 2-5 - SELF-TEST
General Description Use the self test button for these functions:
The ground proximity warning computer (GPWC) has six levels of - Start self test level one
self test: - Go to the next item or flight leg within a test
- Go to the next self test level
- 1 - GO/NO-GO operational test - End the self test.
- 2 - Current faults
- 3 - System configuration When a test level ends, the aural message PRESS TO CONTINUE
- 4 - Fault history annunciates. Push the self test button to go to the next test level. If
- 5 - Alert/warning history you do not push the self test button within three seconds, self test
- 6 - Discrete input test. ends.
Self test levels 2-6 access self test information not available through
the control maintenance computer (CMC). Use a 600 ohm Level Two Self Test - Current Faults
headphone to listen to the test information. Plug the headphone into
the jack on the front panel of the GPWC. A level two test begins with the aural message CURRENT FAULTS.
If there are no current faults, you hear the aural message NO
Use the self test button on the front panel of the GPWC to access FAULTS. If faults exist, the GPWC annunciates the faults one at a
levels 2-6. The self test button has these two modes: time. A short or long cancel ends the level two test.
- Short cancel - push the button for less than two seconds
- Long cancel - push the button for more than two seconds.

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Level Three Self Test - System Configuration
A level three test annunciates the GPWS configuration. A level three A level four test begins with the aural message FAULT HISTORY. If
test begins with the aural message SYSTEM CONFIGURATION. A there are no faults in the flight history memory, you hear the aural
short cancel causes the test to go immediately to the next message NO FAULTS. If there are faults in the flight history memory,
configuration item. A long cancel ends the level three test. A level you hear the most recent faults annunciate first. You hear the faults
three test provides this information: in this order:
- GPWC part number - FLIGHT X (X is the most recent flight leg number)
- GPWC modification status - Internal faults for flight X
- GPWC serial number - External faults for flight X
- Application software version - Go to next oldest flight leg and repeat.
- Configuration software version
- Terrain database version A short cancel causes the test to go immediately to the next flight
- Envelope modulation database version leg. A long cancel ends self test level four.
- Boot code version
- Aircraft type
- Audio menu Level Five Self Test - Warning History
- Altitude callout menu number
- Selected options. Level five self test annunciates GPWS alerts over the last ten flights.
Level Four Self Test - Fault History
Level four self test annunciates the GPWS fault history over the last
ten flights.

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Level Five Self Test - Warning History (cont)
A level five test begins with the aural message WARNING HISTORY.
If there are no alerts in the flight history memory, you hear the aural
message NO WARNINGS. If there are alerts in the flight history
memory, you hear the most recent alerts first. You hear the alerts in
this order:
- FLIGHT X (X is the most recent flight leg number)

- GPWS alerts for flight X
- Go to next oldest flight leg and repeat.
A short cancel cause the test to go immediately to the next flight leg.
A long cancel ends self test level four.

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GPWS - LEVEL 6 - SELF TEST
General Description Level Six Self Test - Discrete Input Test
The ground proximity warning computer (GPWC) has a level six A level six test checks changes in discrete inputs.
discrete input test.
The test starts with the aural message DISCRETE TEST. If the state
This test accesses test information not available from the central of a discrete input changes, you hear the new state of the discrete.
maintenance computer (CMC). Use a 600 ohm headphone to listen
to the test information. Plug the headphone into the jack on the front You hear the aural message DISCRETE INPUT TEST - PRESS TO
panel of the GPWC. CANCEL every 60 seconds. Push a short or long cancel to end the
self test.
Use the self test button on the front panel of the GPWC to access
level six' The self test button has these two modes:
- Short cancel - push the button for less than two seconds
- Long cancel - push the button for more than two seconds.
Use the self test button for these functions:
- Start self test level one

- Go to the next item or flight leg within a test
- Go to the next self test level
- End the self test
When a test level ends, the aural message PRESS TO CONTINUE

annunciates. Push the self test button to go to the next test level. If
you do not push the self test button within three seconds, self test
ends.

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GPWS - STATUS LEDS
Purpose
There are three status LEDs on the front panel of the ground
proximity warning computer (GPWC). These LEDs turn on when
there is power to the GPWC. These LEDs are:
- External fault
- yellow Computer OK
- green Computer fail - red.

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GPWS - SELF-TEST - 1
General Display Control
The computer self-tests check the status of the computer and The front panel display is controlled by the operator with the cancel
provide a front panel display of the present status of the GPWS or of and display hold features. Any section of the present status display
GPWS faults that occurred during the last ten flight segments. No sequence can be cancelled.
test results, either aural messages or visual indications, are
annunciated in the flight deck during the GPWC self-tests. To cancel a display sequence, push the front panel STATUS/
HISTORY switch twice to either position within one second. When it
is cancelled, the present status display will start with the next display
GPWC PRESENT STATUS Self-Test sequence. For example, if the display is cancelled within the
configuration message sequence, the remaining configuration data
Momentarily press the STATUS/HISTORY switch on the GPWC front is skipped and the failure message sequence begins.
panel to the PRESENT STATUS position to start a present status
test. The test results are shown on the front panel BITE display In this way, the in-flight failure, present failures and software version
window. The all-segment, in-test and end-test sequences flash on, displays can also be cancelled.
then off. The other messages go across the display from right to left.
Present status failure messages are in the message tables that are
shown. Only present failures are shown during the present status
self-test. The SYSTEM OK message will show only if there are no
GPWC or input failures.

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Display Control (cont)
A display hold feature is also provided for the front panel display.
Push the front panel STATUS/HISTORY switch to either position
during any display to hold the display as it is at that time. The display
will stay as long as the switch is pushed, up to 10 seconds. The
display stays for 1.5 seconds when the switch is momentarily
pushed to either position.

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GPWS - SELF-TEST - 2
General
GPWC BITE and system input monitor detected faults are logged in
non-volatile memory as part of a flight history. Data about the last 10
flights is stored in this memory.
GPWC FLIGHT HISTORY Self-Test
Momentarily press the STATUS/HISTORY switch on the GPWC front

panel to the FLIGHT HISTORY position to start a flight-history test.
The test results are shown on the front panel BITE display window.
The flight-history failure messages go across the display from right

to left. They are shown in the message tables. If the last 10 flights do
not have faults, the fault-history display shows the PREVIOUS TEN
FLIGHTS OK message. It then stops with the END TEST message.
The display hold and cancel features are also available when
performing a flight-history test. Any display message can be held on
the display.

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GPWS - FLIGHT DECK EFFECTS
Purpose
This graphic contains a summary of all maintenance related flight

deck effects.
Flight Deck Effects
Two status messages are available to show GPWS input and

internal function faults:
- GND PROX SYS

- WINDWHEAR REAC.
The GND PROX SYS message indicates a failure of the ground

proximity function. The WINDSHEAR REAC message indicates a
failure of the windshear function.
Two EICAS advisory messages give the flight crew information

about GPWS faults:
- GND PROX SYS

- WINDSHEAR SYS
These advisory messages will show when the status messages

show.

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NOTES:

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NAVIGATION
Standby Attitude Reference System
Boeing 747-400
Avionics
STANDBY ATTITUDE REFERENCE SYSTEM -

INTRODUCTION ....................................................................... 2
STANDBY ATTITUDE REFERENCE SYSTEM .............................. 4
STANDBY ATTITUDE REFERENCE SYSTEM - COMPONENT
LOCATIONS ............................................................................. 6
STANDBY ATTITUDE REFERENCE SYSTEM - INTERFACE DIA-
GRAM ....................................................................................... 8
STANDBY ATTITUDE INDICATOR ................................................. 10
STANDBY ATTITUDE REFERENCE SYSTEM - ATTITUDE SCHE-
MATIC ....................................................................................... 12

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NAVIGATION
Boeing 747-400
Avionics
STANDBY ATTITUDE REFERENCE SYSTEM - INTRODUCTION
The standby attitude reference system provides a backup source of

attitude for the flight crew at all times during flight.
The standby attitude reference system operates independently of

the primary attitude system and main airplane power.
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34.24.0201 -002

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Avionics
STANDBY ATTITUDE REFERENCE SYSTEM
System Description
The standby attitude reference system is an alternate source of

airplane pitch and roll attitude data. The system consists of a
standby attitude indicator and one power circuit breaker.
Operation
A vertical gyro connected to a sphere-type roll and pitch attitude

display provides the flight crew with standby attitude. The display
can indicate 107 degrees in climb, 63 degrees in dive and 360
degrees of roll. A cage knob mechanically accelerates the erection
of the vertical gyro. A gyro fault flag shows for incorrect gyro speed
or power.
Power
The main battery bus provides 28v dc to the standby attitude

indicator through a circuit breaker on the overhead CB panel.
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Avionics
34.24.0202 -002

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NAVIGATION
Boeing 747-400
Avionics
STANDBY ATTITUDE REFERENCE SYSTEM - COMPONENT

LOCATIONS
The standby attitude reference system components are:
- Standby attitude indicator

- Standby attitude reference system circuit breaker
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34.24.0203 -002

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NAVIGATION
Boeing 747-400
Avionics
STANDBY ATTITUDE REFERENCE SYSTEM - INTERFACE

DIAGRAM
System Interface
The standby attitude reference system receives 28v dc power from a

standby instrument circuit breaker in the pilot's overhead circuit
breaker panel.
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Avionics
34.24.0204 -002

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NAVIGATION
Boeing 747-400
Avionics
STANDBY ATTITUDE INDICATOR
General Characteristics
The standby attitude indicator has a gyro stabilized sphere that The standby attitude indicator can display:
provides a horizon reference. The roll scale is on the top half of the
case front. Bank indication is shown with marks at 0000nd 45The - pitch attitude (+107imb, -63 dive)
pitch scale appears on the face of the attitude sphere. Pitch angle is
shown with marks every five degrees and numerals every ten - roll attitude (+/-360 degrees)
degrees. The airplane symbol is attached to the case of the indicator
and does not move. - gyro failure
34.24.0705 -002
Control
The standby attitude indicator gyro can be erected in two ways:
- Automatically: when the gyro erects at a rate of three degrees per

minute after power is applied
- Manually: when the gyro spins for thirty seconds, and then the
cage knob is pulled out and held for a few seconds, the sphere
will stabilize to a zero pitch and zero roll indication

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Avionics
34.24.0205 -002

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NAVIGATION
Boeing 747-400
Avionics
STANDBY ATTITUDE REFERENCE SYSTEM - ATTITUDE

SCHEMATIC
The standby attitude reference system uses a gyro-stabilized

attitude sphere to show airplane attitude.
The gyro will start the stabilization erection process at power-up.

The gyro normally erects at a rate of three degrees per minute, or it
is fast erected in a few seconds when the cage knob is pulled. The
gyro rotor spins at a speed of 18,000 rpm and thus requires
approximately nine minutes to run down prior to removal.
A 28v dc to ac inverter provides 20v ac, three-phase 400 Hz power

to the gyro motor. A gyro current-sensing circuit causes a gyro flag
to come into view when the gyro power is detected as being
incorrect.
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34.24.0207 -002

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Avionics
NOTES:

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Boeing 747-400
Avionics
34.24.0211 -002

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NAVIGATION
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Avionics
NOTES:

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NAVIGATION
Standby Magnetic Compass
Boeing 747-400
Avionics
STANDBY MAGNETIC COMPASS ................................................. 2

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NAVIGATION
Boeing 747-400
Avionics
STANDBY MAGNETIC COMPASS
General Power
The standby magnetic compass is a backup magnetic heading The compass card is illuminated by a 5v ac bulb. The bulb
reference. It is installed forward of the overhead circuit breaker panel brightness is controlled by the panel lighting control on the pilots
(P7). The compass is mounted to the airframe with non-ferrous overhead panel (P5). A lamp access cover permits easy
material in an area of non-ferromagnetic components. replacement of the light bulb.
Characteristics Adjustment/Test
The standby magnetic compass is a sensitive instrument composed The standby compass front panel has N-S and E-W compensator
of a circular heading indicator card having two parallel and horizontal adjusters for alignment of the compass card. These comensators
magnets. The card is floating in a liquid filled case amd is free to correct for magnetic deviations generated by airplane components
rotate and tilt. The liquid medium serves to dampen rapid and electrical currents in local wiring. A compass correction card is
movements and oscillations of the compass. The magnets align the installed below the compass to record small errors that cannot be
compass with the earth's magnetic lines of flux. This rotates the removed by the compass compensators.
compass card that is calibrated to show the airplane heading relative
to the earth's magnetic field. The magnetic heading of the airplane is Note: Use only non-magnetic tools to adjust the standby magnetic
read from the card against a fixed lubber line. compass.
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NAVIGATION
Boeing 747-400
Avionics
Removal/Installation
The standby magnetic compass is attached by four screws on the

front panel. To remove the compass follow the maintenance manual
procedures and adhere to these cautions:
CAUTION: USE ONLY NONMAGNETIC TOOLS FOR REMOVAL

AND INSTALLATION TO AVOID INSTRUMENT
DAMAGE.
CAUTION: DO NOT USE STEEL SCREWS TO ATTACH

COMPASS TO PANEL AS THEY CAN CAUSE
ERRONEOUS COMPASS INDICATIONS.
Upon replacement of the standby compass, a compass swing is

required. This is the only compass indicator on a 747-400 which
requires a compass swing.
Note: Ferromagnetic parts installed near the standby compass can

cause compass heading errors. Make sure no ferromagnetic parts
are near the captain's or first officer's window frames. If found,
replace the parts with nonmagnetic, corrosion-resistant parts.
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NOTES:

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Avionics
34.22.0201 -001

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NOTES:

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NAVIGATION
Inertial Reference System
Boeing 747-400
Avionics
INERTIAL REFERENCE SYSTEM ................................................. 4 IRS DISPLAYS - ND - EXPANDED MAP ........................................ 52

INERTIAL REFERENCE SYSTEM - COMPONENT LOCATIONS - IRS DISPLAYS - ND - EXP MAP - NCD ......................................... 54
MAIN EQUIPMENT CENTER ................................................... 6 IRS DISPLAYS - ND - EXP MAP - INVALID .................................... 56
COMPONENT LOCATIONS - INERTIAL REFERENCE SYSTEM - IRS DISPLAYS - ND - CTR MAP .................................................... 58
FLIGHT DECK .......................................................................... 8 IRS DISPLAYS - ND - PLAN ........................................................... 60
INPUT POWER - LEFT AND RIGHT IRU ...................................... 10 IRS DISPLAYS - ND - CTR VOR ................................................... 62
INPUT POWER - CENTER IRU..................................................... 12 IRS DISPLAYS - ND - CTR VOR-NCD .......................................... 64
IRS SIGNAL INPUTS (FMC & CMC) .............................................. 14 IRS DISPLAYS - ND - CTR VOR-INVALID ..................................... 66
IRS-ADC SOURCE SELECTION .................................................. 16 IRS EICAS MESSAGES ................................................................. 69
LEFT IRU BUS OUTPUTS ............................................................. 18 IRS GENERAL OPERATION ......................................................... 73
CENTER IRU BUS OUTPUTS ....................................................... 20 IRS POWER UP ............................................................................ 76
RIGHT IRU BUS OUTPUTS ........................................................... 22 IRS POSITION INITIALIZATION ...................................................... 78
IRS ON DC DISCRETE OUTPUTS ............................................... 24 INITIAL POSITION ENTRY MISCOMPARE .................................... 80
IRU FAULT DISCRETE .................................................................. 26 IRS-CALCULATED LATITUDE MISCOMPARE .............................. 82
INERTIAL REFERENCE UNIT ....................................................... 29 IRS-CALCULATED LATITUDE MISCOMPARE - SECOND
IRS MODE SELECTOR UNIT ........................................................ 32 COMPARISON .......................................................................... 84
IRS SOURCE SELECT SWITCHES ............................................. 34 IRS ALIGNMENT INDICATIONS - NO PPOS ENTERED ............... 86
IRS SOURCE SELECT SWITCH - CAPTAIN ................................ 36 IRS ALIGNMENT INDICATIONS - EXCESSIVE MOTION ............... 88
FIRST OFFICER IRS SOURCE SELECT SWITCH ...................... 38 IRS RAPID REALIGN MODE ......................................................... 90
HEADING SELECT SWITCH ......................................................... 40 IRS HEADING INITIALIZATION - ATTITUDE MODE ....................... 92
IRU CONTROL .............................................................................. 42 FMC POSITION REFERENCE PAGE ........................................... 94
IRS CONTROLS - CDU ................................................................. 44 IRS MONITOR PAGE ..................................................................... 96
IRS DISPLAYS - PFD ..................................................................... 46 IRU INTERNAL PROCESSING ...................................................... 98
IRS DISPLAYS - PFD - NCD .......................................................... 48 IRS ON BATTERY WARNING ........................................................ 100
IRS DISPLAYS - PFD - INVALID ..................................................... 50 INERTIAL REFERENCE SYSTEM SELF-TEST ............................ 102

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INERTIAL REFERENCE SYSTEM INTERFACE TEST ................. 104

IRU INTERFACE TEST VALUES.................................................... 106
IRU INTERFACE TEST - PFD INDICATIONS ................................ 108
IRU INTERFACE TEST - ND INDICATIONS ................................... 110

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INERTIAL REFERENCE SYSTEM
Purpose
The purpose of the inertial reference system (IRS) is to provide To make these calculations the IRU receives inputs from:
airplane orientation and movement data required for airplane control
and navigation. - Air data computers (ADC)
- Flight management computers (FMC)
General Description The MSU provides the means to select these IRU modes:
An inertial reference system consists of: - Off

- Alignment
- Inertial reference unit (IRU) - Navigate
- Mode selector unit (MSU) - Attitude
The IRU makes independent measurements of: In addition to navigational functions, the system performs testing and
fault status reporting through the central maintenance computer
- Airplane attitude change rates (3 axes) system (CMCS).
- Linear accelerations (3 axes)
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The IRU calculates and provides:
- Attitude
- Heading (true and magnetic)
- Velocities (horizontal and vertical)
- Navigational information (position, ground speed, wind)
- Accelerations

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INERTIAL REFERENCE SYSTEM - COMPONENT LOCATIONS -

MAIN EQUIPMENT CENTER
The IRS components and interfacing components located in the

main equipment center are:
- Inertial reference units

- ADC source select relays
- IRU source select relays
- IRS on battery relay
- IRS on battery diodes
- IRS ON BAT CB
- IRS GND SVCE logic CB
- Air/Ground relay
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COMPONENT LOCATIONS - INERTIAL REFERENCE SYSTEM -

FLIGHT DECK
The IRS components and interfacing components located in the

flight deck are as follows:
- IRS mode selector unit

- IRS source select switches
- IDUs
- Control and display units (CDUs)
- IRS and ADC source select switches
- Heading select switch
- IRS DC power disconnect relay
- IRS ON BAT indicator
- AC and DC power circuit breakers
- Center IRS disconnect relay and circuit breaker
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INPUT POWER - LEFT AND RIGHT IRU
Each IRU receives 115 volts ac and 28 volts dc. Power is turned on
inside the IRU in response to selection of any mode other than off on
the MSU. The IRU normally uses ac power but will automatically
switch to dc power when the ac power input fails.
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INPUT POWER - CENTER IRU
The center IRU is supplied 115 volts ac and 28 volts dc. Power is The following is a description of why loss of dc bus No. 3 results in
turned on inside the IRU in response to selection of any mode other the loss of dc power to the C-IRU if it had previously lost ac power
than off on the MSU. The IRU normally uses ac power but will and had transferred to the APU battery hot bus.
automatically switch to dc power upon failure of the ac power input.
The center IRU will operate on dc power from the APU hot battery - If the C-IRU lost ac power due to loss of No. 1 ac bus, the APU
bus for only five minutes if dc bus No. 3 also is lost. The dc power hot battery bus charger also lost power.
from the APU hot battery bus is removed by the IRS dc power
disconnect relay to conserve battery power. - The APU battery bus is normally powered from dc bus No. 3. If
dc bus No. 3 fails, the APU battery bus automatically transfers to
The five-minute time delay is started when: the APU hot battery bus for power.
- An operating mode is selected on the MSU (Align, Nav, Att). - With the added load of the APU battery bus, the APU battery is
now supplying both busses. The C-IRU is removed to save the
- DC bus No. 3 power is lost. battery.
34.21.0505 -001
The loss of the 28-volt dc bus No. 3 causes the center IRS
disconnect relay to deenergize. 28 volts dc from the APU hot battery
bus is supplied through the de-energized relay contacts to the
5-minute time delay in the IRS dc power disconnect relay.

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IRS SIGNAL INPUTS (FMC & CMC)
FMC Inputs
In the align mode initial (present) position is entered through the

FMC CDU. In the Att mode reference (magnetic) heading is entered
through the FMC CDU.
CMC Inputs
The test initiation discrete is supplied from the CMC when an IRU
test is commanded.
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IRS-ADC SOURCE SELECTION
The IRUs receive air data inputs from the captain's and the first
officer's ADC source selected air data computers. The captain's or
first officer's ADC source select switch and the first officer's IRS
source select switch provide the discrete that selects the input port
to be used.
The captain's ADC switch controls the left IRU input and the first
officer's ADC switch controls the right IRU input. The first officer's
IRS source select switch controls the center IRU input.
If the first officer's IRS source select switch is in L or C, the center

IRU uses the ADC selected by the first officer. If it is in R, the center
IRU uses the ADC selected by the captain.
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LEFT IRU BUS OUTPUTS
The IRU transmits data on three ARINC 429 high-speed output - along track horizontal acceleration
busses. All output data is sent on all three busses. - cross track horizontal acceleration
- vertical acceleration
The IRU digital outputs are:
34.21.0545 -001
- latitude
- longitude
- N-S velocity
- E-W velocity
- ground speed
- wind speed
- wind direction
- heading (magnetic and true)
- drift angle
- flight path angle
- pitch attitude
- pitch rate
- roll attitude
- roll rate
- yaw rate
- inertial altitude
- inertial vertical speed
- flight path acceleration
- body longitudinal acceleration
- body lateral acceleration
- body normal acceleration

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CENTER IRU BUS OUTPUTS
The IRU transmits data on three ARINC 429 high-speed output

busses. All output data is sent on all three busses.
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RIGHT IRU BUS OUTPUTS
The IRU transmits data on three ARINC 429 high-speed output

busses. All output data is sent on all three busses.
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IRS ON DC DISCRETE OUTPUTS
Each IRU sends an analog discrete when it is operating on dc

power.
When any analog discrete is present, the relays in the P414 panel
will energize if:
- The airplane is on the ground

- Any IRU is operating on dc only
- No ground service bus power is available
Energizing the P414 relays causes:
- The ground crew call horn in the nose wheel well to sound.
- The IRS ON BAT lamp, on the P461 panel in the flight deck, to
come on.
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IRU FAULT DISCRETE
Each IRU has an analog discrete output which is routed to each EIU
to show a critical IRU fault condition. The discrete will cause the IRS
(left, center or right) EICAS message to be displayed. A critical fault
is one that may cause erroneous outputs of attitude, heading,
angular rates or accelerations.
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34.21.0009 -001

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NOTES:

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INERTIAL REFERENCE UNIT
Purpose Power
The purpose of the inertial reference unit is to provide: The IRU operates from either 115 volts ac 400Hz, or 28 volts dc
power. If 115 volts ac power is lost, the IRU automatically switches
- Attitude to 28 volts dc power (APU HOT BAT BUS).
- Accelerations
- Heading
- Navigation data Control and Monitor
- Velocities
Power is turned on internally in response to two mode select analog
discretes.
Characteristics
Program pins on the IRU are used for axis orientation for a particular
The IRU contains: airplane-type installation.
- Ring-laser gyros to measure rotation rates There is an interface test switch on the IRU front panel which
initiates an interface test of the IRU when pushed.
- Linear accelerometers to measure accelerations
- A digital computer and other electronics used for signal Indications

processing and interfacing with other systems
There is a fault ball on the IRU front panel to show the status of the
unit.
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Indications (cont)
If the fault has cleared, cycling the IRU power off and then back to
on will clear the fault ball indication.
Installation and Removal
Special consideration should be given for removal and installation of

the IRU. The IRU rack mount and guide pin is accurately aligned,
and must not be subjected to excessive pressures or impacts.
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IRS MODE SELECTOR UNIT
Purpose
The purpose of the IRS mode selector unit (MSU) is to allow

selection of the IRU modes of operation.
Operation
The MSU contains one mode select switch for controlling each IRU.
The switch sends discretes to the respective IRU for mode selection.
The NAV position is detented to help ensure that the operator does
not unintentionally switch out of the NAV position.
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IRS SOURCE SELECT SWITCHES
The captain's IRS source select switch determines which IRU will
provide IRS display information for the left primary flight display
(PFD) and navigation display (ND). The first officer's IRS source
select switch determines which IRU will provide IRS display
information for the right PFD and ND and selects the ADC input port
for the center IRU. These switches also control which IRU output
bus goes to the brake system and to the MAWEA card file for the
stall warningcomputer.
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IRS SOURCE SELECT SWITCH - CAPTAIN
EIU IRU Input Select Discretes
One set of contacts on the IRS source select switch provides a

ground on one of three analog discrete inputs to all three EIUs.
These discretes select which IRU data bus provides EIU inputs.
Brake System IRU Input Select Discretes
Another set of contacts of the switch provides a ground to one of two

source select relays. With the switch in the center position, the
relays switch the left brake system channel input from left IRU to the
center IRU. With the switch in the right position, the relays switch the
left brake system channel input to the right IRU.
Weather Radar IRU Input Select Discretes
Another set of contacts of the switch provides a ground to the

weather radar (WXR) transceiver for selection of the offside (center)
IRU input.
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34.21.0039 -001

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FIRST OFFICER IRS SOURCE SELECT SWITCH
EIU IRU Input Select Discretes Weather Radar IRU Input Select Discrete
One set of contacts on the IRS source select switch provides a Another set of contacts of the switch provides a ground to the
ground on one of three analog discrete inputs to all three EIUs. weather radar (WXR) transceiver for selection of the offside (center)
These discretes select which IRU data bus provides EIU inputs. IRU input.
34.21.0540 -002
Brake System IRU Input Select Discretes
Another set of contacts of the switch provides a ground to one of two

source select relays in the center or left positions. With the switch in
the center position, the relays switch the right brake system channel
input from right IRU to the center IRU. With the switch in the left
position, the relays switch the right brake system channel input to
the left IRU.
ADC Center IRU Input Select Discrete
Another set of contacts of the switch provides a ground to the center

IRU for selection of the input port of the captain's ADC.

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HEADING SELECT SWITCH
The position of the heading select switch determines whether true or

magnetic heading is used by the:
- Flight deck instruments

- The flight management computers
- Flight control computers
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IRU CONTROL
The IRS mode selector unit (MSU) controls the mode of each IRU
operation by grounding or opening contacts on the associated mode
select switch. The IRU can be commanded to off, alignment,
navigation, or attitude modes by the selection of OFF, ALIGN, NAV,
or ATT respectively.
Program pin connections indicate to the IRU computer the physical

mounting orientation of the IRU. This is for the computer to correctly
use the acceleration signals from the accelerometers and the
angular rate signals from the gyros.
The FMCs provide the initial position latitude and longitude (entered
by the operator) for use in alignment and navigation. The FMCs also
provide operator-entered heading for use in the attitude mode. Left
FMC data is used unless its data becomes invalid and then right
FMC data is used.
The CMC can initiate an individual IRU test by grounding the remote
test input.
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IRS CONTROLS - CDU
Entries
Dependent on the mode selected, the CDU is used to enter either

the airplane's present position or reference heading.
Messages
The CDU scratch pad is used to show IRS related messages that
indicate operator action requirements.
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IRS DISPLAYS - PFD
The primary flight display shows this IRS data:
- Pitch attitude
- Roll attitude
- Magnetic or true heading
- Vertical speed
- Drift angle
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34.21.0016 -004

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IRS DISPLAYS - PFD - NCD
When IRS information is NCD, these changes occur:
- Roll pointer removed

- Pitch scale removed
- Vertical speed scale, pointer and readout removed
- Sky and ground shading removed
- Horizon line removed
- Boundary removed
- Heading tape numerics removed
- Heading readout, dashes
- Track pointer removed
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IRS DISPLAYS - PFD - INVALID
When IRS information is invalid, these changes occur:
- Roll pointer removed

- Pitch scale removed
- Vertical speed scale, pointer and readout removed
- Sky and ground shading removed
- Horizon line removed
- Boundary removed
- ATT flag displayed
- Heading tape removed
- HDG flag displayed
- Pointer and readout removed
- VERT flag displayed
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IRS DISPLAYS - ND - EXPANDED MAP
In the expanded map mode, the IRS data shown on the ND is:
- Drift angle
- Groundspeed
- Wind direction, speed and angle
- IRU positions
The IRU position indicators show the left, center and right IRU
positions. They are shown when the position push button on the
EFIS control panel is pushed.
The values for track, groundspeed and wind are normally supplied
by the FMCs. If the FMCs fail, these values come from the selected
IRU.
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IRS DISPLAYS - ND - EXP MAP - NCD
With the EXP map mode shown on the ND and IRS information is
NCD, these changes occur:
- Heading readout shown as dashes

- Groundspeed numerics blanked
- Wind direction and magnitude readout shown as dashes
- Wind direction pointer removed
- ADF pointers removed
- Selected heading bug and vector removed
- Map data removed
- Map flag displayed
NCD IRS data displays in the center map mode are the same as
these described above.
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IRS DISPLAYS - ND - EXP MAP - INVALID
With the EXP map mode shown on the ND and IRS information is
invalid, these changes occur:
- HDG flag displayed

- Heading tape removed
- Groundspeed removed
- Wind direction and magnitude removed
- ADF pointers removed
- Selected heading pointer and vector removed
- Map data removed
- Map flag displayed
Invalid IRS displays in the center map mode are the same as those
above.
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34.21.0022 -001

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IRS DISPLAYS - ND - CTR MAP
In the center map mode, the IRS information shown on the ND is:

- Heading (MAG/TRU)
- Ground speed
- IRU positions
The values for track, ground speed and wind are normally supplied
by the FMCs. If the FMCs fail, these values are supplied by the
selected IRU.
The IRU position indicators show the left, center and right IRU
positions. They are displayed when the position push button on the
EFIS control panel is pushed.
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01
34.21.0019 -0

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IRS DISPLAYS - ND - PLAN
In the plan mode the IRS information shown on the ND is:

- Heading (MAG/TRU)
- Ground speed
- Wind data
The values for track, wind data and ground speed are normally
supplied by the FMCs. If the FMCs fail, these values are supplied by
the selected IRU.
NCD and invalid IRS data displays in the plan mode are the same as
those in the expanded map mode.
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IRS DISPLAYS - ND - CTR VOR
In the CTR VOR mode the IRS information shown on the ND is:

- Drift angle
- Ground speed
The values for track, ground speed and wind are normally supplied
by the FMCs. If the FMCs fail, these values are supplied by the
selected IRU.
The IRS information shown for the expanded and full approach
modes and the expanded VOR mode is the same as the display for
the center VOR mode.
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IRS DISPLAYS - ND - CTR VOR-NCD
With the CTR VOR mode shown on the ND and IRS data NCD,
these changes occur:
- Wind direction and magnitude readout shown as dashes - Wind

angle pointer is removed.
NOTE: Wind speed data will be treated as NCD when TAS is less
than or equal to 101 knots.
- Ground speed numbers go blank

- Heading tape numbers are removed
- ADF pointer is removed
- Selected heading bug is removed
- To/from removed
- CRS pointer and tail are removed
- Deviation bar is changed to vertical with deviation kept
NCD IRS displays in the expanded VOR and approach modes are
the same as those described above.
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IRS DISPLAYS - ND - CTR VOR-INVALID
When the CTR VOR mode is shown on the ND and IRS data is
invalid, these changes occur:
- Wind speed pointer and numbers are removed

- Ground speed numbers and GS are removed
- Heading tape and numbers are removed
- ADF/VOR pointers are removed
- Selected heading bug is removed
- Drift angle pointer is removed
- To/From is removed
- CRS pointer and tail are removed
- Dev bar is changed to vertical with deviation kept
- Heading numbers are replaced with HDG flag
- Heading annunciations are removed
- Track line and drift pointer are removed
Invalid IRS displays in the expanded VOR mode and approach

mode are almost the same as those described above.
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IRS EICAS MESSAGES
WARNING (LEVEL A) Memo (LEVEL D)
- None - IRS ALIGN MODE (L,C,R): shows that the IRU is in the alignment
mode.
34.21.0527A-001
CAUTION (LEVEL B)
- >ATTITUDE: shows that the pitch or roll data received by the

captain's and first officer's PFDs differ by 3 degrees or more.
Advisory (LEVEL C)
- >IRS AC (LEFT, CENTER, RIGHT: shows that the IRU is on dc

power.
- >IRS DC (LEFT, CENTER, RIGHT): shows that the dc supply to

the indicated IRU has failed.
- IRS MOTION: shows that excessive airplane motion has been

detected while at least one IRU in the alignment mode.
- IRS (LEFT, CENTER, RIGHT): shows that the IRU has failed.
- >SOURCE SEL IRS: shows that the captain's and first officer's
PFDs and NDs are receiving IRS data from the same IRUs.

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STATUS (LEVEL S)
- IRS AC (LEFT, CENTER, RIGHT): (same as advisory message)
- IRS DC (LEFT, CENTER, RIGHT): (same as advisory message)
- IRS (LEFT, CENTER, RIGHT): (same as advisory message)
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IRS GENERAL OPERATION
Introduction Off Mode
In normal operation, the IRS measures both the rate of rotation When the mode select switch is moved to the OFF position, ac and
about the three axes of the airplane and the acceleration of the dc power are disconnected inside the IRU. In this condition, the
airplane along these three axes. From these measurements the IRS on-off logic circuits are still powered.
computes:
- Airplane attitudes relative to local level Alignment Mode

- Headings relative to true north
- Velocities When the mode select switch is moved from the OFF to the ALIGN
- Present position or NAV position, the IRU is placed in the alignment mode. During
alignment the IRU:
These computations require initial data which include the airplane's:
- Determines local vertical orientation
- Relationship to local vertical - Determines true heading orientation
- Relationship to true north - Initializes attitudes, velocities, altitude (based on ADC inputs)
- Present position - Initializes present position (based on FMC inputs)
- Present altitude
When the alignment is completed and the mode select switch is in
These measurements and computations occur in four possible the NAV position, the IRU will automatically enter the navigation
modes. mode. If the mode select switch is in the ALIGN position, the IRU will
stay in the alignment mode until NAV is selected on the MSU.
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Navigation Mode Attitude Mode
In the navigation mode, the IRS measures rotation rates and The attitude mode is used when the normal navigation mode of the
accelerations to compute: IRU has failed.
- Attitudes When the mode select switch is moved to the ATT position, the IRS
- Velocities will provide:
- Headings
- Altitudes - Attitude
- Present position - Attitude rates
- Heading
The IRU uses air data inputs to compute: - Acceleration
- Vertical velocity
- Ground speed
- Inertial altitude In this mode the IRU does not provide position or ground speed
- Vertical velocity data.
- Wind speed
- Wind direction
True/Magnetic Heading
In the navigation mode the IRU provides:
In the ALIGN, NAV and ATT modes, the IRU determines true
- Attitude and attitude rates heading. To calculate magnetic heading, inertial position is entered
- Accelerations into a variation look-up table. Variation is applied to true heading to
- True and magnetic headings get magnetic heading. Both true and magnetic heading are output by
- Velocity vectors each IRU.
- Vertical velocity
34.21.0528B-001
- Wind speed and direction
- Latitude and longitude
- Ground speed
- Inertial altitude

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IRS POWER UP
The IRUs are powered by moving the MSU mode select switch from
OFF to NAV or ALIGN. When the switch is moved directly to NAV,
the IRU will automatically enter the navigate mode at the end of the
alignment period.
In 12 seconds, the IRS EICAS memo messages IRS ALIGN MODE

L; IRS ALIGN MODE C or IRS ALIGN MODE R, appear on the main
EICAS display to show that the IRU is in the alignment mode.
Also in 12 seconds, the POSITION control display unit (CDU) SET

IRS message and corresponding box prompts appear on the POS
INIT (position initialization) page. This tells the operator that a
present position entry is required for the IRUs to complete alignment.
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IRS POSITION INITIALIZATION
The airplane must be on the ground and stationary to enter the

present position. Initial present position is entered from the left or
right CDU in one of these ways:
- Latitude/longitude is entered into the scratch pad using the

keyboard, then using the line select keys into the SET IRS POS
line.
- Latitude/longitude is transferred from the LAST POS line to the

SET IRS POS line, using the line select keys.
- REF AIRPORT or REF AIRPORT and GATE is entered using the

keyboard and the latitude/longitude is transferred to the SET IRS
POS line using the line select keys.
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INITIAL POSITION ENTRY MISCOMPARE
When present position is first entered, it is compared with the last

present position value stored in the IRUs. If the entered positions are
not within 1 degree of the stored positions in either latitude or
longitude the message (MSG) light on the CDU will come on and the
ENTER IRS POSITION will appear in the CDU scratch pad. Verify
the position entered and make any necessary corrections. If this
corrected position is within 1 degree of the IRUs last known position,
the IRUs will accept it and the ENTER IRS POSITION message will
disappear. If the same position entry is made again, the IRUs will
continue the alignment, and the ENTER IRS POSITION message
will disappear.
NOTE: This comparison will not be made during the first initialization
following shop servicing of an IRU.
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IRS-CALCULATED LATITUDE MISCOMPARE
By the end of the 10-minute alignment period, the IRUs will have
calculated their own latitude and will compare it to the
operator-entered latitude. When these values differ by a certain
amount (varies with latitude), the CDU message ENTER IRS
POSITION is displayed. The present position must be re-entered. If
the position passes the IRU comparison, the IRU will transition to the
navigation mode. The CDU message ENTER IRS POSITION and
the EICAS memo messages will disappear.
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IRS-CALCULATED LATITUDE MISCOMPARE - SECOND

COMPARISON
When the latitude comparison still fails following two consecutive

correct latitude entries, the IRU will report a failure and will not enter
the navigation mode. This is indicated by the EICAS advisory
message on the main EICAS display.
The IRU must be switched off for 30 seconds until the EICAS memo
message disappears. The mode selector switch should then be
placed to NAV.
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IRS ALIGNMENT INDICATIONS - NO PPOS ENTERED
When the 10-minute alignment period has elapsed and an initial

present position (PPOS) has not been entered:
- The message ENTER IRS POSITION is displayed on the CDU.
- The MSG (message) light comes on, on the CDU.
When a valid present position is entered, the condition will be

corrected.
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IRS ALIGNMENT INDICATIONS - EXCESSIVE MOTION
When the airplane experiences excessive motion, while the IRUs

are in the alignment mode, this will occur:
- IRU alignment stops, and memo message IRS ALIGN MODE L

(C or R) no longer is displayed.
- The EICAS advisory message IRS MOTION will be shown on the

main EICAS display until 30 seconds after the motion stops.
- The IRUs will automatically restart an 8-minute alignment period

when the motion stops. IRS ALIGN MODE L (C or R) is
displayed.
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IRS RAPID REALIGN MODE

Position Miscompare
The IRS rapid realign mode provides the capability for the operator In the case of either NAV to ALIGN to NAV or NAV to ALIGN, a
to quickly re-initialize the IRS without going through the 10-minute newly entered position must be within 1/2 degree latitude and 1
alignment process. degree longitude of the internal IRU position. If the comparison fails,
the scratch pad message, ENTER IRS POSITION, is displayed. If
the comparison fails after a position re-entry, the scratch pad
NAV To ALIGN To NAV message, CYCLE IRS OFF-NAV, appears. The IRU is probably
defective but alignment can be started over to verify the condition.
With the IRU in the navigation mode, and with the airplane
stationary, the operator may select ALIGN and immediately re-select
34.21.0537 -001
NAV on the MSU. This puts the IRU in the rapid realign mode and
IRS ALIGN mode (L, C, R) is shown on the main EICAS display. In
this mode, all velocities, and pitch and roll errors are corrected.
Present position can be updated within thirty seconds.
Approximately thirty seconds after rapid realign mode entry, the IRU
will return to the navigation mode.
NAV To ALIGN
When the mode selector switch is moved from NAV to ALIGN

position, velocities, accelerations and rates are set to zero. Present
position can be updated at any time. The IRU corrects heading and
pitch and roll errors as long as the mode selector switch is in the
ALIGN position.

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IRS HEADING INITIALIZATION - ATTITUDE MODE
The attitude mode is a degraded mode of operation. If the navigation

capability of an IRU fails or a temporary total power failure occurs it
may be possible to operate in the attitude mode and obtain pitch, roll
and heading data from the IRU. If there has been a complete loss of
power to an IRU in flight, the IRU would need to be re-aligned and
re-initialized.
In this example, the right IRU mode selector switch is placed in the
ATT position. The IRS EICAS memo message IRS ALIGN MODE R
appears on the main EICAS display. This message will remain until
the attitude mode is fully operational which normally takes 20-30
seconds. In flight, the airplane must maintain a constant velocity and
level attitude for the attitude mode to become operational.
When the right IRU mode select switch is placed in the ATT position,
SET IRS HDG and dash prompts appear on the CDU.
This allows the operator to initialize the IRS heading. Enter the
desired reference heading through the CDU keyboard.
When ATT mode is selected, the IRU is latched into the attitude
mode (regardless of MSU switch position) until power is removed
from the IRU by selecting the OFF position.
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FMC POSITION REFERENCE PAGE
General
The FMC position reference page provides latitude, longitude and

ground speed for each IRU. Note that when on the ground and with
an IRU in NAV, ground speed is IRU drift rate.
Page Access
Access the POS REF page by:
- Use line select POS on the index page.
- Use line select POS INIT from IDENT page.
- Select INIT/REF mode key when on the ground and the IRS
position has not been initialized.
- Use line select POS INIT from the TAKEOFF REF page.
- Access the POS REF page by NEXT PAGE mode key from the
POS INIT page 1/2.POS REF Page
- (2L through 4L): These lines show IRU latitude, longitude and
ground speed.
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N 4 0 3 8 . 7 W 0 7 3 4 6 . 4
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IRS MONITOR PAGE
General
The IRS MONITOR page shows the average rate of drift of each IRU
from the FMC, during the flight.
Page Access
The IRS MONITOR PAGE can be accessed only on the ground. It is

accessed from the INIT/REF INDEX page via the MAINT line select
key, then the IRS MONITOR line select key.
IRS MONITOR Page
The total drift (in miles) of each IRU from the FMC position is
obtained by multiplying the drift rate (from the page) times the flight
duration (in hours).
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IRU INTERNAL PROCESSING
BITE
Inertial Sensor Assembly
The BITE module interprets the status received from the two
The inertial sensor assembly contains the accelerometers and gyros computers and provides status feedback to the inertial computer.
(rotation sensors). The accelerometers measure the acceleration The BITE module also provides fault ball drive and the FAULT
along the airplane axes. The gyros measure the rates of rotation discrete to the EIUs for EICAS fault messages.
about these axes. The data are sent to the inertial computer for use
in alignment and navigation computations.
IRS On DC Output
Inertial Computer When the IRS has switched to operation on dc power, a discrete is
sent to initiate the appropriate annunciations.
The inertial computer performs the processing required for
built-in-test and monitor, alignment, navigation and status reporting.
Bus Outputs
Input/Output Computer There are three ARINC 429 output busses which transmit identical
data to user systems.
The input/output computer receives inputs, formats them and passes
them on to the inertial computer and output buffer. It also receives
34.21.0544 -001
inertial computer outputs that it formats and outputs to BITE logic, to
decoder logic, and to the bus output buffer and drivers.

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IRS ON BATTERY WARNING
The IRU normally operates on ac power. If ac power is lost, the IRU

will automatically switch to dc power from the APU hot battery bus. If
the aircraft is on the ground, a discrete causes the IRS on battery
relay to energize in 10 seconds.
Normally, the IRS ground service relay is energized by the ground

service ac bus. This bus powers the APU battery charger, so dc
power used by an IRU is from the charger. If the ground service bus
is lost, the IRS ground service relay opens. If this happens when the
IRS on battery relay is closed, the ground crew call horn sounds and
the IRS ON BATTERY light comes on.
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INERTIAL REFERENCE SYSTEM SELF-TEST
Ground Test Output Test Values
The CMC ground tests menu lists the systems for which ground During a part of the interface test, the IRU transmits test values on
tests are available. This menu allows a ground interface test of the the output busses. Some of these values can be observed on the
left, center, or right IRU. To do an IRU interface test, GROUND IDS as shown later.
TESTS is selected on the CMC MENU page 1. The GROUND
34.21.0557 -001
TESTS page containing the required IRU test is then selected (by
ATA chapter number). The IRU interface test is started by a push of
the line select key adjacent to the IRU to be tested. The CMC holds
the test discrete on for thirty seconds. Test completion is indicated
by the word DONE adjacent to IRU-C.
IRU Front Panel Test
An interface test can also be started by a push of the interface test

button on the front of the IRU.
IRU Front Panel Indications
BITE occurs at power up and throughout IRU normal operation.

When a critical fault is detected by the BITE circuits the yellow fault
ball is set. The black fault ball is set when no fault is detected.

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INERTIAL REFERENCE SYSTEM INTERFACE TEST
Push the line select key adjacent to an IRU to initiate the ground
test. This causes the IRU in test and IN PROGRESS message to be
shown and removal of the untested IRUs. ABORT with a prompt is
also shown at LSK 6L.
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IRU INTERFACE TEST VALUES
The graphic shows the interface test output values from the IRU and
the display locations. These outputs are transmitted during the first
two seconds of the interface test and again after ten seconds. From
two seconds after test initiation until ten seconds after test initiation,
these test values are transmitted as failure data. Test values are
also shown after ten seconds.
The IRS source select switches are used to show the outputs from
the IRU under test.
Ground speed, drift angle and track angle show test value if the IRU
under test is the only IRU aligned. If this is not the case, the values
shown are from the FMC which uses any valid IRU data.
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IRU INTERFACE TEST - PFD INDICATIONS
The IRU test outputs on the PFD are shown on the graphic.
Track and drift angle show test value if the IRU under test is the only
IRU aligned. If this is not the case, the track shows 15° and the flight
path vector shows 0° drift angle.
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IRU INTERFACE TEST - ND INDICATIONS
The IRU test outputs on the ND are shown on the graphic.
Ground speed and track angle show test value if the IRU under test
is the only IRU aligned. If this is not the case, the ground speed
shows 0 and the track shows 15°.

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Global Positioning System
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GLOBAL POSITIONING SYSTEM -INTRODUCTION .................... 2 GPS - POSITION REFERENCE - LAT/LON .................................. 24
GLOBAL POSITIONING SYSTEM .................................................. 4 GPS - POSITION REFERENCE - BRG/DIST ................................ 26
GPS - COMPONENT LOCATIONS - FLIGHT DECK ..................... 6 GPS - SATELLITE OPERATION .................................................... 29
GPS - COMPONENT LOCATIONS - FUSELAGE ......................... 8 GPS - GPS/MMR CALCULATIONS ................................................ 33
GPS - COMPONENT LOCATIONS - MEC..................................... 10 GPS - OPERATING MODES ......................................................... 37
GPS - INTERFACE DIAGRAM ....................................................... 12 GPS - GPS INTERNAL PROCESSING ......................................... 40
GPS - GPS MULTI MODE RECEIVER ........................................... 14 GPS - SYSTEM TEST.................................................................... 44
GPS - GPS ANTENNA ................................................................... 16 GPS - MMR BITE ........................................................................... 46
GPS - NAVIGATION DISPLAY ........................................................ 18 GPS - FLIGHT DECK EFFECTS ................................................... 48
GPS - POSITION INITIALIZATION .................................................. 20 GPS - GLOSSARY OF TERMS ..................................................... 50
GPS - POSITION REFERENCE - GPS ENABLE .......................... 22

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GLOBAL POSITIONING SYSTEM -INTRODUCTION
The global positioning system (GPS) is a satellite-based radio

navigation system which uses navigation satellites to calculate
accurate airplane position and time. This data goes to airplane
systems and to displays for the flight crew.
The GPS system became fully operational in the early 1990's.
The GPS satellite system is designed to operate using 24 satellites;

21 primary and 3 spares. The actual number of satellites that are
operational can vary. This is due to satellite failures and satellite
replacement schedule.
Although designed as a military system, civil use of the system is an

integral part of navigation systems.

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GLOBAL POSITIONING SYSTEM - INTRODUCTION

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GLOBAL POSITIONING SYSTEM
The global positioning system (GPS) calculates: The inertial reference units (IRUs) send latitude and longitude to the
GPS/MMRs for initialization. This allows the first satellite position fix
-Latitude to take place within 75 seconds from power-up. Short periods of
-Longitude adverse satellite coverage can occur. When this happens, the GPS/
-Altitude MMRs use IRU data to aid in continued calculation of airplane
-Accurate time position when not enough satellites are in view., This IRU input also
lets the GPS/MMRs reacquire the satellites needed to re-enter the
There are two GPS antennas and two GPS multi mode receivers navigate mode quickly.
(GPS/MMR). The antennas connect to their respective GPS/MMR.
The GPS/MMRs calculate the airplane position and update the GPS
clock. This data goes to the flight management computer system
(FMCS) and to the airplane condition monitoring system (ACMS)
data management unit (DMU).
The navigation function in the FMCS uses GPS and other navigation
sensors to calculate the airplane position. GPS position data is
observed on the control and display unit (CDU). The FMCS uses
universal coordinated time (UTC) from the GPS as a reference for
calculations.
If the GPS/MMRs are not initialized with latitude and longitude, the
first satellite position fix can take up to 10 minutes.

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GPS - COMPONENT LOCATIONS - FLIGHT DECK
The GPS interfacing components located in the flight deck are the:
-Left inboard IDU

-Left outboard IDU
-Lower IDU
-Upper IDU
-Right inboard
-IDU Right outboard IDU
-Right control display unit (CDU)
-Left CDU
-Center CDU
-Multi Mode Receiver (MMR) circuit breakers

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GPS - COMPONENT LOCATIONS - FUSELAGE
The two GPS antennas are installed on the top of the fuselage.

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GPS - COMPONENT LOCATIONS - MEC
The left and right GPS Multi Mode Receivers (GPS/MMR) are
installed in the Main Equipment Center (MEC) on the E1-2 and E1-4
equipment racks.

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GPS - INTERFACE DIAGRAM
Power and Antenna Interface
Each GPS multi mode receiver (GPS/MMR) has its own circuit -True and magnetic headingTrack
breaker. The 115V AC STBY BUS supplies power to the left GPS/ -Inertial altitude
MMR and the 115V AC BUS 2 supplies power to the right GPS/ -Inertial vertical speed
MMRs.
Each GPS/MMR receives radio frequency (RF) energy from its own GPS Data Output Bus
GPS antenna.
Each GPS/MMR sends GPS data to the FMCs and to the DMU. The
GPS data includes:
IRU Data Bus
-GPS Position
The GPS/MMR get inertial reference data from the IRUs. The left -GPS time
GPS/MMR receives data from either the left IRU or the center IRU. -Horizontal figure of merit (HFOM)
The right GPS/MMR receives data from the right IRU or the center -Horizontal integrity limit (HIL)
IRU. Normally the onside input bus is used. If the onside bus is -Satellite coverage fall (SAT FAIL)
invalid the offside bus is used. The GPS/MMRs use this data for -Fault data
system initialization and to help operation during periods of low
satellite coverage. GPS fault data, for central maintenance computer (CMC)
messages, are sent through the FMCs.
The IRU sends:
-Latitude
-Longitude
-True air speed
-Ground speed

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GPS - GPS MULTI MODE RECEIVER
Purpose
The multi mode receiver (MMR) is an LRU which combines the

functions of an ILS receiver, a microwave landing system receiver,
and a GPS receiver in a single unit. The GPS section of the MMR
activates when installed in the left or right position. The GPS/MMR
receives navigation satellite signals and calculates GPS data.
Physical Description
The GPS/MMR dimensions are 9.5 inches (24 cm) long, 8.5 inches
(22 cm) wide, and 2.5 inches (6 cm) tall. The GPS/MMR is an
L-band receiver and a computer in one unit. The GPS/MMR uses
115v ac for operation, and has passive cooling. The GPS/MMRs are
located in the main equipment center.

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GPS - GPS ANTENNA
The GPS antennas receive L-band frequency signals from

navigation satellites and send them to the GPS/MMRs. The GPS
antennas use built in preamplifiers to reduce RF signal loss. The
antenna preamplifiers use 12v dc from the power supply in the MMR.

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HOLE FOR MOUNTING

SCREW (4)
TOP VIEW
CONNECTOR
BOTTOM VIEW
GPS - GPS ANTENNA

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GPS - NAVIGATION DISPLAY
Position Display Radio Position Update Display
The IRU, VOR/DME and GPS position indications show when the The FMC can use GPS alone or along with other navigation sensors.
position (POS) display map data selector button, on the EFIS control Radio position update mode shows on the navigation display in the
panel is pushed. MAP modes.
The GPS Position indicators (GPS symbols) show either the left, The radio position update mode display can show one of these radio
right, or left and right GPS positions. When the distance between radio position update modes:
GPS Positions is small enough that one symbolls circle touches or
overlaps the other symbol’s circle, only one symbol shows. -LOC GPS (LOCALIZER GPS)
-LOC DD (LOCALIZER DME DME)
The IRU Position indicators (asterisks) show the Left, center, and -LOC VD (LOCALIZER VOR DME)
right IRU positions. - LOC (LOCALIZER)
- GPS (GLOBAL POSITIONING SYSTEM)
VOR/DME positions show as a bearing and distance line from the - DD (DME DME)
airplane symbol to the NAVAID on the map. - VD (VOR DME)

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GPS - POSITION INITIALIZATION
General GPS Position
The position initialization (POS INIT) page provides position -(4R) GPS POS: This line shows the left GPSSU position if the
initialization data to the inertial reference system (IRS) for alignment. GPSSU is reporting a valid position within a specific limit. If the left
GPSSU exceeds this limit, data from the right GPSSU shows.
To show the position initialization page, push the INIT REF key on the This line is blank if neither GPSSU is valid.
CDU.
The GPSSUs send GPS latitude, longitude, ground speed, and time
to the FMC. This data shows on the position initialization pages in
the FMC menu.
GPS Time
-(4L) UTC (GPS or MAN): GPS time shows on this-line if the GPS
time is valid from the left GPSSU. If the left GPSSU is not valid,
time from the right GPSSU shows. If GPS time is not valid, time
from the captain's clock (MAN) shows. If time from the captain's
clock is not valid, time from the first officer's clock shows.

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GPS - POSITION REFERENCE - GPS ENABLE
General Purging of Updates
The position reference (POS REF) page two, with GPS enabled, -(5L) PURGE: Selection of this line results in the dynamic display of
shows the current FMC position using the GPS to update that the IRS position in line 1L. CONFIRM then shows on line 5L.
position. This page also provides the ability to cancel the GPS/radio Selection of CONFIRM causes the FMC position to revert to the
update. IRS position.
FMC Position GPS Update Inhibits
-(1L) FMC POS (GPS L, GPS R, LOC GPS L, LOC GPS R, LOC -(5R) GPS NAV: Selection of this line inhibits the use of GPS data
DD, LOC VD, LOC, or RADIO): This line shows the current FMC for position updating, and causes ENABLE to show. Selection of
computed airplane position and the update mode. ENABLE will cause GPS updating to resume.
Required and Actual Navigation Performance
-(3L) RNP/ACTUAL: This line shows the required navigation

Performance followed by the actual navigation performance
(ANP). RNP and ANP are FMC functions.

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GPS - POSITION REFERENCE - LAT/LON
On Position reference (POS REF) page three, the left GPSSU data
shows in line 4 and the right GPSSU data shows in line 5. This data
is latitude, longitude, and ground speed.
-(6R) BRG/DIST: Selection of this line causes the positions on lines

1L through 5L and 2L on POS REF page 2, to show in a bearing
distance format relative to the FMC position.

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GPS - POSITION REFERENCE - BRG/DIST
On position reference (POS REF) page three, the left GPSSU data
shows in line 4 and the right GPSSU data shown in line 5. This data
is bearing and distance to the FMC position.
-(6R) LAT/LON: Selection of this line causes the positions on lines

1L through 5L and 2L on POS REF page 2, to show in a latitude
and longitude format.

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GPS - SATELLITE OPERATION
GPS Segments Control Segment
The GPS has three segments: The control segment has control and monitor stations on earth that
continuously monitor and track the satellites. The purpose of the
-Satellite control segment is to:
-User
-Control -Monitor and correct satellite orbits and clocks.
Satellite Segment -Calculate and format a satellite navigation message. This

message has up-to-date descriptions of the satellites’ future
The satellite segment is a group of satellites that orbit approximately positions, and a collection of the latest data on all GPS satellites.
10,900 nautical miles above the earth. Each satellite completes an
orbit once every 12 hours. -Update the satellite navigation message regularly.
A full group of operational satellites is now in orbit. There are 21 The control segment has one master control station and five monitor
primary satellites and 3 spares. stations. Three of the monitor stations are also upload stations.
User Segment
The user segment is the GPS sensor unit (GPSSU) on the airplane.
It receives the satellite signals. The GPSSU uses the satellite data to
calculate the airplane position.

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Control Seagment (cont)
The master control station is in Colorado Springs, Colorado (USA). -Continuously measure the ranges to all visible satellites. The
The master control station is the operational center of the GPS. The master control station uses this data to calculate and predict the
master control station controls all operations in the control segment. satellite orbits.
The master control station has an atomic clock. This clock is the
reference for the GPS. The master control station uses the upload stations to send:
The monitor stations track the satellites 24 hours a day. The master -Orbit correction commands to the satellites. The satellites use
control station remotely controls the monitor stations through on-line control rockets to correct their orbits.
connections. The monitor stations are in:
-The navigation message to the satellites.
-Ascension Island
-Colorado Springs The upload stations are in Ascension Island, Diego Garcia Island,
-Diego Garcia Island and Kwajalein Island.
-Hawaii
-Kwajalein Island
The monitor stations receive the same information from the satellites
that the GPSSUs receive. The monitor stations:
-Record the accuracy of the satellite clocks
-Collect and relay to the control station meteorological data, such

as barometric pressure, temperature, and dew point. The master
control station uses this data to calculate the satellites'
tropospheric signal delay.

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SATELLITE
SEGMENT
USER
SEGMENT
CONTROL
SEGMENT
GPS - THEORY OF OPERATION - 1

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GPS - GPS/MMR CALCULATIONS
Values Calculated by the GPS/MMR The GPS/MMR measures the time it takes for a radio signal to go
from a satellite to the airplane. Since the GPS/MMR knows the
These are the values that the GPS/MMR calculates: location of the satellite and that the radio signal travels at the speed
of light, it can calculate the distance to the satellite.
-Latitude
-Longitude Since this is one way ranging, the GPS/MMR must know exactly at
-Altitude what time the satellite sent the radio signal. The GPS/MMR
-Universal coordinated time (UTC) compares the satellite signal to a signal that the GPS/MMR
-Date generates at the same time as the satellite. The difference between
-North/south velocity the two signals, called delta t, is the time the signal took to get to the
-East/west velocity Accelerations GPS/MMR.
-Track angle
-Satellite position Each satellite has atomic clocks to keep accurate time to within 100
-Accuracy nanoseconds.' All the satellites have precisely the same time. The
-GPS/MMR status. GPS/MMR in the airplane has an internal clock but it is not atomic
and it is not as accurate. Thus, it is not possible for the GPS/MMR to
have precisely the same time as the satellite.
Ranging
The GPS/MMR use the principle of ranging to measure the distance

between the GPSSU and the satellites. The GPS/MMR has in
memory an almanac of the location of the satellites in their orbits at
any time.

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Ranging (cont)
The GPS/MMR assumes that its internal clock is off by some clock
bias, called the delta t-BIAS. This delta t-BIAS is an unknown that the
GPS/MMR must calculate. The delta t-BIAS represents the
difference between the GPS/MMR time and the satellite time. The
range calculations for each satellite include the delta t-BIAS.
To calculate the airplane position, and the delta t-BIAS, the GPS/
MMR must range at least four satellites. The GPS/MMR measures
the distances to all the satellites at the same time, and solves for the
four unknowns, latitude, longitude, altitude, and delta t-BIAS with four
range equations.

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RANGE 1
GPS TIME
RANGE 2
GPS TIME
RANGE 4
RANGE 3
RANGING
~T
~T
GPS - THEORY OF OPERATION - 2

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GPS - OPERATING MODES
GPS Modes of Operation
The GPS multi mode receiver (GPS/MMR) operates in these modes: complete, the GPS/MMR enters the acquisition mode.
-Self-test mode
-Initialization mode Acquisition Mode
-Acquisition mode
-Navigation mode The GPS/MMR looks for and locks on to the satellite signals. The
-Altitude aiding mode GPS/MMR must find at least 4 satellites before it starts to calculate
-Aided mode GPS data. The GPS/MMR accepts position and altitude from the
-Fault mode. IRUs if available. The GPS/MMR uses the inertial data to calculate
which satellites are in view, at the present airplane position.
Self-Test Mode If the inertial data or clock data is not available, the GPS/MMR can
still acquire satellite signals. However, the GPS/MMR takes longer to
During the self-test mode, the GPS/MMR tests its circuits to verify acquire the satellite signals because it has to look for all the
proper operation. If the self-test passes, the GPS/MMR enters the satellites. When the GPS/MMR finds the satellites, it calculates
initialization mode. If the self-test fails, the GPS/MMR enters the fault which ones to track.
mode.
Without a valid initialization, the time to the first fix is approximately
10 minutes. A valid initialization requires position and time.
Initialization Mode
The GPS/MMR enters the initialization mode after power-up has Navigation Modes
occurred and the self-test passes. This mode lasts about 30
seconds while the signal processing sections are initialized with The GPS/MMR enters the navigation mode after it acquires and
values of latitude, longitude, and altitude. During this mode there are locks on to at least 4 satellites. When the GPS/MMR is in the
no navigation or measurement outputs. Once the initialization is

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navigation mode it updates positions, velocities, accelerations, and If the GPS/MMR cannot aquire four satellites in 30 seconds, the
time. GPS/MMR goes back to the acquisition mode.
If the GPS/MMR is unable to track at least four or more satellites, the

GPS/MMR enters the altitude-aided mode. Fault Mode
The GPS/MMR enters the fault mode if a critical fault is detected. In

Altitude-Aided Mode this mode the normal ARINC 429 outputs are invalid.
With four satellites in view, the GPS/MMR stores the difference

between the inertial altitude and the GPS altitude. With only three GPS - Altitude-Aided Mode
satellites in view it can estimate the GPS altitude.
In the altitude-aided mode, the GPS/MMR uses the inertial altitude
In the altitude - aided mode, the GPS/MMR uses the inertial altitude and the length of the earth radius as the fourth pseudo range. This
and the length of the earth's radius as the fourth range. mode is used when the GPS/MMR is unable to track four or more
satellites.
The GPS/MMR re-enters the navigation mode when four satellites
are acquired. To enter the altitude - aided mode, three conditions must be true:
-The GPS/'MMR was in the navigation mode.

Aided Mode
-There are 3 satellites available with good geometry for fixes
The GPS/MMR enters the aided mode during short periods (less
than 30 seconds) of bad satellite coverage. In the aided mode, the -The GPS/MMR has previously stored the difference between
GPS/MMR receives altitude, track, and ground speed from the IRU. inertial and GPS altitude.
The GPS/MMR uses the inertial data to go back quickly to the

navigation mode, when there is good satellite coverage again.

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GPS - GPS INTERNAL PROCESSING
Power
The MMRs get 115v ac power from the airplane buses. The processor has 12 channels and can handle up to 12 satellites at
the same time. Some of the channels are processing data from a
set of tracked satellites and others are processing data to be used in
RF Section searching for and aquiring new satellites.
The RF section receives the satellite signals from the GPS antenna. The processor uses a twelve-state Kalman filter. The filter states
The signals are filtered and amplified. They are then sent to an are: three positions, three velocities, three accelerations, an altitude
analog to digital (A/D) converter. bias error, user clock phase error, and user clock frequency error.
Measurements obtained from the satellite signals are compared with

A/D Conversion estimates computed in a previous filter update. The resulting
differences are used for updates. These updates occur in the
The A/D converter changes the analog signal to digital data, which is navigation mode. At least four GPS satellites are tracked in the
used by the digital signal processor computer. navigation mode.
Inputs to the processor are navigation data from the ARINC 429
Micro Processor receivers and satellite data from the software data load. These
inputs are used to determine satellite position and velocity.
The signal processor controls tracking, measures time from the
satellite signals, determines signal validity, and decodes the satellite
data.

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ARINC 429 Receivers Continuous BITE Monitor
The IRU initiation data is used during the initialization mode, after Fault monitoring of the GPS processor, satellite data, A/D
power-up. conversion, and RF signal integrity is continuous. When a critical
fault is detected the GPS fault mode begins. In this mode all ARINC
IRU navigation data is used when less than 4 satellites are being 429 outputs are invalid.
tracked. This data is used in the aided mode.
NVM
Navigation Calculations
When a fault is detected, the GPS records the fault in non-volatile
Navigation position calculations use the position updates from the memory (NVM). This is used to aid shop maintenance. When the
Kalman filter, from each of the four satellites being tracked, to NVM is full, the recording of the present fault replaces the recording
determine the user's location. of the oldest fault.
GPS Clock
The GPS Clock is updated by the navigation solutions. A clock bias

is then calculated.
ARINC 42 Transmitters
Satellite measurements and navigation data are used to update the

GPS position, velocity, and clock. This information also goes to the
flight management computer (FMC) and to the data management
unit (DMU).

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RAM
The receiver autonomous integrity monitor (RAIM) is used to detect

and isolate errors in satellite measurements.
Measurements from five satellites provide redundancy and an

integrity check on the entire constellation being used. The RAIM
algorithm sends an integrity figure of merit to the FMC. The figure of
merit is called the horizontal integrity limit (HIL). The FMC
determines if it can use the GPS data based on the HIL.
If measurements from six satellites are available, the faulty satellite

can be identified. That satellite is eliminated from the navigation
calculations.

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GPS - SYSTEM TEST
General
The system test procedure uses one of the CDUs to make sure the
global positioning system operation is satisfactory.
The GPS system is initialized, with the airplane in a position where

the GPS antennas have a clear view of the sky. The GPS position
and time to first fix results are monitored.
Position Initialization
Establish electrical power, turn on, and initialize the IRUs. Use the
keyboard to enter the airplane present position.
Monitoring of Results
Display the POS REF (Position Reference) page 3 of 3 and make

sure the left GPS and right GPS latitudes and longitudes show.
The TTFF (Time to First Fix) is approximately 5 to 6 minutes and the

GPS positions will not show until this first fix occurs. The maximum
TTFF should be less than 10 minutes.

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GPS - MMR BITE
Front Panel Self-Test
When you push the test switch, the MMR does a check of the
internal operation and its interface with the GPS antenna. The test
takes approximately 36 seconds. This is the test sequence that
shows on the status LEDs during the test:
-0 to 2 seconds, the LRU STATUS and the CONTROL FAIL LEDs

are red
-2 to 4 seconds, the LRU STATUS LED is green and the

CONTROL FAIL LED is red
-4 to 6 seconds, all LEDs go off
-6 to 36 seconds, test status shows.
NOTE:The ANT FAIL LED is not used at this time.
The LRU STATUS LED shows red when there is an internal failure in
the MMR. A green LED shows that the MMR is normal.
The CONTROL FAIL LED shows red when an interface to the MMR
has a failure.

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GPS - FLIGHT DECK EFFECTS
General
This is a summary of the GPS flight deck effects.

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GPS - GLOSSARY OF TERMS
Appendix - A
Acquisition - The act of acquiring. A GPS operating mode used to Autonomous - Independent or self-governing. An autonomous GPS
look for and find the satellites needed for position determination. The system is one which stands alone and is NOT part of another
satellite signals are acquired and then the signals are locked-on to system, like a GPS/IRS system.
and tracked.
Clock bias - The difference between a true universal time and the
A/D - Analog to Digital - The process of converting an analog signal time of the clock.
to a digital signal.
Control segment - The GPS system is divided into segments. One
Almanac - An overview of data for all the satellites, including the of these is the control segment, which includes the control and
satellite identity and location, satellite health, clock corrections and monitor stations (one master station and five monitor stations.
atmospheric delays. The almanac is necessary for satellite visibility
calculations, to select the group of satellites offering the best Constellation - A number of satellites considered as a group.
geometry.
Critical - The conditions which cause a fault to be declared.
Altitude aiding - A GPS operating mode used when the GPSSU is Conditions which are absolutely necessary for operation.
unable to track four or more satellites. In this mode inertial altitude
inputs are used along with the earth's radius as the fourth range.
Algorithm - A step-by-step procedure for solving a problem; e.g. the

procedure for finding the square root of a number.

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Appendix A (cont)
Earth-centered coordinates -Coordinates of an earth-centered Ionosphere - A region above the earth's surface, in which solar
coordinate system, with the origin at the earth's center of mass (a radiation causes an ionized layer of charged particles to exist. This
WGS-84 system {World Geodetic System. 1984)). The z-axis is the causes some delay in the transmission of radio signals from the
rotation axis of the earth, the x-axis is the intersection of the WGS 84 satellites to user.
reference meridian plane and the plane of the equator (parallel to the
zero meridian), and the Y-axis is measured in the plane of the Isolated - Set aside or apart from 9thers. The.GPS integrity monitor
equator 90 degrees east of the axis, completing a right-handed, can isolate or exclude a failed satellite from the Kalman filter
earth-centered coordinate system. algorithm for determining position.
Estimate - To calculate the approximate value of a quantity. A Kalman

filter estimates the position error of the GPS, by always using the
difference between the last estimate and the last measurement to
make a new estimate.
GPS - Global Positioning System - A radio navigation system which

uses a group of satellites orbiting the earth. The system is intended
to provide highly accurate position and velocity in three dimensions
and precise time on a global basis continuously.
GPSSU - GPS Sensor Unit - A unit which receives radio navigation

signals from satellites and calculates GPS position and time data.
HIL - Horizontal Integrity Limit - An estimating term indicating what

kind of accuracy the GPS is achieving, with a 99.9% confidence
level. The integrity limit estimate is used when the GPS is not
updating the GPS navigation position. It is a function of the time
elapsed since the last GPS position update. It is a dynamic term.

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Flight Management Computer System
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FLIGHT MANAGEMENT COMPUTER SYSTEM - INTRODUCTION 4 FMCS - AUTOTHROTTLE DISCONNECT SWITCHES ................ 66
FLIGHT MANAGEMENT COMPUTER SYSTEM ............................ 7 FMCS - FMC GO-AROUND SWITCHES ....................................... 68
FMC................................................................................................ 8 FMCS - FMC MASTER SWITCH AND NAVIGATION INSTRUMENT
FMCS - MEC COMPONENT LOCATIONS .................................... 10 SOURCE SELECT SWITCHES (NAV ISSS) ........................... 70
FMCS - FLIGHT DECK COMPONENT LOCATIONS - 1 ............... 12 FMCS - AIRBORNE DATA LOADER, ADL CONTROL AND DISKETTE
FMCS - FLIGHT DECK COMPONENT LOCATIONS - 2 ............... 14 STORAGE CASE ..................................................................... 72
FMCS - POWER ............................................................................ 24 FMCS - PRIMARY FLIGHT DISPLAY DATA .................................... 75
FMCS - MASTER RELAY & A/T ARM POWER ............................. 26 FMCS - NAVIGATION DISPLAY DATA ............................................ 78
FMCS - CDU AND DATA LOADER POWER ................................. 28 FMCS - MENU PAGE ..................................................................... 82
FMCS - INTERSYSTEM DATA ....................................................... 30 FMCS - IDENTIFICATION PAGE .................................................... 85
FMCS - DIGITAL SENSOR DATA ................................................... 32 FMCS - INITIALIZATION/REFERENCE INDEX PAGE .................... 88
FMCS - EIU AND EFIS C. P. INTERFACE...................................... 36 FMCS - POSITION INITIALIZATION AND POSITION REFERENCE
FMCS-IDU INTERFACE ................................................................. 38 PAGES ..................................................................................... 91
FMCS - NAV SWITCH TO IDS INTERFACE .................................. 40 FMCS - ROUTE PAGES ................................................................ 94
FMCS-NAVIGATION RADIO TUNING ............................................. 42 FMCS - DEPARTURE/ARRIVAL INDEX ......................................... 98
FMCS-AFDS INTERFACE ............................................................. 44 FMCS - DEPARTURES PAGE AND ARRIVALS PAGE .................. 101
FMCS - AUTOTHROTTLE INTERFACE ........................................ 46 FMCS - PERFORMANCE INITIALIZATION PAGE .......................... 104
FMCS - ENGINE TRIM INTERFACE .............................................. 48 FMCS - THRUST LIMIT PAGES ..................................................... 109
FMCS - MISCELLANEOUS INTERFACES..................................... 51 FMCS - TAKEOFF REFERENCE PAGES ..................................... 112
CREW ALERTNESS MONITOR.................................................... 54 FMCS - APPROACH REFERENCE PAGE.................................... 117
FMCS - CDU INTERFACES ........................................................... 56 FMCS - REFERENCE NAVIGATION DATA PAGE ......................... 121
FMCS - FLIGHT MANAGEMENT COMPUTER .............................. 58 FMCS - MAINTENANCE PAGES .................................................... 124
FMCS - CONTROL DISPLAY UNIT ................................................ 60 FMCS - CLIMB PAGES .................................................................. 126
FMCS - AUTOTHROTTLE SERVOMOTOR GENERATOR .......... 64 FMCS - CRUISE PAGES ............................................................... 131

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FMCS - DESCENT PAGES ........................................................... 137 FMCS - AUTOTHROTTLE CONTROL LAWS AND MODE LOGIC 220
FMCS - PROGRESS PAGES ........................................................ 142 FMCS - EICAS THRUST DISPLAY ................................................ 225
FMCS - HOLD PAGES ................................................................... 147 FMCS - PFD AUTOTHROTTLE MODE DISPLAY ......................... 228
FMCS - ROUTE LEGS, ROUTE DATA AND WIND PAGES .......... 150 FMCS - AUTOTHROTTLE FLIGHT PROFILE ............................... 231
FMCS - FIX PAGE .......................................................................... 155 FMCS - AUTOTHROTTLE OPERATION TAKEOFF...................... 234
FMCS - NAVIGATION RADIO PAGE ............................................... 159 FMCS - AUTOTHROTTLE OPERATION - VNAV CLIMB ............... 236
FMCS - IRS LEGS AND IRS PROGRESS PAGES ....................... 163 FMCS - AUTOTHROTTLE OPERATION - VNAV CRUISE ............ 238
FMCS - ALTERNATE NAVIGATION RADIO PAGE ......................... 166 FMCS - AUTOTHROTTLE OPERATION - VNAV DESCENT ........ 240
FMCS - FUNCTIONAL BLOCK DIAGRAM ..................................... 170 FMCS - AUTOTHROTTLE OPERATION - SPEED ....................... 242
FMCS - NAVIGATION FUNCTION .................................................. 175 FMCS - AUTOTHROTTLE OPERATION - FLIGHT LEVEL
FMCS - NAVIGATION RADIO TUNING ........................................... 179 CHANGE ................................................................................... 244
FMCS - PERFORMANCE FUNCTION ........................................... 183 FMCS - AUTOTHROTTLE OPERATION THRUST ....................... 246
FMCS - GUIDANCE FUNCTION .................................................... 189 FMCS - AUTOTHROTTLE OPERATION - GO-AROUND ............. 248
FMCS - LNAV ENGAGE REQUIREMENTS .................................... 192 FMCS - NAV DATA CROSSLOAD PAGE ....................................... 250
FMCS - VNAV ENGAGE REQUIREMENTS ................................... 194 FMCS - PERF FACTORS PAGE ................................................... 252
FMCS - SPEED AND ALTITUDE INTERVENTION ........................ 197 FMCS - IRS MONITOR PAGE ........................................................ 256
FMCS-EFIS FUNCTION ................................................................. 200 FMCS-BITE REPORT PAGE ......................................................... 258
FMCS - CONTINUOUS FAULT MONITOR ..................................... 203 FMCS - BITE AND SYSTEM TESTS ............................................. 261
FMCS-RESYNCHRONIZATION ..................................................... 206 FMCS - BITE AND SYSTEM TESTS ............................................. 262
FMCS - CDU MESSAGES ............................................................. 209 FMCS - FMC GROUND TESTS (SHEET - 1) ................................ 264
FMC - THRUST MANAGEMENT - INTRODUCTION ...................... 212 FMCS - FMC GROUND TESTS (SHEET - 2) ................................ 266
FMCS - THRUST MANAGEMENT FUNCTION ............................... 214 FMCS - MODE CONTROL PANEL GROUND TEST (SHEET 3) .. 268
FMC - THRUST LIMIT CALCULATION ........................................... 216 FMCS - CDU BITE AND FAULT MONITOR .................................... 270
FMCS - AUTOTHROTTLE ENGAGE LOGIC ................................. 218 FMCS - DATA LOADER OPERATION ........................................... 273

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FMCS - FLIGHT DECK EFFECTS ................................................. 276

FMCS - CMCS MESSAGES - 1 ..................................................... 278
FMCS - CMCS MESSAGES - 2 ..................................................... 280

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FLIGHT MANAGEMENT COMPUTER SYSTEM - INTRODUCTION
General
The flight management computer system (FMCS) does many The FMCS calculates airplane position with inertial and radio data.
functions and calculations which reduce crew workload. The major
functions are: ADF receivers are tuned manually through the CDU.
- Flight plan map display

- Automatic navigation/radio tuning Thrust Management
- Thrust Management
- Lateral guidance (LNAV) The FMCS moves the thrust levers to control the thrust of the
- Vertical guidance (VNAV) engines. The FMCS also computes thrust limits and sends engine
trim equalization commands to the electronic engine controls.
Flight Plan Map Display

Lateral Guidance
The FMCS does calculations which allow the flight crew to monitor
airplane movement along the flight plan. The FMCS shows this data The FMCS gives lateral guidance to fly the airplane from point to
on the ND in the map and plan formats. The FMCS can also show point along the route.
additional data from the navigation data base on the map displays.
Vertical Guidance/Performance
Automatic Navigation/Radio Tuning
The FMCS gives vertical guidance to fly the airplane on the most
The FMCS automatically tunes navigation radios (VOR, DME, ILS) economical path. Performance calculations provide predictions of
along the route. flight data along the route.
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FLIGHT MANAGEMENT COMPUTER SYSTEM
General CDU
The FMCS performs these major functions based on inputs from the The control display unit (CDU) is the primary interface between the
flight crew through the CDU and data from external sensors: flight crew and the FMC. If both of the FMCS fail, the CDU performs
these backup functions:
- Performance Calculations
- Alternate navigation using inputs from the IRUs
- Guidance (LNAV and VNAV steering commands)
- Alternate navigation radio tuning
- Thrust management (autothrottle, thrust limits, and engine trim)
The CDU may also be selected as the source for the map displays.
- Navigation/radio tuning This map is based on the last FMC update and can be selectd at any
time.
- Map display
The CDU performs alternate EFIS/EICAS control panel functions
- BITE when the EFIS control panel input fails.
The FMC also uses stored data to assist in calculation of lateral, Other systems also use the CDU as an interface to the flight and
vertical and thrust commands that control the airplane along the maintenance crews.
active route. The data loader interfaces with the FMCS to update the
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FMC
The FMC stores the following data:
- A navigation data base which contains data on items such as - Engine electronic controllers (EEC) for the engine trim function
airports, procedures, waypoints and navaids. From this data base
the FMC selects reference data to assist in calculations of - Flight control computers (FCC) for autopilot/flight director
present position and lateral guidance to the flight plan. This data commands
base is updated every 28 days.
- Mode control panel (MCP) for mode status and speed data
- A performance data base which contains models of the airplane
and engine characteristics. From this data base the FMC selects - Nav Radios for radio tuning
reference data to assist in calculation of flight path projection and
34.61.0702B-001
vertical guidance to the flight plan.
- An operational program that determines which sensors are used

for calculations and how the calculations are done.
Autothrottle Servomotor Generator
The autothrottle servomotor receives commands from the FMC to

move the thrust levers. The generator and EECs provide feedback.
FMC Master Relays
A switch in the flight deck controls the FMC master relays. The
position of the relays determine which FMC sends outputs to the:

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FMCS - MEC COMPONENT LOCATIONS
These are the components in the main equipment center (MEC):
- Left and right FMC
- Numbers 1, 2, and 3 FMC master switch relays
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FMCS - FLIGHT DECK COMPONENT LOCATIONS - 1
Captain’s Main Instrument Panel (P1) Aft Electronics Panel (P8)
These are the components on P1: The center CDU is on P8.
- Left inboard IDU (ND) First Officer’s Main Instrument Panel (P3)
- Left outboard IDU (PFD) These are the components on P3:
- Captain’s instrument source select switches - Right inboard IDU (ND)
- Right outboard IDU (PFD)

Forward Electronics Panel (P9)
- First officer’s instrument source select switches
These are the components on P9:
- Right CDU Autoflight Control Panel (P10)
- LOWER IDU (EICAS/ND) These are the components on P10:
- Left CDU - Left EFIS control panel
- Right EFIS control panel
- AFCS mode control panel
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FMCS - FLIGHT DECK COMPONENT LOCATIONS - 2
Control Stand
The autothrottle servomotor generator is below the control stand and Main Power Distribution Panel (P6)
accessible from the right side. The thrust levers have switches for
autothrottle disconnect/reset and go-around (TO/GA). These are the components on/in P6:
- FMCS database loader CB

First Observer’s Console Panel (P11) - R7561 Trim enable relay
These are the components on P11:

Overhead Circuit Breaker Panel (P7)
- Data loader control panel
- Airborne data loader These FMCS circuit breakers are on P7:
- Diskette storage case
- FMC left
- CDU left
Pilots’ Center Instrument Panel (P2) - CDU center
- A/T servo excitation
These are the components on P2: - Auto flight warning
- FMC right
- FMC master switch - CDU right
- HEADING REF switch - A/T servo right
- Upper IDU (EICAS) - FMC master switch
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34.61.0206 -008

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34.61.0207 -002

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34.61.0208 -010

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34.61.0209 -008

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FMCS - POWER
The APU standby bus (115v ac) sends power to the left FMC and
the first officer’s transfer bus sends power to the right FMC. From
this, the FMC power supply produces the power needed for
calculation, logic, and control.
Servo tachometer excitation comes directly from the first officer’s

transfer bus. Servo motor excitation comes from the same bus but
through the FMC selected as master.
Bus 1 and bus 2, 28v dc provide autothrottle drive power. The 28v
dc from the battery bus supplies power for the warning circuits in the
FMCs.
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FMCS - MASTER RELAY & A/T ARM POWER
The FMC master relays are energized by the FMC master switch
from 28v dc bus 1, if the FMC master switch is in the R position.
The autothrottle arm voltage goes through both the FMC master
switch and master relay. This is to make sure that the switch and
relay are in the same position. If the associated master relay is not in
the same position as the master switch, the autothrottle can not be
armed.
The L-FMC master logic power is through the deenergized closed

contacts of master relay 1. The R-FMC master logic is through the
deenergized open contacts of master relay 3. When the right FMC is
selected as master the master relays are energized. The L-FMC
loses 28v dc (master logic) and the R-FMC gets 28v dc (master
logic) through the main energized contacts of master relay 3.
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FMCS - CDU AND DATA LOADER POWER
The standby bus, captain’s AC transfer bus and the first officer’s
transfer bus supply power to the three control display units.
Bus-1 sends power to the airborne data loader. The power line goes
through the data loader control panel.
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FMCS - INTERSYSTEM DATA
General CDU Alternate FMC Input Select
The basic FMCS consists of two flight management computers The NAV instrument source select switch controls which FMC input
(FMCs) and three control display units (CDU). The two FMCs is used by a CDU for display control. The normal input to the left and
process data sequentially as it is received from the CDUs. The left center CDUs is the left FMC. The normal input to the right CDU is
and right CDUs are independent and can display different pages at the right FMC. The onside NAV switch selects the offside FMC input.
the same time. The center CDU receives data from the FMCs, but If one FMC fails, the CDUs can still display different pages when
cannot send data to the FMCs. selected to the same FMC.
Button Push Master Intersystem Data
Button pushes from the CDUs to the FMCs are processed in such a The intersystem bus is used to maintain synchronization of the two
way as to prevent the FMCs from duplicating certain computations. FMCs. Information is compared between the two computers.
In a normal dual system configuration, the left FMC is the button Resynchronization can result from data comparison that exceeds
push master. All button pushes from either the left or right CDU are normal tolerances. During resynchronization one FMC sends data to
first processed by the left FMC. The left FMC passes the button the other to allow normal operation to resume. If resynchronization is
push data through the intersystem bus to the right FMC. Button not successful a shutdown command can be sent by one FMC to the
pushes that cause a change to the left CDU display are output by other. Resynchronization can be done by either FMC.
the left FMC, while button pushes that cause a change to the right
34.61.0805 -001
CDU display are output by the right FMC.

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FMCS - DIGITAL SENSOR DATA
General Navigation Radios
Sensor data provides the FMCS with the data required to support The navigation radios provide the FMCS with radio position data.
the many calculations. The FMCS receives data from the following This data is used to compute airplane position. VOR receivers
sensors: provide bearing and frequency data. ILS receivers provide localizer
deviation and frequency data. DME interrogators provide distance
- Fuel quantity indicating system and frequency data. The left FMC normally uses the left and right
VOR, the left DME and the left ILS receiver, while the right FMC
- Navigation radios uses the right and left VOR, right DME and right ILS receiver. The
FMCs switch to the offside DME input if the normal input is not valid.
- Clocks
- Inertial reference units Clocks
- Air data computers The clocks provide the FMCS with date and time. This data is used
for the nav data base validity check and a GMT reference for time at
waypoint and destination data. The FMCs have an internal time base
Fuel Quantity Indicating System which is initialized to the clock data. The FMCs normally use the
captain’s clock. If the captain’s clock is not valid, the FMCs switch to
The fuel quantity processor unit provides the FMCs with total fuel the first officer’s clock.
quantity. This data is used to compute the airplane gross weight.
34.61.0806A-002
The left FMC uses output A, while the right FMC uses output B.

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Inertial Reference Units
The inertial reference units provide the FMCs with position, vertical - If no autopilot or flight director is engaged, or only the left or
speed, heading, track, and velocity data. The data is used in center autopilot channel is engaged, the FMCs select the ADC
navigation and guidance computations. For position and velocity source based on the left ADC selected discrete.
data the FMCs each use data from all three IRUs. If one IRU is not
valid, the FMCs switch to the onside or center input. For data other - If only the right autopilot channel is engaged, the FMCs select the
than position or velocities, the IRU source seleciton is as follows: ADC source based on the right ADC select discrete.
- The left IRU is used when no autopilot or flight director is - If the autopilot is in multichannel operation, the FMCs select the
engaged, only the left autopilot channel is engaged, only the ADC source based on the channel that is first in command.
captain’s flight director is engaged, or the left autopilot channel is
first in command during multichannel operations.
34.61.0806B-002
- The right IRU is used when only the right autopilot channel is
engaged, only the first officer’s flight director is engaged, or the
right autopilot channel is first in command during multichannel
operation. - The center IRU is used when only the center autopilot
channel is engaged, or the center autopilot channel is first in
command during multichannel operation.
Air Data Computers
The air data computers provide the FMCs with altitude, airspeed,
temperature, and pressure data. This data is used in navigation and
guidance computations. The FMC selection of air data inputs is
selected as follows:

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FMCS - EIU AND EFIS C. P. INTERFACE
The EIUs provide sensor data to the FMCS. The data is used for simultaneously. The FMCs calculate many parameters for display
many different calculations. The following is a list of EIU low speed and control. The FMCs send this general purpose data to the EIUs:
data to the FMCs:
- Thrust management data
- Fuel flow - Navigation radio frequencies
- Fuel jettison data - Speed tape data
- Vmin and Vmax - Stabilizer trim data
- Flap position - Gross weight
- Landing gear position - Flight plan data
- Engine speed - Miscellaneous data
- Bleed discretes - BITE data
- Radio altitude
- Wing gear tilt The FMCs send an A/T disconnect discrete to the EIUs. This signal
alerts the flight crew of an autothrottle disconnect.
The EIUs provide this high speed engine data to the FMCs:
The EFIS control panel sends this information to each FMC and
- Engine pressure ratios CDU:
- Engine speed (N1, N2, N3)
- Exhaust gas temperatures - Navigation display mode selection
- Engine oil temperatures - Map range
- Engine rating - Map data selector switches
- Trim data
The information is used to control the separate map displays for the
For low speed data the EIU source is based on presence and captain and first officer. The data goes through the onside CDUs
validity monitoring. The priority of selection is left, center, and then and then to the FMCs. If an EFIS C. P. fails the CDU transmits the
right. The FMCs use all valid sources of high speed data data and may be used as a back-up EIFS C. P.
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FMCS-IDU INTERFACE
The FMCs and CDUs send high speed map display data directly to
the IDUs. Each FMC can produce a separate map display for the
captain and first officer. The left output bus contains captain’s map
data, while the right bus contains first officer’s data. The CDU can
only produce one map display. The left CDU produces a captain’s
map display. The right CDU produces a first officer’s map display.
The center CDU can produce either a captain’s or first officer’s map
display.
Each IDU selects a map input bus based on the IDU position
operating as a captain’s or first officer’s display and the position of
the NAV instrument source select switches. Captain’s displays use
the left NAV switch, while first officer’s displays use the right NAV
switch.
The outboard IDUs use the high speed data bus as their source of
track and ground speed data.
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FMCS - NAV SWITCH TO IDS INTERFACE
The captain’s and first officer’s NAV switches send source select
discretes to all three EIU’s.
The source select discretes are used by the EIU’s to send source
select commands to the IDU’s. The inboard and lower IDU’s use the
source select commands to select the map display source from
either of the FMCs or the onside or center CDUs. The outboard
IDU’s use the source select commands to select the source of track
data from either of the FMCs.
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FMCS-NAVIGATION RADIO TUNING
The master FMC normally sends frequency tuning data to the

navigation radios. Tuning data is based on manual inputs from the
CDUs or automatic selection done by the FMCS navigation function.
Course entries by the flight crew are sent to the VOR receivers
during certain modes of operation. Selected runway heading goes to
the ILS receivers along with ILS frequency. The ILS receivers are
parked by the FMCS when no auto or manual tuning is active. The
DME interrogators receive up to five frequencies for directed scan
operation along with audio and display bit assignment. The left and
right ADF receivers get frequency and mode data based on CDU
manual entries.
If the master FMC fails in the air or both FMCs fail on the ground, the
CDUs send a source select discrete to the navigation radios. This
source select discrete allows manual tuning data from the CDU to
tune the onside navigation radios.
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FMCS-AFDS INTERFACE
The AFCS MCP sends the following digital data to the FMCs: The master FMC sends the following data to the FCCs:
- Selected altitude - LNAV steering commands

- Selected heading - VNAV steering commands
- Selected airspeed/Mach - Vertical speed commands
- Flap position - Airspeed limits
- Stabilizer position
- Speed brake position The FCCs use the FMC data to control the airplane when the LNAV
- MCP pushbutton status and VNAV modes are selected.
- Altitude and speed intervention selection
- TO/GA select The FCCs send a tune inhibit discrete to the FMCs and CDUs to
prevent tuning of the ILS when any of these conditions exits:
The AFCS MCP sends an analog autothrottle arm discrete signal to
each FMC. The AFCS MCP sends the system A bus to the left FMC - A/P engaged and LOC or G/S capture
and the system B bus to the right FMC.
- Below 500' during F/D only approach
The data from the AFCS MCP is used to control the autothrottle and
for selection of the LNAV and VNAV modes. - During takeoff acceleration through 40 knots until in air.
34.61.0810 -001
The master FMC sends the following data to the AFCS MCP:
- Mode status
- Speed data. This data is used by the AFCS MCP to light
autothrottle mode buttons and to blank or display certain speeds
in the selected airspeed window.

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FMCS - AUTOTHROTTLE INTERFACE
The autothrottle servomotor generator receives forward and reverse

commands and an excitation voltage from each FMC. The FMCs
can drive the autothrottle servomotor generator in an operating
range from 0 to 10 degrees per second. The drive signal is an AC
voltage developed by the FMC from the 28v dc servo power input.
The excitation voltage is 115v ac. The autothrottle servomotor
generator has dual windings, one for each FMC.
The single tachometer feedback signal provides a rate feedback

signal to each FMC.
The FMCs receive an autothrottle disconnect discrete input and a

reset discrete input from switches in thrust levers 1 and 4.
The FMCs receive a go-around select discrete from switches in

thrust levers 2 and 3. These switches are not used in favor of the
voted go-around status provided by AFDS.
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FMCS - ENGINE TRIM INTERFACE
The master FMC sends the following data to the electronic engine
controls:
- EPR/N1 trim command

- Bleed correction
Engine trim is enabled at the FMCs by the autothrottle arm discrete

from the AFCS MCP. The autothrottle arm discrete also controls the
trim enable relay. This relay sends a trim enable discrete to the
electronic engine controls.
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34.61.0312 -001

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FMCS - MISCELLANEOUS INTERFACES
General Air/Ground Relays
The FMCs have the interfaces with the following to support various The air/ground relays send an analog discrete to enable data base
functions: loading, and is also used in flight phase determination.
- Heading reference switch

- FMC master relays Cabin Pressure Controllers
- Central maintenance computer
- Air ground relay The cabin pressure controllers get active flight plan landing altitude
- Cabin pressure controllers and vertical profile data.
- Modular avoinics and warning electronics assembly
- Airborne data loader Modular Avoinics and Warning Electronics Assembly (MAWEA)
- Inertial reference units
- Ground proximity warning computer The stall warning management computers in the MAWEA get gross
- Weight and Balance Computer (WBC) weight and center of gravity data from the FMCs.
34.61.0813A-002
Heading Reference Switch
The heading reference switch selects magnetic or true reference for

the map displays and guidance function.
FMC Master Relays
The FMC master relays send an analog discrete to enable one FMC
to perform the master functions of radio tuning, thrust management,
and guidance.

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Airborne Data Loader
The airborne data loader allows the navigation data base or

operational program to be updated on the airplane. The airborne
data loader can also be used to record the FMC BITE report. The
data goes through the data loader control panel, which also sends
data base load enable discretes to the FMCs when selected by the
data loader selector switch.
Inertial Reference Units
Inertial reference units get present position latitude and longitude for
position initializaiton during alignment. The inertial reference units
also get reference heading when operating in the attitude mode.
Ground Proximity Warning Computer
The ground proximity warning computer gets present position and

track data from the left FMC.
Weight & Balance
The weight and balance computer sends gross weight and center of
gravity data to both FMCs. This information shows on the
performance initialization and takeoff reference pages.
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CREW ALERTNESS MONITOR
Purpose
The FMC has a crew alertness monitor function which checks for T2 = Duration of detected crew inactivity in descent prior to setting
pilot activity by monitoring for changes to the state of various the advisory annunciation is 5 minutes.
discrete input and annunciates crew inactivity by setting the
appropriate annunciation. This function will be customized for each
airline by using data stored in an airline policy custom file in the
navigational data base.
Activity Monitor
The FMC will monitor for a change in state to various inputs from the
MCP, EFIS control panel, EICAS control panel, VHF/HF radio,
MCDU and CDU to determine crew activity. The time allowed
between crew inactivity during the cruise or descent profile is set by
the airline but should not exceed the minimum or maximum listed
below. If a time limit is exceeded, a digital discrete is sent to the
EIU's. The message PILOT RESPONSE (level C advisory
annunciation) will be displayed.
Timer logic for the crew alertness monitor will be defined in the
airline policy custom file of the navigational data base.
T1 = Duration of detected crew inactivity in cruise (>FL200) prior to

setting the advisory annunciation is 54 minutes.

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FMCS - CDU INTERFACES
General Outputs
The CDUs receive data from these: The CDU sends a DME audio pairing discrete to the audio
management unit (AMU). The AMU uses this discrete to pair DME
- Left, center, and right IRUs audio with either ILS or VOR audio.
- Left CMC
- Left, center, and right FCCs The CDU also sends a weather radar (WXR) on discrete to the WXR
- Heading reference switch control panel . This discrete responds to selections made on the
alternate EFIS control panel function of the CDU.
34.61.0816 -001
IRU
Each CDU receives present position, accelerations, ground speed,

inertial altitude and vertical speed, attitude and heading. This data is
used for the alternate navigation function of the CDU.
FCC
The FCCs send an analog input to the CDU to inhibit ILS tuning.
Heading Reference Switch
The normal or true heading discrete selection is sent to the CDUs

for navigation display orientation.

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FMCS - FLIGHT MANAGEMENT COMPUTER
Purpose
The FMC processes requests from the crew and sensor data to - A power supply to support internal processing.
navigate along the selected route, supply display data, and provide
guidance outputs.
Front Panel
General
The front panel has these features:
The FMC contains hardware and software to support the processing
of data. The FMC contains: - An INITIATE TEST/LAMP TEST switch starts the self-test.
- Two SDP-185 processors to do calculations and data processing. - An FMC FAIL red LED fault annunciator.
- Nonvolatile memory for storage of programs and data bases. - A TEST IN PROCESS yellow LED annunciator that is on during
test.
- Receiver subsystem to receive data from external systems.
- Transmitter subsystem to transmit data to the external systems. BITE/Monitor
- One autothrottle (A/T) servo card to perform the autothrottle I/O The FMC contains hardware and software to do power-up and
interfaces. continuous BITE to monitor operation and store faults.
- Two relays supply excitation power to the A/T servomotor.

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FMCS - CONTROL DISPLAY UNIT
Purpose
The control display unit (CDU) has an interface with the crew, - Photocells for automatic CRT brightness control
external sensors, external systems and the FMC. The CDU controls
and shows FMCS data. The primary control interface to the CDU is the keyboard. There are
four types of keys:
General - Function keys

- Mode keys
The CDU contains: - Line select keys
- Alpha-numeric keys
- Keyboard for data entry or display selection
- Cathode ray tube (CRT) to show data Function Keys
- SDP-185 processor to control the operation of the CDU The function keys are:
- ARINC receivers to receive data from the FMC and other sources - Execute (EXEC) is used to execute (make active) a function or
change a function. The key has a light that comes on when the
- ARINC transmitters to send data to the FMC and other users execute command is needed.
- Annunciators to show mode key status - NEXT PAGE is used to look at the next page among many pages
- Brightness adjustment for manual CRT brightness control - Previous page (PREV PAGE) is used to look at the last among
many pages
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Mode Keys Alpha-numeric Keys
The mode keys select the first page of a desired function. The mode The alpha-numeric keys provide the means to enter data into the
keys are: FMC. In addition to the letters and numbers, there are:
- Initialization/reference (INIT REF) - Slash (/) key

- Route (RTE) - Change sign (+/-) key
- Departure/arrival (DEP ARR) - Delete (DEL) key
- Vertical navigation (V-NAV) - Clear (CLR) key
- FIX - Space (SP) key
- LEGS
- HOLD The CLR key is used to clear (remove data from) all or part of the
- Progress (PROG) scratch pad. The DEL key enters the word DELETE in the scratch
- MENU pad. A line select key then deletes (removes) the selected field.
- Navigation radio (NAV RAD)
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The function and operation of the modes and pages will be
discussed later.
Line Select Keys
The line select keys (1L - 6L and 1R - 6R) are used to insert data
from the scratch pad, to select data into the scratch pad or to select
a function.

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Display Format
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There are 14 lines of data which can be shown. Each line is 24

characters long. The top line is always the title of the page or
function, the page number and the number of pages in that function.
The bottom line is for the scratch pad. The scratch pad is used for
data entry or transfer and for messages to be shown.
Annunciators
The annunciators come on to show status annunciations that require

crew attention. These are:
- Message (MSG) shows when an FMCS message is in the

scratch pad
- Display (DSPY) shows that the current page is not related to the
active flight plan leg or present active mode. The DSPY light
comes on, as an example, when the route page 2 of 3 (2/3)
shows on the CDU and the aircraft is at the departure runway.
- FAIL shows when either the master FMC fails in the air or the
navigation instrument source selected FMC fails.
NOTE: CDU considers in air when ground speed greater than 100
knots or ground speed is invalid.
- Offset (OFST) shows that an offset route is in use when in the air.

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FMCS - AUTOTHROTTLE SERVOMOTOR GENERATOR
General
The autothrottle servomotor generator is under the control stand.

The FMC sends commands to the autothrottle servomotor to drive
the throttles forward or aft through a gearbox assembly.
Operations
Power to the autothrottle servomotor generator is 115 volts ac

excitation and a variable ac signal derived from 28 volts dc for drive
control. The generator also uses 115 volts ac for servomotor rate
feedback to the flight management computer (FMC). The
servomotor moves at 10 degrees/second maximum throttle rate
when commanded.Access
Access to the autothrottle servomotor generator is through the

access panel on the first officer’s side of the control stand. The
assembly is at the floor level below the control stand.
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FMCS - AUTOTHROTTLE DISCONNECT SWITCHES
General
The autothrottle disconnect switches are on thrust levers No. 1 (S7

and S8) and No. 4 (S9 and S10).
Operation
The autothrottle disconnect switches disconnects the autothrottle

servomotor if it is engaged, and resets the EICAS caution message
when a disconnect occurs.
Access
Access to autothrottle disconnect switches is through a cover plate

on the thrust levers.
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FMCS - FMC GO-AROUND SWITCHES
General
These switches are used to select the takeoff mode or the

go-around mode.
Access
Access to the autothrottle switches is through the switch cover plate

on the thrust levers.
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FMCS - FMC MASTER SWITCH AND NAVIGATION INSTRUMENT

SOURCE SELECT SWITCHES (NAV ISSS)
General Operation
The master switch determines which FMC provides: The master switch - in the left FMC position causes the master
relays to de-energize and connects the left FMC outputs to the
- Steering commands to the autopilot FCCs, EECs, NAV radios and MCP. When the switch is in the right
position the master relays energize and connects the right FMC
- Frequency commands to the NAV radios outputs.
- Engine trim commands to the engine electronic computers NAV ISSS - sends discretes to the FMC, CDU, EFIS and EIU (EFIS/
(EECs) EICAS interface unit) for navigation source selection. The captain
and first officer may select the same NAV source.
- Mode control panel (MCP) data
- Autothrottle (A/T) commands to the A/T servo Access
NAV ISSS - selects the onside EFIS (electronic flight instrument Master switch - the master switch is on the P2 instrument panel.
system) navigation source. The FMC provides navigation data to the
PFD (primary flight display) and ND (navigation display). The CDU NAV ISSSs - the NAV ISSSs are on the instrument source select
provides navigation data to the ND only. modules (ISSM) which are then located on the P1 (captain) and P3
(first officer) panels.
The NAV ISSSs also select the FMC for CDU map and display
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update.

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FMCS - AIRBORNE DATA LOADER, ADL CONTROL AND

DISKETTE STORAGE CASE
General Diskette Storage Case
Data bases and operational programs can be loaded in many of the The diskette storage case is mounted above the ADL control panel
systems in the airplane. This is done with the installed airborne data in the P11 book case. The storage case provides storage capability
loader (ADL) and the ADL control panel (on P11 behind the first for up to fourteen 3.5 inch diskettes. The unit door is hinged,
officer). A diskette storage case is used to store preloaded and transparent and made of a plastic material.
future loadable programs.
ADL Control Panel

ADL Control
The ADL control panel is installed on the P11 book case below the
Power input is 115v ac BUS 1. Control is with the data loader diskette storage case and above the ADL unit. The unit houses a
interface panel switch. Power is supplied from the FMCS data base rotary switch that allows LRU selection for software enabling and
loader circuit breaker on P6-4. loading from the ADL.
34.61.0729 -003
ADL Physical Description
The ADL is installed in the P11 panel below the data loader control
panel. It has a front cover panel that covers the display lights and the
3.5 inch diskette slot.

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FMCS - PRIMARY FLIGHT DISPLAY DATA
General
The FMCS sends speed tape data, autothrottle mode, and drift angle - Rotation Speed (VR) shows as a green ‘VR’ next to the rotation
to the PFD. speed, or as ‘R’ when closer than four knots to the decision
speed.
Speed Tape Data - Landing Speed (V REF) shows as a green ‘REF’ next to the
landing speed.
The following FMCS data shows on the airspeed tape:
- Flap Manuever Speeds show as green digits next to the speed at
- Minimum Manuever Speed shows as an amber line which begins which a flap setting applies. Flap retraction to zero units shows as
at the minimum manuever speed on the tape and extends to the ‘UP’.
stick shaker speed. Minimum manuever speed is the lowest
speed the FMC may use for control signals. - Selected Target Speed shows as a magenta readout at the top of
the tape and a magenta cursor on the tape. This data normally
- High Speed Buffet Speed shows as an amber line which begins comes from the AFDS, but comes from the FMCS when VNAV is
at the high speed buffet speed on the tape and extends to the engaged. Selected target speed is set to the V2 value for takeoff.
maximum operating speed. High speed buffet speed is the
34.61.0730A-004
maximum speed the FMC may use for control signals.
- Decision Speed (V1) shows as a green ‘V1’ and digital readout at

the top of the tape when the value of V1 is off-scale. When the
value of V1 is within the range of the scale, ‘V1’ shows next to the
decision speed.

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Autothrottle Mode Annunciation
The autothrottle mode shows in green on the PFD in the upper left FMC is invalid, the source of track defaults to the selected IRU.
corner when the autothrottle is engaged. A green box shows around
the mode for ten seconds after a mode change occurs.
PFD Data Source Selection
Heading Source selection of PFD data is as follows:
The source of heading is normally selected by the onside IRS - Speed tape data is normally supplied by the onside FMC and the
instrument source select switch, but can be changed based on data secondary source is the offside FMC
from the FMCS. At high latitudes, the FMCs each use a single IRU
source. Track from one IRU may be poorly correlated with heading - Autothrottle mode data is supplied by the master FMC
from a different IRU when close to the pole, if the IRU positions differ
by a few miles. The PFD and ND always use heading data from the - Drift angle data is normally supplied by the selected FMC and the
same source which the FMC is using for track. selected IRU as secondary
- Landing altitude data is normally supplied by the master FMC. If

Touch Down Zone the master FMC is not valid, the data comes from the cabin
pressure control system.
Touch down zone shows as an amber mark on the altitude tape.
Indicating the landing altitude. Shows NO TDZ when there is no
34.61.0730B-004
FMC or cabin altitude information.
Drift Angle Pointer (Track)
The source of track data is normally the selected FMC. Below 80

knots, heading data is substituded for track data. If the selected

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FMCS - NAVIGATION DISPLAY DATA
General Wind Data
The selected FMC/CDU sends map and display data to the ND. Wind data (direction, speed and angle) shows when true air speed
(TAS) is greater than 100 knots and wind speed is greater than 5
knots. The selected FMC normally shows this data. The selected
Track (MAG/TRU) IRU shows this data when the selected FMC is not valid.
The source of track data is normally the selected FMC. Below 80

knots, IRS heading data is substituded for track data. If the selected Active Waypoint
FMC is invalid, the source of track defaults to the selected IRU.
The magenta active waypoint symbol is the waypoint the airplane is
The source of heading is normally selected by the onside IRS flying to. When the airplane passes over the active waypoint it
instrument source select switch, but can be changed based on data becomes white and the next flight plan waypoint goes from white to
from the FMCS. At high latitudes, the FMCs each use a single IRU magenta. The source for this data is the selected FMC or the
source. Track from one IRU may be poorly correlated with heading selected CDU.
from a different IRU when close to the pole if the IRU positions differ
34.61.0731A-001
by a few miles. The PFD and ND will always use heading data from
the same source which the FMC is using for track.
Ground Speed
The selected FMC normally shows this data. The selected IRU
shows this data when the selected FMC is not valid.

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Range to Altitude Altitude Profile Points
The range to altitude arc shows as the airplane approaches the Altitude profile points are along the flight plan where the flight mode
mode control panel (MCP) selected altitude. The arc position is or vertical path changes. These are:
based on present flight path angle.
- Top of climb (T/C)
- Top of descent (T/D)
Vertical Deviation - Step climb (S/C)
- End of descent (E/D)
The vertical path deviation scale and magenta pointer show on the
right side of the ND when the airplane passes the top of descent These points show as small green circles.
altitude profile point. The vertical deviation scale has a full scale
range of +/- 420 feet. The deviation also shows as a digital readout
calibrated in 50-foot increments to a maximum of 9999 feet when the Flight Plan
pointer is at the upper or lower limit of the scale.
The flight plan shows in three ways:
Estimated Time of Arrival (ETA) - Active flight plan - solid magenta line
The time that shows is when the airplane will reach the active - Inactive flight plan - dashed cyan line
waypoint. When a CDU is selected as the display source it shows
time-to-go. - Flight plan modifications - dashed white lines
34.61.0731B-001
Distance To Go
The distance to the active waypoint, in nautical miles, shows below

the ETA.

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Radio Update
The radio position update display shows the radio position update directional trend based on position, ground speed and cross track
mode. These are: acceleration. The trend vector segmented line(s) shows the
airplane’s position in 30, 60 and 90 seconds. The map range
- VD (VOR/DME) determines how many trend vector segments show on the ND.
- DD (DME/DME)
- LOC (LOCALIZER)
Map Data Selections
IRS Position Update Map data selector switches on the EFIS control panel add or remove
data from the map display. The EFIS control panel has these
The IRS position update mode shows how many valid IRU inputs the selections:
FMC uses to calculate airplane position and velocity. The possible
FMC IRS position update modes are: - STA displays navaids.
- WPT displays waypoints.
- IRS (3) - ARPT displays waypoints.
- IRS (L) - DATA displays flight waypoint data.
- IRS (C) - POS displays position check data.
- IRS (R)
34.61.0731C-001
A change to/from IRS (3) to any of the other mode causes a green
(box) to show around the display for ten seconds.
Trend Vector
The trend vector helps the pilot intercept a course/path and shows
the degree of airplane turn. The trend vector shows the airplane’s

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FMCS - MENU PAGE
General
This page provides MENU selection of the systems that use the CDU, and <REQ> shows beside the system that desires
CDU. communication with the CDU.
The MENU page shows <SEL> next to <FMC at line 1L. To view
Page Access one of the FMC preflight pages push line select key 1L.
The MENU page shows at CDU power-up or by pushing the MENU - (1R) If the EFIS CP fails, SELECT> shows. Push the key and the
button. ALT EFIS CP page shows.
- (2R) If the EFIS CP fails, SELECT> shows. Push the key and the
MENU Page ALT EICAS CP page shows.
34.61.0732 -001
The function of the page is discussed by the operation of each line.
- (1L through 6L) The appropriate system prompt is shown when

the system is operational. If a system is not operational, the
prompt is not shown. Select the prompt to show the system’s
initial page.
When a system desires to use the CDU for communications, an

EICAS message is shown. The MENU button should then be
pushed to show the MENU page. When the MENU page shows,
<ACT> shows beside the system that is currently using the

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FMCS - IDENTIFICATION PAGE
General
The identification (IDENT) page allows review of the FMC data base - (4L) OPERATIONAL PROGRAM NUMBER line shows the
and program configuration. operational program and performance data base part number.
The last powered FMC locks on this page if this is different than
the other FMC.
Page Access
- (5L) DRAG/FUEL FLOW FACTOR line shows the fuel mileage
Push these line select keys to gain access to the IDENT page: factor assigned to drag and fuel flow, shown as a percentage.
New values may not be entered on this page. However, new
- 1L on the MENU page values may be entered by maintenance personnel on a
maintenance page.
- 1L on the INIT/REF INDEX page (IDENT)
- (6L) this key selects the INDEX page.
IDENT Page - (1R) ENGINE IDENTIFICATION line shows the engine

identification number as read from the airframe/engine program
The function of this page is discussed by the operation of each line: pins. If the program pins do not match the stored performance
data base line is blank.
- (1L) MODEL NUMBER is the airplane model as read from the
airframe/engine program pins. If the program pins do not match
34.61.0734A-004
the stored performance data base, the line is blank.
- (2L) NAV DATA line shows the data base identifier. If the data
base did not load (receive) correctly, this line is blank.

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IDENT Page (cont)
- (2R and 3R) NDB EFFECTIVITY shows the active and inactive
data bases in the FMC. These two lines show the dates through
which they can be used. The lines can be interchanged (by the
line select keys). When this is done, the data base shown in line
2L is the active data base. Selection can only be done on the
ground.
- (4R) SPARE ENG line shows in the header line and ACTIVE
shows in the data line if the FMC is advised of a spare engine
carry by the Air Data Computer (ADC).
- (5R) CO DATA line shows the airline policy file identifier in large
font.
- (6R) POS INIT line shows the next page that needs data input for
preflight completion.
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FMCS - INITIALIZATION/REFERENCE INDEX PAGE
General
The initialization/reference (INIT/REF) index page provides access page.

to the pages of data required for initialization of the FMC and IRS.
- (6L) APPROACH: this key allows access to the approach
reference page.
Page Access
- (1R) NAV DATA: this key allows access to the navigation data
Push the INDEX (6L) line select key on any INIT/REF page to get page.
the INIT/REF index page.
- (6R) MAINT: this key allows access to ground maintenance
pages; crossload, perf factors, IRS monitor, and BITE report. This
INIT/REF INDEX Page prompt is shown only on the ground.
34.61.0733 -001
The function of this page is discussed by the operation of each line.
- (1L) IDENT: this key allows access to the identification page.
- (2L) POS: this key allows access to the position initialization

page.
- (3L) PERF: this key allows access to the performance

initialization page. - (4L) THRUST LIM: this key allows access to
the thrust limit page.
- (5L) TAKEOFF: this key allows access to the takeoff reference

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FMCS - POSITION INITIALIZATION AND POSITION REFERENCE

PAGES
After GPS modification the FMC POS INIT and POS REF pages are Default values are:
effected. The changes of these pages are discussed in this
paragraph. - Take-off 1.00NM
- Ocean/Remote 12.00NM
- Domestic 2.00NM
POS INIT 1/3 - Terminal area 1.00NM
- Approach .50NM
(5L) UTC: both CDUs show the left or right GPS or the left or right
clock time if it is valid, in that order. If GPS is the source it will display Manual entry appears in large font. Valid RNP entry range is from
UTC (GPS), otherwise it will display UTC (MAN). 0.01 to 99.9.
(4R) Displays GPS position. Actual Navigation Performance (ANP) is a complex probability
computation of navigation accuracy expressed in NM. The displayed
ANP value is highly dependant on availability position input source
POS REF 2/3 (GPS, Radio, or IRS only). In 95% of the cases the real airplane
position will be within the displayed ANP.
(1L) Displays FMC position. Line title displays source in use for
calculating the FMC position. Title options are GPS L, GPS R, LOC- (5R) GPS NAV. Defaults to INHIBIT following flight completion,
GPS L, LOC-GPS R, RADIO, LOC-DD, LOC-VD and LOC. allowing GPS updating.
(3L) Displays the Required Navigation Performance (RNP) and Push (when INHIBIT is displayed):
Actual Navigation Performance (ANP). RNP is airspace required
navigation accuracy expressed in NM. Where applicable, RNP ENABLE will be displayed. Inhibits GPS data for FMC position
airspace values are published in the Route Documentation. The updating. Rtained through power interruption.
FMC uses default values. Default RNP is displayed in small font.

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PUSH (when ENABLE is displayed):
INHIBIT will be displayed. Enables GPS dat for FMC position

updating
POS REF 3/3
(4/5L) Displays position when computed by the indicated system.

LAT/LON displays can be line selected to the scratchpad. Header
and dat lines will be blank if GPS INHIBIT is selected.

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N 4 0 3 8 . 7 W 0 7 3 4 6 . 4

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FMCS - ROUTE PAGES
General
The route (RTE) page allows a route to be entered in the FMC. A change of the origin airport to another airport or a re-enter of the
route consists of: Origin, at least one waypoint and a destination. same origin airport removes the present route from the FMC.
When the airplane is in flight, the origin airport can not be
changed.
Page Access
- (3L) RUNWAY, any runway may be entered for the origin airport. A
To access the RTE page: runway can also be selected through the DEPARTURES page.
This shows automatically in this line.
- Select the RTE mode key
34.61.0736A-001
- Line select ROUTE from POS INIT, POS REF or TAKEOFF REF
pages
- Line select RTE 1 from RTE 2 page
- Line select ROUTE from DEP/ARR pages.
RTE page
The function of this page is discussed by the operation of each line:
- (1L) ORIGIN shows box prompts when no origin is entered. A

valid entry is any ICAO airport identifier in the NAV data base. A

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RTE page (cont)
- (4L through 5L) VIA line shows departure/transition identifiers, - (4R through 5R) TO shows navaids or waypoint identifiers in the
airway identifiers, arrival/transition identifiers or DIRECT. NAV data base. Entry is through the keyboard or by selection of a
Departure/transition identifiers and arrival/transition can be company route. Entries are also sent to the LEGS pages. When
entered from the DEPARTURES page or from the ARRIVALS more than one waypoint have the same code, the SELECT
page or a company route can be entered. DIRECT shows when DESIRED WPT page shows to allow selection.
there is a TO entry (see line 4R).
- (6R) ACTIVATE shows only on non-active route pages. Select
- (6L) RTE 2 shows on all pages except MOD pages. this prompt to cause the EXEC key light to come on. When the
EXEC key is pushed, the entered route becomes the active FMC
- ERASE shows on MOD pages. When ERASE is selected, all route. When the FMC route is active while on the ground, this line
modifications (MOD) are removed and the display returns to the is replaced with a PERF INIT or TAKEOFF prompt.
active RTE page.
- OFFSET shows only on the active or MOD pages when the plane
- (1R) DEST shows box prompts when no destination is entered. A is in the air. The pilot may enter a left or right offset of up to 99
valid entry is any airport identifier in the NAV data base. nm. (for example; L45). The offset path extends to the end of
route waypoint, or to the beginning of an approach procedure,
- (2R) FLT NO shows the company flight number that is entered. route discontinuity or holding pattern.
The display goes blank at power up or when the flight is
34.61.0736B-001
completed.
- (3R) CO ROUTE (company route) is a specific code (up to 10

characters) that identifies a flight plan in the NAV data base.
Entry of a CO ROUTE code causes the FMC to show the code on
this line and the inactive flight plan on this page(s). This line can
not be changed when the airplane is in the air.

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RTE Page (cont)
DIR/INTC cancels the entered offset. Also, enter 0 in 6R, or select

DELETE to cancel the offset (To cancel OFFSET, EXEC must be
pushed).
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FMCS - DEPARTURE/ARRIVAL INDEX
General
The departure/arrival (DEP/ARR) pages help to build a flight plan - (3L) < DEP: this key selects the departure page for the origin of
route. The pages give a menu of the departure and arrival RTE 2.
procedures for the origin and destination airports. When a procedure
is selected, it is put directly in the route. - (6L) DEP: this key selects the departure page for the airport
identifier entered in the scratch pad.
Page Access - (1R) ARR >: this key selects the arrival page for the origin of RTE
1.
To access this page:
- (2R) ARR >: this key selects the arrival page for the destination of
- Push INDEX line select from DEPARTURE or ARRIVAL page RTE 1.
- Push DEP/ARR mode key when no flight plan is active, or if an - (3R) ARR: this key selects the arrival page for the origin of RTE
inactive RTE or LEGS page is presently shown 2.
- (4R) ARR: this key selects the arrival page for the destination of
DEP/ARR Index RTE 2.
The function of this page is discussed by the operation of each line. - (6R) ARR: this key selects the arrival page for the airport
identifier entered in the scratch pad.
- (1L) < DEP: this key selects the departure page for the origin of
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RTE 1.

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FMCS - DEPARTURES PAGE AND ARRIVALS PAGE
General
These pages give departure procedures from the selected origin in the route. If a runway is selected, only the SIDs related to that
airport and arrival procedures to the selected destination airport. runway are shown. Selection of a SID results in display of the
departure page (that SID is shown on line 1L). SEL shows it is
selected. A list of route transitions related to that SID are also
Page Access shown (starts on line 2L).
To access the DEPARTURE page, select the DEP/ARR mode key Selection of a transition results in display of the departure page with
when the airplane is on the ground if there is an active route. the transition shown on line 2L. SEL shows it is selected. The EXEC
switch light comes on if it is not already on.
To access the ARRIVAL page, select the DEP/ARR mode key when
there is an active route and the airplane is in the air. When the - (6L) INDEX: line selection of the INDEX prompt results in the
airplane is less than 400 nm from the departure airport, or less than display of the DEP/ARR INDEX page.
halfway along the active route (whichever is least), arrival
procedures for the departure airport show. Otherwise, arrival
34.61.0738A-001
procedures for the destination airport show on the display.
Departures Page
- (1L through 5L) When the page is initially shows, standard

instrument departures (SID) in the data base for the specified
airport are shown. SEL or ACT labels show that a SID is already

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Departures Page (cont)
- ERASE: the ERASE prompt shows after selection has occurred

and before the EXEC switch is pushed. Select the ERASE prompt
to remove any selections made from this page since the last
EXEC action.
- (1R through 5R) When this page initially shows, runways in the
data base for the specific airport are shown. SEL or ACT labels
show that there is a runway already in the route. If a SID is
selected, only the runways related to that SID are shown.
Selection of a runway results in display of the departure page with

that runway shown on line 1R. SEL shows it has been selected. All
SIDS related to the selected runway are also shown. The EXEC
switch light will come on if it is not already on.
- (6R) ROUTE: select this key to show the RTE 1 or 2 page.
Arrivals Page
This page is nearly the same as the DEPARTURES page. The

difference is that this page has arrivals to the destination airport and
standard terminal arrival routes (STARs).
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FMCS - PERFORMANCE INITIALIZATION PAGE
General
The performance initialization (PERF INIT) page is used for fuel weight on line 3L. Both lines 1L and 3L show in large font.
initialization of the FMC for performance (VNAV) calculations. It is This line goes blank when fuel weight is not valid.
part of the pre-flight sequence.
If the weight and balance system (WBS) gross weight is valid, the
header to this line is GR WT ADV. If the WBS gross weight is not
Page Access valid, the header is GR WT.
To access the PERF INIT page: - (2L) FUEL: this line normally shows the FMC calculated (CALC)
fuel quantity. When the airplane is on the ground before engine
- Push the INIT/REF mode key on the ground when the IRS start, the FMC calculated fuel quantity is set equal to the airplane
position has been initialized fuel totalizer system value.
34.61.0739A-008
- Push the PERF INIT line select key from the ACT RTE or
TAKEOFF REF pages
- Push the PERF line select key from the INIT REF INDEX page
PERF INIT Page
- (1L) Gross weight (GR WT) entered or selected (ADV - advisory)

on this line results in calculation and display of zero

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PERF INIT Page (cont)
After engine start, the calculated fuel quantity comes from the company route is entered that has this cost index number, or a
totalizer value minus the integrated fuel flow. If at any time the fuel manual entry. This number may be changed.
flow values become invalid for greater than 2 minutes, the calculated
value will be invalid. The fuel totalizer system value is then used for - (6L) INDEX: this key selects the INIT REF INDEX page.
FMC calculations and shows in line 2L as SENSED. Also, if there is
a difference more than 9000 pounds (4091 kilograms) between the - (1R) CRZ ALT: entry into this line is made from this page or from
calculated fuel quantity and the fuel totalizer system value, the value the climb or cruise pages. Change of altitude on this page is not
shown will be the SENSED fuel totalizer system value. allowed when the airplane is in the air.
Entry results in the display of this value as a MANUAL value. The

34.61.0739B-008
MANUAL entry is then updated by integrated fuel flow.
Box prompts show when fuel quantity is invalid prior to engine start
at 2L. MANUAL shows at 2L when a scratch pad entry is completed.
Manual entry of a fuel quantity value will have priority over the fuel
totalizer system input until the flight is completed.
- (3L) ZERO FUEL WT: entry into this line results in the calculation
and display of gross weight (line 1L).
- (4L) RESERVES: this line shows prompt boxes until a value is

entered.
- (5L) COST INDEX: box prompts are shown on this line unless a

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PERF INIT Page (cont)
- (4R) CRZ CG: shows a default or pilot entered cruise CG value.

The default comes from the Performance Data Base and shows
in small font. A pilot entered value shows in large font. The valid
range is within and includes the CG minimum and CG maximum
values.
- (5R) STEP SIZE: this line shows the climb altitude increment that
is used for the optimum step profile. Entries are from 1000 feet to
9000 feet. The default value is ICAO.
- (6R) THRUST LIM: selection shows the thrust limit page.
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FMCS - THRUST LIMIT PAGES
General
The thrust limit (THRUST LIM) page allows selection of thrust limit for thrust derate. Temperature entry is in degrees centigrade or
modes. It also has the capability to derate the engines for reduced degrees Fahrenheit (if followed by an F).
thrust.
- 2L TO shows selected (<SEL>) status of the takeoff (TO) thrust
limit modes. This may be selected when on the ground. TO mode
Page Access is automatically selected on the ground.
When the airplane is on the ground or has a TO thrust limit mode - (6L) INDEX selects the INIT/REF INDEX page.
selected, this page can be selected from INIT/REF INDEX, PERF
INIT, TAKEOFF REF or APPROACH REF pages. - (1R) THRUST MODE, EPR LIMIT shows the selected thrust limit
calculated by the FMC thrust management function. Entry of a
temperature in 1L that reduces the thrust limit causes a D to show
THRUST LIM Page (GROUND or TAKEOFF Mode) in the header line and on the main EICAS display.
34.61.0740A-005
The function of this page is discussed by the operation of each line:
- <SEL> shows for the present thrust limit mode (also shown on
EICAS).
- <ARM> shows for the appropriate climb thrust limit mode when a
takeoff thrust limit is selected (<SEL>).
- (1L and 1C) SEL and OAT shows outside air temperature in °C
from the ADC. Line 1L shows the entered assumed temperature

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THRUST LIM page (GROUND or TAKEOFF Mode (cont)
- (2R through 4R) CLB, CLB 1 and CLB 2 shows arm (<ARM>) - (6R) APPROACH selects the APPROACH REF page.
status of the climb or derated climb thrust limit when a takeoff
34.61.0740B-005
mode is selected (<SEL>). The armed climb mode becomes
selected <SEL> at the thrust reduction altitude. (The thrust
reduction altitude is displayed on the TAKEOFF REF page). If the
airplane is above 400 feet AGL, push the thrust button on the
MCP to change the armed <ARM> CLB mode to selected <SEL>.
- (6R) TAKEOFF selects the TAKEOFF REF page.
THRUST LIM Page (Airborne)
Most line select keys for this page are the same as the ground or
takeoff mode THRUST LIM page except:
- (2L) GA selects the go-around thrust limit mode. The go-around

thrust limit mode is automatically selected during approach.
- (3L) CON selects the maximum continuous thrust limit for the
thrust limit mode.
- (4L) CRZ selects cruise (CRZ) as the thrust limit mode. If it

shows on the PERF FACTORS page, CRZ is automatically
selected after FMC mode transition at top of climb (T/C) if VNAV
is engaged.

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FMCS - TAKEOFF REFERENCE PAGES
General
Entry or validation of takeoff speeds (V1, Vr, V2) center of gravity - PERF INIT > shows until gross weight or zero fuel weight,
(CG) and takeoff flaps is done on the TAKEOFF REF page. The reserves, cost index and cruise altitude are entered.
takeoff speeds are calculated by the FMC for nominal conditions (no
wind, zero slope and dry runway). The calculated values are
validated by selection of the key next to the value or they are Page Access
changed by entry of other values. The validated or manually entered
speeds are sent to the PFD for display on the speed tape. Access to the takeoff reference page is by TAKEOFF line selection
from:
The center of gravity (CG) and gross weight are used to calculate a
stabilizer position that is sent to the modular avionics warning - INDEX page
electronic assembly (MAWEA) for the green band check. - PERF INIT page
- RTE page
The ACCEL HT is the height where acceleration begins for flap - THRUST LIM page
retraction for all engine or engine out operations.
34.61.0741A-004
The completion status of the preflight sequence shows at the bottom
of the page. If the preflight sequence is not complete, a line shows
PRE-FLT. Prompts below this line show the CDU page where
preflight data is not complete. The order of the prompts are:
- POS INIT > shows until a valid IRS position is entered.
- ROUTE > shows until a route is activated.

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TAKEOFF REF Page
The function of this page is discussed by the operation of each line: CLB shows to the right of FLAPS 5 in the diagram. This shows the
climb thrust limit mode is armed to engage at the thrust reduction
- (1L) FLAP/ACCEL HT shows FLAP/HEIGHT where acceleration altitude or flap position. This armed climb mode is selected from the
begins for flap retraction. Display initially shows prompt boxes for thrust limit page and can be CLB, CLB 1 or CLB 2.
flap setting and a small font default height value. Valid entry or
selection shows in large font. Valid flap entries are flaps 10 or 20. - (6L) INDEX selects the INIT/REF INDEX page.
Height is entered as height above airport elevation, and valid
entries are 400 to 9999.
34.61.0741B-004
- (2L) E/O ACCEL HT shows the height where acceleration begins

for flap retraction for engine out operation. Display initially shows
the small font value. Entry shows in large font. Valid entries are
400 to 9999. Deletion puts the default height in small font.
- (3L) THR REDUCTION shows the altitude (AGL) or flap position

when the thrust limit automatically change from takeoff limit to the
selected climb limit. A default value initially shows in small font.
Entries have priority over the default value in large font. Deletion of
the entered value changes the display to the default value. Entries
can be 400 to 9999. The only allowable flap setting is 5 degrees.
Entry of 5 in line 3L results in the display of FLAPS 5.

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TAKEOFF REF Page (cont.)
- (1R through 3R) V1, VR, V2 show FMC computed values of V1, - (6R) THRUST LIM shows when the pre-flight sequence is
VR and V2 in small font when valid gross weight (large font), completed. When pushed, this selects the THRUST LIM page.
runway identifier, flap input 1L (Takeoff Ref page) and a thrust The header line to this field shows PRE-FLT until all of the
limit show in 1R of the Thrust Limit page. Line selection of a valid pre-flight ranges are complete and then shows dashes. The data
pilot entry into any of these fields (1R through 3R) or selecting 1R line shows prompts to go to the first page. The first page then
through 3R when the scratch pad is empty causes the speed in requires data entry to complete the pre-flight sequence. All data
large font without a caret. fields are held when the airplane is in the air and are removed at
flight completion or by a long-term power interrupt.
- (4R) TRIM CG shows with dashes when no data is entered. Valid
34.61.0741C-004
entries are whole numbers of CG shown as a percentage of
mean aerodynamic cord (MAC). The range of entry is 0 to 40.
The FMC also computes the stabilizer position (TRIM). If the
calculated TRIM is in the stab trim green band range in the
performance data base, TRIM shows in small font. Otherwise, the
TRIM field is blank. Also, this display goes blank after takeoff. -
(5R) POS SHIFT shows the runway and pilot entered distance of
the takeoff brake release point from the runway threshold. Entry
of the runway shift value is made in hundreds of feet. The FMC
calculates the LAT and LON of the brake release point with the
entered value. This position is used to update the FMC position of
the airplane when the go-around switch is pushed to start the
takeoff mode.

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FMCS - APPROACH REFERENCE PAGE
General
The approach reference (APPROACH REF) page shows reference - (6L) INDEX: this key selects the INIT/REF INDEX page.
data for the approach.
- (1R through 3R) VREF: these lines show the calculated VREF up
to three flap settings. These displays are blank unless a valid
Page Access gross weight is in 1L. The line select in either field when the
scratch pad is empty is used to select the flap setting/speed to
For access to the page, push the APPROACH prompt from the the scratch pad for entry into 4R.
INDEX page or push the INIT/REF mode key (on the CDU) when a
34.61.0742A-002
climb mode is not active.
APPROACH REF Page
- (1L) GROSS WT: this line shows the calculated gross weight. If
calculated gross weight is not valid, box prompts are shown.
- (4L) RUNWAY LENGTH: this line shows the runway length in

feet and meters for the origin airport up to 400 nm along the
route, or before the halfway point to the destination, whichever is
less. It shows the runway for the destination after more than 400
nm or beyond the halfway point, whichever is less.

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APPROACH REF Page (cont.)
- (4R) FLAP/SPEED: this field initially shows dashes until data is

entered. A speed or flap setting/speed is entered to show which
speed is to be used for landing. The speed is also shown on the
PFD speed tape.
When data is removed from this field, data will also be removed from
the speed tape and the field will again show dashes.
- (6R) THRUST LIM: this key selects the THRUST LIM page.
34.61.0742B-002

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FMCS - REFERENCE NAVIGATION DATA PAGE
General
This page shows additional data about a selected waypoint, navaid, - (3L) MAG VAR or LENGTH: if the identifier in 1L is a navaid, this
airport, runway or route that resides in the navigation data base. line shows the magnetic variation of the navaid.
This page can also inhibit the use of specific navaids for position
updating and inhibit VOR/DME position updating. If the identifier in 1L is a runway, this line shows the runway length.
For other entries in 1L, this line and the header line is blank.
Page Access
34.61.0743A-001
To access the page, push the REF NAV DATA line select key from
the INIT/REF INDEX page.
REF NAV Data Page
- (1L) IDENT: shows dashes initially. Enter a valid waypoint,

navaid, airport, or destination runway to show the related
information. If the entry is not valid, the message NOT IN DATA
BASE shows in the scratch pad. Push the clear key or leave and
return to the page to clear the scratch pad message.
- (2L) Latitude: this line shows the latitude of a navaid, waypoint,

airport, or runway in line 1L.

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REF NAV Data Page (cont.)
- (4L/4R) NAVAID INHIBIT: shows dash prompts initially. An entry - (3R) ELEVATION: shows elevation of the navaid, airport, or
of a navaid on this line inhibits its use for navigation position runway threshold in line 1L. For waypoints entries in 1L this field
updating. Entry of two VORs, VOR/DMEs, VORTACs, or DMEs is is blank.
possible with these keys. Entry/delete to a line that shows a
navaid removes the inhibit of the navaid. Long term power - (6R) VOR/DME NAV: when the inhibit prompt shows, selection of
interrupt or flight completion clears all entries. A navaid entry at this key inhibits VOR/DME radio position update and changes the
4L/4R is not inhibited from manual, route or procedure tune prompt to ENABLE. When the ENABLE prompt shows, ALL
capability. shows in 5L and 5R in small font. Entries in this line overwrites
the present navaid identifier shown in 5L or 5R. Selection of this
- (5L/5R) VOR ONLY INHIBIT: shows dashes initially. An entry of a key when ENABLE shows, enables VOR/DME update, returns
navaid on this line inhibits its use for navigation position updating. the prompt to INHIBIT and returns 5L and 5R to dash prompts.
Entry of up to two VORs is possible using these keys. Entry or a Status is kept through flight completion and power interrupts.
delete to a line that shows a navaid removes the inhibit of the
34.61.0743B-001
navaid. A long term power interrupt or flight completion clears all
entries. A navaid entry at 5L/5R is not inhibited from manual,
route or procedure tune capability.
- (6L) INDEX: push to return to the INIT/REF index.
- (1R) FREQUENCY: if the identifier in line 1L is a navaid this field

shows the navaid’s frequency. Otherwise this field is blank.
- (2R) LONGITUDE: this line shows the longitude of the navaid,

waypoint, airport, or runway threshold in 1L.

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FMCS - MAINTENANCE PAGES
General Performance Factors
The maintenance pages show maintenance related data that is The performance factors page shows performance data that the
accessible on the ground through the INIT/REF INDEX page. maintenance crew can modify due to engineering requirements. The
Selection of the MAINT> prompt causes the MAINTENANCE INDEX FMC uses this data in its performance calculations. The flight crew
page to show. The maintenance pages are: can modify some of these parameters on the TAKEOFF
REFERENCE page. At the end of the flight the flight crew entries go
- Navigation data (NAV DATA) crossload page away and the values found on this page show.
- Performance (PERF) factors page Functional discussion of this page is in maintenance practices.
- Inertial reference system (IRS) monitor page

IRS Monitor Page
NAV Data Crossload Page This page shows an estimate of position error rate for each IRU at
the end of each flight. The maintenance crew uses this data to help
This page is used to transfer the navigation data base of one FMC to determine the serviceability of the IRUs.
the other to save time. This occurs in the normal 28 day update. This
page shows automatically at power-up if the FMCs detects a Functional discussion of this page is in maintenance practices.
difference in the navigation data bases.
34.61.0744 -002
Functional discussion of this page is in maintenance practices.

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34.61.0244 -002

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FMCS - CLIMB PAGES
General Page Access
The VNAV mode key on the CDU is used to select climb, cruise and Access the climb page by selection of the VNAV mode key (on the
descent performance modes. When the VNAV key is pushed in CDU) when CLB is the active performance mode.
flight, the page shown is the active performance mode (CLB, CRZ or
DES). On the ground, the page shown is the CLB page. To access
the other pages, the climb, cruise and descent pages are numbered Economy Climb Page
1/3, 2/3, and 3/3.
Three CLB performance modes are available:
- (1L) CRZ ALT: a cruise altitude entry on the PERF INIT page
- Economy (ECON) shows on this page. This altitude may be changed.
- Selected Speed (SEL SPD)
- Engine Out (ENG OUT) - (2L) ECON SPD or SEL SPD: entry of a speed or mach value
results in a change to selected speed (SEL SPD).
CLB segments may be determined for altitudes only or to show
constraints at the waypoints of the flight plan. - (3L) SPD TRANS: this line shows the speed transition altitude
stored in the navigation data base for the origin airport. This value
The default climb has two segments, 250 knot climb to 10,000 feet can not be modified.
followed by an economy climb from 10,000 feet to cruise altitude.
34.61.0745A-001
However, the speed transition altitude and limit speed values
change automatically, this occurs when a departure airport is
entered that has a stored speed transition altitude that is different
than the normal default values. The limit speed value is a minimum
speed that uses gross weight.

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Economy Climb Page (cont)
- (4L) SPD RESTR: this line allows entry of a speed restriction to - (5R) ENG OUT: this key selection changes the page display to
an altitude less than the cruise altitude. When the SPD RESTR the ENG OUT mode.
segment is passed, it is replaced by dashes.
- (6R) CLB DIR: this line shows when there is an altitude constraint
- (5L) ECON: this line shows when SEL SPD is on 2L. Selection of in the climb part of flight. When selected, all altitude constraints
this line changes speed in 2L to ECON speed. are removed between the current altitude and the MCP altitude.
34.61.0745B-001
- (6L) ERASE: this line shows when a vertical or lateral flight plan
modification is pending. When this line is selected, all
modifications that are pending are erased.
- (1R) AT XXXXX: (XXXXX is next constrained waypoint) This line

shows speed and altitude constraints, if there are any. They can
be removed, but they can not be modified.
- (2R) ERROR: this line shows a calculated error at the waypoint in

1R. If the error is predicted to be less than 200 feet low or if the
distance error is predicted to be less than 1 nm long, or if no
climb waypoint constraints are there, this line is blank. LO
resolution is 10 feet. LONG resolution is 1 nm.
- (3R) TRANS ALT: at FMC power-up, this value defaults to 18,000

feet. The value may be changed.
- (4R) MAX ANGLE: this line shows calculated flaps up max angle
climb speed for the present conditions.

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Economy Climb Page (cont)
All other climb pages show data that is nearly the same but the data
is changed for the type of CLB mode.
Selected Speed Climb Page
This page shows when a climb speed (see line 2L above) is

selected.
Engine Out Climb Page
This page shows when an engine-out climb (see line 5R above) is

selected.
Engine Out Selected Speed Climb Page E/O 240KT CLB Page
This page shows when an engine-out climb speed is selected.
34.61.0745C-001

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34.61.0245 -001

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FMCS - CRUISE PAGES
General
Use the VNAV mode key to select cruise (CRZ) performance - Selection of the ECON line when selected speed cruise or long
modes. Six cruise modes are available: range cruise mode is active
- Economy (ECON) - Automatic access if the CLB page is shown and a change is
- Selected speed (SEL SPD) made from CLB to CRZ (and ECON was the active CLB mode)
- Long range cruise (LRC)
- Engine out (E/O) - Selection of NEXT PAGE from the CLB page
- Cruise climb (CRZ CLB) and
- Cruise descent (CRZ DES) - Selection of PREV PAGE from the DES page
Economy cruise is the normal cruise mode. Push the VNAV mode
key to show the active cruise page when the cruise mode is active. Page Title
The cruise page allows evaluation of trip-fuel burn and The page title line shows the present active cruise mode. If mode
time-to-destination for the cruise phase with step climbs or with no control panel (MCP) speed intervention is selected, the page title
step climbs. It also allows change of the cruise altitude or cruise changes to ACT MCP SPD CRZ. When guidance controls to a limit
mode when the airplane is in VNAV cruise. speed, the page title changes to ACT LIM SPD CRZ.
34.61.0746A-002
Page Access
Access to the CRZ page is by:
- Selection of VNAV mode key when the CRZ mode is active

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Economy Cruise Page
The function of this page is discussed by the operation of each line. - (1R) STEP TO: display is an altitude which is different than the
CRZ ALT (1L) by a multiple of the step size in 4L.
- (1L) CRZ ALT: this line shows the present VNAV CRZ ALT
(cruise altitude). This value may be changed. Any change in this NOTE: This is shown if the top of descent (T/D) is not less than 200
value while active in the cruise mode will switch the page format nm. Also this goes blank when TO T/D is shown in line 2R.
to CRZ CLB or CRZ DES. Also, while active in CRZ with VNAV
engaged, an MCP altitude in the altitude window, push the knob - (2R) AT: this line shows when a STEP TO altitude is in line 1R. It
to enter the MCP altitude in this field and automatic execution of shows the ETA/distance to the next optimum step climb point.
this modification. After step climb AT point is passed, and the airplane does not
climb to the STEP TO altitude, 2R shows NOW. NONE is shown
- (2L) ECON SPD, SEL SPD or LRC SPD: this line shows the if no step is requested.
speed target for the cruise phase of flight. SEL SPD may be
changed by line selection from the scratch pad.
34.61.0746B-002
- (3L) N1: this line shows the target N1 when on an active cruise,
cruise climb or cruise descent page. When in active CRZ, the
value is the N1 required to maintain the target airspeed at the
cruise altitude.
- (4L) STEP SIZE: this line shows the entered step size used for
step point predictions and step climb predictions.
- (6L) ERASE: this line shows only when a vertical or lateral flight
plan modification will soon occur. When this is selected,
requested modifications are erased.

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Economy Cruise Page (cont) Selected Speed Cruise Page
- AVAIL AT: this is the first point after the planned step AT point This is the page shown when an FMC cruise speed other than
where a step can be made. That is, if the planned step point ECON cruise speed is selected.
occurs before the airplane can climb, because of thrust or buffet
limits, the AVAIL AT time and distance shows.
Economy Cruise Climb Page
- TO T/D: this shows calculated ETA and distance to go to top of
descent (T/D) when within 200 nm. This is the page shown when the FMC cruise altitude is changed to
be higher. That is, the pilot changes line 1L on the ECON CRZ page.
- (3R) DEST FUEL/ETA: this line shows the predicted fuel and
estimated time-of-arrival at destination.
Economy Cruise Descent Page
- OPT: optimum altitude is shown for this line.
This page is nearly the same as ECON CRZ CLB but the FMC
- (4R) MAX: Present maximum altitude is shown on this line. cruise altitude is changed to be lower.
- (5R) ENG OUT: selection of this line changes page display to

engine out LRC CRZ, engine out LRC CRZ DES, engine out LRC Long Range Cruise Page
CRZ CLB or engine out LRC D/D (drift down).
This page shows the data related to the long-range cruise mode.
- (6R) LRC: this selection changes speed in 2L to computed LRC This page is shown when the LRC line select key is pushed. (see 6R
speed. above).
34.61.0746C-002

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Engine Out Cruise Page
This page provides for FMC control of the airplane in an engine-out

situation.
Engine Out Selected Speed Cruise Page
This page is the same as E/O CRZ with a new speed selected.
Engine Out Long Range Cruise Page
This page is the same as E/O CRZ with the long-range cruise mode
selected.
34.61.0746D-002

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34.61.0246 -002

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NOTES:

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FMCS - DESCENT PAGES
General
Use the VNAV mode key to select descent performance modes. - Selection of the PREV PAGE from the CLB page or NEXT PAGE
Two modes are available: economy (ECON DES) and selected from the CRZ page when ECON is the DES mode
speed (SEL SPD DES). These descent modes can be part of a
pre-planned route or can be selected. - Automatic access if the CRZ page shows and a change is made
from CRZ to DES (and ECON was the active CRZ mode).
A difference between the descent modes and the climb modes is
that all descents are waypoint constrained descents. They have a
calculated descent path that is used as a geographically fixed Page Title
reference path (3D path) for descent guidance.
The page title line shows the present or active descent mode. If
If no descent mode is selected the default descent mode has a two MCP speed intervention is selected, the page title line changes to
segment descent. The FMC subtracts 10 knots from the transition ACT MCP SPD DES. When guidance is controlled to a limit speed
speed for display and guidance. Therefore, the two-segment (such as flap placard), the page title changes to ACT LIM SPD DES.
descent is: ECON to 10,000 feet followed by a 240 knot selected When at the E/D altitude, the page title changes to ACT END OF
speed descent to the end of descent (E/D) altitude. DES.
34.61.0747A-001
Page Access
Access to the descent page is by:
- Selection of the VNAV mode key when ECON is the descent

mode

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ECON DES Page
The function of this page is discussed by the operation of each line. - OFFPATH DES: this line shows when the necessary data has
been entered to allow VNAV flight (gross weight cost index and
- (1L) E/D AT: this line shows the lowest altitude constraint at a cruise altitude have been entered). With an active flight plan,
waypoint. If there is no constraint, the page is blank with DES as OFFPATH DES is shown only when ERASE is not shown.
title. Selection shows the OFFPATH DES page.
- (2L) ECON SPD (SEL SPD): in ECON mode, command speed is - (1R) AT: when a speed/altitude constraint has been entered on a
a computed value. Entry of a speed or mach results in a mode LEGS page, the first related waypoint is shown in this field.
change to SEL SPD DES at the entered value.
34.61.0747B-001
- (3L) SPD TRANS: this line shows the speed transition altitude in
the navigation data base for the destination airport less 10 knots
to make sure the airplane does not go faster than speed limit. If
there is a change to the SPD TRANS segment, the field goes
blank and the constraint speed moves to line 2L.
- (4L) SPD RESTR: this line allows entry of a speed restriction at

an altitude higher than E/D altitude (CAS only). If there is a
change this segment, the data is replaced by dash prompts and
the constraint speed moves to line 2L.
- (5L) ECON: this line shows only when the selected speed mode
is in line 2L. Selection changes display in 2L to ECON.
- (6L) ERASE: this line shows only when a vertical or lateral flight
plan modification might occur. if this is selected, all modifications
about to occur are erased.

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ECON DES Page (cont)
- (5R) FORECAST: this line shows the descent forecasts page. DESCENT FORECASTS Page
- (6R) DES DIR: this line is shown when descent is active and This page allows the operator to enter forecast values of some
there is an altitude constraint between present altitude and the E/ specified parameters to more accurately define the computed
D. Line selection causes all constraints to be removed between descent profile. Data includes wind speed and direction, and altitude
present altitude and MCP altitude. If the MCP altitude is lower when thermal anti-ice starts.
than the E/D altitude, the E/D altitude is not changed.
- DES NOW: this is shown on the descent page when it is not End of Descent
active. The DES NOW function causes the system to provide
guidance at a 1,250 feet per minute descent rate to the This page provides a means to change the end of descent. Page
intersection of the vertical profile. access is:
Other descent pages show data nearly the same but the data is - Push the V-NAV mode key when at the end of descent altitude
changed for the type of DES mode.
34.61.0747C-001
Selected Speed Descent Page
This page is shown when a selected speed descent is selected (See

line 2L above).
OFFPATH DES Page
This page allows data to be shown that is related to a normal

descent or a speed brake descent to a defined point.

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Avionics
End of Descent (cont)
- Push PREV PAGE (from the CLB page) or NEXT PAGE (from
the CRZ page) when at the end of descent altitude.
34.61.0747D-001

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34.61.0247 -001

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FMCS - PROGRESS PAGES
General
The PROGRESS page shows data on the progress of the flight. The - (4L) DEST: data (DTG, ETA and fuel remaining) about the
pages show present dynamic flight data. destination shows in this line. An alternate destination may be
entered to replace the destination waypoint.
Page Access - DIR TO ALTERNATE: this shows when an alternate waypoint

has been entered which is not in the active flight plan.
Push the PROG mode select key to access the PROGRESS page.
- EN ROUTE WPT: this shows when an alternate waypoint is
entered which is in the active flight plan. If both CDUs leave this
PROGRESS Page 1 page, this deletes the alternate destination waypoint.
The function of the page is discussed - (5L) LRC SPD, ECON SPD, SEL SPD; this line shows when the
by the operation of each line. The company flight number from RTE data in 5L agrees with the appropriate performance mode. LIM
page 1 is shown in the title block on this page. SPD: this shows when the airplane performance is limited. MCP
SPD: this shows when speed intervention is active.
- (1L) LAST/ALT/ATA/FUEL: this line shows waypoint identification
34.61.0748A-001
altitude, actual time of arrival (ATA) and fuel remaining at the last
waypoint that was passed.
- (2L) TO/DTG/ETA: this line shows waypoint identification,

distance to go (DTG), estimated time of arrival (ETA) and fuel
remaining for the active waypoint.
- (3L) NEXT: same as 2L but for the next waypoint.

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PROGRESS Page 1 (cont)
- E/O SPD: this is shown when the engine out minimum drag - (3C and 4L through 4R) FUEL USED: The total fuel used on line
speed mode is active. 3C and fuel used on each engine is shown on lines 4L through
4R. If the fuel flow is invalid for more than 2 minutes after engine
- (5R) TO: this line shows ETA and distance-to-go to. start, or is invalid while on the ground, the displays go blank.
- TOP of climb (T/C) when CLB mode is active. FUEL USED values stay through flight completion and are removed
at engine start or long term power down.
- STEP CLIMB when in CRZ mode
- (5L): this line is blank unless there is a 9,000 pound (4091
- Top of descent (T/D) when in CRZ mode and within 200 nm. kilogram) difference between the fuel totalizer and the calculated
fuel value. The data fields are as shown when a difference occurs
- End of descent (E/D) when in DES mode. for greater than five (5) minutes.
- LEVEL AT when in the drift down (D/D) mode. Selection of this prompt causes the system to use the fuel totalizer
value and inhibits the calculation of fuel used. Line 6R
(CALCULATED fuel) goes blank if 5L is selected.
PROGRESS Page 2
34.61.0748B-001
- (1L) WIND: this line contains wind data. The wind bearing data is
the direction the wind is from in degrees true.
- (2L) XTK ERROR: this line shows present cross track error.
- (3L) TAS: this line shows the present true airspeed.

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PROGRESS Page 2 (cont)
- (6L and 6R) TOTALIZER/CALCULATED: the fuel totalizer system

value is shown in 6L. The CALCULATED value in 6R is set equal
to the TOTALIZER value before engine start. The FMC normally
uses the calculated value for its performance calculations.
If the fuel flow data is invalid for more than 2 minutes after engine
start, the CALCULATED fuel quantity in 6R goes blank the same as
the FUEL USED display. The FMC uses the TOTALIZER value for
its performance calculations.
- (2R) VTK ERROR: this line shows the present vertical track error
for a path descent.
- (5R): this is the same as 5L but selection causes the system to

use the calculated fuel and inhibits the totalizer input.
34.61.0748C-001

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34.61.0248 -001

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NOTES:

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FMCS - HOLD PAGES
General
The HOLD AT page allows selection of the present airplane position - (6L) HOLD AT: any valid waypoint (1L through 5L) can be
or any other waypoint for the holding pattern. The HOLD also page transferred to line 6L. A HOLD AT leg is then made after that
allows for selection of details of the holding pattern. waypoint. The display then goes to the MOD RTE HOLD page.
- (6R) PPOS: this key selection makes a holding pattern with the
Page Access fix at the present position at the time EXEC is pushed.
To access the HOLD AT page push the HOLD mode select key
when there is no other holding pattern, or select NEXT HOLD on the HOLD Page
ACT RTE 1 HOLD page.
- (1L) FIX: this line shows the holding fix position.
The HOLD page is shown automatically when a valid holding fix has
been entered in the HOLD AT RTE LEGS page. Or push the HOLD - (2L) QUAD/RADIAL: this line allows entry of a specific holding
mode key after a holding fix has been entered in the route. quadrant and radial, if desired.
34.61.0749A-001
HOLD AT Page
- (1L/R through 5L/R) this is the same as the lines on the RTE
LEGS page.

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HOLD Page (cont)
- (3L) INBD CRS/DIR: this line shows inbound course and turn - (3R) EFC TIME: this line shows a keyboard entry of the time at
direction for a holding pattern. Default is right (R) turn pattern, but which further clearance will occur.
the turn direction may be changed when L is entered.
- (4R) HOLD AVAIL: this line shows the holding time available
- (4L) LEG TIME: the leg time may be changed. The default values before exit is required to be at the destination with required
are 1.5 minutes above 14,000 feet, or 1.0 minute at or below reserves.
14,000 feet.
- (5R) BEST SPEED: this line shows the best holding speed for the
- (5L) LEG DIST: this field will normally show dashes unless a present altitude.
keyboard entry is made. If a LEG DIST entry is made, the LEG
TIME field shows dashes. - (6R) EXIT HOLD: this key selection replaces EXIT HOLD with
EXIT ARMED and turns on the EXEC light. Push EXEC to
- (6L) NEXT HOLD: this key selection makes prompts for a new activate flight back to the FIX and continue the flight on the active
holding fix. route. EXIT HOLD shows when a HOLD is active.
34.61.0749B-001
- ERASE: this is shown only on the MOD HOLD Page. If this is
selected, modifications about to occur are deleted.
- (1R) SPD/TGT ALT: the speed/altitude shown will be the same

as that shown on the RTE LEGS page for the HOLD AT leg. This
changes to the best speed for the target altitude.
- (2R) FIX ETA: this line shows the next time the fix will be passed.

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34.61.0249 -001

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FMCS - ROUTE LEGS, ROUTE DATA AND WIND PAGES
General
The route legs (RTE LEGS) page allows details of each leg of the Access to the RTE DATA page is by selection of RTE DATA from
route to be entered and shown. The route data (RTE DATA) page RTE LEGS page or waypoint WINDS page.
provides a display of more leg data and an access to the waypoint
wind page. The WINDS page allows a look at future winds. It also Access to the WINDS page is by selection of prompt from RTE
shows temperatures at specified altitudes to be entered for up to 120 DATA page.
waypoints.
RTE LEGS Page
Page Access The function of this page is discussed by the operation of each line.
Access to the LEGS page is by: Leg directions: the line shows the calculated course or heading to a
waypoint. It also shows specified procedural instructions from the
- LEGS mode key selection data base such as:
- RTE 1 LEGS line selection on RTE 2 LEGS page - HOLD AT

- PROCTURN
- Legs line selection on RTE 1 data page.
34.61.0750A-001
- Automatic access from WINDS or RTE DATA pages on flight
completion.
- Automatic access when alternate route is activated on offside

CDU.

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NOTE: For heading or track legs, HDG or TRK follows the displayed page has a MAP CTR STEP prompt. It replaces the RTE DATA
value. Courses and headings are relative to magnetic north between prompt and a CTR symbol shows next to one of the waypoints.
73°N and 60°S latitude, otherwise true north. The value is also This waypoint will be the same waypoint that is centered on the
relative to true north when the HDG REF switch is set to true. Only navigation display (NC)
values relative to true north are followed by the letter T (for example,
222°T or 137°TTRK). The CTR symbol can be moved to the next waypoint by line select
of the MAP CTR STEP prompt. Continued selection of the MAP CTR
- (1L through 5L) Waypoint identifier; valid entries are: waypoints, STEP key causes the CTR symbol to move down the page through
airports, navaids, runways for destination airport, waypoints the entire route.
selected on the ARRIVAL page, latitude/longitude.
- ACTIVATE: this is shown only on non-active RTE LEGS pages
If a destination runway is entered before the last waypoint of the when not in PLN mode.
flight plan, all waypoints after the runway are removed.
34.61.0750B-001
- (6L) RTE 2 LEGS: this line is shown on all pages but not MOD
pages. Selection shows RTE 2 LEGS page.
- ERASE: this is shown only on MOD pages. Selection will remove

all LEGS modifications.
- (1R through 5R) Speeds/Altitudes: speeds and altitudes may be

entered on these lines.
- (6R) RTE DATA: this line is shown only on active or modified

RTE LEGS pages and when not in PLN mode (on EFIS control
panel). Line selection shows the RTE DATA page.
- MAP CTR STEP: this is shown only if the PLN mode (on EFIS
control panel). When PLN mode has been selected, the LEGS

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RTE DATA Page
- (1L through 5L) ETA WPT FUEL: this line shows the estimated - (5R) ALT/OAT: dash prompts are shown unless the offside CDU
time of arrival and estimated fuel at the specified waypoint. ETA has ALT/OAT entries and also shows the WINDS page. Entry of
and estimated fuel calculations are for a direct flight across route an OAT at an altitude will be shown in 5R and results in a change
discontinuities. of the OATs in lines 1L through 4L. OAT entries are in degrees
centigrade.
- (6L) ERASE: this is shown on all MOD pages. Selection removes
all route modifications. - (6R) RTE DATA: select this key to show the RTE DATA page.
- (1R through 5R) WIND: selection will show the waypoint WINDS
34.61.0750C-001
page for that waypoint. The W> prompt shows that future winds
have been entered at that waypoint.
- (6R) LEGS: selection shows the RTE LEGS page.
WINDS Page
- (1L through 4L) ALT OAT: these lines show waypoint wind
altitudes and temperatures. Dashes are shown if less than 4
altitudes have been entered.
- (1R through 4R) DIR/SPD: these lines show the wind speed and
direction.

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34.61.0250 -001

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NOTES:

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FMCS - FIX PAGE
General
The fix page allows the waypoints to be made from the intersection - Airport
of the present flight plan and selected radials and distances from - Navigation Aid
known waypoints. These fixes are shown on the navigation display - Waypoint
(ND). - Radial and distance from a point
- Latitude/longitude
Page Access These entries may be made through the keyboard or with line
selection from another page. Entry of a fix shows on the ND with a
Push the Fix mode key to access this page. green circle around the appropriate symbol. The bearing and
distance from that fix also shows.
FIX Page - (2L through 4L) BRG/DIS: valid entries are bearing or distance
from the FIX. If an intersection of the radial line or distance circle
The function of this page is discussed by the operation of each line. with the active flight plan is there, the ETA and estimated altitude
at the intersection shows.
- Azimuth data: azimuth data is related to magnetic north when the
airplane is between 73°N and 60°S latitude. Otherwise, it is Entry of a bearing causes the ND to show the selected radial(s) as
relative to true north. The data is also related to true north when dashed (--) green lines, that extend for 700 nm from the selected
the HDG REF switch is set to TRUE. reference point (fix). Along each radial, the radial angle for magnetic
north shows with the letter R before it.
- (1L) FIX/SELECTED REFERENCE POINT or waypoint identifiers
34.61.0751A-001
in the data base may be entered on this line:

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FIX Page (cont)
34.61.0751B-001
Entry of a distance causes the ND to show the selected distance as
a dashed green circle around the selected reference point (fix). The
radius of the circle is equal to the selected distance. Along the circle,
when in view, the distance value shows in green numbers. A
distance is valid, and shows, if it crosses the flight plan.
- (5L) ABEAM (nearest point abeam): selection results in the

display of the bearing and distance from the FIX to the nearest
intersection on the flight plan path, also shown is the distance
along the flight plan to the nearest abeam point plus the ETA and
altitude at that point.
- (6L) ERASE FIX: this selection causes all FIX data for that page
to be removed from the CDU display.
NOTE: NEXT PAGE allows selection of three radials and/or

distances and a point abeam from a second fix point and a second
ETA-ALT entry.
- (6R) ETA/ALT: valid entries are altitude, flight level or time. Time
entry must be followed by a Z to show the difference between
altitude, flight level and time.
Entry of an altitude/flight level or time results in the display of the

airplane’s future positions along the active route at that altitude or
time on the ND.

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34.61.0251 -001

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NOTES:

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FMCS - NAVIGATION RADIO PAGE
General
The NAV RADIO page is used to manually tune the radios, delete Mode entry: enter a frequency or identifier in the scratchpad then
entries and to preselect data for future use. select the L and/or R VOR fields to enter the manual tune mode. The
autotune mode shows when there is no M, R or P tune mode(s)
present.
Page Access
- (2L) CRS/RADIAL: the airplane’s radial shows on line 2L. If the
To show the NAV RADIO page, select the NAV RAD mode key VOR on line 1L is manual course may be entered on line 2L. If
when one or more FMCs are operable. this is done when the map mode shows on the navigation display
(ND) the FMC sends coordinates of the selected course as a
great circle radial line to the ND.
NAV RADIO Page
The ND then shows the selected VOR course as green lines on the
The functions of this page is discussed by the operation of each line map. The selected course and radials extend in both directions for
key. 700 nm from the not autotuned navaid. The selected course and
reciprocal course show along the course radial in green numbers.
- (1L) VOR L: data on this line is frequency, tune mode identifier
34.61.0752A-002
and VOR identification. The tune modes are manual (M),
procedure (P), route (R) and autotune (A). When the FMC tunes
a DME with no colocated VOR station, the DME identifier shows
in the data field at line 1L.

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NAV RADIO Page (cont)
- (3L) ADF L: data on this line is ADF station frequency and tune
mode. Station frequency is manual entry only. There are three
modes: ADF, BFO and ANT. The default mode is ADF. To
change a mode enter the first letter of the mode in the scratch
pad and select the ADF line. To cancel a mode select the DEL
key in the scratch pad and enter this on the ADF line. The ADF
mode does not show, in this case.
- (4L) ILS: data on this line is ILS frequency/course and/or PARK

or frequency/course (A) auto or (M) manual annunciations.
The frequency and course show as small numbers followed by

PARK when the airplane is less than 200 miles from top-of-descent,
or past the active route halfway point.This ocurrs when the runway is
ILS equipped and in autotune. Before this PARK shows only. PARK
is removed and the frequency and course (A) display are in large
letters when 50 nm from top of descent or within 200 nm direct
distance to the runway threshold or when active in descent.
To enter ILS data manually, enter the ILS frequency/course in the

scratch pad and select the ILS line key. Manual entry of a course is
not allowed when autotune is active.
34.61.0752B-002

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34.61.0252 -002

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NOTES:

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FMCS - IRS LEGS AND IRS PROGRESS PAGES
General
Airplane navigation is usually done by the FMCs. If the FMCs fail, The function of the page is discussed by the operation of each line.
the CDUs provide some navigation capability. During normal
operations, FMC route data is sent to and stored in the CDUs. If the - Leg Directions: this shows the computed course to waypoint. For
FMC fails, the CDU uses IRS data to update the FMC route data. the first waypoint, the course is related to the present selected
reference, magnetic north or true north. For the other waypoints,
When the selected FMC input to the CDU has failed and the LEGS the course is referenced to true north. Values relative to true
or PROGRESS mode key is pushed, the IRS LEGS or IRS north are followed by the letter T. Values relative to magnetic
PROGRESS page is shown. north are followed by the letter M.
The IRS LEGS page allows details of each leg of the route to be - (1L through 5L) Waypoint Identifier: valid entries on these lines
entered and shown. are waypoint identifiers. The latitude/longitude of these waypoints
shows to the nearest 0.1 minute.
The IRS PROGRESS page shows data about the progress of the
flight. - (6L) ERASE: this line shows only on MOD pages. Its selection
removes all MOD data.
Page Access - (1R through 5R) Latitude/longitude: the CDU shows latitude/
longitude for each waypoint on these lines.
To show the IRS LEGS page or IRS PROGRESS page, push the
LEGS or PROG mode key when the FMC selected by the CDU is
34.61.0753A-001
failed.IRS LEGS Page

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IRS PROGRESS Page
The IRS progress page shows present dynamic flight data. Usually, - (6C) DTK: this line shows the desired track angle related to the
no entries or selections are possible, but on line 4L they are magnetic or true reference, and it is followed by an M or T.
possible.
- (5R) GS: this line shows present ground speed.
- (1L) LAST: this line shows the waypoint identifier and altitude of
the last waypoint passed. - (6R) TK: this line shows the present track angle related to the
magnetic or true reference and is followed by an M or T.
- (2L and 2R) TO DTG and TTG: this line shows distance-to-go
and time-to-go to the next waypoint.
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- (3L and 3R) NEXT: these lines show waypoint identification,

distance-to-go (DTG) and time-to-go (TTG) from the present
position along the route.
- (4L and 4R) DESTINATION: usually, this line shows DTG and
TTG for the destination. However, a different latitude/longitude or
other flight plan waypoints may be entered. If this is done, data is
shown for the airplane to go to that waypoint. The header shows
DIR TO ALTERNATE if the waypoint entry is not in the active
flight plan. The header shows ENROUTE WPT if the waypoint
entry is part of the active flight plan. The DELETE function is used
to remove the waypoint entry.
- (5L) IRS: this line shows the present position based on the IRS
with a specific source (L, C or R).
- (6L) XTK ERROR: this line shows the present crosstrack error.

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FMCS - ALTERNATE NAVIGATION RADIO PAGE
General
The ALTN NAV RADIO page provides an alternate way to tune the - (3L) ADF: this line shows the manually entered ADF frequency.
navigation radios. BFO or ANT follows the frequency if the ADF is in one of those
modes. If the ADF is in the ADF mode, no letters follow the
frequency. This function is blank on the center CDU.
Page Access
- (4L) ILS: this line shows the manually entered ILS frequency and
To show the ALTN NAV RADIO page, push the NAV RAD mode key the course, with a / in between. If no frequency has been entered,
when both FMCs have failed and airplane on ground or when PARK is shown.
airborne and the master FMC is failed.
- (6L and 6R) PRESELECT: this line is an easy-access storage for
data to be entered later in lines 1L through 4L.
ALTN NAV RADIO Page
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- (1L) VOR: this line contains the manually entered VOR

frequency. The letter M follows the frequency; this shows the
frequency is manually tuned. However, this function is blank on
the center CDU.
- (2L) CRS: this line shows the manually entered course for the
VOR in line 1L. Dashes are shown if no course has been entered,
or if it has been manually deleted. This function is blank on the
center CDU.

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FMCS - FUNCTIONAL BLOCK DIAGRAM
General Input/Output Function
The FMCS performs many functions to reduce crew workload and The FMCS gets flight crew information from the CDU and airplane
improve airplane economy. The FMCS does this by processing information from discrete and ARINC digital interfaces. The
information received through the airplane and flight crew interfaces. information is first checked for presence and validity and then stored
The processing done by the FMC is divided into the following eight for use by the other functional blocks of the FMC. The input/output
functional blocks: function also sends data to other systems. ARINC digital and
discrete interfaces allow the FMC to present information to the flight
- Input/output crew and to control other airplane systems.
- Navigation and radio tune
- Performance
- Guidance Navigation/Radio Tune Function
- Thrust management
- EFIS map display Airplane position and velocity data are determined by the navigation
- Data base storage function. Position and velocity data comes from the inertial reference
- BITE system. Radio position data comes from the VOR and DME. The
navigation function also computes other parameters required for
The processing done by the CDU is divided into these four functional lateral guidance using NAV data base and sensor data.
blocks:
Navigation radios are normally auto-tuned by the master FMC.
- EFIS map display Manual tuning is done through the CDU NAV radio page.
- Alternate navigation
34.61.0756A-002
- Alternate radio tune
- ARINC 739 interface

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Performance Function
The vertical profile of the airplane’s flight is computed by the The autothrottle drives the thrust levers with the autothrottle
performance function. Using initialization and sensor data and servomotor generator in response to commands from the guidance
information stored in the performance data base, predictions of function. The autothrottle also has dedicated modes which are
airplane performance are done. The vertical profile is computed to selected on the AFCS MCP. The thrust limit function computes
produce the optimum trajectory for economical operation, but can be maximum thrust and thrust limit mode for display and control. The
changed through flight crew inputs. engine trim function equalizes thrust of all engines to eliminate
throttle stagger.
Guidance Function
EFIS Function
The outputs required to control the airplane along the lateral and
vertical paths computed by the navigation and performance The navigation display map modes are used to monitor aircraft
functions are computed by the guidance function. The lateral flight progress along the flight plan. Vertical profile points along the route
plan consists of a string of waypoints from origin to destination are also displayed. Map data selector switches on the EFIS control
airport. The vertical profile is defined by a string of performance legs panel add or remove information from the display.
which contain the control parameter of either path or speed. Each
performance leg also defines a means of control of either path or
34.61.0756B-002
speed on elevator. Speed commands go to the thrust management
function when the path on elevator function is active. Thrust
Management Function
The thrust management function performs these three functions:
- Autothrottle
- Thrust limit
- Engine trim

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Data Base Storage
Data bases are stored in the FMC to supply information to the operation and interfaces. The FMC stores the BITE data in a
various functional blocks. There are three types of stored data: non-volatile memory which can be transferred to the data loader or
read during shop repair.
- NAV data base
- Performance data base
- Operation program Alternate Navigation/Radio Tune
The Navigation data base contains: The CDU can do lateral navigation if no FMCs are operational. The
lateral flight plan is stored and updated in CDU memory. The onside
- Navaid data IRU is used to compute airplane position and velocity. The CDU can
- Waypoints and ground reference points also produce a map display to monitor airplane progress along the
- Airways flight plan.
- Airports/runways/gates
- Procedures (SIDS, STARS and approaches) The CDU can tune the onside navigation radios if no FMCs are
- Company routes operational.
The performance data base contains:

ARINC 739 Interface
- Engine model data
- Aerodynamic model data The CDU is used as a crew interface for other airplane systems. A
- Aircraft characteristics system is selected from the CDU menu page.
- Speed/altitude data
34.61.0756C-002
The operational program defines the order of operations and

calculations to run in the various functional blocks. BITE Function
Hardware and software monitors are used to detect faults in FMC

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FMCS - NAVIGATION FUNCTION
General
The navigation function of the FMC calculates airplane position, the resulting range rings gives two possible locations for airplane
velocity data and navigation data for the guidance and performance position. The FMC decides which location to use by IRS position
functions and for display. data. The result is DME/DME latitude and longitude.
Position Calculation VOR/DME Position Calculation
The FMCs use the three calculations of position in this priority: Airplane position is calculated from the bearing and range provided
by the VOR and DME data.
- LOCALIZER
- DME/DME/IRS
- VOR/DME/IRS IRU Position Average and Rejection
- IRS only
If all three IRU inputs are valid, the FMC computes IRU position as
the weighted average of all three inputs. If a single IRU position is
Localizer Position Update different from the average position by more than 30 nm for over five
seconds, the data from that IRU is not used for the rest of the flight.
If valid localizer data is available, the FMCs uses localizer beam
deviation to correct airplane position normal to the approach path. If only two IRUs are available, each FMC uses data from one IRU.
FMC-L uses the left or center IRU and the FMC-R uses the center or
right IRU.
DME/DME Position Calculation
34.61.0757A-001
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IRU Position Average and Rejection (cont)
If the two IRU positions have a difference that exceed a variable FMC selects a single IRU input from the remaining two in an onside
comparison threshold, a CDU message, VERIFY POSITION shows. then center priority. If there is a difference between FMC position
and single IRU position at the beginning of polar navigation, the
If only one IRU is available for navigation, both FMCs use its data for FMC slowly changes to the IRU position.
position and velocity.
Altitude
IRU Velocity Average and Rejection
The altitude calculation is a combination of inertial data and ADC.
Average of the three north and east velocity components from the
IRUs is used to compute the FMC north and east velocity for the
34.61.0757B-001
FMC velocity vector. If three IRUs are available for velocity data, an
individual IRU’s north and east velocity components are looked at in
addition to the average velocity components.
DME/DME radio updates go to the total velocity vector calculation to

correct the average north and east velocity signals. This improves
the total velocity vector output.If a single IRU velocity is different
from the average velocity by more than 20 knots for five seconds,
the data from that IRU is not used for the rest of the flight.
Polar Navigation
Polar navigation begins when the FMCs position reaches a latitude

greater than 84 degrees. At this point the 3 IRU positions are
cross-compared and the one that is farthest away is rejected. Each

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FMCS - NAVIGATION RADIO TUNING
General DME Tuning
The master FMC sends tuning frequencies to the navigation radios. The DME sends slant range distances to the FMC. The FMC
The frequencies are determined automatically by the FMC or corrects the slant range using airplane altitude. The DME is a
manually through the CDU entries on the nav radio page. The scanning type which can provide distance to multiple stations. The
navigation radios send bearing and distance data back to the FMC. FMC controls the DME’s foreground list of five channels. Channels
The FMC computes airplane position using radio and inertial data. one and two are always in an autoselection mode of the pair of
navaids selected by the FMC calculations of best geometry.
Channels three and four are directed to the next best pair or a
Tuning Methods procedure, manual, or route tuned station. Channel five contains the
ILS DME station.
The following are the four ways the VOR and DME are tuned by the
FMCS: Navaids are first selected using the nav data base. The data base is
searched to find the navaids within the maximum EFIS map display
- Manual tuning occurs when an entry is made on the CDU. range. This list of navaids is then sorted for navaids which meet
certain criteria and geometry. This candidates list then has navaids
- Procedure tuning occurs when a navaid is specified in the active selected from it which are validated by the background scan of
departure or arrival procedure. fifteen stations done by the DME.
34.61.0758A-002
- Route tuning occurs when a VOR station is the next or last
waypoint in the active route and within 250 nm.
- Autotuning occurs as described in the following paragraphs.

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VOR Tuning
34.61.0758B-002
When any tuning method other than autotune is active (manual,
procedure, or route tuning), the VOR receivers are tuned to the
indicated station. When autotune is active, the VOR receivers are
tuned to the stations determined to be the best for radio position
calculation.
ILS Tuning
The ILS receivers are normally tuned automatically by the master

FMC. This is done prior to the approach when certain criteria are
met. The ILS receivers can also be tuned through inputs on the
CDU. When no manual or automatic selection is made, the FMC
parks the ILS receivers.
ADF Tuning
The ADF receivers are manually tuned through inputs on the CDU.
Error Term
The FMC computes an estimate of position error, or Error Term

(ET). ET is adjusted to reflect the uncertainty in FMC position based
on expected errors of the sensor(s) which are updating the FMC
position. The radio position updates must fall within the ET to be
used. The ET can be as small as 1 NM or as large as 30 NM.

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FMCS - PERFORMANCE FUNCTION
General
Performance management is the FMCS function that optimizes the and EICAS message: FUEL QTY ERROR-PROG PG 2 (CDU) and
airplane’s vertical profile. The FMC’s performance function provides FMC message (MAIN EICAS).
optimal values for speed and thrust. It also provides the most
economical flight path profile. These values are calculated with: It shows when the calculated fuel remaining is different from the fuel
quantity system (FQS) by 9,000 pounds for five minutes. A valid
- Fuel/weight calculation of gross weight is required for all other performance
calculations.
- Speed envelope and optimum speed
During preflight, either zero fuel weight (ZFW) or gross weight
- Flight plan trajectory should be entered on the PERF INIT page (or the weight and
balance computer gross weight should be validated on the PERF
- Maximum altitude and optimum altitude INIT page). ZFW and gross weight can be entered or updated in
flight. All performance calculations will be inhibited until this entry is
- Thrust target made.
34.61.0759A-001
- Takeoff speeds and stab trim
- Approach reference speeds lookup tables
Fuel/Weight Calculation
This function calculates airplane gross weight, fuel burnoff and fuel
remaining. It also sends a fuel quantity alert. This alert is a CDU

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Speed Envelope and Optimum Speed Calculations Flight Plan Trajectory Calculation
The speed envelope function calculates the minimum and maximum The trajectory prediction function uses equations of motion, along
operating speeds for any altitude, weight and configuration inputs with models of the airplane and engine characteristics, to simulate
(such as flap position, maneuver load factor, gear position). the flight of the airplane over the planned trajectory. This trajectory
optimizes the time the airplane is in an idle engine configuration. It
The FMC calculates optimum VNAV speed targets. The calculation still must observe altitude and speed restrictions.
mixes altitude, pressure, cost index, gross weight, wind and
temperature to minimize airplane operating cost. The optimum The simulation provides data about the predicted path of the
VNAV speed targets are: airplane to the guidance function, CDU display and EFIS display. It
also provides data for scheduling the cabin pressure control system
- Minimum transition climb (CPCS). The flight path prediction function uses:
- Economy climb
- Economy cruise - Gross weight
- Economy descent - Cost index
- Maximum angle climb - Cruise altitude
- Long range cruise - Destination airport
- Engine out long range cruise - At least one waypoint
- Engine out minimum drag - Latitude and longitude
- Best hold - Active lateral and vertical guidance
- Altitude
The FMC invalidates all speed targets and removes calculated
speeds from all CDU pages when any of the performance targets
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become invalid during flight.

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Flight Plan Trajectory Calculation (cont)
- Fuel quantity If full trajectory data is not there, the prediction capability is reduced
- Lateral path with two or more waypoints to those items on the CDU PROG page (but not descent data).
- End of descent (E/D) point
In addition to these, there are several optional inputs which increase Maximum and Optimum Altitude Calculation
the accuracy of the flight path prediction. They are:
Maximum altitude is the altitude the airplane can climb so the
- Wind at altitude at each waypoint and temperature forecasts planned climb speed and the selected cruise speed are in the speed
envelope. This shows on the CRZ page. If the entered cruise altitude
- Icing conditions forecast for the descent is equal to or more than the maximum altitude, the fuel predictions
do not show. This is done to prevent bad predictions.
- Fuel flow factor
Optimum cruise altitude is calculated for the selected cruise mode
- Climb thrust derate and the flight plan distance.
- Drag factor
34.61.0759C-001
When all of the above are present, the flight path prediction function
calculates the flight trajectory from takeoff to landing.
If descent path data is not there, the predicted flight trajectory will not
include a descent path for guidance, or a valid top of descent (T/D)
for display on the ND. Also, waypoint predictions to the end of the
flight plan will not show a descent. In fact, all waypoints past the top
of climb (T/C) show a continuation of the cruise.

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Takeoff Speeds and Stab Trim Calculation

34.61.0759D-001
This function calculates advisory takeoff speeds (V1, VR and V2)

and takeoff stabilizer position equal to those found in a quick
reference handbook (QRH). The data for this function is in the
performance data base.
The advisory stabilizer position is calculated with the entered gross

weight and center of gravity in addition to thrust rating.
Thrust Target Calculation
This function calculates two thrust targets:
- A cruise target thrust. This value is a reference value to set an

approximate thrust value when the airplane is at the planned
cruise altitude with the autothrottle disengaged.
- A target for the thrust management function to set the throttles

when the speed in level flight mode is reached.
Approach Reference Speeds Calculation
This function takes the approach speeds (Vref) from the

performance data base (PDB) for gross weight and flap positions. It
also provides these values to the CDU for display on the INIT/REF
APPROACH page.

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FMCS - GUIDANCE FUNCTION
General Vertical Navigation
The guidance function receives inputs from the CDU, performance The FMC calculates vertical guidance with initial inputs as the
and navigation functions and MCP. The guidance function vertical flight plan and compares that to the present vertical position.
processes these inputs and sends commands to the: The guidance function sends vertical steering (VNAV) commands to
the AFDS and thrust and speed commands to the autothrottle
- Autopilot flight director system (AFDS) for lateral and vertical function for vertical control of the airplane. The FMC calculates four
flight control basic VNAV modes:
- Thrust management block for autothrottle servo control - The VNAV Speed/Thrust causes the autopilot elevators to control
to the FMC speed and the throttles to control to a thrust value.
This occurs in climb, to initiate an early descent or during an
Guidance Position engine out driftdown.
With data from the navigation and performance blocks and inputs - The VNAV Path/Speed mode commands vertical path (altitude)
from the CDU and MCP, the FMC calculates lateral and vertical on elevators and airspeed on throttles. This mode is used during
guidance of the airplane. cruise and shallow path descents.
34.61.0760A-001
Lateral Navigation
The FMC calculates lateral guidance for the paths between waypoint
and curved transitions between each path segment. The guidance
function looks at the route, desired and airplane position to calculate
lateral guidance (LNAV) commands. These go to the AFDS.

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Vertical Navigation (cont)
- The VNAV Path/Idle commands a descent path on elevators and

throttles to the idle position. This is the basic descent mode.
- The VNAV Speed/HOLD mode commands airspeed on elevators

and the throttles to hold (this removes servo power from the
servomotor). This allows manual throttle control. This mode is
used in step descents.
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FMCS - LNAV ENGAGE REQUIREMENTS
Engage Initiation
LNAV starts by a push of the LNAV button on the AFCS mode - The airplane will make a smooth change to the active leg with a
control panel (MCP). The MCP sends the LNAV request to the flight maximum bank angle of 25 degrees
control computer (FCC).
FMC Response
FCC/MCP Response
When the FMC gets the LNAV ARM signal from the AFCS MCP, and
When the FCC gets the LNAV request, the FCC determines if the the requirements shown on the graphic are met, the sign status
transition to LNAV operations is allowed. If LNAV is possible, the matrix (SSM) of the lateral commands from the FMC change from
LNAV arm signal goes to the MCP and to the PFD. Indication of NCD to valid.
LNAV arm is the primary flight display (PFD) flight mode annunciator
(FMA) shows LNAV in white, the LNAV light on the MCP comes on
and a signal called LNAV ARM goes to the FMC. FCC Action
The FMC lateral commands go to the FCC. When the FCC detects
LNAV Engage Criteria that the SSM has changed to valid, LNAV changes from armed to
engaged. The FCC uses the commands to produce the roll
If the airplane is within 2.5 NM of the desired active flight plan leg commands for flight director display and/or for control of the lateral
when LNAV is requested, the FMC captures LNAV. If the airplane is control servos. Indication of LNAV engaged is the FMA shows LNAV
more than 2.5 NM from the active leg when LNAV is requested, the in green. A signal called LNAV OPERATE goes to the MCP to keep
FMC captures when: the mode engaged.
- The airplane track will intercept the active leg and,

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FMCS - VNAV ENGAGE REQUIREMENTS
The engage requirements for VNAV are nearly the same as those of
LNAV but for those shown.
It should be noted that the FMC requirements are different and that
the FMC has another output to the autothrottle servo.
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34.61.0262 -001

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FMCS - SPEED AND ALTITUDE INTERVENTION
Speed Intervention Altitude Constraint Deletion
When in VNAV operation, the FMC calculates the target airspeed for In VNAV climb (or descent) and with the MCP altitude set above
display on the PFD speed tape and for VNAV commands. For this (below) a constraint altitude, the constraint is deleted when the
reason, the speed display on the AFCS MCP is normally blank in altitude select knob is pushed. If there are multiple constraints, they
VNAV. An easy way to manually change the target airspeed is to are deleted one at a time with each push of the knob.
use the speed intervention function. Push the speed select knob on
the MCP. A switch behind the knob sends a discrete to the FMC. In VNAV altitude hold at a constraint altitude and with the MCP
The speed display unblanks and shows the present FMC target altitude set in the direction of the cruise altitude (in climb) or descent
speed. This value may now be changed. The FMC uses the speed altitude (in descent), the constraint is deleted when the altitude
selected on the MCP display as the target instead of its calculated select knob is pushed. In addition, this deletes any constraints below
value. Push the speed select knob again to return the FMC to the airplane (in climb) or above the airplane (in descent).
normal operation.
Cruise Altitude Change

Altitude Intervention
In VNAV climb if the MCP altitude is set above the active cruise
The AFCS MCP is also used for altitude intervention. The FMC uses altitude, a push of the altitude select knob causes the cruise altitude
the altitude display and switch behind the altitude select knob to: to change to the MCP altitude.
34.61.0763A-001
- Delete altitude constraints
- Change FMC cruise altitude
- Capture the MCP altitude

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Cruise Altitude Change (cont)
In VNAV cruise if the MCP altitude is set above or below the present
altitude, a push of the altitude select knob causes the cruise altitude
to change to the MCP altitude. This also causes the FMC to change
to VNAV climb or VNAV descent to go to that altitude. If the MCP
altitude is below the present altitude and the airplane is within 50 NM
of top of descent, the FMC changes to DES NOW.
MCP Altitude Capture
If the VNAV profile tries to fly the airplane through or away from the
MCP altitude, the FMC captures and holds the MCP altitude. This
mode is VNAV ALT.
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FMCS-EFIS FUNCTION
General
The FMC can produce two independent maps for display on the The navigation data base also contains the locations of waypoints
captain’s and first officer’s ND. The FMC shows map data in either and ground reference points, and airports which are considered
the MAP or PLAN modes. Mode control is from the EFIS control background data. This data is not required to be updated as fast as
panel. The EFIS control panel also has selections for map range and dynamic data. Dynamic data are parameters and symbology that
map data selector switches. The CDU can be used to make route moves relative to the map display and must be updated at a fast
modifications, select reference points and step through the plan rate. The guidance function provides information for the rotation and
display. translation of the dynamic data.
34.61.0814 -001
EFIS Map Processing
The EFIS function gets the lateral flight plan from the guidance
function. There are three types of flight plans that can show:
- Active
- Modified
- Inactive
Computations are done to smoothly connect all waypoints of the

route. The EFIS function also searches the navigation data base for
all navaids that exist in the display area. This information is used in
the navigation radio tuning function as well as in the formatting of the
map display.

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FMCS - CONTINUOUS FAULT MONITOR
General
The FMCs are self monitoring with BITE (built in test equipment- When test results cause the FMC to fail, the CDU shows the MENU
hardware and software monitors). The continuous fault monitor page and the select caret and FMC (<FMC) is removed. The CDU’s
monitors the health of the FMC at power up and during operation. FAIL annunciator lights and the scratchpad message TIMEOUT -
RESELECT shows. The continuous fault monitor sends test results
to the display block which reports this to the CMC, EICAS and stores
Operation it in memory. The last ten flight faults are shop accessible. BITE data
may also be sent to the data loader.
The continuous monitor performs these
activities during operation: EICAS shows these possible messages when the continuous fault
monitor circuit detects a fault:
- Power up BITE tests
- All input sensors SSM - >AUTOTHROT DISC (CAUTION) master caution lights and aural
- All ARINC receivers if the autothrottle was engaged.
- All ARINC transmitters
- Internal processor tests - >FMC LEFT or >FMC RIGHT (ADVISORY)
- >FMC MESSAGE (ADVISORY, this indicates that an alert

Test Results message is in the CDU scratchpad)
The results of the continuous monitor tests are sent to the test failure
34.61.0764A-001
response logic. When certain failures occur a rerun of power up
BITE is requested. If the power up test passes, this may lead to a
request to resynchronize from the other FMC. The FMC that is
resynchronized shuts down its output bus during this time.

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Test Results (cont)
The PFD and ND show these displays:
- PFD shows a blank A/T FMA

- ND shows the MAP and VTK flags
The VTK flag shows right away, and the MAP flag shows after 30
seconds.
The fail light on the front panel of the FMC comes on when the FMC
has shut down due to a detected failure.
Cycle power to the FMC to run the power up BITE. If the fault was
caused by a software error, the FMC may resume operation.
34.61.0764B-001

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FMCS-RESYNCHRONIZATION
General FMC Internal Test Failure
An FMC will resynchronize the other FMC if one of these two If either FMC fails an internal test, its output buses are shut-down.
conditions ocurrs: The test failure response logic will cause a restart of the FMC. After
the restart, the FMC needs to be resynchronized. The slave can
- If the calculated data from the two FMCs does not match properly resynchronize the master.
- If one FMC fails an internal test and can not operate unless it
goes through a restart Resynchronization Indications
If the FMC that needs resynchronization is the master FMC, and if

Data Comparison Failure VNAV, LNAV and autothrottle are engaged, then the indications
occur as shown on the chart. The main EICAS, PFD and ND will all
Some guidance data calculated by each FMC is transmitted on the show a loss of the master FMC.
intersystem bus to the other FMC. Each FMC compares the other
FMC’s data with its own data. If there is a difference between the
data of the two FMCs, the master FMC starts a resynchronization of
the other FMC. The process takes about 15 seconds.
During resynchronization, flight plan and performance data goes to

the other FMC. During resynchronization, the master FMC can
perform all functions normally.

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NOTES:

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FMCS - CDU MESSAGES
General Alert Messages
The FMCs can show an alert for conditions that reduce its functions. Alert messages have a higher priority than advisory messages and
There are two types of messages. They are alert and advisory therefore, show before or replace advisory messages. Alert
messages. The alert and advisory messages turn on the message messages have priority over any other message in the scratch pad.
(MSG) annunciator light on the CDU. If an alert message is already in the scratch pad when another alert
message is received, the new alert message is shown. The previous
Only the alert messages set the CDU MESSAGE output discrete to message is stored in a stack type configuration.
show FMC MESSAGE (level C) on the main EICAS.
Display of all alert messages is inhibited below 500 feet altitude
Uncleared messages (not removed) and uncleared alphanumeric above ground level (AGL) during approach when a runway is in the
data are stored in a message stack. As alert messages occur, they active route. If there are more alert messages during this time, they
are shown in the scratch pad of each CDU. As uncleared alert will be shown at flight completion or after the airplane climbs through
messages are replaced by other alert messages, they are added to 1000 feet AGL.
the top of the stack.
Alert messages only set the CDU message output discrete to show
As the CLR key is pushed, in steps, the stack is shown and FMC MESSAGE (level C) on the main EICAS.
messages and data are cleared in sequence from the top to the
botton. When the CLR key is held, it does not cause all messages to
34.61.0769A-001
be cleared continuously.A CDU message will clear if the logic that
caused the message is reset or if the CLR key on the CDU is
pushed.

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Advisory Messages
There are two types of advisory messages. They are data entry error
advisory messages and basic advisory messages. Data entry error
advisory messages have priority over the advisory messages. The
advisory messages are shown only on the CDU where the condition
occurred.
All advisory and alert messages cause the CDU MSG lite to come
on.
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FMC - THRUST MANAGEMENT - INTRODUCTION
Autothrottle Thrust Limit
The autothrottle (A/T) is armed by a switch on the MCP and TO/GA The thrust limit calculation is done by the FMC with the mode of
switches. The autothrottle mode is determined by mode selection on operation and other factors such as temperature, ambient pressure
the MCP. The FMC sends a command to the A/T servo to move the and barometric altitude which affect the thrust limit. The FMC also
throttle levers. The A/T servo moves the throttle levers and provides calculates a maximum limit which is sent to the EIUs and the EECs.
a rate feedback to the FMC.
As the throttle levers move either by A/T or manual (pilot) input, the
34.61.0770 -001
throttle resolver angle (TRA) transducers send throttle position data
to the electronic engine controls (EECs). The EECs send data to the
fuel control units to do a coarse adjustment of the engines. The
engines provide thrust feedback to the FMC through the EIUs.
Engine Trim
Engine trim equalization occurs during both manual and autothrottle

operation. In this process, the FMC uptrims the trailing engines to
match the highest engine thrust until it reaches the trim authority
limit. If equalization is not achieved, downtrim then occurs for the
leading engine. To do this, the FMC receives actual engine thrust
from the EIUs and then calculates the trim commands. These
commands are sent through the FMC master relay No. 2 to the
EECs.

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FMCS - THRUST MANAGEMENT FUNCTION
General
The thrust management function of the FMC has two functions. The control laws function calculates the autothrottle command with
These are autothrottle and thrust limit. the mode of operation.
The thrust management function requires sensor inputs from ADCs, The mode logic in the processor allows for manual or automatic
IRSs, EIUs, flight deck analog signals, MCP and the offside FMC. selection of available throttle modes.
The received data is used to control the throttles for the airplane’s
flight path operations and for thrust limit calculation. The engine trim function calculates thrust equalization commands
for the leading and trailing engines with a maximum trim authority of
five percent below 20,000 feet and ten percent above 20,000 feet.
Autothrottle
The autothrottle processor produces servo control commands, thrust Thrust Limit Calculation
equalization outputs to the EECs and data for EICAS, CDU and PFD
display. There are four activities done in the autothrottle control The thrust limit calculation supplies the autothrottle control function
processor: with the maximum and reference thrust limits. These thrust limits
show on the CDU and main EICAS.
- Engage logic
- Control Laws The processor receives mode requests from the CDU and MCP and
- Mode logic data from external sensors and analog switches. Calculations
- Engine trim include fixed derates and assumed temperature derates.
34.61.0771 -001
The engage logic function determines the validity of the control law
data and enables the software control laws. This function enables
the servo motor excitation voltage.

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FMC - THRUST LIMIT CALCULATION
General
The thrust limit calculation produces two limits. These are:
- Maximum thrust
- Thrust limits/THR REF
Maximum Thrust
The maximum thrust is calculated for display on EICAS. The

maximum thrust is not reduced by any mode or derate selection.
Thrust Limits and THR REF
The thrust limit is calculated for display on the CDU and main EICAS
and for the autothrottle to use as a limit value. This limit is calculated
for the mode selected.
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FMCS - AUTOTHROTTLE ENGAGE LOGIC
General
The autothrottle engage function monitors airplane and FMC In this situation, the A/T DISCONNECT message will not occur. The
parameters for autothrottle engagement. If conditions allow A/T DISCONNECT is a level B message which also causes a master
autothrottle engagement, excitation power is sent to the servomotor. CAUTION annunciation.
The throttle hold mode removes excitation from the servomotor but
does not disconnect the autothrottle.
34.61.0773 -002
Servo Loop Monitor
When engaged, the autothrottle sends a command to the

servomotor which sends throttle rate data (tachometer) back to the
FMC.
The autothrottle compares these two signals and disconnects

excitation to the servomotor if the signals do not generally agree.
This is called the servo loop monitor and is used to detect failures in
the autothrottle system.
Autothrottle Disconnect
The A/T DISCONNECT message shows on EICAS when the

autothrottle goes from an engage status to off. This occurs for any
condition (manual or automatic) but not for disengage on the ground
with thrust reverser application.

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FMCS - AUTOTHROTTLE CONTROL LAWS AND MODE LOGIC
General
There are three processes for autothrottle control. These are: addition to airspeed.
- Speed
- Vertical speed Vertical Speed
- Thrust
The vertical speed process calculates a vertical speed for the flight
The mode logic determines the selection of these processes. level change (FLCH) mode and provides a set vertical speed (2000
FPM) for the go around (GA) mode. The control law calculates a
thrust setting. If the vertical speed reduces below that needed, the
Speed control law applies more thrust. However, if the vertical speed is
above that needed, the control law does not reduce thrust.
Two modes are in the speed control process. These are VNAV
speed mode and MCP speed mode. The VNAV speed mode uses a
true airspeed (TAS) supplied by the FMC performance function. This Thrust
speed is compared with the air data computer (ADC) airspeed and
an airspeed error is generated. The thrust process operates to maintain the engines at takeoff (TO),
full go around (GA) or VNAV climb/descent thrust limit modes. The
The control law calculates a throttle command with this error. Thrust control law does not, however, allow the engines to go over the
limit protection is maintained to make sure engines do not overboost. Vmo/Mmo limit.
The MCP speed mode uses the MCP airspeed, changes it to TAS
34.61.0774A-002
and operates in the same way as the VNAV speed mode discussed
above. Also, both of these modes can operate to hold mach in

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Mode Logic
The autothrottle modes when engaged shows on the primary flight These are the selectable modes from the throttle control stand (TO/
display (PFD) in the A/T sector. These are the selectable A/T modes GA switches):
from the mode control panel (MCP):
- Takeoff (TO) selection causes the thrust section to control to the
- THR (thrust) when selected causes the control section to control TO thrust limit mode when selected on the ground. The thrust
to the full thrust limit of the active thrust limit mode shown on the limit mode shows on the main EICAS.
EICAS display
- Go-Around (GA) selection causes the vertical speed (V/S)
- SPD (speed) when selected causes the SPD control section to section to control to a V/S of 2,000 fpm. A second push causes
control to use the MCP speed as a target the thrust control section to control to the full GA thrust limit mode
that shows on the main EICAS display.
- FLCH (flight level change) causes the vertical speed control
section to control to a vertical speed that captures the MCP The A/T arm switch must be on to engage the TO or GA mode.
altitude in 125 seconds
34.61.0774B-002
- VNAV when selected causes the speed control section to control

to an FMC calculated speed and the thrust control section to
control to an FMC reference thrust
The autothrottle arm switch and a flight director (F/D) or an autopilot

(A/P) engaged are necessary to engage an autothrottle VNAV or
FLCH mode from the MCP. The A/T arm switch must be on to select
the SPD or THR mode from the MCP.

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Mode Logic (cont.) Servo Control
The flare retard mode, when engaged, causes the A/T servo to drive Each control section, SPD, V/S and THR sends an error rate
the throttles to the AFT mechanical stop at 5 degrees per second. command for the appropriate mode engaged. The servo control
The AFDS sends a flare retard request during a LAND-3/LAND-2 section integrates this and sends a throttle position command to the
condition. This occurs at <25 feet radio altitude. servo. As the servo runs, the tachometer increases its output and
eventually equals the throttle command. This results in a constant
output from the servo control and the throttles move at a constant
Thrust Limit Protection rate. Servo commands stop when the error rate goes to zero.
In the TO mode and other A/T modes, maximum speed and flap
34.61.0774C-002
placard speed protection occurs at 400 feet above ground level
(RADIO ALT). In the GA mode, maximum speed and flap placard
speed protection occurs when full GA thrust is commanded.
Pilot Override Logic
The pilot override logic occurs when the throttles are moved to a
position that differs from the servo command by 8 degrees in the
FL-CH mode. This causes the A/T mode to change from THR to
HOLD on the PFD. In this case excitation power is removed from the
A/T servo. When other A/T modes are engaged and manual override
occurs, the throttles return to the servo commanded position when
no manual override input is present. In this case, there is no A/T
mode change on the PFD.

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FMCS - EICAS THRUST DISPLAY
General Thrust Limit
The EICAS thrust display shows FMC data related to engine/thrust The thrust limit is calculated by the FMC with the thrust limit mode
performance. This data is: selected. This selection can be manual or automatic. The thrust limit
is shown as a digital value and as a green cursor.
- Total air temperature
- Thrust limit mode
- Selected temperature Maximum Thrust Limit
- Thrust limit
- Maximum thrust limit The maximum thrust limit is calculated by the FMC. The thrust
- Target N1 should always be less than this value. The EEC is secondary for
maximum thrust limit display.
34.61.0775A-002
Total Air Temperature
The primary source of total air temperature data is the master FMC.
The EIUs select the data from the air data computers if the FMC
data is invalid. Total air temperature is used to calculate thrust limits.
Selected Temperature
Selected temperature can be entered from the THRUST LIM page.

Selected temperature is used for thrust limit calculations instead of
the total air temperature if the selected temperature is higher.

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Target Thrust
The target thrust cursor is calculated by the FMC. The target cursor
shows magenta in climb when VNAV is engaged. The target thrust
cursor changes to green during other phases of flight when VNAV is
engaged. It shows magenta in descent when VNAV idle thrust mode
is active and anti-ice is on. The magenta thrust target also shows
when the autothrottle arm switch is off for pilots’ response in manual
thrust applications.
Derates
There is temperature derate available. Derates are used if the

airplane load and runway length do not require full takeoff or climb
thrust. The temperature derates are selected from the THRUST LIM
page.
If the selected temperature entered results in a reduction in the TO

thrust limit, D is shown in front of the thrust limit mode annunciated
on the EICAS.
34.61.0775B-002

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FMCS - PFD AUTOTHROTTLE MODE DISPLAY
General
The autothrottle (A/T) modes show on the PFD in green when an A/ Hold shows when the throttle hold mode is active:
T mode engages. When no A/T mode is engaged (MCP switch off or
with the A/T switch on but no A/T mode selected), this sector is - FLCH IDLE or pilot override.
blank. - TAKEOFF when CAS > 65 kts.
- VNAV idle descent.
A/T Modes Idle shows when a VNAV idle, FLCH idle or flare retard idle
command is present.
Speed (SPD) shows when A/T engage conditions are valid and
vertical navigation (VNAV) commands the throttles to hold speed or Test shows when one of the three FMC tests is active:
the speed mode is selected from the MCP. This also occurs when
VNAV or flight level change (FLCH) transitions to a pitch mode due - FMC push button (FMC front panel)
to a glide slope, vertical speed or altitude hold capture.
- FMC ground test (CDU and CMC)
Thrust (THR) shows when the FMC receives a request and enters
VNAV descent, FLCH or a GA thrust mode. - FMC ground test, servo loop (CDU and CMC)
Thrust reference (THR REF) shows when the FMC thrust function is The A/T mode blanks when no mode is active or the A/T arm switch
in a takeoff (TO), VNAV, go-around (GA) or THR (MCP THR button) is off.
thrust mode.
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FMCS - AUTOTHROTTLE FLIGHT PROFILE
General
The autothrottle function of the FMC may be used in all phases of - Speed
the airplane’s flight: - Thrust reference
- Takeoff
- Climb If VNAV is used for climb, the A/T mode is THR REF. If FLCH is
- Cruise used, the A/T mode is THR. If the AFDS is in vertical speed or if the
- Descent autopilot and flight director are both off, speed or thrust reference
- Approach may be selected as the A/T mode.
- Go-around
- Flare
Cruise
Takeoff Cruise can be done with the autothrottle in three ways:
In takeoff, the autothrottle controls the thrust to takeoff limit. The A/T - VNAV
mode is THR REF. At 65 knots, the A/T mode changes to HOLD. - Speed
- Thrust reference
Climb If VNAV is used in cruise, the A/T mode is SPD. If the AFDS is in
any mode but VNAV, or if both the autopilot and flight director are
Climb can be done with the autothrottle in four ways: off, speed or thrust reference may be selected as the A/T mode.
34.61.0777A-001
- VNAV
- Flight level change (FLCH)

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Descent Flare Retard
Descent can be done with the autothrottle in three ways: Flare retard occurs on approach with a command from the AFDS.
The A/T mode annunciation is IDLE on the PFD.
- VNAV
- Flight level change (FLCH)
- Speed A/T Disconnect
In VNAV descent, the A/T mode is IDLE or it may be HOLD if the The autothrottle disconnects with thrust reverser application or at the
throttles reach the aft stops as a result of the idle mode or pilot selection of the pilot.
override. If FLCH is used, the A/T mode is THR or it may be HOLD
34.61.0777B-001
for the same reason as for VNAV. If the AFDS is in vertical speed or
if the autopilot and flight director are off, speed may be selected as
the A/T mode for descent. Thrust reference is a possible mode for
descent, but it would not be a normal situation.
Approach
In approach with glide slope active or in a manual approach, the

normal mode is speed.
Go-Around
A go-around mode request with autopilot or flight director on, the A/T
mode is THR. If the autopilot and flight director are off, the A/T mode
is THR REF.

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FMCS - AUTOTHROTTLE OPERATION TAKEOFF
Mode Selection
The takeoff mode is engaged with these conditions:
- Autothrottle armed
- Airplane on the ground
- Flap position not zero
- Thrust limit mode is TO (default on ground)
- Push go-around switch
- < 50KTS CAS
Takeoff Mode Operation
After a test is done to make sure the servo excitation can be

removed, the throttles will move to achieve the TO thrust limit.
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FMCS - AUTOTHROTTLE OPERATION - VNAV CLIMB
General
The VNAV mode may be selected above 400 feet altitude. If

selected before this altitude, VNAV is armed and will be engaged
when the altitude is reached.
Operation
During climb, the thrust limit mode changes from TO to CLB at the
thrust reduction altitude or flaps 5. The thrust reduction altitude is the
altitude when the flaps reduce to five degrees or a crew selected
altitude. The altitude is selected on the TAKEOFF REFERENCE
page.
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FMCS - AUTOTHROTTLE OPERATION - VNAV CRUISE
When the airplane reaches the FMC flight level altitude or the MCP
altitude, the thrust limit mode changes to CRZ and the autothrottle
mode changes to SPD.
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FMCS - AUTOTHROTTLE OPERATION - VNAV DESCENT
In VNAV DESCENT, the autothrottle mode is IDLE. If the flight crew

moves the throttle manually or if the mechanical stop is reached, the
mode changes to HOLD.
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FMCS - AUTOTHROTTLE OPERATION - SPEED
Mode Selection
The speed is engaged when there are these conditions:
- Airplane in the air >400 feet
- Thrust limit mode not takeoff
- Go-around mode not active
- FLCH mode not active
- VNAV mode not active
- Select speed mode on MCP or
- Default SPD selection, for example, exit of FLCH or VNAV
Operation
In the SPD mode, the autothrottle moves the throttles to control the
airplane speed to the MCP selected speed. Thrust limit, speed limit
and flap speed limit protection is provided.
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FMCS - AUTOTHROTTLE OPERATION - FLIGHT LEVEL CHANGE
Mode Selection
The FMCS operates in the FLCH mode when:
- The autothrottle is armed
- The AFDS engages FLCH
Operation
The FMC uses the difference between present altitude and the MCP
altitude to calculate a vertical speed to capture the MCP altitude.
The MCP synchronizes to the current airspeed when the FLCH
mode is requested. The autothrottle control laws command a thrust
which produces a vertical speed to complete the altitude change in
125 seconds. The thrust is limited to the thrust limit mode.
During the FLCH mode, if an override occurs, the autothrottle mode

changes to throttle hold. HOLD shows as the mode on the PFD. This
results from an eight degree difference between the throttle position
and the commanded position. This difference can be caused by a
pilot override or it occurs when the throttles reach the aft mechanical
stops during a FLCH descent with a large altitude change.
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FMCS - AUTOTHROTTLE OPERATION THRUST
Mode Selection
The thrust reference (THR REF) mode is engaged when these

conditions are in effect:
- Airplane above 400 feet AGL
- Not TO THR LIM
- FLCH mode not active
- VNAV mode not active
- Not GA THR LIM
- Select THR mode on MCP
Operation
In the THR REF autothrottle mode, the throttles move to control the
limit speed (either Vmo/Mmo or flap). Thrust limit protection is
provided. It may seem that this statement is not correct and that the
throttles should control to the thrust limit, with limit speed protection.
If this were the situation and the limit speed were close to present
speed, the airplane could go over the limit speed before the thrust
were reduced. At the least, this situation would cause large throttle
changes.
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FMCS - AUTOTHROTTLE OPERATION - GO-AROUND
Mode Selection
The go-aground mode is engaged when there are these conditions:
- Airplane in the air
- AFDS glideslope engaged or flaps not zero
- Thrust limit mode not TO
Operation
When the go-around (GA) lever on thrust lever 2 or 3 is pushed, the

autothrottle mode changes to THR. For this mode the autothrottle
controls to 2000 FPM vertical speed.
A second push of the GA lever cause the autothrottle mode to

change to THR REF. In this mode autothrottle controls to the full GA
thrust limit.
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FMCS - NAV DATA CROSSLOAD PAGE
General
The maintenance pages show maintenance related data that is - (3L) TRANSMIT/RECEIVE: crossload is by selection of key 3L on
accessible on the ground. Selection of the MAINT> line select key one CDU followed by 3R on the other CDU, if ARM has been
on the INIT/REF INDEX page causes the MAINTENANCE INDEX entered on line 6R.
page to show. The maintenance pages are:
- (4L and 4R): before transfer starts, this line is blank. During
- Navigation data (NAV DATA) crossload page transfer, TRANSFER IN PROGRESS shows, and TRANSFER
COMPLETE shows at the end of the data cycle. If the cycle is
- Performance (PERF) factors page incomplete TRANSFER ABORTED shows.
- Inertial reference system (IRS) monitor page - (6L) INDEX: this key selects the MAINT INDEX page.
- BITE report - (6R)---: type ARM into the scratch pad and push this key. This
arms the crossload function. To cancel the arm status go to
another CDU page.
NAV Data Crossload Page
34.61.0786 -001
This page is used to transfer the navigation data base of one FMC to
the other to save time. This page shows automatically at power-up if
the FMCs detect a navigation data base difference.
- (2L) Navigation data base identifier: this line is the same as the
identifier shown on the IDENT page.

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FMCS - PERF FACTORS PAGE
Performance Factors Page
Entries on this page modify the performance factors and causes the - (6L) INDEX: this key selects the MAINT INDEX.
related value to show on the TAKEOFF REFERENCE page. This
occurs at the end of each flight or after a long term power interrupt. - (1R) OPTION CODE: this line shows a hexadecimal number
which represents the customer’s options in software (S/W).
- (1L) PERF CODE: this line shows the binary state of the PERF Option code disagreement between the FMCs causes the last
OPTION CODE hardware program pins which are not active on FMC that powers up (or the nonmaster in a simultaneous power
747-400. up) to show and lock up on the PERF FACTORS page.
- (2L) DRAG/F-F (fuel flow): the FMCs use this in the performance - (2R) R/C CLB: the minimum rate of climb (ft/min) for max altitude
calculations to improve the accuracy in its performance calculations at climb speed and maximum climb thrust. The entry
predictions. The allowable entry range is -/+ 9.9 Fuel flow range is from 0 - 500.
requires a slash (/) for entry. The DRAG/F-F factors also show on
34.61.0787A-002
the IDENT page.
- (3L) TO 1/TO 2: this field shows a manual entry for a fixed derate
percentage from 0-30%. TO 2 requires a slash (/) for entry. These
values also show on the THRUST LIMIT page. - (4L) MNVR
MARGIN: the FMCs use this data for flight envelope and bank
limit calculations. Entries range from 1.20 - 1.30.
- (5L) MIN CRZ TIME: the FMCs use the minimum cruise time
(minutes) for optimum altitude calculations.

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Performance Factors Page (cont)
- (3R) THR/CRZ: this line shows the minimum rate of climb margin
(ft/min) for maximum altitude calculations at cruise speed and
maximum climb at cruise thrust. Entry ranges are CLB or CRZ /
0-500. Default entry for thrust is the last entry or CLB if no
previous entry. Default entry for rate of climb is 100 with no
previous entry.
- (4R) THR RED: this line shows the altitude or flap setting when
the thrust limit automatically changes from TO to the preselected
CLB thrust limit mode.
- (5R) ACCEL HT: this line shows the flap retraction height when
acceleration begins in V-NAV for flap retraction. The inner field
shows engine out altitude. Entry range is from 400-9999.
- (6R) ARM: type ARM into the scratch pad and push this line
select key. This arms the PERF FACTORS page to modify all
values except the H/W and S/W option codes.
34.61.0787B-002

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FMCS - IRS MONITOR PAGE
IRS Monitor Page
The IRS monitor page shows an estimate of position error rate for
the IRUs at the end of each flight. The maintenance crews can use
this data to help determine if an IRU has excessive position drift.
Position error rate is calculated by dividing distance from the FMC
position to the IRS position by the total flight time. This value is
calculated at flight completion and is displayed approximately 45
seconds after all engines shut down. These values clear when in the
air, or if power is cycled.
(6L): this line selects the MAINT INDEX page.
34.61.0788 -001

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FMCS-BITE REPORT PAGE
Push the line select key next to BITE > on the MAINTENANCE
INDEX to show the BITE REPORT page. The BITE REPORT page
allows the FMC BITE history to be transferred to the data loader.
This data may be used by the manufacturer to analyze faults in
software and hardware. A pre-formatted disk with the proper file is
required to perform this task.
The prompt DATA LOADER shows when the page is selected. The
caret symbol (<) shows only when these conditions are true:
- The airplane is on the ground.
- The data loader selector switch is set to the appropriate FMC.
- The data loader is powered (disk drive door opened) and the
proper disk is inserted into the disk drive.
Push line select key 1L to start the download. During the transfer
process, the CDU is locked on the BITE REPORT page. During the
transfer, DOWNLOAD IN PROGRESS shows on the CDU.
DOWNLOAD COMPLETE shows at the end of thetransfer.
DOWNLOAD ABORTED shows if the data loader does not respond
within 30 seconds.
34.61.0815 -001

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FMCS - BITE AND SYSTEM TESTS
General FMC Power-Up BITE
Normally the FMCs are self monitoring with BITE (hardware and When power is first applied to the FMC, the FMC power-up BITE
software monitors). Perform the FMCS tests when equipment is occurs. Power-up BITE can also occur for these other reasons:
changed or for other maintenance reasons.
- After an FMC system test
- After a long term power interrupt
FMC System Test - When BITE requests it
- FLT MGNT CMPTR CMC test
The FMC INITIATE TEST/LAMP TEST switch on the front face is a
momentary push button (PB) switch and starts two tests when The system test plus others can also be done through the CMC.
pushed: When a failure occurs (FAIL>) shows. Select the GND TEST MSG
page(s) to determine if the failure is an FMC and/or an interface
- LAMP TEST: when pushed, both the FAIL (red) and IN fault.
PROCESS (yellow) LEDs turn on. The FAIL LED stays on while
the FMC PB switch is held. When released, the FAIL light goes
34.61.0789A-001
out and the IN PROCESS light remains on until test conclusion
(15 seconds).
- SYSTEM TEST: a power up BITE is started when the PB

SWITCH is pushed. The IN PROCESS LED stays on for the BITE
duration of 15 seconds. The FAIL LED comes on at the end of the
test when an internal or servo failure is detected. At test
completion the FMC normal functions are restarted through the
power-up BITE.

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FMCS - BITE AND SYSTEM TESTS
Bite and System Test Results
The IDS shows status data and test data on these displays:
- EICAS shows AUTOTHROT DISC, FMC LEFT/FMC RIGHT and

FMC MESSAGE. The master caution lights and four beeps of
aural tone is observed with the AUTOTHROT DISC display.
- EFIS shows normal PFD and ND data and test data when an
FMC push button test or CMC test is in progress. The PFD shows
the word TEST, in green, in the autothrottle flight mode
annunciator sector. The ND shows FMC I/O TEST OK in green
above the FMC position during the test. The BITE results after a
failure causes the PFD A/T FMA to go blank. The ND shows MAP
and VTK (vertical track) flags.
The offside CDU shows the message RESYNCHING OTHER FMC

or SINGLE FMC OPERATION in the scratchpad. The offside CDU
MSG light comes on right away. The FAIL light comes on after 30
seconds during the test. The onside CDU FAIL light stays on when
the test fails.
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FMCS - FMC GROUND TESTS (SHEET - 1)
General
Two tests of the FMC can be done from the CMC. These are: An autothrottle servo communication (FMC system test) and power
up are then started. Some throttle motion may occur in the
- Flight management computer communication test. The CMC shows test pass/fail data after 45
- Flight management computer servo loop seconds from the results of the communication test, the FMC BITE,
and LRU status.
These tests are inhibited if:
SERVO LOOP Test
- The engines are not shut off.
- The autothrottle servo is engaged. This test causes large throttle movements and includes part of the
- The airplane is in the air. previous test. The throttles move aft to the idle position then forward
- The master FMC is not tested. for 5 seconds. Aft throttle travel occurs again for 5 seconds to
- The A/T ARM switch is off. conclude the test. The SERVO LOOP test passes if throttle rate is
between 6-10 degrees per second.
When CMC on the MENU page is selected, it shows the CMC
MENU page. When GROUND TESTS is selected, the GROUND FMC - ENABLE Page
TESTS MENU page shows. When 34 FLIGHT MANAGEMENT is
selected GROUND TESTS MENU page 1/2 shows. The FMC TO ENABLE TEST page shows the FMC INHIBITED for
three conditions:
Flight Management Computer Ground Test
- The FMC is not the master as defined by the master switch on
All LRUs that have interface with the FMC must operate correctly for P2.
this to pass. IDS and CDU displays for test results are the same as
described for FMC system test. - Any engine in the run condition (RPM).
- Airplane in the air (AIR/GND logic).

34.61.0802 -001

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FMCS - FMC GROUND TESTS (SHEET - 2)
General
Push the line select key next to the desired test to start the ground
test. If the test is not inhibited, a test preconditions page shows. The
operator must verify the airplane meets these test preconditions for
the test to work properly.
Operation
Push the line select key next to START TEST> to begin the ground
test. An IN PROGRESS screen shows for approximately 45
seconds. At test completion, the ground tests page shows with the
test results. If FAIL> shows, push the line select key to show the
ground test message page.
34.61.0801 -001

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34.61.0302 -001

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FMCS - MODE CONTROL PANEL GROUND TEST (SHEET 3)
General
A test of the AFCS mode control panel is done to examine the FMC
interface with the MCP and the operation of FMC functions on the
MCP. A maintenance person must do many steps during this test.
Only a few of the steps are FMC functions.
When the key next to 22 AUTOPILOT FLT DIR is pushed, the

AUTOPILOT FLT DIR ground test menu shows. The AUTOPILOT
FLT DIR tests can not be done if the airplane is in the air or if an
autopilot servo is engaged. The key next to MODE CONTL PANEL
is pushed to start the MCP test.
Mode Control Panel Test
During the test, the MCP thrust and speed select switches and the
autothrottle arm switch are tested along with other AFDS functions.
Pass/fail data is sent to the CMC and shows on the CDU.
34.61.0803 -001

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34.61.0303 -001

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FMCS - CDU BITE AND FAULT MONITOR
General
CDU BITE operates almost the same as FMC BITE. There is a cause a request to rerun BITE, or cause the CDU to fail if repeated
power up part and a continuous monitor part. A difference is that failures have occurred. Test results are stored in RAM (volatile
detected failures are stored in volatile RAM for CDU BITE instead of memory) for shop inspection. CDU failure status is shown on the
in nonvolatile memory for FMC BITE. auxilliary EICAS if the CDU is selected on the NAV source select
switch.
Power-Up BITE Tests CDU test failures cause the CDU screen to go blank.
34.61.0792 -001
Power-up BITE is a group of tests that are done when the CDU is
turned on or if BITE requests a restart. The tests are done on
memory, processors, transmitters and computation functions.
Continuous Monitor Tests
Monitor tests are done during normal CDU operation. These tests do
not affect normal operation. These tests include some of the
power-up BITE tests. They also include hardware tests and a
heartbeat monitor.
Test Failure Response Logic
Failures detected by power-up BITE and by continuous monitor

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FMCS - DATA LOADER OPERATION
General
This discussion is for the operation of the airborne data loader (ADL) - Remove and insert the next disk when the CHNG light comes on
to load the FMC navigation data base (NDB) with 3.5 inch diskettes.
While a navigation data base load occurs, the FMC output buses are - Monitor ADL lights for transfer complete indication (loading takes
turned off. This causes indications in the flight deck. These about 20 minutes)
indications are shown on the CDU, EICAS, ND and the PFD.
Indications in the flight deck are the same for an operational - Remove the floppy disk and close disk drive door
program load.
- Turn the ADL control panel selector switch to NORMAL
FMC Data Load Procedure (NDB) - Close the circuit breaker(s) that are opened for this procedure
These are the steps in the data load procedure: - Look to see that the data base is correctly updated (the IDENT
page on the CDU is used to do this)
- Look to see if the circuit breakers for FMC, CDU (P7) and FMCS
data base loader (P6-4) are closed - Load the other FMC by crossload (about 10 minutes) or do the
above procedure on the other FMC
- Pull the circuit breaker for the FMC which is not loaded
NOTE: For crossload, select the IRUs in the NAV mode or select the
- Select NORMAL on the ADL control panel selector switch transmitting FMC as master to do the crossload procedure.
- Select the left or right FMC on the ADL control panel selector Do not stop the crossload procedure once it is started. If stopped,
switch this causes the receiving FMC to be latched on the crossload page.
The crossload procedure must be repeated in this case.
- Open disk drive door and put the disk in the ADL
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Indications During Load (NDB) FMC Data Load Procedure (OP-PROG)
When the ADL control panel switch is selected to the FMC to be Steps to load the FMC operational program are similar except:
loaded, these indications occur:
- Each FMC receives a separate load
- The FAIL annunciator on the CDU comes on - The load time is about 10 minutes
- Observe the S/W P/N on the IDENT page at line 4L
- The MENU page shows on the CDU but the FMC prompt and
<ACT> (if it was present) is deleted
34.61.0793B-002
- On EICAS, the FMC LEFT/RIGHT advisory message shows after

30 seconds
- On the ND, the VTK flag shows immediately and the MAP flags
show in approximately 35 seconds
- On the PFD, the NO V SPD flag shows
- The COMP light comes on in 20 minutes if data transfer is

successful for a navigation data base load (it takes about ten
minutes for an operational program load)
- When the disk is put in, the RDY light comes on in five seconds
and two to three seconds later the PROG light comes on (Disk
Activity light flashes when the disk is being read)
- When the disk is removed, all ADL LED lights go off

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34.61.0293 -002

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FMCS - FLIGHT DECK EFFECTS
General
This is a summary of all maintenance related flight deck effects for - FMC LEFT/RIGHT (status): this shows on the auxiliary (AUX)
this system. EICAS after 60 seconds with an FMC failure and is latched for
maintenance action.
Flight Deck Effects - CDU LEFT/CENTER/RIGHT (status): this shows on the AUX
display when the CDU is selected on the NAV source switch and
These EICAS messages occur with level of importance when the it has failed for 10 seconds or more.
FMC detects a non normal condition:
These EFIS displays occur when the FMC detects a non-normal
- >AUTOTHROT DISC (caution): this shows when the master FMC condition:
detects a manual or automatic autothrottle disengage (except
when the autothrottle disengages on landing with thrust reverser - The PFD shows a blank A/T flight mode annunciator (FMA).
applied).
- The ND shows a MAP and VTK flags
- >FMC LEFT/RIGHT (advisory): this shows when the related FMC
detects an internal failure, external sensors invalid or ARINC data The CDU shows a message in the scratchpad RESYNCHING
buses fail. OTHER FMC or SINGLE FMC OPERATION. The MSG light comes
on right away and the FAIL light comes on after 30 seconds when
- >FMC MESSAGE (advisory): the FMC shows an alert message the FMC detects a failure.
in the CDU scratch pad when flight crew inputs are required by
34.61.0794 -001
the flight management system.

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34.61.0294 -001

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FMCS - CMCS MESSAGES - 1
General
This is a summary of all CMCS fault messages for this system.
CMCS Messages
The CMC messages that may occur during system operation are in
these categories:
- Component failure
- Interface failure
Some CMC messages occur during ground tests.
34.61.0795 -001

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34.61.0295 -001

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FMCS - CMCS MESSAGES - 2
General
This is a summary of all CMCS fault messages for this system.
CMCS Messages
The CMC messages that may occur during system operation are in
these categories:
- Component failure
- Interface failure
Some CMC messages occur during ground tests.
34.61.0796 -001

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34.61.0296 -001

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34.61.0297A-001

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34.61.0297B-001

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34.61.0297C-001

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34.61.0297D-001

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34.61.0298A-001

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34.61.0299 -001

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34.61.0300A-001

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34.61.0300F-001

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k engineering & maintenance

Config: ALL ATA 34-45

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)

A TA shows the relative position of any intruder airplanes. An RA

TCAS I is the system intended for use on small commuter or general

Config: ALL ATA 34-45

Config: ALL ATA 34-45

Config: ALL ATA 34-45

General Component Description

Components that interface with the TCAS II are the:

- L & R ATC mode S transponder

Config: ALL ATA 34-45

Component Description (cont)

The TCAS II computer works like an ATC ground station

TCAS antenna replies are received on 1090 MHz. The TCAS II

The navigation displays (NDs) show the intruder symbols in different

The TCAS II computer sends aural collision avoidance messages

Config: ALL ATA 34-45

Config: ALL ATA 34-45

TCAS II - COMPONENT LOCATIONS

The TCAS II components are the:

Config: ALL ATA 34-45

Config: ALL ATA 34-45

TCAS II COMPONENT LOCATIONS - FLIGHT DECK

The TCAS II components in the flight deck are the:

- ATC/TCAS control panel

- Left inboard and outboard IDU

Config: ALL ATA 34-45

Config: ALL ATA 34-45

Config: ALL ATA 34-45

Config: ALL ATA 34-45

Config: ALL ATA 34-45

Power GPWC Inputs

Inertial Reference Unit Inputs Air/Ground Relay Input

Config: ALL ATA 34-45

Program Pin Inputs

Four strapping type program pins set:

- The airplane altitude limit of 48 thousand feet for RA performance

Switch to the TA only mode to allow TCAS to continue to display TA

Config: ALL ATA 34-45

Config: ALL ATA 34-45

Config: ALL ATA 34-45

ATC Inputs/Outputs CMC Inputs/Outputs

- TCAS mode selection (TA only, or TA/RA)

The TCAS II computer gets a suppression pulse when the selected

Config: ALL ATA 34-45

IDU Display Outputs

Directional Antenna Inputs/Outputs

The top and bottom directional antennas transmit ATC interrogation

Config: ALL ATA 34-45

Config: ALL ATA 34-45

- Surveillance of up to 45 targets/intruders, out to 30 nm

TCAS II Computer Physical Description

The TCAS II computer is a 6 MCU size unit that weighs 28 lb.

Config: ALL ATA 34-45

Config: ALL ATA 34-45

TCAS II - ATC/TCAS CONTROL PANEL

The ATC/TCAS control panel controls both ATC mode S

- STBY Transponder does not transmit or reply to interrogation, All

In any other mode, TCAS is placed in standby.

Config: ALL ATA 34-45

Config: ALL ATA 34-45

TCAS II - EFIS CONTROL PANEL