Working With the Pmdg B747 FMC

FMC USER’S MANUAL 12 - 1

PMDG 747-400 AOM DO NO DUPLICATE Revision –26JUL05

FLIGHT MANAGEMENT COMPUTER

TABLE OF CONTENTS

SUBJECT PAGEFLIGHT MANAGEMENT COMPUTER ................................................................5

Overview .................................................................................................................................5The FMCs................................................................................................................................5CDU ........................................................................................................................................6

DISPLAY SCREEN ..............................................................................................6CDU Display............................................................................................................................6Title Line..................................................................................................................................6Data Lines ...............................................................................................................................6Scratchpad ..............................................................................................................................6Line Select Keys......................................................................................................................6Annunciators............................................................................................................................7Function and Mode Keys .........................................................................................................7

FLIGHT MANAGEMENT SYSTEM INTERNAL FUNCTIONS .............................8Performance Management.......................................................................................................8Navigation Management ..........................................................................................................8Guidance Management............................................................................................................9Thrust Management.................................................................................................................9

FMC DISPLAY PAGES ACCESSED WITH MODE KEYS.................................10Overview ...............................................................................................................................10MENU Key.............................................................................................................................10INIT REF Key ........................................................................................................................11INIT/REF INDEX KEY DISPLAY DIAGRAM...........................................................................12RTE Key................................................................................................................................13DEP/ARR Key .......................................................................................................................13EXEC Key .............................................................................................................................13NEXT PAGE/PREV PAGE Keys ............................................................................................13NAV RAD Key .......................................................................................................................14PROG Key.............................................................................................................................14VNAV Key .............................................................................................................................14

FLIGHT MANAGEMENT COMPUTER INITIALIZATION...................................16Overview ...............................................................................................................................16Conventions ..........................................................................................................................16Required Entry Boxes ............................................................................................................16Crew Data Entry/Selection Lines............................................................................................16Down-selection/Up-selection..................................................................................................16

12 - 2 FMC USER’S MANUAL

Revision – 26JUL05 DO NOT DUPLICATE PMDG 747-400 AOM

PRE-FLIGHT FMC INITIALIZATION PROCESS ...............................................17Overview ...............................................................................................................................17IDENT Page ..........................................................................................................................17POS INIT Page......................................................................................................................18RTE Page..............................................................................................................................19PERF INIT Page....................................................................................................................20

BUILDING A FLIGHT PLAN ..............................................................................22Overview ...............................................................................................................................22Conventions ..........................................................................................................................22RTE Page..............................................................................................................................22Using Airways to define a route..............................................................................................23A Defined Airway Segment ....................................................................................................23Using Navigation Database Waypoints...................................................................................23SELECT DESIRED WPT page...............................................................................................23RTE Page Variable Modes.....................................................................................................24RTE LEGS Page....................................................................................................................24Maximum Number of Flight Plan Legs....................................................................................26

DEFINING AND USING CUSTOM WAYPOINTS...............................................27Overview ...............................................................................................................................27Navigation Fix Entry...............................................................................................................27FMC Navigation Database Defined Waypoints.......................................................................27Along Track Waypoints ..........................................................................................................27Place Bearing/Distance Waypoints.........................................................................................28Course Intersection (Place Bearing/Place Bearing) Waypoints ...............................................29Latitude/Longitude Waypoints ................................................................................................29SELECT DESIRED WPT Page ..............................................................................................30

FMC ARRIVAL/DEPARTURE PROCEDURES..................................................32DEP/ARR INDEX Page..........................................................................................................32DEPARTURES Page.............................................................................................................32ARRIVALS Page....................................................................................................................33Changing a SID/STAR/RWY..................................................................................................34

FMC FLIGHT PLAN MODIFICATION ................................................................35Overview ...............................................................................................................................35Direct-To................................................................................................................................35Intercept Course ....................................................................................................................35Inserting A Navigation Fix ......................................................................................................37Deleting a Navigation Fix: ......................................................................................................37

FMC TAKEOFF PROCEDURES........................................................................39Overview ...............................................................................................................................39THRUST LIM Page................................................................................................................39TAKEOFF REF Page.............................................................................................................40



FMC CLIMB OPERATIONS ...............................................................................43Overview ...............................................................................................................................43CLB Page..............................................................................................................................43FMC Climb Profile Logic ........................................................................................................44FMC Climb / MCP Altitude Selector Interaction ......................................................................44Constraint Deletion ................................................................................................................45Level Off/Resume Climb ........................................................................................................45Cruise Altitude Changes ........................................................................................................45

FMC CRUISE OPERATIONS.............................................................................46Overview ...............................................................................................................................46CRZ Page..............................................................................................................................46Step Climb Operations...........................................................................................................48Cruise Altitude Modification....................................................................................................48

FMC DESCENT OPERATIONS .........................................................................49Overview ...............................................................................................................................49CRZ Page..............................................................................................................................49DES Page..............................................................................................................................49DESCENT FORECASTS Page..............................................................................................50Descent Profile Logic.............................................................................................................51FMC Descent / MCP Altitude Selector Interaction...................................................................51

FMC APPROACH PROCEDURES ....................................................................52Overview ...............................................................................................................................52APPROACH REF Page .........................................................................................................52

FMC RADIO OPERATIONS...............................................................................53Overview ...............................................................................................................................53NAV RADIO Page..................................................................................................................53FMC Position Updating Logic.................................................................................................54

FMC FLIGHT REFERENCE AND CREW SUPPORT ........................................55Overview ...............................................................................................................................55POS REF Page .....................................................................................................................55PROGRESS Pages ...............................................................................................................55RTE DATA Pages..................................................................................................................57WINDS Page .........................................................................................................................58SID/STARs............................................................................................................................58Minor SID/STAR differences ..................................................................................................58



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FLIGHT MANAGEMENT COMPUTER

Overview: The 747-400 uses a fullyintegrated Flight Management System, inconjunction with other interfaced equipmentsuch as the Autopilot Flight Director,Autothrottle and Navigation System providesa fully automatic, full regime flight controland information display system. Thebackbone of the FMS is the FlightManagement Computer.

Boeing is currently in the process ofupgrading the operating software for the747-400 FMC/CDU. This simulation wasbuilt with the most current availableinformation and may differences from earlierFMC simulations/manuals as a result.

The FMC takes input and sensoryinformation from throughout the aircraft andis capable of providing flight control,navigation, thrust management, map displayand performance optimization. The FMCprovides output directly to the autoflightsystems in the form of flight director steeringcommands, thrust queues and autoflightmode management.

The FMC is the central backbone of theentire FMS package on the 747-400, andinterfaces with the following systems:

• Flight Control Computers (FCCs)• Air Data Computer• Fuel Quantity Indicating System• Weight and Balance Computer• VOR• DME• ILS/MLS Systems• Inertial Reference System• Digital Clock• Autopilot Flight Director System• Mode Control Panel• FMC Database• FMC/CDU (Crew inputs)• Autothrottle Servo• Electronic Interface Unit

In addition, the FMC provides commands orinformation directly to the following systems,although it does not receive information fromthese systems:

• Integrated Display System (PFD & ND)• Electronic Engine Controls• ADF•The FMC performs the following majorfunctions.

• Flight Planning• Navigation Computation• Navigation Display• Navigation Radio Tuning• Guidance Commands (pitch, roll and

thrust)• Interface to Inertial Reference System

(IRS)• Performance Optimization• Thrust Limit Calculation• Autothrottle Control• Polar Navigation Capability

The FMCs: The 747-400 FMS consists oftwo Flight Management Computers whichare located in the electronics and equipmentbay. Each FMC is comprised of fiveprocessors, and integrates data receivedfrom the air data sensors, crew input,navigation radios, engine and fuel sensorysystems, inertial reference system andinternal navigation database. Thisinformation is then used to provide steeringcommands to the autoflight systems in bothroll and pitch modes, as well as to theautothrottle servos. Navigation andpositional data is provided to the NavigationDisplay.

Each FMC is capable of receiving inputindependent of the other, and both systemswill continually compare input/processresults to ensure information consistency onboth FMCs. If inconsistencies are detected,a resynchronization process is automaticallyinitiated.

Flight crew interaction with the FMCs takesplace via the FMC/CDU (Control DisplayUnit.) There are three CDUs located in thecockpit of the 747-400. One at the captainsside of the throttle console, one at the first



officers side of the throttle console, and onelocated just aft of the throttles. Normaloperation will see the captain and firstofficers using the CDUs at their individualstations, however the center CDU can beused by a crew member should one of theCDUs fail. The center CDU is usuallyresponsible for managing ACARS functionsin an automated fashion.

CDU: The CDU is comprised of a datadisplay screen with six line select keys oneach side of the screen. The data displayscreen shows 14 lines of data 24 characterswide. Numeric and Alphabetic keys areprovided for crew input. Fifteen function andmode keys are provided to assist the crew inselecting and managing FMC functions.

Line Select Keys

Display Screen

Annunciators

Function Keys/Mode Select Keys

CDU Display: The CDU display screen iscomprised of 14 data lines capable ofdisplaying 24 characters across in large orsmall font. The display is broken into threedistinct areas.

Text in muted font indicates that the functionis not available or cannot be modified by theuser in the simulator.

Title Line: Top line of the display. Showstitle of the current page display.

Data Lines: Six pairs of lines which containdata for the display page shown. Lines mayalso contain prompts for data input by thecrew. The upper line in each line pair iscalled the Header Line, while the lower lineis called the Data Line. Lines and line pairsare referenced by their association with theLine Select Keys (LSKs) on either side ofthe display. (Hence 1L, 4R, etc.)

Scratchpad: The last line of the display is ascratchpad which allows for alpha numericinput by the crew, or down-selection of FMCdata from other lines.

Line Select Keys: The CDU display has sixLine Select Keys (LSK) on each side of thescreen in order to facilitate data input andmanipulation. The keys are identified bytheir position relative to the display and theirsequence from top to bottom. (e.g. TheLSKs are identified as either Left or Rightand are numbered from 1 to 6 starting at thetop.)

The LSKs are used for the followingfunctions:

• Down-selection of data from a particularline to the scratchpad (if the scratchpadis empty.)

• Up-selection of data from the scratchpad to a data line.

• Access to data or function identified byLSK.



Annunciators: Two mode annunciators aremodeled in the PMDG 747-400:

MSG: Illuminates when an FMC generatedmessage is displayed in the scratchpadarea.

OFST: Illuminates when a parallel offsetpath is in use.

Function and Mode Keys: The PMDG747-400 FMC has fifteen function/modekeys located below the CDU display screen.These keys assist in the performance of anumber of functions, including pageselection and navigation of the FMCsfunction pages.

INIT REF: Accesses the initialization andreference pages.

RTE: Accesses the route pages.

DEP/ARR: Accesses the departures andarrivals procedure pages.

ATC: Function not modeled.

VNAV: Accesses the VNAV climb cruiseand descent pages

FIX: Provides access to fix informationpages.

LEGS: Accesses the legs pages.

HOLD: Provides access to the hold pages.

FMC/COMM: Function not modeled.

PROG: Accesses the progress pages.

EXEC: The execute command key for theFMS. The button contains a small lightedbar which will illuminate to indicate amodification has been selected and needs tobe confirmed by pressing the execute key.Any page which has modification capabilitywill also have an ERASE prompt to allow thecrew member to cancel a selectedmodification. Selecting either the EXECkey, or pressing the LSK designated by theERASE cursor will cause the lighted bar toextinguish.

MENU: Provides access other MCDU drivenfunctions, such as ACARS. Key allowsmovement between FMC functions andACARS.

NAV/RAD: Accesses the navigation radiotuning page.

PREV PAGE: Accesses individual pages ofa multiple page display. (Route pages, forexample, tend to be longer than one page.)

NEXT PAGE: Accesses individual pages ofa multiple page display.

Two additional keys are located at thebottom of the numerical keypad which willbe frequently used:

DEL: A single press of this key inserts theword DELTE into the scratch pad. UploadDELETE to an LSK in order to delete theinformation contained on that line.

CLR: Single presses of key will cause thelast character in the scratchpad to beerased. A longer press of the key will eraseentire contents of scratchpad.

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FLIGHT MANAGEMENT SYSTEM INTERNAL FUNCTIONS

Performance Management: The FlightManagement System (FMS) is capable ofmanaging nearly all aspects of aircraftperformance so as to optimize precision andeconomy of flight. The FMS is only capableof performing this function if it has beenproperly initialized at the beginning of flight.

The performance model used by the FMStakes into account fuel flow, engine data,altitude, gross weight of the aircraft, flaps,airspeed, Mach, temperature, vertical speed,acceleration and location within aprogrammed flight plan to determine theoptimum performance for the aircraft at anygiven moment. Crew interface with the FMScomes via the FMC, primarily, but also bythe Autopilot Mode Control Panel and flightcontrols.

The performance management modelingused by the FMS attempts to provide a leastcost performance solution for all phases offlight, including climb, cruise and descent.The default cruise performancemanagement setting is ECON, or economycruise.

The airplane and engine data models areused to provide an optimum vertical profilefor the selected performance mode. Duringthe climb, an optimum Mach speed targetand a corresponding thrust target arecomputed by the FMS, with the speed targettransmitted to the vertical guidance functionof the autoflight director system. The AFDSwill then generate commands to the elevatorin order to maintain the correct pitch for therequired speed. Thrust setting commandsare delivered to the autothrottle servos bythe FMS, and used in conjunction with thepitch setting commands to maintain theoptimum speed and climb as directed by theFMS.

During cruise, an optimum Mach setting iscomputed and thrust setting commands aredelivered to the autothrottle.

During descent, a vertical path is computedbased on the flight plan entered into theFMC. The FMS will evaluate expected wind

conditions, aircraft speed, altitude, positionrelative to the planned end-of-descent pointand any intermediate altitude or speedconstraints between the aircraft and the end-of-descent point. This information will bepassed to the AFDS for pitch based speedand vertical speed control and theautothrottles for vertical speed and thrustmanagement. In ideal conditions, an idlethrust optimum descent profile is flown,however in many cases thrust and pitch willbe varied to account for wind conditions orto ensure proper tracking of the verticaldescent profile.

Navigation Management: The FMSautomatically selects and tunes VHR Omni-Range (VOR) and Distance MeasuringEquipment (DME) in order to constantlyupdate the position and speed of the aircraft.This information is used in conjunction withthe Inertial Reference System (IRS) toensure accuracy in all phases of flight.

For properly equipped aircraft, the FMS willuse GPS as a primary navigationinformation source unless GPS navigationaccuracy is determined to be insufficientaccording to FMS navigation precisionparameters.

The FMS will primarily attempt to combineGPS information, DME position informationcorrected for slant range and position fromthree Inertial Reference Units (IRUs). If nousable GPS or VOR/DME information isavailable, the FMS will monitor aircraftposition based on IRS data only, until theaircraft is determined to be in a locationwhere DME/VOR information is once againavailable for position and velocity crosschecking and or GPS information becomesreliable.

The FMS navigation management systemwill also compute and provide true andmagnetic track information, drift angle,magnetic variation for the current aircraftlocation and vertical flight path information.

The FMC automatically determines whichVOR/DME combinations will yield the best



result given their position relative to theaircraft.

Guidance Management: Two-dimensionalflight path management is available along anFMC programmed flight path in either thevertical navigation mode (VNAV) or lateralnavigation mode (LNAV). Both of thesemodes are selected on the Mode ControlPanel (MCP). When used together, theFMS is capable of providing fully integratedthree dimensional flight path managementalong the FMC defined flight path.

The LNAV guidance function compares theairplane’s position generated by thenavigation function to the desired flight pathaccording to the FMC programmed flightpath. Steering commands are issued to theAFDS in order to keep the aircraft navigatingcorrectly along the programmed route offlight.

In all phases of an LNAV managed flight, theFMS will monitor cross track error, which isdefined as the lateral distance separatingthe aircraft from it’s desired path of flight.Roll and steering commands are provided tothe AFDS Flight Control Computers in orderto correct the cross track error.

The FMS is capable of providing a greatcircle Direct-To track to any point on theFMC programmed flight path.

The VNAV guidance function controls theaircraft along the vertical flight path regimeas defined by the FMC entered flight pathand the aircraft’s performance limitations.

The vertical navigation function takespositional data from the navigation functionand the lateral navigation function (ifselected) and compares it to the verticalprofile as defined in the FMC entered flightplan. The vertical navigation function thenprovides pitch and thrust commands to theAFDS in order to maintain the proper verticalprofile for the current phase of flight.

For vertical performance modes wherevertical speed is unconstrained (mostclimbs) the VNAV system will provide pitchand thrust commands to the AFDS so as tomaintain the most efficient climb based onthe current thrust mode selected.

When speed is controlled by elevator input,the AFDS autothrottle will be given a targetthrust setting by the vertical navigationfunction.

When vertical speed is controlled byelevator, aircraft speed will be managed bycommands to the AFDS autothrottle toadjust thrust as necessary for the descentprofile.

Thrust Management: The FMS thrustmanagement function is capable ofperforming autothrottle control lawcalculations based on commands from thenavigation function, as well as direct crewinput from the FMC, throttle position, orAFDS autothrottle commands.

The autothrottle control law functionprovides automatic N1 equalization in allmodes of flight, as well as thrust limitprotection and N1 thrust requirementcalculations to maintain MCP or AFDSrequired speed and thrust settings.

Autothrottle modes can be selected oroverridden by the crew as required.



FMC DISPLAY PAGES ACCESSED WITH MODE KEYS

Overview: The PMDG 747-400 FMC hasfifteen mode keys available on theFMC/CDU. These keys provide access to anumber of functions within the FMC whichwill be used by the crew during variousphases of flight.

MENU Key: The MENU key providesaccess to the FMC and other aircraft sub-systems which use the CDU for input orcontrol. When pressed, the MENU keybrings up the following display screen on theCDU:

Note that when press the menu key, you arepresented with the FMC MENU page, andthe title MENU is presented at the top of thepage. The page title line will help you tounderstand where within the FMC functionyou are currently working.

This same page is the first page displayedby the FMC/CDU when power is initiallyprovided to the aircraft. The MENU pageallows the crew to select which FMS subsystems they wish to access within the

CDU. The following options are currentlyavailable in the PMDG 747-400 FMC:

• FMC: Accesses FMC functions.• ACARS: Accesses the ACARS system.• EICAS CP: Reversion control of EICAS.

The FMC key will bring up the last displayedFMC page. The ACARS key will display theACARS control page. The EICAS CP lineselect key will bring up the reversionarycontrol page for the EICAS system.

The FMC and ACARS indicators will befollowed by one of the following prompts:

<ACT> Indicates that the sub-system iscurrently active and operating.

<SEL> Indicates that the pilot has selectedthe sub-system but the MCDU has not yetestablished active communications with thatsub-system.

There are four items displayed on the MENUdisplay screen which are not currentlymodeled in the PMDG 747-400. If the LSKfor these functions are pressed, theFMC/CDU will simply ignore the request asthe functions are not available. Thesefunctions are listed below:

• SAT-M• SAT-S• ACMS• CMC• MEMORY• EFIS CP



INIT REF Key: When pressed, the INITREF key will provide access to one of thefollowing pages:

• IDENT• POS• PERF• THRUST LIM• TAKEOFF• APPROACH

The FMC will automatically display the pagewhich is most appropriate for the currentphase of flight. During the preflight phase,for example, the FMC will begin bydisplaying the IDENT or POS pages so as toallow the crew to begin initializing the FMC.

During the approach phase of flight, theFMC will automatically choose theAPPROACH page, etc.

If the page displayed is not the page desiredby the crew, pressing the LSK which has the<INDEX prompt (usually 6L) will return theCDU to the following screen:

The INIT/REF INDEX page allows crewaccess to the following initialization andreference pages:

• IDENT: Aircraft identification and navdatabase verification page.

• POS: Position Initialization (on ground)or Position Reference page (in flight).

• PERF: (Located on page 2/2 of PERFpage) Performance initialization page(Gross weight, Fuel Loading, CostIndex, etc.)

• THRUST LIM: Thrust performancemode selection page.

• TAKEOFF: Takeoff parameter referenceand initialization page.

• APPROACH: Approach reference andinitialization page.

• NAV DATA: Nav data reference page.

One function listed on the INIT/REF INDEXpage is not currently modeled in the PMDG747-400:

• MAINT



INIT/REF INDEX KEY DISPLAY DIAGRAM



RTE Key: When pressed, the RTE keyprovides access to the active route ormodified active route page. If a route hasnot been activated by the crew, RTE 1 isautomatically displayed.

The route being displayed is described bythe title line of the RTE display, and can beany of the following:

RTE 1 or ACT RTE 1 or MOD RTE 1• Route 1 was displayed.• Route 1 is active.• No route was activated.

RTE 2 or ACT RTE 2 or MOD RTE 2• Route 2 was displayed.• Route 2 is active.

DEP/ARR Key: The DEP/ARR keyaccesses the DEPARTURES andARRIVALS pages and the DEP/ARR INDEXpage.

These pages are used to select publisheddeparture procedures (Standard Instrument

Departures, or SIDs) and published terminalarrival procedures, (Standard TerminalArrivals, or STARs).

The DEP/ARR INDEX page allows the crewto select (using the appropriate LSKs) theappropriate DEP procedure, or an ARRprocedure for either of two routes loadedinto the FMC.

EXEC Key: The EXEC key is only activewhen the light bar contained within the keyis illuminated. The key is used to confirmand changes to the vertical and lateral routeplan.

At any time the EXEC key is active, an<ERASE prompt will appear on the CDUdisplay in order to facilitate cancellation ordeletion of a proposed action.

NEXT PAGE/PREV PAGE Keys: TheNEXT PAGE and PREV PAGE keys areused in conjunction with CDU displays whichoccupy more than one page on the CDUdisplay. Multiple page CDU displays areindicated by the use of page numbering inthe upper right hand corner of the CDUdisplay.

A wrap around feature is included so that ifthe NEXT PAGE key is pressed again whenthe current page is the last in the display,



(e.g. 5/5) then the first page of the display(1/5) will be displayed next. This featurealso works for the PREV PAGE key.

NAV RAD Key: The NAV RAD keyaccesses the NAV RADIO page, whichallows the crew to monitor FMS automatednavigation radio tuning, or to manuallyoverride the auto-tune sequence.

The NAV RAD page is allows the crew tomonitor auto-tuning activity, or to manuallytune a desired frequency for VOR1/VOR2,ADF1/ADF2 or the ILS.

A small ‘A’ next to a frequency indicates thatthe station has been auto-tuned fornavigation verification. An ‘M’ indicates thatthe frequency is manually selected by thecrew. Station identifier information appearsin the center of the display, along withcurrent redial TO the selected station.

Likewise, desired OBS course for a VORcan be manually entered by up-selecting acourse from the scratch pad to either LSK2L or 2R.

PROG Key: The PROG key accesses theflight PROGRESS pages. These pagesprovide navigation fix, distance to go, fuel,

ETE, headwind/crosswind information, crosstrack and vertical track error, fuel totalizerand fuel usage information to the crew.

VNAV Key: The VNAV key accesses thevertical navigation profile pages. Thesepages are comprised of CLB (climb) CRZ



(cruise) and DES (descent) pages that aredifferentiated by their title lines.

Much like the INIT REF key, the FMC willautomatically display the appropriate VNAVpage for the current mode of flight. If otherVNAV mode pages are needed, they maybe accessed using the NEXT PAGE/PREVPAGE keys.

CLB VNAV PAGE:

VNAV CRZ PAGE:

VNAV DES PAGE:



FLIGHT MANAGEMENT COMPUTER INITIALIZATION

Overview: The flight managementcomputer is easily the most complicatedinstrument on the flight deck of the 747-400.Proper initialization and usage of the FMC isa key part of crew member knowledge, andwill greatly enhance both the accuracy andeconomy of aircraft operation.

The FMC initialization and usage process isdesigned as a beginning to end processcovering all phases of flight, with multipleoptions, alternative modes and informationdisplays for each phase.

In order to facilitate effective learning of theFMC process, this manual divides FMCusage into nine specific flightregime/operating methods:

• Database Editing/Management• Pre-Flight• Flight Planning• Takeoff• Climb• Cruise• Radio• Navigation• Descent• Approach

Conventions: Certain conventions shouldbe recognized by crew members in order toinput and manipulate data effectively in theFMC/CDU.

Required Entry Boxes: Boxes in any CDUdisplay line indicate that information isrequired by the FMC in order to be properlyinitialized. Examples include Gross Weight,Startup Position, etc.

Crew Data Entry/Selection Lines: Dashedlines allow for crew entry of specific datawhich is unique to each individual flight,such as departure airport, destinationairport, speed/altitude restrictions, flapacceleration heights, etc.

Down-selection/Up-selection: In order tofacilitate the accurate and efficient transferof data, a ‘down-selection’ capability is a keycomponent of the FMC/CDU. By pressingthe line select key adjacent to any line ofdata, that data is copied to the scratch pad.By then pressing an LSK you can up-selectthe information to another line.

For example, pressing LSK next to the GPSPOS on the image above transferred thelong position data to the scratchpad.Pressing the LSK next to SET IRS POS willup-select the position information to thatline, fulfilling the need to update the IRSposition data.



PRE-FLIGHT FMC INITIALIZATION PROCESS

Overview: When power is first applied tothe aircraft, the FMC conducts a full self testand is then ready for crew preflightinteraction. The preflight portion of FMCoperation prepares the flight managementsystem for flight by initializing parameterssuch as aircraft location, destination, weight,fuel load and flight plan.

IDENT Page: When first powered, the FMCwill display the MENU page.

Pressing the LSK 1L key, (the <FMCprompt) will enter the FMC function area anddisplay the IDENT page, as follows:

The IDENT page is described by the IDENTtitle page line at the top of the displayscreen. The data which appears on theIDENT page allows the crew to verify theaccuracy of FMC operation for the knownaircraft type, and cannot be changed fromwithin the CDU. The data appearing on this

page should not change on a regular basis,but it is important that this preflight check beaccomplished in order to protect againstsystem faults or improper system reloadsduring updates and/or changes to the FMCsystem or FMC database.

Line 6 at the bottom of the screen containstwo prompts, <INDEX, which will display theINIT REF INDEX page, and POS INIT>,which will display the Position Initializationpage of the FMC. During the preflightinitialization, following the prompts in the 6Rposition will take the crew member throughthe entire initialization process.

The following information is provided on theIDENT page:

MODEL: The airplane model is displayed inline 1L.

ENGINES: The installed engine type isdisplayed in line 1R.

NAV DATA: The navigation databaseidentifier and life cycle information isdisplayed on line 2 of the CDU. The AIRACcycle and effective dates are shown here. Ifthe database is out of date, an updatedversion can be downloaded fromhttp://www.navdata.at.

OP PROGRAM: The operational programidentifier is displayed in line 4L. Thisnumber is the part number of the FMC’ssoftware operations program. If both FMCsdo not have the same software load thesystem will remain locked at the IDENTpage.

DRAG / FUEL FLOW: Aircraftdemonstrated drag adjustment (from norm)and the resultant demonstrated fuel flowadjustment (from norm) are displayed in 5L.This information is used on the actualaircraft to account for changes in the aircraftperformance relative to it’s originalengineering specifications. It is not relevantto the simulator.

http://www.navdata.at.



CO DATA: Company data identifier isdisplayed in line 5R.

POS INIT Page: The POS INIT page allowsfor position initialization of the InertialReference System (IRS). The POS INITpage is selected by pressing LSK at thePOS INIT> prompt, or by selecting <POSINIT from the INIT/REF INDEX page.

The primary function of this page is toinitialize the airplane’s starting position forthe Inertial Reference System. This is doneby entering a “starting position” into the 6RLSK to satisfy the box prompts that indicatethe IRS is in need of starting position data.

The fields displayed on the POS INIT pageare as follows:

LAST POS: This reference position is thelast recorded position of the aircraft at thetime the aircraft was powered down, or atthe time the brakes were last set. Ifdetermined to be applicable, this informationcan be down-selected via the scratchpad tosatisfy the position initialization requirementsof line 4R.

Crews are advised to use caution whendown-selecting the LAST POS referenceposition, as it may contain accumulated IRSdrift inaccuracy from the previous flight. Inaddition, if the aircraft has been towed to anew gate or moved while the IRS was notaligned, the reference position will beinaccurate.

Additionally, if the LAST POS data containsthe shutdown information from a flight youended at a different airport, it will have asignificant negative impact on theperformance of the FMC for your new flight.

We recommend the use of GPS positionwhen available as it is generally consideredto be most accurate and current.

REF AIRPORT: Entry of a reference airportICAO code (International Civil AviationOrganization) will provide an IRS referenceposition to become available in 2R. Thisreference position can be down-selected viathe scratchpad to satisfy the position needsof 4R if desired.

This can be easily accomplished by enteringthe ICAO airport code into the scratch pad:

Then up-select to the 2L LSK:

This will add the additional positioninformation of the airport starting position tothe right side of the CDU screen, thusproviding a third option for positioninformation for the FMC.

Note: To give a good example of why theLAST POS information should be used onlywhen carefully checked, we shut theairplane down at the conclusion of aprevious flight, then loaded the simulator ata different airport. Notice the vast differencein position information between the GPSposition, AIRPORT position and the LASTPOSITION displayed on this image!



GATE: The gate position reference allowsthe crew to select a Lat/Lon positionreference based upon the gate at which theaircraft is currently parked. This function isdependant upon whether or not the gateposition is included in the airport’s SIDSTARfile.

SET IRS POS: The prompt boxes at 4Rindicate that current aircraft position has notbe initialized, or that any of the InertialReference Units are in the align mode. (Ifneither of these conditions is true, then 4Rwill be blank.)

To satisfy the prompt boxes at line 4R, thereference latitude/longitude position can beentered directly into the scratch pad, thenline selected to 4R, or by -selection of theLAST POS or REF AIRPORT or GPSreference position via the scratch pad.

Once the position initialization process issatisfied, the POS INIT page will have threecomplete reference positions entered inlines 1R, 2R and 4R.

GMT: Line 5L displays the current time inGMT according to the airplane’s clock.

POS INIT Completion: Once the POS INITprocess has been completed, the <INDEX

prompt at 6L will display the INIT/REFINDEX page, or the ROUTE> prompt at 6Rwill display the route pages.

RTE Page: The RTE page allows for entryof the origin, destination, company routename and flight number for the plannedflight. The RTE page also allows theplanned departure runway to be entered inorder to facilitate proper use of StandardInstrument Departure procedures storedwithin the FMC database.

The RTE page is accessed either bypressing the RTE key on the FMC/CDUkeypad or by selecting the ROUTE> promptfrom the POS INIT page.

The fields displayed on the RTE page are asfollows:

ORIGIN: The airport of origin for the flight.Valid entries include any four letter ICAOairport code.

DEST: Airport of destination. Valid entriesinclude any four letter ICAO airport code.



FLT NO: Airline code and flight number.Valid entries are any alpha numericcombination not including + or -. The flightnumber will automatically be displayed onthe PROGRESS page as well, and may bechanged but not deleted. Entry of the flightnumber into the RTE page will automaticallyenter the flight number for both RTE 1 andRTE 2.

CO ROUTE: The title name of an FMCdatabase stored Company Route. Enteringa CO ROUTE in 2L will open this route foruse.

RUNWAY: The runway prompt allows forselection of the departure runway. This willallow the FMC to properly plan navigationfrom the correct runway navigation point andoffer the correct departure procedures forthat runway.

RTE 2: Allows for entry and modification ofsecond FMC memory stored route.

ACTIVATE: Upon completion of routeselection, whether by CO ROUTE entry, orby manual flight planning (as describedlater), the route can be activated byselecting the ACTIVATE> key (6R) andpressing the lighted EXEC mode key on theFMC/CDU keypad.

PERF INIT Page: After completing thePOS/INIT page, press the INIT/REF key.The FMC will take you to the next logicalpage in the FMC initialization sequence.This page is the PERF INIT page wheresome basic performance parameters for theflight are entered into the FMC.

The fields displayed on the PERF INIT pageare as follows:

GR WT: Aircraft Gross Weight displayed inthousands of pounds or Kilograms.Immediately to the right of the prompt boxeson line 1L, the FMC Weight and BalanceSystem (WBS) estimated aircraft weight isdisplayed in small font. GR WT can beconfirmed either by entry via the scratchpad, or by selecting (confirming) the 1LWBS estimated figure.

A confirmed GR WT figure is displayed inlarge font, while an estimated orunconfirmed figure is displayed in small font.

It is possible to delete the GR WT figure in1L, by selecting DEL, the pressing the 1Lkey. Deleting the 1L GR WT figure willcause the WBS gross weight figure to beentered into 1L in small font.

GR WT should always equal the aircraftzero fuel weight plus the total fuel weight.

FUEL: The FUEL indicator displays thecurrent fuel weight loaded in thousands ofpounds. The fuel weight will always besuffixed by one of the following:

• CALC: Fuel quantity has beencalculated by the FMC using fuel flows.Prior to engine start- this value willalways equal the quantity of fuelindicated by the Fuel Quantity IndicatingSystem.

• SENSED: Fuel quantity is the FQISvalue.

• MANUAL: Fuel quantity has beenentered manually via the FMC.



If the FQIS is deactivated or inoperative,prompt boxes will alert the crew to enter fuelquantity manually in line 2L. Fuel quantitycannot be entered or deleted manually whenSENSED is the current FUEL mode.

ZFW: The aircraft zero fuel weight isdisplayed in line 3L. Weight is displayed inthe thousands of pounds, with an optionaldecimal point. Prompt boxes alert the crewthat the ZFW must be entered manually,however confirmation of GR WT and FUELfields will automatically update the ZFWfield. ZFW figures will be displayed in smallfont until confirmed by LSK selection. Note:You can automatically populate the ZFWdata by pressing the associated LSK.

RESERVES: The reserve fuel weight isdisplayed in line 4L. Prompt boxes alert thecrew that a reserve fuel weight in thousandsof pounds must be entered. If no weight isentered, a default value of 4000 pounds willbe assumed.

The value entered for fuel reserves is usedby the FMS to determine an insufficient fuelcondition, and will also be used to calculateperformance predictions for the flight.

Cost Index: The cost index number is ascale value from 00 to 99 (0000 to 9999 onactual aircraft) which helps to determine alevel of economy for aircraft performancecalculation.

Cost index is calculated as the aircraftoperating cost divided by fuel cost. [($/houraircraft operating cost) / (Fuel Cost inCents/Pound)] A cost index of 00 will resultin the maximum cost economy, with slowclimb rates, maximum range cruise and slowdescent speeds predicted by the FMC inorder to minimize fuel burn. A high costindex will result in higher climb, cruise anddescent speeds. The cost index is designed

to provide a relative index of the cost ofaircraft operation vs. time en-route.

CRUISE ALT: The planned cruise altitude isdisplayed in 1R. Entry is in feet.

CRZ CG: Displays the FMC calculatedcruise Center of Gravity as a percentage ofmean aerodynamic chord (Percent MAC).

STEP SIZE: The planned altitude step sizeis displayed in line 5R. The FMC will defaultto a standard ICAO step size of 2000 feet.This will result in proper cruise altitudeclearance being maintained (e.g. odd flightlevels while east bound, even flight levelswhile west bound.)

The crew may override the STEP SIZE byentering any value as a four digit multiple of1000 from 0 to 9000. Entering a 0 value willresult in no step climbs being made. If nosteps are planned, it is important that 0 beentered in this field in order to accuratelypredict fuel consumption.

Deleting the pilot entered STEP SIZE willrevert the figure back to ICAO.



BUILDING A FLIGHT PLAN

Overview: The capability of the FMS toperform complete 2D navigation in either theVNAN or LNAV mode and 3D navigationwhen these modes are used together is apowerful product of the FMC. In order toutilize this capability to its fullest extent,however, requires that the FMC have acomplete and accurate route processprogrammed throughout the duration of theflight.

The ability of the crew to interact with theFMC, as well as their ability to understandand utilize its capabilities in congestedairspace and during busy departure andarrival procedures will both enhance thesafety of the operation and improve theaccuracy to which the aircraft is flown.

Conventions: One of the most powerfulflight planning features the FMC makesavailable to the crew is the stored FMCdatabase of navaids, waypoints andintersections. For flight planning purposes,the crew is able to use nearly anygeographically fixed navigation point,including fight plan defined waypoints suchas latitude/longitude points,place/bearing/distance (PBD) waypoints,along-track waypoints, course intersectionwaypoints, runway extension waypoints,final approach fixes and latitude/longitudereporting points.

Flight plans can be entered into the FMC bymanual entry, or by recalling a storedCompany Route from the stored FMCdatabase. Once entered, routes can also besaved and recalled in the future as companyroutes.

Two separate routes can be entered into theFMC, and the crew may switch betweenactive routes while in flight. At all times, thecrew should reference the title line of theRTE page to determine which route iscurrently selected as active.

RTE Page: The route page may be accessusing the RTE mode key or by select the

ROUTE> prompt when displayed on theTAKEOFF REF, POS INIT or POS REFpages.

The RTE page is used to describe theplanned route by origin, destination, flightnumber and, if available, company routename. The page is shown below, with theICAO identifiers for ORIG and DEST alreadyentered, as well as the airline code/flightnumber.

CO ROUTE: If a company route waspreviously stored for this flight, entry of thestored route name into line 3R via thescratchpad will automatically load the flightplan. This will eliminate the need to enterORIG and DEST, as well as eliminate theneed to program the route of flight in theRTE LEGS pages.

We have provided more than 350 routescovering various parts of the world. Theyare located in the FlightSimulator/PMDG/FLIGHTPLANS directory.Entering ADLBNE001, for example into the3R LSK will automatically load a flightbetween Adelaide and Brisbane.

We regret that this version of the FMC doesnot currently have the ability to actively listall saved routes for easy display within theFMC itself. This is planned for futureversions, however!

RWY: The origin airport planned runwaycan be entered into 3L Valid entries areRWxxY, where xx is the runway number and



Y is the runway designation of L, R or C asapplicable.

Using Airways to define a route: Oncethe origin and destination have been enteredit is time to begin defining the route of flightbusing airways in order to minimize theamount of manual data entry conducted bythe crew.

Airways are defined using the TO and VIAprompts as follows:

TO: This prompt, located on right side iswhere the name of fixes defining the startingand ending points of segments along theroute are entered.

VIA: This entry describes how the airplanewill reach the associated fix in the TOprompt. The VIA field may contain thefollowing:

• DIRECT• An airway segment (e.g.: J1, V305)• A SID identifier (e.g. LOOP6)• A SID with an enroute transition• An approach segment identifier (e.g.

ILS04R)• APPR TRANS for approach

transitions• MISSED APPR for missed approach

segments• ‘- - - - - -‘ indicating available for

entry.

For example, the text DIRECT indicates thatthe airplane will navigate directly to the fixdescribed under TO, but the name of anairway would indicate that the airplane is tofollow a specific airway in order to reach thefix listed under TO.And example of DIRECT to the SEA VOR isshown below:

A Defined Airway Segment: A definedairway segment has pilot defined starting

and ending waypoints. A defined airwaysegment is entered by inserting the airwayidentifier into the VIA field on the line thatfollows a TO field containing the airwaysegments starting waypoint.

Using our previous example of crossingSEA, we can use the SEA VOR as thestarting point on a Defined Airway Segmentthe follows J1 from SEA to the RED BLUFFVOR located just north of Oakland,California.

To do this, we simply enter J1 into thescratch pad and upload to the 2L LSK:

This creates prompt boxes at the 2R LSK toindicate that we are expected to list a fix atwhich we expect to leave J1. Or, describedanother way, “where are we taking J1 TO?”

In our example, we will take J1 to the RBLVOR, so we upselect RBL to 2R.

In the event that we were transitioning fromJ1 to J65, for example, we could upselectJ65 to VIA and an exit point such as SMF tothe TO column. This would instruct the FMCto build the flight plan along J1 until reachingRBL, then change to J65.

Using Navigation Database Waypoints:You can define the route of flight byindividual waypoints contained within thedatabase by entering and upselected a validwaypoint name into the TO prompt on theRTE page.

SELECT DESIRED WPT page: Whenentering a navigation fix, if an ambiguityresults from the fact that more than one fix in



the database shares a common name, theFMC will present the crew with the SELECTDESIRED WPT page from which to selectthe correct/desired WPT.

The VORs are ordered by distance from thefix prior to the entry selection, or theairplane’s current position if no fixes havebeen entered. Pressing a left side LSK willselect the desired item into the flight planautomatically.

RTE Page Variable Modes: Depending onthe phase of flight, the RTE page will displayone of three prompts at 6R.

ACTIVATE>: The ACTIVATE prompt is analert to the crew that the route currentlyselected is not an active flight plan in theFMC. Selecting ACTIVATE (when theinitialization process is complete, or duringflight when deliberately changing betweenRTE 1 and RTE 2) will activate the selectedroute.

PERF INIT>: This prompt is shown in flightwhen a flight plan is currently active in thesystem. Selecting 6R will display the PERFINIT page.

OFFSET: During non-departure/approachphases of flight, the OFFSET prompt willbecome available at 6R. This prompt allowsthe crew to select a parallel flight track offsetfrom their planned flight track by a crewspecified distance. This procedure can be

used for weather avoidance or offset flighttrack assignments from ATC. Valid entriesare LXX (where XX is a distance figurebetween 1 and 99nm) or RXX or 0, to deletea selected OFFSET.

RTE LEGS Page: The RTE LEGS page isanother area where manual entry of a flightplan may take place. The RTE LEGS pageis used during the flight planning process todefine the route of flight for the FMC on awaypoint by waypoint basis and in flight toperform operations such as a DIRECT-TOrouting. The RTE LEGS page displays theindividual legs of a flight plan as defined bytheir individual waypoints after the flight planhas been manually entered or selectedusing the CO ROUTE function or havingbeen entered on the RTE page as describedin the earlier section.

The RTE LEGS page is activated bypressing the LEGS key on the FMC/CDUkeypad.

Page 1 of the RTE LEGS page is shown forthe example KSEA-KSFO flight plan alongJ1 to RBL as described in the previoussection.

The Title line of the page describes whichroute is currently being displayed on theRTE LEGS page. The upper right handcorner shows which page of the LEGSdisplay is currently being shown. The NEXTPAGE and PREV PAGE keys are used toscan forward and back. Page 2/2 appearsas:



At the bottom of the LEGS display, the<RTE 2 LEGS prompt allows the crew todisplay RTE 2 legs and waypoints if a RTE 2has been programmed.

The ACTIVATE> prompt allows the crew toactivate the current flight plan, if this has notalready been done.

Course To Information: When navigationfixes are shown in the flight plan, the RTELEGS page provides, for each fix, a course-to heading. This course heading will appearin lines 1L through 5L, and represents thecourse that must be flown in order to reachthe next waypoint. The course displayed atthe first displayed waypoint (1L) is thecourse from the airplane’s current location tothe first waypoint displayed. (In thisexample, a course of 223 degrees will takeus to the SEA VOR.) All other courseindications are the course that must be flownfrom the previous waypoint to the nextwaypoint in the flight plan.

Leg Distance Information: The center of theRTE LEGS display provides leg distanceinformation for each leg of the flight plan.Once again, the distance displayed at 1L isthe distance from the current aircraft positionto the first navigation fix in the flight plan. Allother distance indications represent thedistance between the previous and next legsof the flight plan.

When the Navigation Display is in PLNmode, a <CTR> indicator will appear in thecenter column of the display as well.

The <CTR> indicator identifies which fix theflight plan is currently centered on whenviewed in the PLAN mode on the navigationdisplay.

The <CTR> indicator can be cycled throughall points of the flight plan in order to displayportions which may not be visible using thestandard range display settings of the ND.

To follow the flight plan sequentially throughall loaded waypoints, press the STEP>prompt at line 6R. This will move the<CTR> prompt to the next waypoint alongthe flight plan, and will update the navigationdisplay appropriately as well.The NEXT PAGE and PREV PAGE willcause larger jumps of the <CTR> indicator.

When in PLAN mode, the navigation displaywill appear as follows:

Note that the <CTR> prompt is next toDREWS intersection, which is displayed atthe center of the navigation display.

This process can be used to validate theentry of a flight plan in the FMC.

Speed/Altitude Predictions or Constraints:When the FMC flight plan is fully initialized,the FMC will calculate a set of predictedaltitude and speed values for each leg of theflight plan. These predictions appear in



small font in lines 1R through 5R. The FMSwill provide these predicted altitude andspeed values for each navigation fix unlessthe crew manually enters constraint valuesinto the flight plan.

Constraint (or desired) values may need tobe entered by the crew in order to adhere topublished approach procedures or ATCclearances. Constraint values are enteredby typing them manually into the scratchpad,then up-selecting them to the desired flightplan leg.

Altitude Constraints: The use of altitudeconstraints allows the crew to enter eitherATC assigned waypoint/altitude constraints,or to program waypoint/constraints assignedby published approach procedures. Altitudeconstraints are entered by direct entry intothe scratchpad, the up-selecting them to thedesired line of the flight plan.

The available altitude constraints are asfollows:

• AT constraints.• AT OR ABOVE constraints.• AT OR BELOW constraints.

AT constraints are used to indicate that theairplane must be at a specific altitude whencrossing the associated fix. Entry of ATconstraints can be in feet of flight level. (e.g.18000 or FL180) AT constraints are simplyentered into the scratchpad and up-selectedto the desired navigation fix LSK.

AT OR ABOVE constraints are used toindicate that the airplane should cross theassociated fix at a specific altitude, but mayalso cross at a higher altitude if the FMScalculates that it is more efficient to do sogiven the current flight disposition. The ATOR ABOVE altitude constraint can beentered in feet or flight level. (e.g. 18000 orFL180) AT OR ABOVE constraints areentered into the scratchpad in the formatXXXXXA or FLXXXA and up-selected to thedesired navigation fix LSK.

AT OR BELOW constraints are used toindicate that the airplane should cross theassociated fix at a specific altitude, but myalso cross at a lower altitude if the FMScalculates that it is more efficient to do so

given the current flight disposition. The ATOR BELOW altitude constraint can beentered in feet or flight level. (e.g. 18000 orFL180) AT OR BELOW constraints areentered into the scratchpad in the formatXXXXXB or FLXXXB and up-selected to thedesired navigation fix LSK.

Speed Constraints: Speed constraints canbe used by the crew to comply with ATCassigned speed constraints directlyassociated with a particular navigation fix.E.g. “Cross RBL at 300 knots.”

Speed constraints must always be enteredin association with an altitude constraint,and are entered numeric format from 100 to400 knots Calibrated Air Speed, followed bythe ‘/’ indicator which separates the speedconstraint from the altitude constraint. (e.g.‘XXX/FL180A’)

ABOVE and BELOW modifiers are notpossible for airspeed constraints.

Maximum Number of Flight Plan Legs:The RTE LEGS page is only capable ofstoring 120 legs per route. The capacity ofboth RTE 1 and RTE 2 combined allows fora complete flight plan entry of up to 240 legsif necessary.

If a crew member attempts to insert morethan 120 legs in either route, the ROUTEFULL prompt will appear in the scratchpad,and the attempted entry will be discarded.



DEFINING AND USING CUSTOM WAYPOINTS

Overview: On of the most powerfulfeatures of the PMDG 747-400’s FMC is theability to define waypoints based upon thelocation of other, known fixes in thenavigation database.

Making custom navigation fixes allows thecrew to define a point anywhere in 3D spacetoward which the airplane can be navigated.

Navigation Fix Entry: Navigation fixes areentered into the left side of the RTE LEGSpage individually via the scratchpad, or onthe right side of the RTE page under a TOprompt. Navigation identifiers/Fixes can becomprised of the following:

• Airport• Waypoint• NDB• VOR• VOR/DME• VORTAC• DME/TACAN• Runway• Latitude/Longitude Points• Place/Bearing/Distance Points (PBD)• Along-track waypoints• Course intersection waypoints• Runway extension waypoints• Final approach fixes

Navigation fixes can be entered into theRTE LEGS page in a number of formats. Inmost cases, crew members will navigateusing existing navigation fixes such aspublished waypoints and VORs. Thesetypes of navigation fixes can be entereddirectly into the RTE LEGS page by name,and will be called from the stored FMCnavigation database.

In some cases, however, it becomesnecessary for crew members to provideunique navigation fixes or waypoints to theFMC in order to satisfy the changing ATCrequirements, or in order to clearly define anunusual published approach for the FMS. Insuch cases, it is possible for the crew todefine navigation waypoints in the FMC

using position and altitude data relative toexisting waypoint entries.

Currently, the PMDG 747-400s FMC iscapable of accepting waypoints in thefollowing formats:

• FMC Navigation Database DefinedWaypoints/Fixes.

• Along Track Waypoints.• Place Bearing/Distance Waypoints

(PBDs)• Latitude/Longitude Waypoints.• Place Bearing/Place Bearing (Course

Intersection) Waypoints

The process for entering these five types ofwaypoints is described below.

FMC Navigation Database DefinedWaypoints: Navigation database definedwaypoints can be directly entered into theleft fields of the RTE LEGS page by enteringthe fix name into the scratchpad and up-selecting to the desired line. Valid entriesare one to five character alphanumericentries. If more than one navigation fixshares an identical name, the FMC/MCDUwill display the SELECT DESIRED WPTpage and the crew will be prompted to selectthe desired fix.

Navigation Database Defined Waypoints areuseful when:

• Navigating along a specific routethat is defined by navigation fixes.

• Navigating directly to a specific fix.

Along Track Waypoints: Along trackwaypoints are commonly used to mark adescent or climb restriction that is issued byATC in reference to a navigation fix thatexists along the route of flight.

Along Track Waypoints are the simplest ofthe custom waypoints, because they areentered exactly as issued by ATC.

For example, if ATC were to issue thefollowing climb restriction, “descend andmaintain FL180 25 miles from RBL VOR”



the crew simply enters the restriction into theFMC as an along track fix by using thefollowing format:

FFF/#DD

(Note: The # above should be replaced witheither a + or a – sign. + signifies beyond thewaypoint while a – signifies before thewaypoint.)

This, in this example, we would the followinginto the scratch pad:

Since we want this fix to precede RBL, weup-select the fix to the line containing RBL,and the FMC will insert the fix and moveRBL down a line to accommodate the new,custom waypoint.

The along track waypoint that has beencreated is now listed in the flight plan usingthe format PPPss, where PPP is the firstthree letters of the fix name upon which thecustom waypoint is based, and ss is asequence number assigned by the FMC.

ATC issued speed and altitude restrictionscan be entered on the right side of thedisplay in a SSS/AAAAA format forspeed/altitude.

Along Track Waypoints are useful when:• ATC has defined some action or

restriction along the route of flightthat is based on a distance from/to aspecific point in the flight plan.

• The crew wishes to define a point in3D space along the path of flightsuch as a Descent point or visualapproach point.

Place Bearing/Distance Waypoints: PBDwaypoints can be entered into the left fieldsof the RTE LEGS page by entering the fixdescription into the scratchpad and up-selecting to the desired line. PBD waypointswork by describing a geographic point that isat a specific bearing and a specific distancefrom a navigation fix which is alreadydefined in the flight plan or the FMCnavigation database.

PBD waypoints come in handy whendefining a point in space that is no currentlya navigation fix. For example, if ATC wereto request “after crossing RBL proceeddirect to point 42 DME on the 280 radial ofthe HNW VOR” we can easily define thispoint in the FMC, thus simplifying ournavigation solution.

The proper format for entering a PBDwaypoint into the scratchpad is as follows:

PPPPPBBB.B/DDD.D

Where PPPPP is the existing navigation fixname (1 to 5 alphanumeric characters),BBB.B is the bearing and DDD.D is thedistance. (The decimal place is consideredto be optional for both bearing anddistance.)

Thus, to define the point assigned by ATC,we enter the following into the scratchpad:

Up selecting this PBD waypoint will result inthe fix being added to our flight plan in thesame PPPss format as described above.



PBD bearing entries from 0 to 360 degreesand distance entries from 0 to 700 miles arevalid.

Place Bearing Distance Waypoints areuseful when:

• The crew must define a waypointbased upon a certain bearing anddistance from any other point in theflight plan or navigation database.

• Constructing approaches by hand tosimplify navigation to a VFR runway.

• Simplifying off-route navigation.

Course Intersection (Place Bearing/PlaceBearing) Waypoints: Course Intersectionwaypoints, also known as PlaceBearing/Place Bearing waypoints are fixesdefined by the intersection of courses fromtwo different fixes. The PB/PB waypointgarners it’s name from the fact that thewaypoint is being defined at a point which isone bearing from one place and one bearingfrom another.

For example, if ATC asked that our flightplan to cross the intersection of the 120radial from HNW and the 000 radio fromMOD, we can define the point using aPB/PB waypoint.

The proper format for entering a PB/PBwaypoint into the scratchpad is as follows:

XXXXXBBB.B/YYYYYBBB.B

XXXXX and YYYYY represent the existingnavigation fixes which are being used todescribe the PB/PB waypoint. BBB.Brepresents the bearing from each existingfix. The decimal point is optional in thebearing entries.

We then up-select this entry to our flightplan, and the new waypoint is added to ourflight plan in the PPPss format. Note thatsince this is the second waypoint we haveconstructed using the HNW VOR, thesequence number is incremented.

A second example of the PB/PB in practicalapplication comes from defining points alongan approach path. If, for example, anapproach or STAR has an altitude restrictionthat is based upon the intersection of a VORradial across your path of flight, you can usea PB/PB waypoint to make the point appearvisually on your flight plan along with theassociated speed/altitude restriction.

PB/PB waypoints can be constructed usingany fix in the flight plan or in the FMCnavigation database.

PB/PB Waypoints are useful when:• Navigating to a location that is

defined by the intersection of tworadials from other fixes.

• Defining crossing restrictions and/orspeed restrictions that are basedupon a radial from a fix crossingyour route of flight.

Latitude/Longitude Waypoints:Latitude/Longitude waypoints are pilotentered waypoints defined by a specificgeographic reference in a latitude/longitudeformat.



The proper format for entering aLatitude/Longitude waypoint into thescratchpad is as follows:

NXXXX.X/EXXXXX.XSXXXX.X/WXXXXX.X

For example, entry for a latitude/longitudewaypoint at the geographic location N78º38.8’ E120º 34.7’ would be entered asfollows:

The entry is then up-selected to the desiredline in the RTE LEGS display, where it willbe condensed for display in the route, asshown below. The expanded entry can beredisplayed on the scratchpad by pressingthe associated LSK.

This type of entry is considered a “longformat” Latitude/Longitude entry.

A short form entry is also available thatfollows the format:

NXXEXXXSXXWXXX

The position N47º 00.0’ W93º 00.0’ forexample can be entered as:

Lat/Lon Waypoints are useful when:• The route of flight is defined using

lat/lon navigation points.• The crew wishes to define lat/lon

points as reporting points duringoceanic crossings.

SELECT DESIRED WPT Page: In somecases, an ambiguity will occur when enteringnavigation data if more than one fix sharesthe same identifier. These types ofambiguities generally only occur withnavigation aids that are located in vastlydifferent geographic areas. Given thenature of the 747-400’s range and thestorage capability of the FMC navigationdatabase, it becomes important for the crewto validate the navigation aids being enteredto ensure accuracy.

The SELECT DESIRED WPT page (below)will be displayed in the event of a navigationfix name ambiguity:

All navigation aids with names identical tothat entered in the FMC scratchpad will bedisplayed. In some cases, the crew membermay need to use the NEXT PAGE/PREVPAGE keys to page through multipledisplays in order to locate the desired fix.

Specific information related to each fixdisplayed on the SELECT DESIRED WPTpage is provided in order to assist the crewmember in selecting the appropriate fix.

Identifier and Fix Type: The identifier whichwas entered into the scratchpad will appearin small font at the beginning of each line onthe display, followed by the fix typerepresented by each LSK.

Fix types available are as follows:



• ARPT• DME• ILS• ILSDME• LOC• MLS• MLSDME• NDB• TACAN• VOR• VORDME• VORTAC• WPT (waypoint)

Fix Frequency: When the fix type is a radionavigation aid, a frequency will be displayedin the appropriate line. Frequencies aredisplayed in lines 1L through 6L

Fix Position: The latitude/longitude positionof the navigation fix is displayed in lines 1Rthrough 6R.

The left or right LSK can be used to selectthe desired navigation fix from the SELECTDESIRED WPT page. Pressing any of the

LSKs will cause that navigation aid to beentered into the flight plan as normal.



FMC ARRIVAL/DEPARTURE PROCEDURES

DEP/ARR INDEX Page: The DEP/ARRINDEX page allows the crew to selectpublished arrival and departure proceduresat the origin and destination airports. STAR(Standard Terminal Arrival) and SID(Standard Instrument Departure) proceduresare contained in the FMC’s navigationdatabase and can be used in conjunctionwith departures and approaches to theairports for which they exist.

PMDG has long had a strong partnershipwith PlanePath, the provider of the vastmajority of SID/STAR procedures for thePMDG FMC. PlanePath takes one of thefew known free access SID/STARdatabases and produces a monthly updatesimilar to the Navdata AIRAC cycle.

PlanePath s FMC database is updated onthe downloads page ofwww.precisionmanuals.com on a monthlybasis as the new procedures are providedby PlanePath.

A second repository of user designedprocedures is available for download fromwww.navdata.at

We recommend that users check the varioususer sites for SID/STAR updates, as theexisting database covers only a fewthousand of the tens of thousands ofprocedures worldwide.

The DEP/ARR INDEX page is accessed bypressing the DEP/ARR key on theFMC/MCDU keypad.

The 1L, 3L and 6L keys allow for selection ofSID procedures stored in the FMC SIDdatabase. Keys 1R through 4R and 6Rallow for selection of STAR proceduresstored in the FMC STAR database. Thecenter of the display shows the crew enteredor COMPANY ROUTE entered arrival anddeparture ICAO airport codes.

Additionally, the display is divided sectionsfor RTE 1, RTE 2 and OTHER. The RTE 1and RTE 2 sections allow selection of SIDand STAR procedures for those respectiveroutes. The OTHER sections allows forinspection of SID and STAR procedures atan airfield entered into the scratchpad.

DEPARTURES Page: Departure procedureselection is made by pressing theappropriate <DEP prompt from theDEP/ARR INDEX page. The <DEP promptfor the active route should be chosen unlessthe secondary route is being built. Pressingthe <DEP prompt key will display aDEPARTURES page for the selectedairport. The DEPARTURES page allows thecrew to select the SID and associatedrunway to be used. A sampleDEPARTURES page is shown below:

Runway: The available departure runwaysfor the selected airport are listed down theright side of the screen. Pressing anassociated LSK will cause all other runwaysto be removed from the screen and a <SEL>indicator will be placed next to the selectedrunway to indicate that it has been selectedas the departure runway.

http://www.precisionmanuals.com

http://www.navdata.at



Selection of a departure runway beforeselection of a SID will also instruct the FMCto remove any SID procedures that do notoriginate from the selected departurerunway.

Standard Instrument Departures: The SIDSare listed on the left side of the display at 1Lthrough 5L. A SID can be selected bypressing the associated LSK. Once a SID isselected, a <SEL> indicator will appear nextto the associated SID to indicate that it hasbeen selected.

If the DEPARTURES page displayed is forthe active route or for the airport of origin,selecting a SID or runway will automaticallyinsert the appropriate fixes into the flightplan and update the runway selection on theRTE page. To alert the crew that thesechanges have been made, and to allow forverification, the EXEC key will illuminate.Pressing the EXEC key will confirm theselections, but a route discontinuity flag willbe displayed in the RTE LEGS pagesbetween the newly added SID and thepreviously programmed route.

Pressing the illuminated EXEC key willconfirm the Runway and SID selections andmake them active in the flight plan.

When the runway and SID are active in theflight plan, they will change to magenta onthe navigation display, and the <SEL>indicators will change to <ACT>.

ARRIVALS Page: Arrival procedureselection is made by pressing theappropriate ARR> prompt on the DEP/ARRINDEX page.

There will always exist two ARR> prompts inorder to account for the possibility that theflight may need to return to the departurefield.

Selecting the ARR> prompt for KSFO willallow the selection of a STAR and eventuallya runway for approach and landing.

Similar to the process used for runways andSIDs, it is important that crews understandthat the selection of a STAR will cause theFMC to remove from view any runways thatare not served by that STAR. Likewise,selecting an arrival runway will remove fromview any STARs that do not connect to theselected runway.

Standard Terminal Arrival Route: TheSTARs are listed on the left side of thedisplay at 1L through 5L. A STAR can beselected by pressing the associated LSK.Once a STAR is selected, a <SEL> indicatorwill appear next to the associated STAR toindicate that it has been selected by thecrew.



Approaches: The available approaches forthe selected airport and STAR are listed at1R through 5R. Pressing the associatedLSK will illuminate a <SEL> indicator on theselected approach to indicate that it hasbeen selected by the crew.

If the ARRIVALS page displayed is for theactive route or for the airport of destination,selecting a STAR or an approach willautomatically insert the appropriate fixes intothe flight plan. To alert the crew that thesechanges have been made, and to allow forverification, the EXEC key will illuminate.Pressing the EXEC key will confirm theselections.

Selection of an ARRIVALS procedure doesnot need to be accomplished during the pre-flight process, but is included here forbalance and clarity. Arrival procedures arenormally selected during the initial approachplanning phase of the flight.

Changing a SID/STAR/RWY: Afterselecting a SID/STAR or RWY, it maybecome necessary to change the procedureas a result of the changing ATCenvironment.

To effect the change, simply bring up theDEP/ARR page using the mode key, andpress the LSK adjacent to the item you wishto change. This will repopulate the list ofavailable options and allow a new selection.

It will be necessary to EXEC the changes inorder to enter them into the flight plan.



FMC FLIGHT PLAN MODIFICATION

Overview: During the course of a flight itoften become necessary to adjust a flightplan in the FMC in order to keep itconsistent with ATC clearances, shortenedroutings or route deviations. Using theappropriate FMC function entry to modify aflight plan greatly reduces crew workloadwhen route of flight changes are necessary.

Direct-To: Direct-To flight plan entriesinstruct the FMC to fly a course direct to aparticular fix. The fix may be part of theactive flight plan, active modified flight path,or it may be off the intended path of flight.

Direct-To routings are useful for shorteningthe route of flight when ATC clearance isobtained to eliminate certain navigation fixesin a stored flight plan, as shown below:

A Direct-To routing is performed bydisplaying the ACT RTE LEGS page or theMOD RTE LEGS page, then entering thedesired fix into the scratchpad. This can bedone by manual entry, or be down-selectingthe fix from the displayed flight plan.

After the desired fix has been entered intothe scratchpad, it should be up-selected to1L by pressing the LSK. This will create aMOD (modification) to the flight plan whichwill be visible in the FMC and on thenavigation display. The flight plan will havebeen modified to eliminate the waypointswhich are being bypassed in the Direct-Tooperation. If the Direct-To fix is the last fix inthe active flight plan, a ROUTEDISCONTINUITY warning will be displayedby the FMC. This warning can beextinguished by selecting the appropriateapproach fixes from the DEP/APP display,or by manually entering additional navigationfixes.

Pressing the EXEC key will confirm thechange, or pressing <ERASE will cancel theDirect-To selection. Once the <EXEC keyhas been pressed, the FMS will be updatedto fly Direct-To the desired fix.

Intercept Course: An intercept course issimilar to the Direct-To operation. Anintercept course instructs the FMC tointercept a particular course before flyingthat course directly to a station.



Intercept Course entries are useful forcomplying with SID and STAR transitions, orfor complying with an ATC instruction suchas, “fly heading 150 until intercepting the290 degree radial to HFD, then fly directHFD.”

Any time ATC or published route procedurescall for the crew to intercept a specificcourse or heading to/from a navigation fix,the Intercept Course entry can solve thenavigation problem simply via the FMC.

An Intercept Course entry is performed byfirst displaying the ACT RTE LEGS or MODRTE LEGS page, then entering the desirednavigation fix into the scratchpad, orselecting it to the 1L position as a DIRECT.

Once the desired station has been enteredinto the scratchpad, it should be up-selectedto 1L in the ATC RTE LEGS page.

This will change the RTE LEGS display toallow for an intercept course entry to beentered into 6R, as shown above.

6R LSK will show the current aircraft groundtrack when it first appears. This line is usedto enter the desired track TO the assignedfix.

In the current example, our flight has beeninstructed to fly a heading of 150 untilintercepting the 290 radial. As such, weenter the inbound course of 110 degrees (290-180 = 110 on the inbound course!)

This will instruct the FMS to intercept thedesired 290 radial TO the fix. The FMS willcompute a great circle course between thecurrent airplane location and the closestpoint of intercept to the desired course. Theairplane will fly this computed course unlessthe crew overrides the computation bemanually entering a heading.

In order to fly the 150 assigned heading tothe intercept, set the HDG but to 150 andpress the knob to trigger HDG SEL mode.Then re-arm LNAV.

Upon crossing the course, LNAV will turnand fly the course TO the fix asprogrammed.

Pressing the EXEC key will confirm thechange, or pressing <ERASE will cancel theIntercept Course selection. Once the<EXEC key has been pressed, the FMS andflight plan will be updated.

If the crew wishes to fly a particular headingor ATC assigned course until intercept, thiscan be accomplished by selecting thatheading in the MCP heading selectorwindow and pressing the HDG knob.

If LNAV is armed, LNAV will engage andbegin tracking the inbound course when the



aircraft approaches the intercept courseentered into 6R.

Inserting A Navigation Fix: During flight itmay become necessary to insert a newnavigation fix into the flight plan in order tocomply with ATC procedures or instructions.

This is accomplished by first displaying theRTE LEGS page for the active route (pressthe LEGS key on the FMC/CDU keypad.)The fix identifier can then be typed directlyinto the RTE LEGS page scratchpad, andup-selected to the desired line of the flightplan.

When up-selecting a navigation fix to anexisting flight plan, the FMC will add the newfix to the line selected, and move allfollowing navigation fixes down in thesequence. When inserting fixes into a flightplan, the FMC will display a set of promptboxes in the line immediately following thenew fix, along with the message ROUTEDISCONTINUITY. This alerts the crew thatthey must confirm for the FMC whichnavigation fix will follow the newly added fix.

In order to continue navigating normally, theroute discontinuity must be removed bytelling the FMC which fix is to follow thenewly added fix.

To collapse flight plan and remove thediscontinuity, down-select the desired fix tothe scratch pad, then up-select it to the linewith the prompt boxes for the routediscontinuity.

To confirm the continuation of the route, thewaypoint identifier for the next fix in thedesired route sequence should be down-selected to the scratchpad by pressing theassociated LSK. This fix identifier can thenbe up-selected to the line containing theprompt boxes. The FMC will then re-sort theflight plan to allow the updated routing.

Pressing the EXEC key will confirm thechange or pressing <ERASE will cancel theIntercept Course selection. Once the<EXEC key has been pressed, the FMS andflight plan will be updated.

Deleting a Navigation Fix: Navigationfixes can be deleted from the active flightplan using similar methods.

From the RTE LEGS page, use the NEXTPAGE/PREV PAGE keys until the desired fixis displayed on the page, then press theDEL key on the FMC/CDU keypad.

The DELETE prompt will appear in thescratchpad, indicating that the next LSKpressed will cause deletion of thatassociated flight plan navigation fix.



The desired fix can then be deleted bypressing the associated LSK. This willcause the FMC produce a modification tothe active route which eliminates that fixfrom the flight plan.

When deleting fixes from a flight plan, theFMC will display a set of prompt boxes inthe line immediately following the deleted fix,along with the message ROUTEDISCONTINUITY. This alerts the crew thatthey must confirm the route continuity at thepoint of the deleted navigation fix.

To confirm the continuation of the route, thewaypoint identifier for the next fix in thedesired route sequence should be down-selected to the scratchpad by pressing theassociated LSK.

This fix identifier can then be up-selected tothe line containing the prompt boxes. TheFMC will then re-sort the flight plan to allowthe updated routing.



FMC TAKEOFF PROCEDURES

Overview: The FMC provides a number offunctions to assist with the takeoff planningprocess. Specifically, the FMC is capable oftaking input from the crew for calculatingtakeoff speeds, engine thrust limits, enginetakeoff thrust derates and autothrottlemanagement.

These features are used as part of thenormal pre-takeoff process, and aredescribed below.

THRUST LIM Page: The thrust limit pageprovides the crew with the ability to manuallyselect the thrust modes which will be usedby the FMS to provide thrust limits andthrust commands to the autothrottle servos.

The THRUST LIM page is displayed bypressing the THRUST LIM prompt when theINIT/REF INDEX page is displayed, or bypressing the 6R THRUST LIM> prompt fromthe PERF INIT page during pre-flight. Asample THRUST LIM page is shown below:

The THRUST LIM page displays threetakeoff thrust limit options at lines 2Lthrough 4L. Lines 2R through 4R displayclimb thrust limit options.

The top of the THRUST LIM displayprovides an entry point for a pilot-enteredassumed temperature at 1L, a currentoutside air temperature reading in the centerof line 1, and a Thrust Limit Mode indicatorin line 1R.

Pilot Entered Assumed Air Temperature:The 1L key provides the crew with the abilityto enter an assumed air temperature (SEL).

Valid entries are one or two digit entriesfrom 0 to 99. This field cannot be changedonce the aircraft exceeds sixty five knots, orafter autothrottle engagement. The field willbe removed once the aircraft becomesairborne.

How is this used?: If planning a takeoffduring a period of time when thetemperature is changing rapidly, or if theairplane is currently parked in an area wherethe ambient temperature is expected to bedifferent than the temperature encounteredon the runway, it is prudent to enter thetemperature that it is expected the takeoffwill be conducted in.

For example, if the airplane is parked in theshade of a large hangar, but the runway is indirect sunlight on a hot day, it can beexpected that there will be a performanceimpacting temperature difference betweenthe current OAT (shown on the screen) andthe assumed temperature.

Outside Air Temperature: The Air DataComputer measured OAT is displayed in thecenter of row 1.

Thrust Limit Mode: The currently selectedthrust limit mode is displayed in small font inthe header line for 1R. In addition, the N1%limit for this thrust mode is displayed in largefont at 1R. If the thrust limit mode has beenreduced by the assumed temperature entry,the thrust limit mode entry will be precededby the “D-“ derate indicator.

Following are the available thrust limitmodes:

TO TakeoffTO 1 Takeoff 1TO 2 Takeoff 2GA Go-AroundCON ContinuousCRZ CruiseCLB ClimbCLB 1 Climb 1CLB 2 Climb 2



Takeoff thrust and Takeoff thrust Derates:Lines 2L through 4L show the availabletakeoff thrust limit modes which may beselected by the crew. In order, they are:

• TO: Takeoff is the normal takeoff thrustmode.

• TO 1: Takeoff 1 is the 5% deratedtakeoff thrust limit mode.

• TO 2: Takeoff 2 is the 15% deratedtakeoff thrust limit mode.

The takeoff thrust limit mode is selected bypressing the associated LSK. When a modeis selected, the <SEL> indicator will move tothe associated line to indicate which mode iscurrently selected. In addition, the takeoffthrust limit mode will be displayed in 1R.Selecting either TO 1 or TO 2 will overrideany assumed air temperature figure enteredinto 1L by the crew.

Climb Thrust and Climb Thrust Derates:Lines 2R through 4R show the availableclimb thrust limit modes which may beselected by the crew. In order, they are:

• CLB: Climb is the normal climb thrustmode.

• CLB 1: Climb 1 the 10% derated climbthrust limit mode.

• CLB 2: Climb 2 is the 20% derated climbthrust limit mode.

The desired climb thrust limit mode is armedby pressing the associated LSK. When amode is selected, the <ARM> indicator willmove to the associated line to indicate whichmode is currently armed.

If a derated takeoff thrust limit was selected,the FMC will automatically suggest anoptimal climb thrust derate given currenttemperature or assumed temperatureentries. This mode can be changed bysimply selecting a different climb thrustmode.

In Flight Thrust Modes: When airborne, theTHRUST LIM page will not display takeoff orclimb thrust modes. These modes will bereplaced by the in-flight thrust limit modes.

These modes will be displayed in lines 1Lthrough 3L of the THRUST LIM page, andare as follows:

• GO AROUND: Go around thrust limit.

• CONTINUOUS: Continuous maximumallowable thrust limit.

• CRUISE: Cruise limit thrust .

Go around thrust is a limit mode provided forgo around conditions, where high enginethrust settings are required for a short periodof time.

Continuous thrust limit mode provides thehighest thrust output possible from theengines in continuous operation. This modeis useful in situations involving a singleengine failure while the aircraft is at highgross weights, or multiple engine failures athigh cruise altitudes. This thrust limit modewill provide the highest thrust outputpossible without damaging the remainingengines.

Cruise thrust limit mode is the normaloperating thrust limit mode for normal cruiseflight operations.

TAKEOFF REF Page: The TAKEOFF REFpage provides information pertaining totakeoff performance and settings. Thisinformation includes such settings as flapacceleration height, engine out accelerationheight, thrust reduction height, runway slopeand wind condition information, runwaycondition, takeoff speeds, trim and runwayposition shift information.

Flap Setting/Flap Acceleration Height: Theplanned flap setting (flaps 10 or flaps 20)



can be entered at line 1L, along with thedesired flap acceleration height. If an invalidtakeoff flap setting is entered manually at1L, an error message will be generated.The takeoff flap setting must be correct inorder for the FMC to generate the correcttakeoff speeds.

The flap acceleration height is entered infeet, and indicates the altitude above fieldelevation at which the crew desires to beginacceleration to climb speeds. Thisinformation will be used by VNAV todecrease pitch and begin the accelerationprocess. Valid entries range from 400 to9999 feet.

This height should take into considerationfactors such as terrain elevation surroundingthe departure airport, noise abatementrequirements and the desire to have at least1500 feet of altitude above airport elevationbefore reducing the initial climb rate in orderto accelerate for flap retraction.

Engine Out Acceleration Height: The crewmay manually select an engine-outacceleration height by entering the valueinto line 2L. This is the height at which theflight director and VNAV will begin todecrease pitch for acceleration and flapretraction in the event of an engine failureduring takeoff. Valid entries range from 400to 9999 feet.

This height should take into considerationfactors such as terrain elevation surroundingthe departure airport, as well as the ability ofthe airplane to climb effectively on 3 enginesgiven the departure weight of the aircraftand the navigation procedure required to beflown after departure. This altitude willnormally be slightly lower than the standardFlap Retraction/Acceleration height.

Thrust Reduction: The thrust reductionaltitude described in 3L describes thealtitude or flap setting at which thrust is

reduced from the takeoff setting to the climbsetting. This will occur automatically ifVNAV and the autothrottle are engaged.The armed thrust mode, as selected in theTHRUST LIM page, is displayed at thecenter of line 3. This indicates which thrustmode the FMC will use when it begins toreduce power from the initial takeoff setting.

Valid entries for thrust reduction can be anyaltitude between 400 and 9999 (feet abovefield elevation) or any flap position entrysuch as 1, 5. An entry of 5 will arm thethrust reduction to commence when theflaps are retracted past 5 degrees in flight.

Wind/Slope: Line 4L provides runwaywind/slope information to enhance takeoffperformance computations on slopedrunways, or runways with aheadwind/tailwind component. A headwindis described by the ‘H’ indicator, followed bythe headwind component. A tailwind isdenoted by the use of a ‘T’ indicator.

The FMC will use this information to adjustthe calculated takeoff performance.

Runway upsweep and downslide isindicated by a U or a D respectively.

Runway Condition: Line 5L allows for pilotentry of the takeoff runway condition. Thisinformation is used by the FMC during thetakeoff speed calculation process. Validentries are DRY for dry and unclutteredrunways, and WET for wet or clutteredrunways.

Takeoff Speeds: V1, VR and V2 referencespeeds are displayed in lines 1R through3R. The speeds are initially displayed insmall font, to indicate that they have beencomputed by the FMC based on pilotentered performance initialization.

The crew is responsible for validating theaccuracy of these computed takeoff speedsby manually checking them against themanufacturer specified takeoff speeds.

Takeoff speed should be confirmed to theFMC by pressing each of the three LSKsindividually after the speeds have beenverified. Once confirmed, the speeds will bedisplayed in LARGE font.



Takeoff speeds can be overridden ormanually entered by the flight crew ifdesired. Valid entries are any three digitnumber from 100 to 300.

If any changes are made to the takeoffperformance initialization after the V1, Vr,V2 speeds have been selected, the FMC willautomatically remove them and display a VSPEEDS DELETED warning. This is anindication to the crew that it is necessary toreturn to the TAKEOFF REF page andrevalidate the takeoff performance.

Stabilizer Trim / Center of Gravity: Thecenter of gravity and stabilizer trim settingsare displayed on 4R. The CG value will beremoved once the airplane is airborne.

Position Shift on Runway: Line 5R allowsfor pilot entry of an updated position alongthe planned departure runway. Thisprocedure is used to update the FMS thatthe aircraft is not entering the takeoff rollfrom the threshold of the planned runway,and instead may be using an intersectiondeparture. The position update functionallows the pilot to enter a valuerepresentative of ‘distance from actualrunway threshold’ to alert the FMS at thetime the TO/GA switch is pressed.

This feature is not currently modeled in thePMDG 747-400.



FMC CLIMB OPERATIONS

Overview: The FMC provides a number ofmethods to assist the crew in planning,managing, and effecting a precise andeconomical climb regime of flight. The FMCaccepts climb performance demands fromcrew member entries, and adjust aircraftperformance via the FMS and autothrottleservos.

CLB Page: The climb page allows crewaccess to current and upcoming climbconditions and climb profile information.The active climb speed mode is alwaysdisplayed in the CLB page.

The CLB page is accessed through theVNAV key on the FMC/MCDU keypad. Atypical CLB page is shown below:

CRZ ALT: The cruise altitude is displayed at1L with the header of CRZ ALT. The currentcruise altitude is displayed if one has beenselected and CLB is the active mode. If thecurrent altitude is not displayed, 1L willcontain prompt boxes which can be replacedby up-selecting the desired cruise altitudefrom the scratchpad.

Speed Mode: The currently selected cruisespeed mode is displayed in small font at 2L,along with the selected Mach number andcalibrated airspeed.

Modes displayed at 2L include:

• ECON SPD: Economy speed mode.

• SEL SPD: Manually selected speedmode.

• MCP SPD: MCP speed mode.• LIM SPD CLB: Limit speed climb• E/O SPD: Engine Out speed mode.

ECON CLB is the default climb mode, andwill provide the best economy in the climbgiven the current aircraft configuration andcost index. The ECON CLB mode can beselected by pressing the <ECON promptwhen the speed mode is not active.

SEL SPD mode is initiated whenever aspeed restriction is being observed.

MCP SPD CLB is initiated by setting aspeed in the MCP window and pressing theMCP speed knob.

LIM SPD CLB is active when the desiredspeed is greater than the maximum aircraftspeed, or less than the minimum speedallowed for the current aircraft configuration.This mode is displayed when the FMS ispreventing overspeed or stall buffet speedsfrom being flown.

E/O CLB is active when the ENG OUT> LSKhas been pressed following an engine failurein the climb. E/O CLB will provide the bestclimb gradient speed given the currentaircraft configuration.

Speed Transition: The speed transition isdisplayed in line 3L. The transitionspeed/altitude defaults to 250/10000, but willchange to reflect a higher performance limitspeed of the aircraft if aircraft speedperformance is a factor due to high grossweights.

Speed Restriction: The SPD RESTR fieldsat 4L allow for manual crew entry of aspeed/altitude restriction. Valid entries inthis line follow the format:

SSS/AAAAA



Where SSS is the CAS speed restriction,and AAAAA is the valid altitude for therestriction.

Next Climb Constraint: Line 1R displays thenext climb constraint called for by the FMCprogrammed flight plan. The header line for1R shows ‘AT’ and the name of the nextnavigation fix. This line will be blank if noclimb constraint exists at the listednavigation fix.

Climb constraints will be displayed in theSSS/AAAAA format, with the above or belowmodifier attached to the altitude.

Direct entry of a speed/climb constraintcannot be entered directly from this page,and must be entered in the RTE LEGSpage.

Transition Altitude: Line 3R displays thetransition altitude. This value defaults to5000 feet MSL, but can be changed by up-selecting a new value from the scratchpad.

Maximum Climb Angle/Maximum Altitude:The speed which will yield the maximumclimb angle given the current aircraftconfiguration is displayed in line 4L.

In the event of an engine failure, the MAXANGLE speed will be replaced with theengine out maximum altitude figure for thecurrent aircraft configuration.

Engine Out Climb Mode: Selecting the ENGOUT> prompt at 5R will result in FMCcalculation of engine-out speed schedules,performance predictions and guidance.When selected, the FMC will detect whichengines are not operating, and adjustperformance predictions and guidanceaccordingly. If the FMC detects that allengines are operating, then performancepredictions for a single outboard enginefailure will be used.

All Engine Climb Mode: If the ENG OUT>prompt was selected, it will be replaced withthe ALL ENG> prompt. Selection of thisprompt will return FMC calculations to an allengines operating mode.

Climb Direct: In cases where the altitudeselected in the MCP altitude window

exceeds an altitude restriction defined onthe RTE LEGS page, the CLB DIR> promptwill be displayed at 6R. This prompt allowsthe crew to delete all climb restraints belowthe MCP selected altitude.

This feature can be used when the route offlight has programmed altitude climbconstraints which are cancelled by an ATCcommand to “climb and maintain” a higheraltitude.

When CLB DIR is selected, the EXEC lightwill illuminate to indicate that the action mustbe confirmed by the crew. When the EXECkey is pressed, the FMC will initiate a climbdirectly to the MCP entered altitude, and willcancel all altitude constraints between theairplane and the MCP selected altitude.

FMC Climb Profile Logic: The FMC isprogrammed for a default climb logic whichwill select a 250 knots or minimum cleanairspeed for a climb to 10,000 feet, followedby an economy climb to cruise altitude. Thecrew may modify this climb profile via theRTE LEGS page.

In the event that the FMC cannot complywith the next altitude restriction programmedinto the RTE LEGS page, (either due to rateof climb or speed related concerns) theprompt UNABLE NEXT ALT will bedisplayed.

FMC Climb / MCP Altitude SelectorInteraction: The process which the FMCuses to process input from both the FMCprogrammed flight plan and the MCPAltitude Selector is called “AltitudeIntervention.” This process allows fordeletion of altitude constraints using theMCP knob, as well as level off/resume climboperations.



Constraint Deletion: If the airplane isclimbing, the pilot may select an altitude inthe MCP altitude window that is between thecurrent aircraft altitude and the programmedcruise altitude. Doing so will delete the nextaltitude constraint between the aircraftaltitude and the MCP selected altitude.Subsequently pressing the MCP altitudeknob will delete, one at a time, anyadditional altitude restrictions between theaircraft and the MCP selected altitude.

Level Off/Resume Climb: If the MCPaltitude knob is set to an altitude that islower than the programmed cruise altitude,the aircraft will level off at the MCP selectedaltitude. To resume the climb, a higheraltitude should be dialed into the MCPaltitude window and the MCP altitude knobshould be pressed.

Cruise Altitude Changes: Cruise altitudechanges can also be effected via the MCPaltitude knob. Selecting a higher cruisealtitude in the MCP altitude window andpressing the MCP altitude knob willautomatically update the cruise altitude tothe MCP altitude window selected altitude.



FMC CRUISE OPERATIONS

Overview: Use of the FMC for cruise flightgreatly reduces en-route pilot workload, andsimplifies the process of providing thegreatest level of operating economy possiblewith the aircraft. The Cruise capabilities ofthe FMC include fuel management, engineout operations, VNAV cruise modes andaltitude step climb operations.

CRZ Page: The CRZ page provides thecrew with access to current and upcomingcruise profile information. Informationdisplayed in the CRZ page includes thecurrent commanded cruise altitude, cruisespeed, N1% target settings, step climb size,next step to fix, next waypoint ETA and fuel,optimum and maximum cruise altitude andengine out cruise setting information.

A sample CRZ page is shown below:

Speed Mode: The active speed mode isdisplayed in the title line of the CRZ pagedisplay. The prefix ACT indicates that thecruise performance mode is active.

Cruise performance modes which may bedisplayed are as follows:

ECON: The economy cruise performancemode is the default cruise performancemode, and will yield the lowest aircraftoperating cost based on the cost indexselected. ECON cruise is only availablewhen all engines are operating.

MCP: MCP selected speed cruiseperformance mode allows the pilot to select

the cruise speed based on the MCP speedwindow setting. This mode is initiated byselecting a desired speed in the MCP speedwindow and pressing the MCP speed knob.

LIM SPD: The limit speed cruiseperformance mode is activated when thetarget speed exceeds either the upper orlower limits of the aircraft speedperformance limitations envelope.Examples include overspeed or buffetmargins. The LIM SPD indicator will bevisible in any cruise operation where theFMC is providing speed envelope protection.

E/O: The Engine Out cruise performancemode provides the best cruise altitudeperformance in either the single engine outor double engine out operation. This modeis selected by pressing the ENG OUT>prompt after an engine failure in flight.

LRC: Long range cruise mode can beselected for long flights where speed istraded in order to maintain fuel efficiency forlong range flight. To activate LRC, press theLRC prompt at 6L, then EXEC the changewhen the EXEC key illuminates.

Each of the cruise performance modes listedabove will also use a VNAV cruise functionin order to provide for vertical guidance.The current VNAV cruise mode is alsodisplayed in the title line of the CRZ page,and the modes are as follows:

CRZ: Cruise operation is indicated whenthe airplane is in level flight with all enginesoperative.

CRZ CLB: Cruise climb is indicated whenthe airplane is climbing to a specified targetaltitude as defined by a step climb or MCPselected target altitude change.

CRZ DES: Cruise descent is indicatedwhen the airplane is descending to aspecified target altitude as defined by theFMC entered flight plan, or by a MCPselected target altitude change.



D/D: Drift down is indicated when the FMCbegins a drift down procedure due to enginefailure at high altitude. The D/D mode willremain as the active VNAV cruise mode untilthe maximum engine out altitude has beenreached and the aircraft has leveled out.

Cruise Altitude: Line 1L of the CRZ pageshows the current selected cruise altitude.This information will always be displayedunless a descent mode is activated. Promptboxes in the CRZ ALT line indicate that crewentry of cruise altitude is required.

Cruise Speed: As long as an active cruisealtitude is selected and the aircraft is notdescending, line 2L of the CRZ page willdisplay the current cruise mode in small font.The current target cruise speed will be indisplayed in both CAS and Mach formatusing large font.

N1% Target: The N1% target is displayed inline 3L. This figure is calculated by the FMCas the target N1% setting based on currentaircraft altitude, speed and gross weight.

Step Size: Line 4L displays the currentlyselected step size. The value of the step willreflect either a crew entered value or ICAO,for a default 2000 foot ICAO defined stepsize. This value can be changed directly beup-selecting a new, four digit integer that isa multiple of 1000.

If step climbs are not desired, a value of 0should be entered into this field.

Step To Next Altitude: The next anticipatedstep fix is displayed in line 1R of the CRZpage. This information allows the crew toplan for upcoming step climb procedures. Ifthe step climb was derived by the FMCbased on the step size schedule, the altitudewill be displayed in small font. If the stepclimb was pilot entered, it will appear inlarge font.

The Step To field cannot be manuallyupdated until after the aircraft has passedthe last planned step climb waypoint, orwhen an altitude is displayed on this line insmall font.

Entries to this field are made in a standardaltitude format into the scratchpad and up-selected to the appropriate line.

Step Climb Condition Indicator: Line 2Lprovides the crew with information related toupcoming step climb status. One of thefollowing will be displayed in 2L:

NOW: Indicates that the aircraft hascrossed the specified fix and a step climb tothe next step altitude can be commenced.

AT: Indicates that a step climb to the stepaltitude entered in line 1R can take place atthe specified location/fix.

AVAIL AT: Indicates that a step climb to thestep altitude entered in line 1R cannot takeplace at the specified location/fix. This ismost likely due to MAX ALT restrictions.The displayed DTG/ETA figures indicatewhen the planned step climb may beinitiated.

TO T/D: Indicates that the aircraft is within200 miles of the top-of-descent point. Thedisplayed DTG/ETA is to the top-of-descentpoint.

TO AAAAA: Indicates that the airplane ismore than 200 miles from the top-of-descentpoint, but that an engine out drift downprocedure is in progress. AAAAArepresents the new cruise altitude ascalculated by the FMC.

NONE: Indicates that the FMC hasdetermined that no step climb is necessary,or that no step climb should be made.

Next Waypoint ETA/Fuel: Line 3R displaysthe current ETA for crossing the nextwaypoint in the flight plan. This line alsodisplays the expected fuel–on-board figureat the time of waypoint crossing. Fuelcomputations are made under theassumption that all intermediate step climbswill be performed as normal.

Optimum/Maximum Altitude: Line 4Rdisplays the FMC computed optimum cruisealtitude and maximum cruise altitude.



Optimum cruise is calculated based oncurrent aircraft configuration, cost index, triplength and cruise mode.

Maximum cruise altitude is calculated basedupon the highest usable altitude given thecurrent aircraft configuration, thrust limits,cruise mode, buffet limits and maximumoperating speed.

These figure will be automatically adjustedby the FMC in the event of an engine failureduring the cruise portion of the flight.

Engine Out Cruise Operation: In the eventof an engine failure in flight, selecting theENG OUT> prompt at 5R will instruct theFMC to provide engine-out speedschedules, performance predictions andflight guidance.

In the event that the aircraft is above themaximum engine out altitude at the time ofthe engine failure, the cruise altitude willautomatically be lowered to the engine outmaximum altitude.

Step Climb Operations: Although stepclimb capability and step climb points arecalculated by the FMC, the responsibility foractually performing the step climb rests withthe crew.

Step climbs are executed by changing theMCP altitude window to reflect the desirednew cruise altitude. Pressing the MCPaltitude knob will cause the FMC to enter acruise climb.

No step climbs can be executed without pilotinteraction.

The FMC makes fuel and flight performancecalculation based on the assumption that allstep climbs will be made. If flight conditionspreclude making the appropriate stepclimbs, the step climb indicator should bereset to 0.

Two methods can be used for computingand effecting step climbs.

Optimum Step Climb: The optimum stepclimb looks to gain the greatest benefit fromairplane performance improvement as fuelweight is burned off. Because drift climbs

are not practical in the controlled airspaceenvironment, the FMC will attempt toaverage out aircraft performance byproviding step climbs which will most closelyapproximate a drift climb.

The FMC will calculate the step pointsneeded based on factors such as cruiseperformance mode and current aircraftweight, and will compute climbs based onICAO step size or the step interval enteredinto the FMC.

The step climb will be calculated to the nextstep altitude, but cannot exceed themaximum altitude upon reaching that steppoint. No step climbs will be initiated within200 miles of the top-of-descent.

Planned Step Climb: Planned step pointsare specified by the crew using crew enteredmodifications in the RTE LEGS page of theFMC. A planned step entry is made on theRTE LEGS page by entering the stepaltitude at a specific waypoint followed by ‘S’to indicate a step point. The FMC will followplanned steps in the flight plan until nofurther planned steps are encountered. Ifthe FMC determines that further step climbscan be made, they will be computed underthe optimum step climb calculationdescribed earlier.

Cruise Altitude Modification: Theselected cruise altitude can be modifiedeither by direct entry into the CRZ page, orby selecting a new altitude using the MCPaltitude knob. (Pressing the knob willcommand the altitude change.)

If the MCP altitude is set to an altitude that ishigher than the current cruise altitude, thecruise altitude will be updated to the newaltitude. If the MCP altitude is set to analtitude that is lower than the current cruisealtitude and the aircraft is more than 50miles from the top-of-descent, the cruisealtitude will be updated to the new altitudeand a descent commenced.

If the MCP altitude is set to an altitude that islower than the current cruise altitude and theaircraft is within 50 miles of the top-of-descent, an early descent will be initiated ata rate of 1250 fpm until the normal descentpath is intercepted.



FMC DESCENT OPERATIONS

Overview: The FMC descent capabilitiesprovide for descent planning and execution.A planned descent can only exist when alateral route containing at least one descentconstraint is active in the RTE LEGS page.

The descent planning features of the FMCallow the crew to set speed transitions,descent path restrictions, and waypointdependent speed and altitude constraints.

CRZ Page: The CRZ page displayed whenpressing the VNAV key on the FMC containsa single item to help crews maintainawareness of the beginning of descentphase. On line 3, the FMC will display a TOT/D to count down distance to the Top ofDescent point for the flight.

DES Page: The descent page provides thecrew with access to descent planning andinformation. The DES page is selected bypressing the VNAV key on the FMC/MCDUkeypad. The NEXT PAGE/PREV PAGEkeys may need to be used if the aircraft isstill at cruise altitude. A sample DES pageis displayed below:

The following information is provided on theDES page:

E/D AT: The End of Descent At informationdisplayed in 1L describes the altitude andwaypoint at which the descent is planned toend.

ECON SPD: Line 2L contains the descentspeed mode information. The currentdescent speed mode is displayed in smallfont in the 2L header line. The descentspeed is displayed in large font, in theCAS/Mach format.

Descent speed modes available are:

ECON DES: The economy descent modewill yield the lowest aircraft operating costbased on the entered cost index. TheECON DES mode will attempt to provide anidle thrust descent unless wind conditionsencountered during the descent requirethrust.

MCP SPD DES: The MCP selected speeddescent mode is a pilot selected descentspeed mode. To initiate this mode, the pilotpushes the MCP speed select knob. Thespeed of the descent can then be adjustedby selecting the desired speed in the MCPspeed selector window.

LIM SPD DES: The limit speed descentmode becomes active in cases where thetarget descent speed exceeds thecapabilities of the airframe in either theoverspeed regime, or the stall buffet margin.The limit speed is flown by the verticalguidance function.

END OF DES: The prompt END OF DES isdisplayed in the descent speed mode linewhen the aircraft has passed theprogrammed end of descent constraintwaypoint.

SPD TRANS: Line 3L displays the speedtransition altitude. The line contains thetransition speed, followed by the transitionaltitude in a SSS/AAAAA format. This field



may not be updated manually, but it may bedeleted by pressing the FMC/MCDUDELETE key, then pressing 3L.

SPD RESTR: Line 4L provides the crewwith the ability to enter an altitudedependent speed restriction. The linecontains transition speed, followed by thetransition altitude in a SSS/AAAAA format.The altitude entry must be an altitude belowthe cruise altitude, but above the End ofDescent altitude.

AT: Line 1R contains the descent constraintwaypoint as defined in the RTE LEGS pageof the flight plan. The header line contains‘AT’ followed by the navigation fix identifierto which the descent constraint is assigned.The constraint is displayed in the DES pageexactly as it appears in the RTE LEGSpage. The descent constraint cannot beupdated or changed from the DES page, butit may be deleted. Deleting the constraintwill remove it from the lateral route.

DES NOW: When the aircraft is notcurrently descending, but the MCP altitudeselector is set below the current altitude, theDES NOW prompt will be displayed at 6R.The DES NOW> prompt deletes allclimb/cruise constraints and commences anearly descent. The rate of descent will beapproximately 1250 feet per minute until theaircraft intercepts the originally plannedvertical descent path which would havecommenced at the top-of-descent mark.

DES DIR: When the aircraft is descendingand the MCP altitude selector is set belowthe current aircraft altitude, the DES DIR>prompt will be displayed. Pressing theassociated LSK will delete all altitudeconstraints between the aircraft and theMCP selected altitude and the FMC willcommand a descent to reach the MCPaltitude. Upon reaching the MCP selectedaltitude, the vertical guidance function of theFMC will capture the originally computedvertical path for the remainder of the

descent. Unless deleted or modified, allremaining descent constraints will beadhered to.

OFFPATH DES: The offpath descent pageprovides access to “Clean” and speed brakedirect descent profiles if the crew does notwish to use the FMC calculated descentpath. This page can be access through the<OFFPATH DES prompt in 6L of the DESpage or DESCENT FORCASTS page.

DESCENT FORECASTS Page: TheDESCENT FORCASTS page allows thecrew to enter and use forecast values forwind, transition level, anti-ice settings anddescent wind direction information. Asample DESCENT FORECASTS page isshown below:



The following information is provided on theDESCENT FORECASTS page:

TRANS LVL: The transition level for thedestination airport is displayed in 1L. Thetransition level can be modified by up-selecting from the scratchpad.

ALT and WIND DIR/SPD: Lines 2 through 5contain pilot entered wind direction andspeed information for specific altitudes.Altitude entries can be entered and up-selected in either the FLAAA or AAAAAformat. Wind direction and speedinformation can be entered and up-selectedin a DDD/SSS format.

During the initial data entry, wind speedsmust be entered in conjunction with winddirection. For subsequent entries, however,partial entries containing only a direction oronly a speed update can be made.

Wind altitude speed and direction entries aremade by the crew, and assist the FMC incomputing the descent profile as defined inthe flight plan.

Descent Profile Logic: The defaultdescent profile logic is to effect an economydescent form cruise altitude to the transitionaltitude. After passing through the transitionaltitude, 240 knot descent is commanded.The crew may manually override the defaultdescent profile through the use of speedand/or altitude constraints entered into theRTE LEGS page. The descent profile canalso be modified using the MCP speedand/or altitude selector knobs. Acombination of RTE LEGS entries and MCPselections can be used to adhere to ATCinstructions, or to expedite the descentprofile as needed.

During the descent, the aircraft willoccasionally reach the descent limit speedregime while attempting to maintain thecalculated vertical profile. This can occur asa result of headwinds or tailwinds, or windforecasts not being entered correctly in theDESCENT FORCASTS page. The DRAGREQUIRED prompt is generally a goodindication of a tail wind condition or descentovershoot, while the THRUST REQUIREDprompt generally indicates headwinds, ordescent undershoot.

In cases of descent undershoot andovershoot, once the aircraft reaches the limitspeeds (upper or lower limits) the verticalguidance function of the FMC will commandthe aircraft to depart the planned verticalprofile while maintaining a descent that mostclosely follows the planned descent profile.

Adding drag or thrust as required willnormally return the aircraft to the planneddescent path.

FMC Descent / MCP Altitude SelectorInteraction: The process which the FMCuses to process input from both the FMCprogrammed flight plan and the MCPAltitude Selector is called “AltitudeIntervention.” This process allows fordeletion of altitude constraints using theMCP knob, as well as level off/resumedescent operations.

Constraint Deletion: If the airplane isdescending, the pilot may select an altitudein the MCP altitude window that is betweenthe current aircraft altitude and theprogrammed end of descent altitude. Doingso will delete the next altitude constraintbetween the aircraft altitude and the MCPselected altitude. Subsequently pressingthe MCP altitude knob will delete, one at atime, any additional altitude restrictionsbetween the aircraft and the MCP selecteddescent altitude.

Level Off/Resume Descent: If the MCPaltitude knob is set to an altitude that isbetween the current airplane altitude and theend of descent altitude constraint, theaircraft will level off at the MCP selectedaltitude. To resume the descent, a loweraltitude should be dialed into the MCPaltitude window and the MCP altitude knobshould be pressed.



FMC APPROACH PROCEDURES

Overview: The FMC approach initializationprocess can assist in the effective transitionfrom the descent to the approach andlanding phase of flight. The FMC providesthe crew with rapid approach calculations forweight/speed data and provides referenceinformation for the touchdown.

APPROACH REF Page: The approachpage provides the crew with informationdirectly related to the final approach tolanding process. A sample APPROACHREF page is shown below:

The following information is provided on theAPPROACH REF page:

GROSS WT: Line 1L provides the currentairplane gross weight in thousands ofpounds unless the figure has been manuallyadjusted by the crew. Manual adjustment ofthe GROSS WT figure is accomplished byup-selecting a manually entered figure fromthe scratchpad. Valid entries are three digitswith an optional decimal point. Crewentered GROSS WT values are used forpredictive purposes only, and do not affectaircraft computation of actual gross weight.

Runway Length: Line 4L contains runwayreference information to assist the crew inplanning the touchdown and stopping phaseof flight. The header line in 4L will displaythe ICAO airport identifier, followed by therunway number and L/C/R designator.

Runway length reference information isprovided in large font in 4L, and is displayedin both feet and meters.

FLAPS/VREF: The Vref reference speedsfor both the flaps 25 and flaps 30 settingsare provided in lines 1R and 2Rrespectively. These Vref values are directlyreported from the aircraft performancedatabase, and will change as the GROSSWT figure in 1L changes.

FLAPS/SPEED: After reviewing theinformation contained in the APPROACHREF page, the crew can select the desiredlanding flap setting by down-selecting fromeither 1R or 2R, then up-selecting thisinformation to 4R.

Additionally, the crew may manually enter adesired flap setting/Vref speed by enteringthe information into the scratchpad in theformat FF/SSS.

If it becomes necessary to update the flapsetting/speed entered into 4R, either the flapsetting or the speed value may be updatedindividually. It is necessary, however, toenter them together initially.

The pilot selected flaps setting/Vref speedselector can be deleted by pressing theFMC/CDU DELETE key, the pressing 4R.This will cause the normal speed tape on theprimary flight display to show both the flaps25 and flaps 30 Vref speeds.



FMC RADIO OPERATIONS

Overview: The radio tuning function isalmost entirely managed by the automatedlogic functions of the FMC. This alleviatesthe crew from having to manually tunesuccessive radio navigation aids, and allowsgreater concentration to be placed onterminal navigation procedures, as well astraffic awareness. Understanding what theautomated FMC navigation radio functioncan and cannot do, however, will help thecrew to gain the most from the FMC radiotuning system.

NAV RADIO Page: The NAV RADIO page,displayed below, provides an overview ofhow the navigation radios are currentlytuned, as well as the ability to manually tunethe radios should the crew desire.

VOR L/R: Lines 1L and 1R providefrequency tuning information for the left andright VHF navigation radios. The currentlytuned VOR station frequency is displayed inlarge font, along with the frequencyidentifier, if the FMC auto-tuning functionwas able to identify the VHF transmitter.

Directly between the frequency and stationidentifier information, a small font tuningindicator allows the crew to determine whattype of tuning mode is currently beingemployed by each VHF radio.

A: Auto-selection. The FMC hasautomatically selected a navaid which willyield the best position and cross radialnavigation update information due to it’sposition relative to the path of intendedflight.

M: Manual selection. The displayed stationor frequency was tuned manually be up-selecting the frequency from the scratchpad.

P: Procedure selection. This FMC selectednavigation aid was selected because it isrequired by the active flight plan procedure.(Can be true of SIDs, STARs, Cruise flightor approach.)

R: Route selection. This FMC selectednavigation aid was selected because it is thenext VOR on the flight plan within 250nautical miles of the airplane or the intendedpath of flight.

VOR navigation information can be updatedmanually in a number of formats.

• Navaid Identifier Name (NNNN)• VOR/DME Frequency (FFF.FF)• Frequency/Course (FFF.FF/CCC)• Navaid Identifier/Course (NNNN/CCC)

A manual entry in the above formats willresult in the closest matching navaid beingtuned. If entered, the corresponding courseinformation will be entered in 2L/Rrespectively.

If a manually entered VHR navaid is deleted,the corresponding VHF radio channel willrevert to auto-tuning mode.

CRS: Line 2L and 2R each display thecurrent navigation course information relatedto manual, procedure or route tunednavigation fixes in lines 1L and 1Rrespectively. This information is notdisplayed for autotuned navigation aids.Course information can be updatedmanually by up-selecting a three digit coursefrom the scratchpad.

RADIAL: The current radial being receivedfrom the navigation fix tuned in either 1L or1R is displayed in the center of line 2.

ADF L/R: Line 3L/R displays ADF tuninginformation. ADF frequencies are displayedin four digit format, and can be manuallyupdated from the scratchpad if desired.



Course information cannot be selected whenmanually tuning ADF frequencies.

ILS-MLS: Line 4L displays the ILS or MLSstation tuned by the FMC. When an ILS orMLS station is tuned, but is not currentlyactive, the PARK indicator will be displayedadjacent to the ILS/MLS frequency identifier.The ILS frequency and front courseinformation will be displayed for bothmanually and auto-tuned stations. Thisinformation will be displayed when theairplane is within 200 miles of the top ofdescent and the approach procedure isselected and entered in the RTE LEGS flightplan.

If an ILS or MLS frequency is manuallytuned, auto-tuning capabilities of the ILS-MLS channel will be inhibited until themanually tuned station is deleted.

PRESELECT: Using the pre-select promptsat 6L and 6R, the crew may manually enterfrequency/identifier/course entrycombinations that may be required for uselater in flight. This prevents the crew fromhaving to continually re-enter manual navaidselection information to the scratchpadduring the busy departure and approachprocess, but ensures that required navaidscan quickly be made available should theybe needed.

FMC Position Updating Logic: The FMCuses the auto-tuning process to update FMSposition data throughout the course of aflight. By auto-tuning navigation fixes whichthe FMC determines will provide the bestcross bearing information, the FMC is ableto accurately triangulate the current aircraftposition for continual update to the ND andthe FMS.

Three different strategies are used by theFMC auto-tuning logic during this process.

DME/DME Tuning: (RHO-RHO) DME/DMEupdating uses the distance values obtainedfrom two DME transmitters who’s positionsare known to the FMC. The FMC thenperforms time/range/intercept calculationson the data received from both DMEtransmitters in order to triangulate thecurrent aircraft position.

VOR/DME Tuning: (RHO-THETA)VOR/DME updating uses the distance andbearing information from a single VOR/DMEtransmitter to update the current aircraftposition to the FMS and the ND.



FMC FLIGHT REFERENCE AND CREW SUPPORT

Overview: The FMC is capable of providingthe crew with information regarding theperformance of the aircraft during flight, aswell as supporting information which canhelp the crew to make informed andaccurate decisions.

POS REF Page: The position referencepage displays the current computed positionand ground speed according to the FMCand each individual IRS flight controlcomputer. The page also displays whichnavaids are currently being used by theFMC auto-tune system to provide positiondata to the FMC.

Page 2/3 FMC POS: Line 1L displays thecurrent FMC computed aircraft position andthe source of it’s current position data. Inthe event the position update capability ofthe FMC fails or is inhibited, this line will beblanked by the FMC.

Page 3/3 IRS L/C/R: The IRS computedposition for each of the three IRS flightcontrol computers is displayed in lines 2Lthrough 4L respectively. If data becomesunreliable from any of the three systems, theassociated line will be blanked by the FMC.

RAD UPDATE: Pressing the <PURGEprompt at 5L deletes the current FMCcomputed position and replaces it with thecurrent IRS computed position data. Thismay become necessary if it is determinedthat the FMC computed position hasbecome corrupt or inaccurate. Pressing the<PURGE prompt once will display a<CONFIRM prompt, indicating that thepurge sequence is armed and must beconfirmed. Leaving the POS REF pagebefore confirming the <PURGE selection willcancel the request.

GS: Lines 1R through 4R display thecurrent computed ground speed accordingthe FMC (1R) and each of the three IRScomputers respectively (2R through 4R).

NAV STA: Line 5R displays the navaidswhich are being used by the FMC forposition update and position computation. Ifthe FMC is using VOR/DME or DME/DMEstations for position update, the associatedfix names will be displayed in 5R, else thedisplay will be blanked.

PROGRESS Pages: The progress displayoccupies two display pages, and can becalled up by pressing the PROG key on theFMC/MCDU.

The first progress display page is shownbelow. Note that the crew entered flightnumber, as well as the page referenceinformation is contained in the title line ofboth pages.



LAST / ALT: Line 1L displays the identifierof the last navigation fix most recently over-flown. This line will be blank if there is noactive flight plan programmed, the first leg isstill being flown, or after flight completion.The ALT indicator in the center of line 1shows the airplane altitude at the time of fixcrossing.

ATA / FUEL: Line 1R displays the actualtime of arrival at the last fix in the flight planin the center of the display line. The rightside of the display line shows the FMCcomputed fuel remaining figure at the timethe fix was crossed.

TO / DTG: Lines 2L through 4L display theactive navigation fix identifier (2L) the nextfix in the programmed flight plan (3L) andthe final destination (4L), as well as the FMCcomputed distance-to-go before reachingeach of this respective locations.

ETA / FUEL: Lines 2R through 4R displaythe estimated time of arrival at therespective navigation points in each line, aswell as the expected fuel-on-board whenreaching that fix.

DEST: Line 4L can be used to check DTG,ETA and estimated FUEL on board for analternate destination or an intermediatewaypoint by up-selecting the appropriatedestination or navigation identifier to 4L fromthe scratchpad. Alternate values entered to4L are for informational purposes only andwill not change any part of the active flightplan. Leaving the displayed PROGRESSpage will return 4L to the flight plandestination.

If no modification has been made to 4L,DEST is displayed, which indicates that the

destination shown matches the destinationon the RTE page.

If an alternate airport identifier has beenadded to 4L, the prompt DIR TOALTERNATE is displayed to indicate thatthe figures being displayed represent theFMC computed values for a flight directlyfrom current position to the entereddestination.

If a navigation fix contained in the activeflight plan is entered into 4L, the prompt ENROUTE WPT is displayed. This indicatesthat the fix entered is included in the activeflight plan, and that the data displayed is theFMC expected values based upon a flightalong the active flight plan.

Command Speed Mode: Line 5L shows theactive VNAV command speed mode usingsmall font in the header line. The currentCAS/Mach number are displayed in largefont. Line 5L will display any of the followingmodes:

• ECON SPD• SEL SPD• E/O SPD• LIM SPD• MCP SPD• VREF+80

Next Constraint: Line 5R displaysinformation related to the next constraintexpected based on the RTE LEGS pageentered flight plan and aircraft performance.This information is displayed in small fontusing the header line at 5R. Line 5R alsodisplays in large font the estimated time ofarrival at the next constraint, as well as theFMC computed distance-to-go to reach theconstraint.

Values appearing in header line of 5Ridentify the type of constrain which will beencountered, and can be any of thefollowing:

• TO STEP CLB: Step climb• TO T/C Top of Climb• TO T/D Top of Descent• TO E/D End of Descent• LEVEL AT Level flight attained during a

VNAV driftdown.



• NOW The airplane has passedthe most recent constraint.

• NONE No constraint active.

The second PROGESS page is reached byusing the NEXT PAGE/PREV PAGE keys,and is displayed below:

Wind: Line 1 contains three wind indicatorswhich display dynamically computed windvalues from the FMC. H/WIND displays theaggregate headwind component, WINDdisplays the actual computed wind directionand speed, and X/WIND displays thecrosswind component and direction.Crosswind component is denoted with an Lor R for left and right, respectively.

Track Error: Line 2 displays both cross trackerror (XTK ERROR) and vertical track error(VTK ERROR) in nautical miles and feet.

XTK ERROR is displayed in nautical mileswith a L and R designator to indicate that theaircraft has drifted left or right of courserespectively. Distance values are displayedup to 99.9 nautical miles.

VTK ERROR is displayed in feet, with a +and – sign to indicate deviation above andbelow planned flight track. Vertical trackerror is displayed when the aircraft is in thedescent phase of flight.

TAS / FUEL USED / SAT: Line 3 displaysthe current true air speed, the total fuel usedby all four engines, and the current static airtemperature.

Individual Fuel Usage by Engine: Theheader line of line 4 displays an enginenumber for each engine. Immediately belowthat number, in large font, is the FMC

computed fuel quantity used by each enginerespectively.

Fuel Quantity Comparison: Line 6 providesa comparison between the fuel quantitymeasured using the Fuel Quantity IndicatingSystem, (FQIS) and the FMC computed fuelremaining based on usage. Failure of eitherthe FQIS or the fuel flow sensors will causethese values to be blanked in order toprevent erroneous comparison.

If the fuel values detected by the FQIS differfrom the values computed by the FMC bymore than 9,000 pounds, the FMCmessage, FUEL DISAGREE – PROG 2/2will appear to alert the crew thatPROGRESS page 2/2 needs to beexamined.

When the page is selected after the FUELDISAGREE message is displayed, two <useprompts located at 5L and 5R will promptthe crew to choose which fuel value shouldbe used by the FMC to track fuel values forthe remainder of the flight. Until a selectionis made, the FMC will continue to use FMCcalculated numbers.

Both prompts will be blanked if the crewmakes a manual fuel quantity entry into thePERF INIT page.

RTE DATA Pages: The RTE DATA pageallows the crew access to ETA, computedfuel remaining and wind data for allprogrammed legs of the active flight plan.The RTE DATA page is displayed byselecting the RTE DATA> prompt from theRTE LEGS page.



The RTE DATA page is divided in to fourcolumns. The entire remaining portion ofthe flight plan can be paged through usingthe NEXT PAGE / PREV PAGE keys on theFMC/MCDU keypad.

ETA: Estimated time of arrival at theassociated fix given current flight progressaccording to the entered flight plan.

WPT: Each navigation fix remaining isdisplayed on a separate line. The name ofeach fix is displayed in this column in largefont.

FUEL: The FMC computed fuel remainingupon reaching each associated fix isdisplayed in small font.

W>: Each navigation fix remaining in theflight plan is given it’s own WINDS page,where the crew can examine windconditions at the associated fix.

WINDS Page: The WINDS page allows forcrew review of forecast wind andtemperatures aloft at representative altitudesalong the route of flight. The WINDS pageis accessed using the W> prompt for eachassociated fix in the RTE DATA pages.

In order to model this system complete, it isnecessary for us to implement a plannedACARS update to a future update/version ofthe PMDG 747-400 as this data is normallyreceived by datalink in order to assist inflight planning while enroute.

You can manually enter wind data for yourroute of flight if it has been provided to youby a weather planning program or otherdevice. If weather data is entered into theweather pages, it will be considered in theflight planning profile.

We do not consider this function to be fullyoperable, but it is available for you tointeract with if you wish.

SID/STARs: The PMDG 747-400 isinstalled with approximately 1300 SID/STAR

files that have been provided for your use byPMDG in cooperation with PlanePath.

The SID/STAR data is collected frompublicly available sources that are notrestricted by copyright and exported into aformat that can be read by the PMDG FMC.

Some users may wish to program their ownSID/STAR files for use with the PMDG 747-400. This is entirely possible even withoutprogramming skills!

Terry Yingling of PlanePath has provided awonderful tutorial that will assist you inlearning to produce SID/STAR files of yourown. You can download this tutorial fromthe DOCUMENTATION section ofwww.precisionmanuals.com.

We are planning to make a repository foruser produced SID/STAR files tocompliment the files produced by PlanePath.

If you produce SID/STAR files of your ownthat you feel would be useful for others,please feel free to email them [email protected] and whenwe make this repository available, we willinclude it.

Minor SID/STAR differences: There aresome minor differences in the performanceof the 747-400 vs. our earlier 737 seriesairplanes. One difference involves the useof a VECTORS command in a SID duringtakeoff. Due to significant logic changes,the 747-400 FMC is not currently able todigest a VECTORS command at thebeginning of a SID.

A simple work-around is to implement aclimb to a DME/ALTITUDE at the beginningof the SID, then place the VECTORS portionof the SID after this climb/distancerestriction. .

We are working to fix this for a futureupdate, but it should not inhibit your use ofSID/STARs if you follow the aboverecommendation.

http://www.precisionmanuals.com

mailto:[email protected]

Documents

Working With the Pmdg B747 FMC