Honeywell International Inc.
21111 N. 19th Ave.
Phoenix, Arizona 85027-2708
U.S.A.
CAGE: 55939
Telephone: 1--800--601--3099 (U.S.A.)
Telephone: 1--602--365--3099 (International)
TO:
HOLDERS OF THE FLIGHT MANAGEMENT SYSTEM
(FMS) FOR THE EMBRAER 170/175/190/195 PILOT’S
GUIDE, HONEYWELL PUB. NO. A28--1146--179
REVISION NO. 8 DATED SEPTEMBER 2016
HIGHLIGHTS
This guide has been revised to reflect changes and added information.
The List of Effective Pages (LEP) identifies the current revision to each
page in this guide.
Revision bars are not shown for format changes. Revision bars identify
the changed data.
Page No.
Description of Change
T--1 thru T--6
Revised to reflect Revision 8.
RR--1
Revised to reflect Revision 8.
LEP--1 thru
LEP--8
Revised to reflect Revision 8.
TC--1 thru
TC--22
Updated to reflect Revision 8.
1--1
Changed information in sentence before bullet
points and added sentence at bottom of page.
1--4
Added new information to bottom of the page.
1--5
Deleted To Register Your Publication (if Required)
and added Aerospace Technical Support (ATS)
info.
1--6 thru 1--8
Added Flight Technical Services (FTS) and
Online Access for Technical Publications which
resulted in information to shift to the next page.
Highlights
Page 1 of 2
September 2016
Honeywell International Inc. Do not copy without express permission of Honeywell.
Page No.
Description of Change
4--73
Changed last paragraph and Note.
6--75
Added information to fourth dash item.
6--78
Added information to the first paragraph.
6--102 thru
6--190
Added World Geodetic Survey 1984 (WGS 84)
which shifted information to the end of the
section.
7--21
Updated foldout footer.
8--17
Changed information in Constraint Type
paragraph.
8--48 thru 8--82 Added Common Waypoints in SIDs and STARs
section that resulted in information to shift to the
end of the section which also added two pages.
10--6
Replaced art in Figure 10--5.
12--8 thru
12--16
Added FMS 1 (2) TIMEOUT to Table 12--1 which
resulted in information to shift from the end of the
section. Added BLANK page.
12--9
Deleted INCREASED DRAG REQUIRED from
Table 12--1.
12--12
Added QRH 1 (2) TIMEOUT to Table 12--1.
Abbrev--1 thru
Abbrev--10
Revised to reflect Revision 8.
Index--1 thru
Index--12
Revised to reflect Revision 8.
Highlights
Page 2 of 2
September 2016
Honeywell International Inc. Do not copy without express permission of Honeywell.
Honeywell International Inc.
21111 N. 19th Ave.
Phoenix, Arizona 85027-2708
U.S.A.
CAGE: 55939
Telephone: 1--800--601--3099 (U.S.A./Canada)
Telephone: 1--602--365--3099 (International)
Web site: https://myaerospace.honeywell.com
Flight Management System
(FMS)
for the
Embraer 170/175/190/195
and Lineage 1000
Software Versions NZ 7.03
(Load 21), NZ 7.1 (Load 23),
and NZ 7.1.2 (Load 25)
Pilot’s Guide
This document contains technical data and is subject to U.S. export
regulations. These commodities, technology, or software were exported
from the United States in accordance with the export administration
regulations. Diversion contrary to U.S. law is prohibited.
ECCN: 7E994, NLR Eligible
Printed in U.S.A.
Pub. No. A28--1146--179--008
Revised September 2016
October 2003
Page T--1
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Honeywell--Confidential
THIS COPYRIGHTED WORK AND ALL INFORMATION ARE THE
PROPERTY OF HONEYWELL INTERNATIONAL INC., CONTAIN
TRADE SECRETS AND MAY NOT, IN WHOLE OR IN PART, BE
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Materials solely to operate, maintain, or repair the Honeywell Product on or
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
STATUTORY, OR INDIRECT DAMAGES, LOSS OF PROFITS, REVENUES,
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OR SUPPLIER. FAILURE TO OBEY THE MANUFACTURERS’ OR
SUPPLIERS’ RECOMMENDATIONS CAN RESULT IN PERSONAL INJURY
OR DISEASE.
This publication describes physical and chemical processes which can make
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WARNING: INCORRECTLY MAINTAINED AND/OR REPAIRED
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TOOLING OR TEST EQUIPMENT CAN RESULT IN DAMAGE TO THE
PRODUCT COMPONENTS OR GIVE UNSATISFACTORY RESULTS.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Copyright -- Notice
Copyright 2003, 2005, 2007, 2009, 2010, 2012, 2016, Honeywell
International Inc. All rights reserved.
Honeywell and SPEX are registered trademarks of Honeywell International
Inc.
All other marks are owned by their respective companies.
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Record of Revisions
For each revision, put the changed pages in your guide and discard the
replaced pages. Write the revision number and date, and the date put
in the guide. Put your initials in the applicable columns on the Record
of Revisions. The initial H shows that Honeywell put the changed pages
in the guide.
Revision
Number
Revision
Date
Insertion
Date
By
1
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Record of Revisions
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Title
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Date
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Oct 2010
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Jun 2012
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Jun 2012
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Jun 2012
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Oct 2010
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Jun 2012
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Oct 2010
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Jun 2012
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Oct 2010
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Jun 2012
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Oct 2010
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Oct 2010
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Oct 2010
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Flight Plan (cont)
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(MCDU) Entry Format
Progress
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Messages
9--2
Oct 2010
12--1
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Subheading and Page
Messages (cont)
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Maintenance
13--1
Oct 2010
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Oct 2010
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Oct 2010
13--4
Oct 2010
13--5
Oct 2010
13--6
Oct 2010
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Oct 2010
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Oct 2010
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Acronyms and Abbreviations
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Table of Contents
Section
Page
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-1
Honeywell Product Support . . . . . . . . . . . . . . . . . . . .
Customer Support . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Global Customer Care (GCC) . . . . . . . . . . . . . . .
Aerospace Technical Support (ATS) . . . . . . . . . .
Flight Technical Services (FTS) . . . . . . . . . . . . .
Online Access for Technical Publications . . . . .
Honeywell Aerospace Technical
Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-4
1-5
1-5
1-5
1-6
1-6
2. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
2-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lateral Navigation (LNAV) . . . . . . . . . . . . . . . . . . . . .
Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . . . .
Aircraft Performance Management . . . . . . . . . . . . .
Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation Display . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-1
2-1
2-2
2-2
2-2
2-2
2-2
2-3
3. SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . .
3-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Management System (FMS) . . . . . . . . . . . . .
Multifunction Control and Display Unit (MCDU) . . .
MCDU Display . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alphanumeric Keys . . . . . . . . . . . . . . . . . . . . . . . .
Scratchpad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Line Select Keys (LSK) . . . . . . . . . . . . . . . . . . . . .
Clear (CLR) Key . . . . . . . . . . . . . . . . . . . . . . . . . .
Delete (DEL) Key . . . . . . . . . . . . . . . . . . . . . . . . . .
Function Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessing Any FMS Function . . . . . . . . . . . . . . .
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brightness Control . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
3-1
3-2
3-3
3-3
3-4
3-5
3-5
3-6
3-6
3-15
3-15
3-19
4. OPERATIONAL EXAMPLE . . . . . . . . . . . . . . . . . . .
4-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pre--Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Position Initialization . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1
4-7
4-8
4-9
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Section
Page
4. OPERATIONAL EXAMPLE (CONT)
Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waypoint Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airway Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Initialization . . . . . . . . . . . . . . . . . . . . . .
Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure Selection . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan Discontinuities . . . . . . . . . . . . . . . . . .
Engine--Out Standard Instrument Departure
(EOSID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine--Out Range (EO RANGE) . . . . . . . . . . . .
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alternate Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-11
4-13
4-14
4-24
4-35
4-38
4-42
5. PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Index . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Index Organization . . . . . . . . . . . .
Performance Initialization . . . . . . . . . . . . . . . . . . . . . .
Full Performance Method . . . . . . . . . . . . . . . . . . .
Additional Definition of Optimum Altitude . . . . .
Pilot Speed/Fuel Flow (SPD/FF) Method . . . . .
Current Groundspeed/Fuel Flow (GS/FF)
Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Switching Performance Methods . . . . . . . . . . . .
Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Details About Cruise Altitude . . . . . .
Additional Details About Ceiling Altitude . . . . . .
Performance Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wind and Temperature Pages . . . . . . . . . . . . . . .
Wind and Temperature Model Blending . . . . . . .
Wind and Temperature Model Entries . . . . . . . .
Recommended Entries . . . . . . . . . . . . . . . . . . . . .
5-1
5-1
5-3
5-4
5-7
5-22
5-23
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TC-- 2
4-43
4-46
4-49
4-55
4-56
4-56
4-57
4-70
4-70
4-73
4-74
4-74
5-24
5-24
5-24
5-25
5-26
5-30
5-31
5-32
5-33
5-33
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Table of Contents (cont)
Section
Page
5. PERFORMANCE (CONT)
Performance Plan (cont)
Wind and Temperature Performance
Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Details About Default Descent
Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
What--If Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . .
What--If Performance Initialization . . . . . . . . . . .
What--If Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stored Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stored Flight Plan Performance
Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stored Flight Plan Data . . . . . . . . . . . . . . . . . . . .
Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Explanation of Fuel Quantity and
Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-34
5-34
5-37
5-38
5-40
5-42
5-42
5-44
5-44
5-56
5-60
5-60
5-72
5-74
5-75
6. NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation Identification . . . . . . . . . . . . . . . . . . . . . . .
Navigation (NAV) Index . . . . . . . . . . . . . . . . . . . . . . .
Flight Plan List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Defining Stored Flight Plans . . . . . . . . . . . . . . . .
Deleting Stored Flight Plans . . . . . . . . . . . . . . . .
Flight Plan Select . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot Waypoint List . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAVAIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument Landing Systems . . . . . . . . . . . . . . . .
Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple Waypoints . . . . . . . . . . . . . . . . . . . . . . . .
Pilot--Defined Waypoints . . . . . . . . . . . . . . . . . . .
Undefined Waypoints . . . . . . . . . . . . . . . . . . . . . .
FMS Database . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation Database . . . . . . . . . . . . . . . . . . . . . . .
6-1
6-1
6-3
6-5
6-7
6-10
6-10
6-13
6-19
6-20
6-25
6-28
6-30
6-31
6-32
6-32
6-33
6-33
6-33
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Table of Contents (cont)
Section
Page
6. NAVIGATION (CONT)
Database (cont)
Custom Database . . . . . . . . . . . . . . . . . . . . . . . . .
Tailored Database . . . . . . . . . . . . . . . . . . . . . . . . .
Fix Information (Info) . . . . . . . . . . . . . . . . . . . . . . . . .
Air Traffic Control (ATC) . . . . . . . . . . . . . . . . . . . . . . .
Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Datalink Flight Plan . . . . . . . . . . . . . . . . . . . . . . . .
Datalink Flight Plan Review . . . . . . . . . . . . . . . . .
Datalink Reports . . . . . . . . . . . . . . . . . . . . . . . . . .
Datalink Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Datalink Winds Aloft . . . . . . . . . . . . . . . . . . . . . . .
Datalink Address Configuration . . . . . . . . . . . . . .
Flight Plan Address . . . . . . . . . . . . . . . . . . . . . . . .
Winds Address . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Position Report Address . . . . . . . . . . . . . . . . . . . .
Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . .
Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation Mode . . . . . . . . . . . . . . . . . . . . . . . . . .
Position Initialization . . . . . . . . . . . . . . . . . . . . . . . . . .
FMS Position Update . . . . . . . . . . . . . . . . . . . . . .
Sensor Status Pages . . . . . . . . . . . . . . . . . . . . . .
Inertial Reference System (IRS) Status . . . .
Global Positioning System (GPS) Status . . .
World Geodetic Survey 1984 (WGS 84) . . . . . .
Operations in Non--WGS--84 Airspace . . . . .
Required Navigation Performance (RNP) . . . . .
Predictive Receiver Autonomous Integrity
Monitor (RAIM) . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Details About Pseudo Random
Noise (PRN) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VOR/DME Page . . . . . . . . . . . . . . . . . . . . . . . . . .
Notices to Airmen (NOTAM) . . . . . . . . . . . . . . . . . . .
Sensors Being Used by the FMS . . . . . . . . . . . . . . .
Position Sensor Deselection . . . . . . . . . . . . . . . .
Tuning NAV Radios . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autotune . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table of Contents
TC-- 4
6-34
6-34
6-35
6-37
6-39
6-40
6-42
6-44
6-45
6-47
6-49
6-50
6-51
6-52
6-53
6-61
6-72
6-78
6-78
6-78
6-81
6-85
6-95
6-96
6-101
6-102
6-102
6-105
6-107
6-113
6-114
6-115
6-116
6-117
6-118
6-123
6-125
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REV 8 Sep 2016
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
Section
Page
6. NAVIGATION (CONT)
Tuning NAV Radios (cont)
Manual Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Latitude Flying . . . . . . . . . . . . . . . . . . . . . . . . . .
Polar Region: IRS Equipped Aircraft . . . . . . . . .
Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pattern Definition . . . . . . . . . . . . . . . . . . . . . . . . . .
Pattern Review . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . .
Defining a Holding Pattern . . . . . . . . . . . . . . .
SELECT HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . .
Holding at Present Position . . . . . . . . . . . . . .
Deleting a Holding Pattern . . . . . . . . . . . . . . .
Exiting a Holding Pattern . . . . . . . . . . . . . . . .
Holding Pattern Size . . . . . . . . . . . . . . . . . . . .
Holding Pattern Course Reversal . . . . . . . . .
Procedure Turn Course Reversal . . . . . . . . .
Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . .
Defining a Procedure Turn . . . . . . . . . . . . . . .
Deleting a Procedure Turn . . . . . . . . . . . . . . .
Exiting a Procedure Turn . . . . . . . . . . . . . . . .
Flyover Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . .
Defining a Flyover . . . . . . . . . . . . . . . . . . . . . .
Deleting a Flyover . . . . . . . . . . . . . . . . . . . . . .
Exiting a Flyover . . . . . . . . . . . . . . . . . . . . . . .
Multiple Patterns . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Modes . . . . . . . . . . . . . . . . . . . . .
Failed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . .
True/Magnetic Selection . . . . . . . . . . . . . . . . . . . .
Return to Service . . . . . . . . . . . . . . . . . . . . . . . . . .
FMS Setup Pages . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Configuration . . . . . . . . . . . . . . . . . . . . .
Engineering Data . . . . . . . . . . . . . . . . . . . . . . .
Crossing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Present Position (PPOS) Direct . . . . . . . . . . . . .
Point Abeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossing Radial . . . . . . . . . . . . . . . . . . . . . . . . . . .
Latitude/Longitude Crossing . . . . . . . . . . . . . . . .
A28-- 1146-- 179
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6-126
6-126
6-135
6-135
6-136
6-136
6-137
6-138
6-139
6-146
6-147
6-147
6-149
6-150
6-150
6-151
6-153
6-155
6-156
6-156
6-156
6-156
6-157
6-157
6-157
6-158
6-158
6-159
6-161
6-163
6-164
6-165
6-167
6-172
6-174
6-175
6-176
6-177
6-178
Table of Contents
TC-- 5
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
Section
Page
6. NAVIGATION (CONT)
Crossing Points (cont)
Equal Time Point . . . . . . . . . . . . . . . . . . . . . . . . . .
Point of No Return . . . . . . . . . . . . . . . . . . . . . . . . .
Dataload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossloading Custom or Aircraft Database . . . .
Dataloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation Database Updating . . . . . . . . . . . . . .
Flight Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-179
6-181
6-182
6-182
6-187
6-188
6-188
7. REQUIRED NAVIGATION PERFORMANCE
(RNP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preflight Considerations . . . . . . . . . . . . . . . . . . . . . . .
In--Flight Considerations . . . . . . . . . . . . . . . . . . . . . .
RNP Approaches . . . . . . . . . . . . . . . . . . . . . . . . . .
RNP Minimums Selection . . . . . . . . . . . . . . . . . .
APPROACH MINIMA TYPE Page . . . . . . . . . . .
RNP Scratchpad Messages . . . . . . . . . . . . . . . . .
FMS Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMS Sensor Selection . . . . . . . . . . . . . . . . . . . . .
FMS Sensor Deselection . . . . . . . . . . . . . . . . . . .
SBAS GPS Deselection . . . . . . . . . . . . . . . . .
IRS Sensor Deselection . . . . . . . . . . . . . . . . .
GPS Sensor Deselection . . . . . . . . . . . . . . . .
VOR/DME Sensor Deselection . . . . . . . . . . .
Load 21, Load 23, and Load 25 RNP . . . . . .
7-1
7-2
7-3
7-6
7-8
7-9
7-11
7-12
7-12
7-13
7-13
7-15
7-16
7-16
7-20
8. FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . .
Creating Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . .
Recall a Previously Stored Flight Plan . . . . . . . .
Store a Flight Plan and Activate . . . . . . . . . . . . .
Build a Flight Plan by Entering Waypoints . . . . .
Creating Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Calling Up a Company Route . . . . . . . . . . . . . . .
Loading a Route From Datalink . . . . . . . . . . . . . .
Manually Building a Route . . . . . . . . . . . . . . . . . .
Flight Plan Changes to Procedures or
Airways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-1
8-1
8-9
8-10
8-13
8-14
8-22
8-23
8-24
8-25
Table of Contents
TC-- 6
8-36
A28-- 1146-- 179
REV 8 Sep 2016
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Table of Contents (cont)
Section
Page
8. FLIGHT PLAN (CONT)
Lateral Navigation (LNAV) . . . . . . . . . . . . . . . . . . . . .
General LNAV Rules . . . . . . . . . . . . . . . . . . . . . . .
LNAV Submodes . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . . . .
General VNAV Rules . . . . . . . . . . . . . . . . . . . . . .
VNAV Submodes . . . . . . . . . . . . . . . . . . . . . . . . . .
Early/Late Descent (DES NOW) . . . . . . . . . . . . .
VNAV Operation in Flight . . . . . . . . . . . . . . . . . . .
Common Waypoints in SIDs and STARs . . . . . .
VNAV Special Operations . . . . . . . . . . . . . . . . . .
VNAV Operational Scenarios . . . . . . . . . . . . . . . .
Speed Command . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Speed Command Rules . . . . . . . . . . . .
Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waypoint Speed Constraint . . . . . . . . . . . . . . . . .
Speed Protection . . . . . . . . . . . . . . . . . . . . . . . . . .
VNAV Approach Temperature Compensation . . . .
Clearing of Flight Plans . . . . . . . . . . . . . . . . . . . . . . .
8-36
8-36
8-37
8-37
8-38
8-40
8-42
8-47
8-48
8-52
8-53
8-61
8-61
8-62
8-63
8-66
8-68
8-82
9. PROGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Progress Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VNAV Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lateral Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-1
9-1
9-4
9-5
9-7
10. DIRECT/INTERCEPT . . . . . . . . . . . . . . . . . . . . . . . . .
10-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lateral Direct--To . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Direct--To . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Course Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARC Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Direct--To Abeam Points . . . . . . . . . . . . . . . . . . . . . . .
Approach Intercept (Vectors) . . . . . . . . . . . . . . . . . .
10-1
10-2
10-5
10-6
10-9
10-10
10-11
11. MULTIFUNCTION CONTROL AND DISPLAY
UNIT (MCDU) ENTRY FORMAT . . . . . . . . . . . . . .
11-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
List of Entries and Definitions . . . . . . . . . . . . . . . . . .
11-1
11-1
A28-- 1146-- 179
REV 8 Sep 2016
Table of Contents
TC-- 7
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
Section
Page
12. MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Message List and Definitions . . . . . . . . . . . . . . . . . .
12-1
12-1
13. MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dataloader Fault Codes . . . . . . . . . . . . . . . . . . . . . . .
MCDU Parallax Adjustment . . . . . . . . . . . . . . . . . . . .
FMS Operation Mode Problems . . . . . . . . . . . . . . . .
13-1
13-1
13-7
13-8
ACRONYMS AND ABBREVIATIONS . . . . . . . . . . . . .
Abbrev--1
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Index--1
Table of Contents
TC-- 8
A28-- 1146-- 179
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures
Figure
Page
2--1 Primus Epic MAU . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-1
3--1
3--2
3--3
3--4
3--5
3--6
3--7
3--8
3--9
3--10
3--11
3--12
3--13
MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . .
PROGRESS 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RADIO 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF INDEX 1/2 -- Bright/Dim Level . . . . . . . . . . . .
3-2
3-7
3-7
3-8
3-8
3-9
3-10
3-11
3-12
3-12
3-13
3-14
3-19
4--1
4--2
4--3
4--4
4--5
4--6
4--7
4--8
4--9
4--10
4--11
4--12
4--13
4--14
4--15
4--16
4--17
4--18
4--19
4--20
4--21
4--22
4--23
4--24
4--25
KPHX to KMSP Flight Route . . . . . . . . . . . . . . . . . . .
Phoenix, AZ SILOW1 Departure . . . . . . . . . . . . . . .
Minneapolis, MN KASPR3 Arrival . . . . . . . . . . . . . .
Minneapolis, MN ILS 30L Approach . . . . . . . . . . . . .
FMS Preflight Procedure Flow Chart . . . . . . . . . . . .
NAV IDENT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POSITION INIT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . .
POSITION INIT 1/1 -- Loaded . . . . . . . . . . . . . . . . . .
RTE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/3 -- J44.ALS . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/3 -- J44.ALS Loaded . . . . . . . . . . . . . . . . . . . .
RTE 2/3 -- DVV Loaded . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/3 -- J114.ONL . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/4 -- J114.ONL Loaded . . . . . . . . . . . . . . . . . .
RTE 2/4 -- MCW . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 3/4 -- KMSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 3/4 -- KMSP Scratchpad . . . . . . . . . . . . . . . . . .
RTE 3/4 -- KMSP Loaded . . . . . . . . . . . . . . . . . . . . . .
ALTERNATE RTE 4/4 . . . . . . . . . . . . . . . . . . . . . . . . .
ALTERNATE RTE 4/4 -- KDLH . . . . . . . . . . . . . . . . .
ALTERNATE RTE 4/4 -- GEP . . . . . . . . . . . . . . . . . .
ALTERNATE RTE 4/4 -- PERF INIT . . . . . . . . . . . . .
PERFORMANCE INIT 1/3 (Standard) . . . . . . . . . . .
4-2
4-3
4-5
4-6
4-7
4-8
4-9
4-10
4-11
4-12
4-13
4-14
4-15
4-16
4-16
4-17
4-17
4-18
4-19
4-20
4-21
4-22
4-23
4-24
4-26
A28-- 1146-- 179
REV 8 Sep 2016
Table of Contents
TC-- 9
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
4--26
4--27
4--28
4--29
4--30
4--31
4--32
4--33
4--34
4--35
4--36
4--37
4--38
4--39
4--40
4--41
4--42
4--43
4--44
4--45
4--46
4--47
4--48
4--49
4--50
4--51
4--52
4--53
4--54
4--55
4--56
4--57
4--58
4--59
4--60
4--61
4--62
4--63
4--64
4--65
4--66
Page
CRUISE MODES 1/1 . . . . . . . . . . . . . . . . . . . . . . . . .
PERFORMANCE INIT -- KG 2/3 (Standard) . . . . . .
PERFORMANCE INIT -- KG 3/3 (Standard) . . . . . .
PERFORMANCE INIT 1/5 (Expanded) . . . . . . . . . .
PERFORMANCE INIT 2/5 (Expanded) . . . . . . . . . .
PERFORMANCE INIT -- KG 3/5 (Expanded) . . . . .
PERFORMANCE INIT 4/5 (Expanded) . . . . . . . . . .
PERFORMANCE INIT -- KG 5/5 (Expanded) . . . . .
PERF DATA 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF DATA 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF DATA 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEPARTURE RUNWAYS 1/1 . . . . . . . . . . . . . . . . . .
SIDs 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEPARTURE TRANS 1/1 . . . . . . . . . . . . . . . . . . . . .
PROCEDURE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MOD RTE 2/4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEPARTURE RUNWAYS . . . . . . . . . . . . . . . . . . . . .
SIDs -- EOSID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EO SID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EO RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EO MOD FLT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN -- EO . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/6 . . . . . . . . . . . . . . . . . . . . . . . .
PROGRESS 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROGRESS 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/5 -- KPHX . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT RTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARRIVAL 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
KMSP STAR 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
KMSP STAR TRANS 1/1 . . . . . . . . . . . . . . . . . . . . . .
ARRIVAL 1/1 -- STAR Entered . . . . . . . . . . . . . . . . .
KMSP RUNWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
KMSP APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . .
KMSP APPROACH TRANS 1/1 . . . . . . . . . . . . . . . .
ARRIVAL -- Review . . . . . . . . . . . . . . . . . . . . . . . . . . .
MOD RTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT RTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table of Contents
TC-- 10
4-27
4-28
4-29
4-30
4-31
4-32
4-33
4-34
4-35
4-36
4-37
4-38
4-39
4-40
4-41
4-42
4-43
4-44
4-45
4-46
4-47
4-48
4-49
4-50
4-51
4-52
4-53
4-54
4-55
4-58
4-58
4-59
4-60
4-61
4-62
4-63
4-64
4-65
4-66
4-67
4-68
A28-- 1146-- 179
REV 8 Sep 2016
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
Page
4--67
4--68
4--69
4--70
4--71
ACTIVE FLT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . .
LANDING 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LANDING 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MISSED APRCH 7/8 . . . . . . . . . . . . . . . . . . . . . . . . .
ALTERNATE FPL 8/8 . . . . . . . . . . . . . . . . . . . . . . . . .
4-69
4-71
4-72
4-73
4-74
5--1
5--2
5--3
5--4
5--5
5--6
5--7
5--8
5--9
5--10
5--11
5--12
5--13
5--14
5--15
5--16
5--17
5--18
5--19
5--20
5--21
5--22
5--23
5--24
5--25
5--26
5--27
5--28
5--29
5--30
5--31
5--32
5--33
5--34
5--35
PERF INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Index Organization . . . . . . . . . . . . . . .
Performance Initialization Block Diagram . . . . . . . .
PERFORMANCE INIT 1/3 . . . . . . . . . . . . . . . . . . . . .
PERF MODE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLIMB MODES 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . .
CRUISE MODES 1/1 . . . . . . . . . . . . . . . . . . . . . . . . .
DESCENT MODES 1/1 . . . . . . . . . . . . . . . . . . . . . . .
DEPARTURE SPEED 1/3 . . . . . . . . . . . . . . . . . . . . .
APPROACH SPEEDS 2/3 . . . . . . . . . . . . . . . . . . . . .
GO--AROUND SPEEDS 3/3 . . . . . . . . . . . . . . . . . . .
PERFORMANCE INIT--KG 2/3 . . . . . . . . . . . . . . . . .
FUEL RESERVE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . .
PERFORMANCE INIT--KG 3/3 . . . . . . . . . . . . . . . . .
PERF DATA 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF DATA 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF DATA 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PERF PLAN 1/X . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WIND/TEMP 2/X . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WIND/TEMP 2/X -- CLEAR Prompt . . . . . . . . . . . . .
TAKEOFF 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
300/.75M CLIMB 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . .
LONG RANGE CRUISE 1/1 . . . . . . . . . . . . . . . . . . .
300/.80M DESCENT 1/1 . . . . . . . . . . . . . . . . . . . . . .
LANDING 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LANDING 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WHAT--IF INIT 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . .
WHAT--IF CLIMB 1/1 . . . . . . . . . . . . . . . . . . . . . . . . .
WHAT--IF CRUISE 1/1 . . . . . . . . . . . . . . . . . . . . . . . .
WHAT--IF DESCENT 1/1 . . . . . . . . . . . . . . . . . . . . . .
WHAT--IF INIT -- KG 2/3 . . . . . . . . . . . . . . . . . . . . . .
WHAT--IF RESERVE 1/1 . . . . . . . . . . . . . . . . . . . . . .
5-2
5-2
5-3
5-5
5-7
5-10
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-19
5-20
5-25
5-27
5-28
5-30
5-31
5-32
5-34
5-35
5-36
5-37
5-39
5-40
5-42
5-43
5-45
5-47
5-48
5-49
5-50
5-52
A28-- 1146-- 179
REV 8 Sep 2016
Table of Contents
TC-- 11
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
Page
5--36
5--37
5--38
5--39
5--40
5--41
5--42
5--43
5--44
5--45
5--46
5--47
5--48
5--49
5--50
5--51
PERFORMANCE INIT -- KG 3/3 . . . . . . . . . . . . . . .
RESET WHAT--IF INIT 1/1 . . . . . . . . . . . . . . . . . . . .
WHAT--IF DATA 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . .
WHAT--IF DATA 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . .
STORED FPL INIT 1/4 . . . . . . . . . . . . . . . . . . . . . . . .
STORED FPL INIT 2/4 . . . . . . . . . . . . . . . . . . . . . . . .
STORED FPL CLIMB 1/1 . . . . . . . . . . . . . . . . . . . . .
STORED FPL CRUISE 1/1 . . . . . . . . . . . . . . . . . . . .
STORED FPL DESCENT 1/1 . . . . . . . . . . . . . . . . . .
STORED FPL INIT--KG 3/4 . . . . . . . . . . . . . . . . . . . .
STORED FPL RESERVE 1/1 . . . . . . . . . . . . . . . . . .
STORED FPL INIT--KG 4/4 . . . . . . . . . . . . . . . . . . . .
RESET STORED INIT 1/1 . . . . . . . . . . . . . . . . . . . . .
FPLNAME FPL DATA 1/1 . . . . . . . . . . . . . . . . . . . . .
FUEL MGT--LB 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL MGT--LB 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-53
5-56
5-57
5-58
5-60
5-61
5-63
5-64
5-65
5-66
5-68
5-69
5-72
5-73
5-74
5-76
6--1
6--2
6--3
6--4
6--5
6--6
6--7
6--8
6--9
6--10
6--11
6--12
6--13
6--14
6--15
6--16
6--17
6--18
6--19
6--20
6--21
6--22
6--23
6--24
NAV IDENT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV IDENT 1/1 -- Date/Time . . . . . . . . . . . . . . . . . . .
NAV INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT PLAN LIST 1/1 . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT PLAN LIST X/X . . . . . . . . . . . . . . . . . . . . . .
FLIGHT PLAN LIST X/X -- KPHX/KMSP . . . . . . . .
KPHX--KMSP 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLT PLAN SELECT 1/1 Page . . . . . . . . . . . . . . . . . .
FLT PLAN SELECT 1/1 . . . . . . . . . . . . . . . . . . . . . . .
FLT PLAN SELECT 1/1 -- Confirm . . . . . . . . . . . . . .
PILOT WPT LIST 1/1 . . . . . . . . . . . . . . . . . . . . . . . . .
PILOT WAYPOINT 1/1 . . . . . . . . . . . . . . . . . . . . . . . .
PILOT WAYPOINT 1/1 -- WPT Defined . . . . . . . . . .
PILOT WAYPOINT 1/1 -- WPT Load . . . . . . . . . . . .
PILOT WAYPOINT 1/1 . . . . . . . . . . . . . . . . . . . . . . . .
DATA BASE WPT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . .
DATA BASE WPT 1/3 . . . . . . . . . . . . . . . . . . . . . . . . .
DATA BASE WPT 2/3 . . . . . . . . . . . . . . . . . . . . . . . . .
DATA BASE WPT 3/3 . . . . . . . . . . . . . . . . . . . . . . . . .
KPHX RUNWAYS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . .
DATA BASE WPT 1/3 Page . . . . . . . . . . . . . . . . . . .
DATA BASE WPT 1/3 -- Runway . . . . . . . . . . . . . . .
DATA BASE WPT 2/3 -- Runway . . . . . . . . . . . . . . .
6-1
6-2
6-3
6-4
6-5
6-6
6-7
6-8
6-10
6-11
6-12
6-13
6-14
6-16
6-17
6-18
6-19
6-20
6-21
6-22
6-23
6-24
6-25
6-26
Table of Contents
TC-- 12
A28-- 1146-- 179
REV 8 Sep 2016
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
6--25
6--26
6--27
6--28
6--29
6--30
6--31
6--32
6--33
6--34
6--35
6--36
6--37
6--38
6--39
6--40
6--41
6--42
6--43
6--44
6--45
6--46
6--47
6--48
6--49
6--50
6--51
6--52
6--53
6--54
6--55
6--56
6--57
6--58
6--59
6--60
6--61
6--62
6--63
6--64
6--65
Page
DATA BASE WPT 3/3 -- Runway . . . . . . . . . . . . . . .
DATA BASE WPT 1/1 -- Guyna . . . . . . . . . . . . . . . .
DATA BASE WPT 1/1 -- NDB . . . . . . . . . . . . . . . . . .
DATA BASE WPT 1/1 -- IPHX . . . . . . . . . . . . . . . . . .
DATA BASE WPT -- Payso . . . . . . . . . . . . . . . . . . . .
WAYPOINT SELECT 1/2 . . . . . . . . . . . . . . . . . . . . . .
FIX INFO 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATC LOGON/STATUS 1/1 . . . . . . . . . . . . . . . . . . . . .
DATALINK INDEX 1/1 . . . . . . . . . . . . . . . . . . . . . . . .
DATALINK FLT PLAN 1/1 . . . . . . . . . . . . . . . . . . . . .
DATALINK FPL REVIEW 1/X . . . . . . . . . . . . . . . . . .
DATALINK FPL REVIEW X/X . . . . . . . . . . . . . . . . . .
REPORTS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DATALINK WINDS 1/X . . . . . . . . . . . . . . . . . . . . . . . .
WINDS ALOFT 1/X . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADDRESS CONFIG 1/1 . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT PLAN ADDRESS 1/1 . . . . . . . . . . . . . . . . .
WINDS ADDRESS 1/1 . . . . . . . . . . . . . . . . . . . . . . . .
POS REPORT ADDRESS 1/1 . . . . . . . . . . . . . . . . .
Denver, CO PIKES3 Departure . . . . . . . . . . . . . . . .
DEPARTURE RUNWAYS 1/1 . . . . . . . . . . . . . . . . . .
SIDs 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEPARTURE TRANS 1/1 . . . . . . . . . . . . . . . . . . . . .
PROCEDURE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SID REVIEW 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SID REVIEW 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minneapolis, MN KASPR3 Arrival . . . . . . . . . . . . . .
ARRIVAL 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
KMSP RUNWAY 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . .
KMSP APPROACH 1/1 . . . . . . . . . . . . . . . . . . . . . . .
KMSP APPROACH TRANS 1/1 . . . . . . . . . . . . . . . .
KMSP STAR 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
KMSP STAR TRANS 1/1 . . . . . . . . . . . . . . . . . . . . . .
ARRIVAL 1/1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARRIVAL REVIEW 1/5 . . . . . . . . . . . . . . . . . . . . . . . .
ARRIVAL REVIEW 2/5 . . . . . . . . . . . . . . . . . . . . . . . .
POS SENSORS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . .
POSITION INIT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . .
POSITION INIT 1/1 -- LOADED . . . . . . . . . . . . . . . .
POSITION INIT 1/1 -- UPDATE . . . . . . . . . . . . . . . .
FMS UPDATE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A28-- 1146-- 179
REV 8 Sep 2016
6-27
6-28
6-29
6-30
6-31
6-32
6-35
6-37
6-39
6-40
6-42
6-43
6-44
6-45
6-47
6-49
6-50
6-51
6-52
6-54
6-55
6-56
6-57
6-58
6-59
6-60
6-63
6-64
6-65
6-66
6-67
6-68
6-69
6-70
6-71
6-72
6-80
6-81
6-83
6-84
6-85
Table of Contents
TC-- 13
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
Page
6--66
6--67
6--68
6--69
6--70
6--71
6--72
6--73
6--74
6--75
6--76
6--77
6--78
6--79
6--80
6--81
6--82
6--83
6--84
6--85
6--86
6--87
6--88
6--89
6--90
6--91
6--92
6--93
6--94
6--95
6--96
6--97
6--98
6--99
6--100
6--101
6--102
6--103
6--104
6-86
6-87
6-88
6-89
6-90
6-91
6-92
6-93
6-94
6-95
6-96
6-97
6-97
6-98
6-99
6-100
6-101
6-103
6-104
6-105
6-106
6-107
6-109
6-110
6-111
6-112
6-114
6-115
6-119
6-120
6-121
6-124
6-125
6-126
6-127
6-128
6-129
6-130
POS SENSORS 1/1 Page . . . . . . . . . . . . . . . . . . . . .
FMS UPDATE 1/1 Page . . . . . . . . . . . . . . . . . . . . . . .
FMS UPDATE 1/1 -- REF WPT . . . . . . . . . . . . . . . .
FMS UPDATE 1/1 With FREEZE POSITION . . . . .
FMS UPDATE 1/1 -- FMS UPDATE . . . . . . . . . . . . .
POS SENSOR 1/1 -- UPDATE . . . . . . . . . . . . . . . . .
FMS UPDATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POS SENSORS 1/1 -- UPDATE (2R) . . . . . . . . . . .
FMS UPDATE Page . . . . . . . . . . . . . . . . . . . . . . . . . .
POS SENSORS 1/1-- Sensor Status . . . . . . . . . . . .
IRS 1 STATUS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . .
IRS 1 STATUS 1/1 -- ALIGN . . . . . . . . . . . . . . . . . . .
IRS 1 STATUS -- ALIGN IN MOTION . . . . . . . . . . .
IRS 1 STATUS -- ALIGN IN MOTION ATT . . . . . . .
IRS 1 STATUS 1/1 -- ATTITUDE . . . . . . . . . . . . . . .
IRS 1 STATUS 1/1 -- FAILED . . . . . . . . . . . . . . . . . .
GPS 1 STATUS 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . .
GPS ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GPS 1 STATUS 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . .
RNP SETTINGS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . .
RNP SETTINGS 1/1 -- MANUAL . . . . . . . . . . . . . . .
PREDICTIVE RAIM 1/1 . . . . . . . . . . . . . . . . . . . . . . .
DESTINATION RAIM 1/2 . . . . . . . . . . . . . . . . . . . . . .
DESTINATION RAIM 2/2 . . . . . . . . . . . . . . . . . . . . . .
PILOT SELECT RAIM 1/2 . . . . . . . . . . . . . . . . . . . . .
PILOT SELECT RAIM 2/2 . . . . . . . . . . . . . . . . . . . . .
VOR/DME 1 -- 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTAM NAVAIDS 1/1 . . . . . . . . . . . . . . . . . . . . . . . .
PROGRESS 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV 1 -- 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROGRESS 1/3 -- TFD . . . . . . . . . . . . . . . . . . . . . . .
PROGRESS 1/3 -- DELETE . . . . . . . . . . . . . . . . . . .
PROGRESS 1/3 -- AUTOTUNE . . . . . . . . . . . . . . . .
CONVERSION 1/4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONVERSION 1/4 -- METERS . . . . . . . . . . . . . . . . .
CONVERSION 2/4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONVERSION 3/4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONVERSION 3/4 -- 10K . . . . . . . . . . . . . . . . . . . . .
Average Specific Weight Variation of Aviation
Fuels and Lubricants . . . . . . . . . . . . . . . . . . . . . . . .
6--105 CONVERSION 4/4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table of Contents
TC-- 14
6-131
6-132
A28-- 1146-- 179
REV 8 Sep 2016
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
6--106
6--107
6--108
6--109
6--110
6--111
6--112
6--113
6--114
6--115
6--116
6--117
6--118
6--119
6--120
6--121
6--122
6--123
6--124
6--125
6--126
6--127
6--128
6--129
6--130
6--131
6--132
6--133
6--134
6--135
6--136
6--137
6--138
6--139
6--140
6--141
6--142
6--143
6--144
6--145
6--146
Page
CONVERSION 4/4 -- 29.92 . . . . . . . . . . . . . . . . . . . .
Pattern Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical Holding Pattern . . . . . . . . . . . . . . . . . . . . . . .
Entry Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NAV INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . .
HOLDING PATTERN 1/1 . . . . . . . . . . . . . . . . . . . . . .
HOLDING PATTERN 1/1 Page . . . . . . . . . . . . . . . . .
HOLDING PATTERN 1/1 -- ACTIVATE . . . . . . . . . .
ACTIVE FLT PLAN 5/8 . . . . . . . . . . . . . . . . . . . . . . . .
SELECT HOLD Page . . . . . . . . . . . . . . . . . . . . . . . . .
HOLDING PATTERN 1/1 -- DELETE . . . . . . . . . . . .
ACTIVE FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/3 -- RESUME HOLD . . . . . . .
Typical Procedure Turn . . . . . . . . . . . . . . . . . . . . . . .
Hot Springs, AR ILS Rwy 5 . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 3/4 . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/2 . . . . . . . . . . . . . . . . . . . . . . . .
PROCEDURE TURN 1/1 . . . . . . . . . . . . . . . . . . . . . .
FMS 1 MAINTENANCE 1/3 . . . . . . . . . . . . . . . . . . . .
FMS 1 MAINTENANCE 2/3 . . . . . . . . . . . . . . . . . . . .
SENSOR HISTORY 1/1 . . . . . . . . . . . . . . . . . . . . . . .
FMS 1 MAINTENANCE 3/3 . . . . . . . . . . . . . . . . . . . .
RETURN TO SERVICE 1/1 . . . . . . . . . . . . . . . . . . . .
FMS 1 MAINTENANCE 2/3 Page . . . . . . . . . . . . . .
FMS SETUP 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT CONFIG 1/2 . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT CONFIG 2/2 . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT SUMMARY OUTPUT 1/1 . . . . . . . . . . . . . .
ENGINEER DATA 1/1 . . . . . . . . . . . . . . . . . . . . . . . .
CROSSING POINTS 1/1 . . . . . . . . . . . . . . . . . . . . . .
PPOS DIRECT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . .
POINT ABEAM 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . .
CROSS RADIAL 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . .
CROSS LAT/LON 1/1 . . . . . . . . . . . . . . . . . . . . . . . . .
EQUAL TIME POINT 1/1 . . . . . . . . . . . . . . . . . . . . . .
CRUISE ALT WIND 1/1 . . . . . . . . . . . . . . . . . . . . . . .
POINT OF NO RETURN 1/1 . . . . . . . . . . . . . . . . . . .
DATA LOAD 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DATA LOAD 1/1 Page . . . . . . . . . . . . . . . . . . . . . . . .
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6-133
6-136
6-137
6-138
6-138
6-139
6-140
6-141
6-143
6-144
6-145
6-146
6-148
6-149
6-150
6-151
6-152
6-153
6-154
6-155
6-160
6-161
6-162
6-163
6-164
6-165
6-166
6-167
6-170
6-171
6-172
6-174
6-175
6-176
6-177
6-178
6-179
6-180
6-181
6-182
6-183
Table of Contents
TC-- 15
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
Page
6--147
6--148
6--149
6--150
6--151
DATA LOAD 1/1 -- CUSTOM . . . . . . . . . . . . . . . . . . .
DATA LOAD 1/1 -- CONFIRM . . . . . . . . . . . . . . . . . .
DATA LOAD 1/1 -- TRANSFER . . . . . . . . . . . . . . . .
NAV INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT SUMMARY 1/1 . . . . . . . . . . . . . . . . . . . . . . .
6-184
6-185
6-186
6-187
6-188
7--1
7--2
7--3
7--4
7--5
7--6
7--7
7--8
7--9
7--10
7--11
7--12
KLGB RNAV (RNP) Y RWY 30 . . . . . . . . . . . . . . . . .
RNAV RNP Approach Minimums . . . . . . . . . . . . . . .
RNAV MIN Prompt on ARRIVAL Page . . . . . . . . . .
APPROACH MINIMA TYPE Page . . . . . . . . . . . . . .
PROGRESS Page -- EPU . . . . . . . . . . . . . . . . . . . . .
Sensor Selection Display . . . . . . . . . . . . . . . . . . . . . .
FLIGHT CONFIG 2/2 Page . . . . . . . . . . . . . . . . . . . .
POS SENSORS 1/1 Page . . . . . . . . . . . . . . . . . . . . .
Deselected Sensors . . . . . . . . . . . . . . . . . . . . . . . . . .
GPS 1 STATUS 1/2 Page . . . . . . . . . . . . . . . . . . . . .
GPS 1 STATUS 2/2 Page . . . . . . . . . . . . . . . . . . . . .
Load 21, Load 23, and Load 25 RNP Diagram . . .
7-6
7-7
7-8
7-9
7-10
7-12
7-13
7-15
7-17
7-18
7-19
7-21
8--1
8--2
8--3
8--4
8--5
RTE 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT PLAN LIST 1/1 . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT PLAN LIST 1/1 -- KPHX . . . . . . . . . . . . . . .
FLIGHT PLAN LIST 1/1 -- Building a Flight
Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLT PLAN 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLT PLAN 1/2 -- GUP . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/7 . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 2/5 . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 5/7 . . . . . . . . . . . . . . . . . . . . . . . .
FLT PLAN 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/2 -- ZUN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/2 -- ZUN ACTIVE . . . . . . . . . . . . . . . . . . . . . .
RTE 2/2 -- EAGUL3 . . . . . . . . . . . . . . . . . . . . . . . . . .
RTE 2/2 -- DISCONTINUITY . . . . . . . . . . . . . . . . . . .
RTE 2/2 -- EAGUL3.ZUN . . . . . . . . . . . . . . . . . . . . . .
RTE 2/2 -- DISCONTINUITY EAGUL.3.ZUN . . . . .
RTE 2/2 -- DIRECT . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-9
8-10
8-11
8-12
8--6
8--7
8--8
8--9
8--10
8--11
8--12
8--13
8--14
8--15
8--16
8--17
8--18
8--19
8--20
8--21
8--22
Table of Contents
TC-- 16
8-13
8-14
8-15
8-16
8-17
8-18
8-19
8-22
8-23
8-24
8-25
8-26
8-26
8-27
8-28
8-29
8-30
8-31
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REV 8 Sep 2016
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
8--23
8--24
8--25
8--26
8--27
8--28
8--29
8--30
8--31
8--32
8--33
8--34
8--35
8--36
8--37
8--38
8--39
8--40
Page
8-32
8-33
8-34
8-35
8-35
8-42
8-43
8-43
8-46
8-49
8-50
8-51
8-53
8-54
8-55
8-57
8-58
8--42
8--43
8--44
8--45
8--46
8--47
8--48
8--49
8--50
8--51
8--52
8--53
8--54
8--55
8--56
RTE 2/2 -- KLAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MOD RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MOD RTE 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACT RTE 2/3 -- HOLD . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN -- DES NOW . . . . . . . . . . . . . . .
ACT RTE -- DES NOW . . . . . . . . . . . . . . . . . . . . . . . .
DESCENT -- DES NOW . . . . . . . . . . . . . . . . . . . . . . .
VGP Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Common Waypoint Example . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN--1/9 and 2/9 . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN--1/9 . . . . . . . . . . . . . . . . . . . . . . .
VNAV Climb Profile . . . . . . . . . . . . . . . . . . . . . . . . . . .
VNAV Flight Level Change Descent . . . . . . . . . . . . .
VNAV Path Descent Profile . . . . . . . . . . . . . . . . . . . .
VNAV Late Path Descent . . . . . . . . . . . . . . . . . . . . . .
VNAV Early Descent to Capture Path . . . . . . . . . . .
VNAV Early Path Descent Using Vertical
DIRECT--TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VNAV Late Path Descent Using Vertical
DIRECT--TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/7 . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 5/7 . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/7 Page . . . . . . . . . . . . . . . . . .
FLIGHT CONFIG 2/2 . . . . . . . . . . . . . . . . . . . . . . . . .
TEMP COMP CONFIG 1/1 . . . . . . . . . . . . . . . . . . . .
LANDING 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
--22C MOD TEMP COMP 1/2 . . . . . . . . . . . . . . . . .
MOD FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . .
MDA TEMP COMP Page . . . . . . . . . . . . . . . . . . . . . .
--22C TEMP COMP 2/2 . . . . . . . . . . . . . . . . . . . . . .
LANDING 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
--22C TEMP COMP 1/2 . . . . . . . . . . . . . . . . . . . . . .
MOD FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . .
9--1
9--2
9--3
9--4
PROGRESS 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROGRESS 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROGRESS 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VNAV DATA 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-1
9-2
9-3
9-4
8--41
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REV 8 Sep 2016
8-59
8-60
8-61
8-65
8-67
8-70
8-71
8-72
8-73
8-74
8-75
8-76
8-77
8-78
8-79
8-80
8-81
Table of Contents
TC-- 17
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Figures (cont)
Figure
Page
9--5 PROGRESS 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9--6 AIR DATA 1 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10--1
10--2
10--3
10--4
10--5
10--6
10--7
10--8
10--9
10--10
9-6
9-7
MOD FLT PLAN 1/4 . . . . . . . . . . . . . . . . . . . . . . . . . .
DIRECT TO 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MOD FLT PLAN 1/4 . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . .
MOD FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/4 . . . . . . . . . . . . . . . . . . . . . . . .
MOD FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . .
MOD FLT PLAN -- ABEAM PTS . . . . . . . . . . . . . . . .
ACTIVE FLT PLAN 1/4 -- Vector Transition . . . . . .
10-1
10-3
10-4
10-5
10-6
10-7
10-8
10-9
10-10
10-11
13--1 PARALLAX ADJUST 1/1 . . . . . . . . . . . . . . . . . . . . . .
13-7
Table of Contents
TC-- 18
A28-- 1146-- 179
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Tables
Table
Page
1--1 Load Comparisons . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-3
3--1 MCDU Color Coding Scheme . . . . . . . . . . . . . . . . .
3-3
4--1 Aircraft Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-26
6--1
6--2
6--3
6--4
6--5
Typical FMS Pattern Displays -- 1 . . . . . . . . . . . . . .
Typical FMS Pattern Displays -- 2 . . . . . . . . . . . . . .
Range and Altitude Limits for VOR/DME . . . . . . . .
Multiple Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operating Mode Requirements . . . . . . . . . . . . . . . . .
6-76
6-77
6-116
6-157
6-159
7--1 RNP Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7--2 GPS Mode Descriptions . . . . . . . . . . . . . . . . . . . . . . .
7-11
7-20
8--1 Temporary Waypoints . . . . . . . . . . . . . . . . . . . . . . . . .
8--2 Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-4
8-38
11--1 MCDU Entry Format . . . . . . . . . . . . . . . . . . . . . . . . . .
11-1
12--1 FMS Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-1
13--1 Dataloader Fault Codes . . . . . . . . . . . . . . . . . . . . . . .
13--2 Operation Mode Problem Messages . . . . . . . . . . . .
13-1
13-8
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Table of Contents
TC-- 19
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Procedures
Procedure
3--1 Scratchpad Editing Mode . . . . . . . . . . . . . . . . . . . . . .
3--2 Accessing Any FMS Function . . . . . . . . . . . . . . . . . .
6--1
6--2
6--3
6--4
6--5
6--6
6--7
6--8
6--9
6--10
6--11
6--12
6--13
6--14
6--15
6--16
6--17
6--18
Page
3-4
3-15
6-7
6-10
6-11
6-14
6-55
6-64
6-86
6-91
6-115
6-117
6-118
6-119
6-122
6-122
6-123
6-139
6-147
6--20
6--21
6--22
6--23
6--24
Defining a Stored Flight Plan . . . . . . . . . . . . . . . . .
Deleting a Stored Flight Plan . . . . . . . . . . . . . . . . . . .
Select and Activate a Stored Flight Plan . . . . . . . .
Defining and Storing Waypoints . . . . . . . . . . . . . . .
Departure Selection . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FMS Manual Position Update by Flyover . . . . . . .
FMS Position Update to Long--Range Sensor . . .
NOTAM Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Position Sensor Deselection . . . . . . . . . . . . . . . . . . .
VOR/DME Deselection . . . . . . . . . . . . . . . . . . . . . . . .
NAV Tuning From 10 Closest Stations . . . . . . . . .
NAV Tuning by Identifier . . . . . . . . . . . . . . . . . . . . . . .
NAV Tuning by Frequency . . . . . . . . . . . . . . . . . . . . .
NAV Tuning by Selecting Autotune . . . . . . . . . . . .
Holding Pattern Definition and Review . . . . . . . . .
Holding at Present Position . . . . . . . . . . . . . . . . . . . .
Deleting a Holding Pattern From the Active Flight
Plan Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deleting a Holding Pattern From the Holding
Pattern Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flyover Pattern Definition . . . . . . . . . . . . . . . . . . . . . .
FMS Setup Page Access . . . . . . . . . . . . . . . . . . . . .
Flight Configuration Setup . . . . . . . . . . . . . . . . . . . .
Database Transfer Between FMSs . . . . . . . . . . . .
Procedure to Upload Databases to the DMU . . . . .
7--1
7--2
7--3
7--4
FLIGHT CONFIG Page 2 Access . . . . . . . . . . . . . .
IRS Sensor Deselection . . . . . . . . . . . . . . . . . . . . . . .
GPS Sensor Deselection . . . . . . . . . . . . . . . . . . . . . .
VOR/DME Deselection . . . . . . . . . . . . . . . . . . . . . . . .
7-14
7-15
7-16
7-16
8--1 VNAV Offset Definition . . . . . . . . . . . . . . . . . . . . . . . .
8--2 Example Procedure to Enter Airways on RTE
Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8--3 Inserting a Waypoint Speed Constraint . . . . . . . . .
8--4 Removing a Waypoint Speed Constraint . . . . . . . . .
8--5 FMS Temperature Compensation Configuration .
8-21
6--19
Table of Contents
TC-- 20
6-147
6-148
6-156
6-165
6-167
6-183
6-187
8-31
8-64
8-65
8-69
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Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table of Contents (cont)
List of Procedures (cont)
Procedure
Page
8--6 Review and Insert Temp Comp Alt Constraints
Into FLT Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8--7 Remove Temperature Compensation . . . . . . . . . .
8-72
8-78
9--1 Lateral Offset Entry . . . . . . . . . . . . . . . . . . . . . . . . . .
9-5
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REV 8 Sep 2016
Table of Contents
TC-- 21
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Blank Page
Table of Contents
TC-- 22
A28-- 1146-- 179
REV 8 Sep 2016
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
1.
Introduction
This guide describes the components, typical operational examples,
normal, and abnormal operating procedures for the Honeywell Flight
Management System (FMS).
This guide covers all FMS operations and options. Depending on
equipment installed, specific aircraft may not have all the features
described.
Multifunction control and display unit (MCDU) pages within this guide
are displayed in black and white. Text shown in reverse video is
designated by a box surrounding the affected text. In addition, the FMS
is configured for either pounds or kilograms. Depending on the
configuration example, MCDU pages within this guide display for
weight and temperature.
The information displayed on each MCDU page is for information only.
The pages are not intended to reflect current navigational data, aircraft
limitations, or specific aircraft database information. Since many topics
are covered in this guide, use the index to find specific topics. There are
also many cross references within this guide.
The revision of this pilot guide reflects Load 25 (NZ 7.1.2). The following
list is pilot guide updates to reflect FMS operation in Load 25.4:
D
COMPARE FUEL QUANTITY message (revision of previous
load)
D
Introduction of RNP SETTINGS page (revision of previous load)
D
Removal of low RNP (RNP  0.3) (deletion from previous load)
D
Revision of the description of MAX WEIGHT messages (revision of
previous load).
Loads 25.5, 25.5.0.1, 25.6 and subsequent decimal loads have no
functional impact on the material in this pilot’s guide.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
This guide is divided into the following sections:
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Section 1 -- Introduction -- This section describes the structure of
this guide and gives the product support and publications ordering
information.
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Section 2 -- System Description -- This section describes the
functions of the FMS.
D
Section 3 -- System Components -- This section describes each
system component and functions.
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Section 4 -- Operational Example -- This section describes the
normal operational procedures of the FMS.
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Section 5 -- Performance -- This section describes the
performance functions of the FMS.
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Section 6 -- Navigation -- This section describes the navigation
function of the FMS.
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Section 7 -- Required Navigation Performance (RNP) -- This
section describes the concepts, functions, and operations related to
required navigation performance.
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Section 8 -- Flight Plan -- This section describes the elements and
operations pertaining to the active and modified FMS flight plan and
the respective route plan.
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Section 9 -- Progress -- This section describes the progress
function of the FMS.
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Section 10 -- Direct/Intercept -- This section describes the direct
and intercept function of the FMS.
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Section 11 -- Multifunction Control and Display Unit (MCDU)
Entry Format -- This section describes the correct entry format
used by the MCDU.
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Section 12 -- Messages -- This section describes the scratchpad
messages associated with the FMS.
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Section 13 -- Maintenance -- This section describes the data loader
fault codes that are displayed on the MCDU.
This guide is written for system familiarization only and does not
supersede any Federal Aviation Administration (FAA) or original
equipment manufacturer (OEM) approved procedures.
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Table 1--1 lists the differences among the various loads.
Table 1--1
Load Comparisons
Feature
Load 23
Load 25
Engine Out SID (EOSID)
D
D
Performance based sensors
D
D
Takeoff/Go--Around (TOGA)
auto LNAV arm (option)
D
D
GPS with SBAS
(GPS--D/SBAS) (option)
D
D
Required Navigation
Performance with RNP
navigation database (option)
D
D
HOLD Select
D
D
VNAV redesign
D
Missed approach prompt
D
NOTE:
Load 21 includes all information excluded from Loads 23
and 25.
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1-3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
HONEYWELL PRODUCT SUPPORT
The Honeywell spares exchange (SPEX) program for corporate
operators supplies an extensive exchange and rental service that
complements a worldwide network of support centers. An inventory of
more than 9,000 spare components assures that the Honeywell
equipped aircraft will be returned to service promptly and economically.
This service is available both during and after warranty.
The aircraft owner/operator is required to ensure that units supplied
through this program have been approved in accordance with their
specific maintenance requirements.
All articles are returned to reconditioned specifications limits when they
are processed through a Honeywell repair facility. All articles are
inspected by quality control personnel to verify proper workmanship
and conformity to Type Design and to certify that the article meets all
controlling documentation. Reconditioned Specification criteria are on
file at Honeywell facilities and are available for review. All exchange
units are updated with the latest performance reliability MODs on an
attrition basis while in the repair cycle.
For information regarding the SPEX program, (Exchange/Rental
Program for Corporate Operators, Pub. No. A65--8200--001), including
maintenance, pricing, warranty, and support, log into the Honeywell
website at:
https://commerce.honeywell.com/webapp/wcs/stores/servlet/HonCat
alogDownloadView?storeId=10651
After logging in, place cursor over the Parts and/or the Repairs tab for
dropdown list and select Download Pricing Catalogs to download a
copy of the SPEX catalog from the Aerospace Paper Catalogs
Download page. For further information or support, contact the
Customer Care Center at the numbers listed on the right side of the
website page.
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CUSTOMER SUPPORT
For support of products or to request the latest revision to a publication,
contact the local Honeywell customer support.
Global Customer Care (GCC)
For all aerospace inquiries including:
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Technical assistance
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Aircraft--on--ground (AOG)
D
Sales: new and exchange
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Repair and overhaul
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Supply chain optimization
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Rentals
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Return material authorization (RMA).
Use the following Global Customer Care contact numbers:
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Fax:
1--602--822--7272
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Phone:
1--800--601--3099 (U.S.A./Canada)
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Phone:
1--602--365--3099 (International).
Aerospace Technical Support (ATS)
For direct technical support for:
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Avionics
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Mechanical.
Use the following ATS contact numbers:
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Phone:
1--855--808--6500 (U.S.A./Canada)
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Phone:
1--602--365--6500 (International).
Choose Option 1 for avionics or Option 2 for mechanical.
Or send e--mail to:
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AeroTechSupport@honeywell.com
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Flight Technical Services (FTS)
For direct technical pilot support, additional information, or operational
questions, contact FTS by:
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email:
FTS@honeywell.com
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Web site: http://pilots.honeywell.com
To contact FTS, log in and select the Contact Us selection from the
bottom right corner of the URL page.
Online Access for Technical Publications
Honeywell is shifting to an online access model for technical
publications. This change is being made to eliminate the cost of printing
and shipping paper publications and to be a better environmental
steward. The option to download and order print copies through the
Honeywell MyAerospace portal at https://myaerospace.honeywell.com is
still available. Alerts can be set up so that if there is a change to a
publication, customers can receive email notifications of changes. The
user can add a manual to a Watch List using the Receive Email
Updates link or use the My Email Notifications link on the left
navigation bar at the bottom of the Search Publications page.
Customers can still continue to order copies of publications but the
option to sign up to receive ongoing updates by the way of paper will
no longer be an option. If there is a change, revision, or new release,
request the publication at that time through the Honeywell
MyAerospace portal at https://myaerospace.honeywell.com. For
questions or concerns, reach out to the Technical Publications Order
Management team at pubs@Honeywell.com.
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Honeywell Aerospace Technical Publications
If you have access to the Internet, go to the Honeywell Online Technical
Publications web site at https://myaerospace.honeywell.com to:
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Download or see publications online
D
Make an order for a publication
D
Tell Honeywell of a possible data error (report a discrepancy) in a
publication.
If you do not have access to the Honeywell Online Technical
Publications web site and need technical publications information:
D
Send an e--mail message to the Global Customer Care at:
cas--publications--distribution@honeywell.com
D
Send a fax or speak to a person at the Global Customer Care
contact numbers.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
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Introduction
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2.
System Description
INTRODUCTION
The flight management system (FMS) software is resident on one of
many processor modules in a modularized avionics unit (MAU) rack
system, shown in Figure 2--1. The FMS function controls a complete
range of navigation functions. The primary purpose of the FMS function
is to manage navigation sensors to produce a composite aircraft
position. Using the composite position, along with flight planning
capabilities, the FMS controls navigation, performance, and guidance
work for the flight.
To Other
Aircraft Systems
MAU #2
MAU #3
PCI Backplane
PCI Backplane
Advanced
Processor
Control
Graphics
Module
Module
I/O
Module(s)
FMS #1
ARINC 429 Bus
Network
Control
Processor
Advanced
Interface
Interface
Controller
I/O
Module(s)
Module
Controller
Network
Graphics
Module
ASCB--D
FMS #2
ARINC 429 Bus
To Other
To Other
Aircraft Systems
Aircraft Systems
fms00191_02s
Figure 2--1
Primus Epic MAU
The FMS function combines the inputs of other aircraft systems to
supply navigation, lateral guidance commands, aircraft performance
predictions, and display of data through the multifunction control and
display unit (MCDU) and the electronic display system (EDS). Data
displayed on the EDS includes a map presentation indicating radio
navigation aids, airports and waypoints of the active flight plan. Also
presented on the EDS are airspeed targets and annunciator of flight
management system modes.
NAVIGATION
D
The navigation function computes the aircraft position and velocity
for all phases of flight (oceanic, en route, terminal, and approach),
including polar navigation.
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The navigation function automatically blends or selects position
sensors to compute an optimum position.
D
The pilot deselects individual sensors, when required.
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FLIGHT PLANNING
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The flight planning function computes the active flight plan with both
lateral and vertical definition.
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Flight plans are loaded from a flight planning service.
LATERAL NAVIGATION (LNAV)
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LNAV guides the aircraft along a predetermined flight path at a
pilot--selected bank factor angle for increased passenger comfort.
D
LNAV maintains the aircraft within an airway or protected airspace.
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LNAV automatically flies pilot--defined or database holding patterns,
including entry and exit procedures.
VERTICAL NAVIGATION (VNAV)
D
VNAV guides the aircraft in the vertical plane at a predetermined
altitude, vertical rate, airspeed or flight path. Maneuvers are
acceleration--limited for increased passenger lateral comfort.
D
VNAV maintains the pilot--defined or database altitude constraints
and speed restrictions.
D
VNAV maintains the aircraft within aircraft--defined VMO/MMO and
minimum defined approach speeds.
AIRCRAFT PERFORMANCE MANAGEMENT
D
Performance contains fuel management and time estimates for the
flight.
D
Performance estimates optimum altitude, cruise modes, and step
climbs.
DATABASE
D
The database contains worldwide coverage of NAVAIDs, airways,
standard instrument departure/standard terminal arrival route
(SID/STAR) procedures, approach procedures, airports, and
runways.
D
The database stores pilot--defined waypoints.
D
An RNP AR navigation database is needed for the RNP AR option.
It is a database that is tailored for the individual operator containing
RNP AR approaches.
System Description
2-2
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NAVIGATION DISPLAY
D
Navigation displays are shown on the electronic display system
(EDS).
D
Electronic maps integrate route map and vertical situational display
data with auxiliary navigation data to show the situation of the
aircraft at any time.
D
Electronic displays integrate map data with weather radar displays.
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Blank Page
System Description
2-4
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3.
System Components
INTRODUCTION
This section describes each system component and function.
FLIGHT MANAGEMENT SYSTEM (FMS)
The FMS has two primary functions and multiple secondary functions.
The primary functions are position computation and flight planning. The
navigation database (NDB), contained in the FMS, is essential to these
functions. The database is used to store waypoints, NAVAIDs, airways,
procedures, airports, and other navigation data.
The FMS connects to a variety of short--range and long--range
navigation sensors. The primary short--range sensors are very high
frequency omni bearing range/distance measuring equipment
(VOR/DME) and DME/DME. Long--range sensors include inertial
reference system (IRS) and global positioning system (GPS). Using the
available sensors, the FMS develops a position based on a blend or mix
of sensor inputs. Based on the position and the flight plan, the FMS
generates information for display on the control display unit (CDU) and
the electronic display system (EDS).
The lateral navigation function of the FMS calculates navigation
information relative to selected geographical points. The pilot defines
flight plan routes worldwide. The system outputs advisory information
and steering signals showing the pilot or flight guidance system (FGS)
how to guide the aircraft along the desired route. Routes are defined
from the present position of the aircraft to a destination waypoint along
a great circle route or through a series of great circle legs defined by
intermediate waypoints.
The vertical navigation function of the FMS calculates navigation
information relative to selected altitudes, airspeeds or
geographic/altitude combinations. The system outputs advisory
information and steering signals showing the pilot or FGS how to guide
the aircraft along the desired vertical profile.
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MULTIFUNCTION CONTROL AND DISPLAY UNIT
(MCDU)
The MCDU, shown in Figure 3--1, is the pilot interface to the system.
The function of the MCDU is described in this section. It is necessary
to know the general rules and operating characteristics of the MCDU
in order to understand the specific operations of the FMS.
MCDU operation is designed to be simple and to minimize crew
workload in all phases of flight. The MCDU serves as the pilot interface
with the navigation computer, as well as other systems that the FMS
interfaces. Pilots enter data using the alphanumeric keyboard and the
line select keys.
Figure 3--1
MCDU
System Components
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MCDU Display
The MCDU has a full--color display and contains 14 lines. Each line
contains 24 characters. The first line is a title line and line 14 is the
scratchpad.
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Color Assignments -- Color on the MCDU display page is designed
to highlight important information. Color assignments are
coordinated as much as possible with other displays. Table 3--1 lists
definitions of color assignments.
Table 3--1
MCDU Color Coding Scheme
Assigned
Color
Cyan
Atmospheric Data, Vertical, Performance
Green
Lateral, Modes
Yellow
Warnings, FROM Waypoint, Flight Plan Names
TO Waypoint
Magenta
Menus and Titles
White
Failures
Red
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Parameter
Viewing Angle -- All symbols for the MCDU are visible at a viewing
angle of 45_ from the sides, 15_ from the top, and 30_ from the
bottom. The MCDU can be adjusted for parallax, as well as view
angle, based on the installed location in the cockpit. Refer to
page 13-7 of this guide for details on parallax adjustment.
Alphanumeric Keys
The MCDU alphanumeric keyboard is used by the pilot for input to the
FMS. The alphanumeric keys make entries to the scratchpad only.
Each of the following are represented with a key on the DU--1080.
Letters are the alphabet, the numbers 0--9, the decimal, the plus/minus,
the space, and the slash. See Figure 3--1 for key location. The space
(SP) key is used to insert a space following a character in the
scratchpad. The plus/minus (+/--) key is used to enter a -- or + in the
scratchpad. The initial push of the +/-- key results in a -- being entered.
A subsequent push results in changing the -- to a +. Continued pushing
of this key toggles the +/-- display.
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Scratchpad
The bottom line on the MCDU display is the scratchpad. The
scratchpad is a working area where the pilot enters data and/or verifies
data before line selecting the data into the proper position.
Alphanumeric entries are made to the scratchpad using the keyboard.
As each key is pushed, the character is displayed in the scratchpad.
Information in the scratchpad does not affect the FMS until moved to
another line on the display. Data is retained in the scratchpad
throughout all mode and page changes.
The scratchpad has an editing mode. While the editing mode is
available all the time, it is most useful when entering messages for
certain functions. Procedure 3--1 describes the procedure for using the
scratchpad editing mode.
Step
Procedure 3--1 Scratchpad Editing Mode
1
The editing mode is entered by ending the scratchpad
entry to be edited with a dash (--) and pushing the previous
(PREV) key.
2
The PREV and NEXT keys, in the editing mode, moves a
reverse video cursor in the scratchpad.
3
The character in the reverse video field is removed with
the clear (CLR) key or a new character is inserted before
it.
4
Pushing the delete (DEL) key deletes the entire
scratchpad entry.
5
The editing mode is exited when the scratchpad entry is
moved to a line by pushing a line select key.
The scratchpad also shows advisory and alerting messages. The
scratchpad shows a liquid crystal display (LCD) bright/dim control bar.
See page 3-19 for additional details. The scratchpad has the following
display priority:
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Bright/Dim control bar
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Alerting messages
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Advisory messages
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Delete function
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Entry and line selection.
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Line Select Keys (LSK)
There are six line select keys on each side of the MCDU display. Data
is selected to a line from the scratchpad or vice--versa using the line
select keys. These keys are identified from top to bottom as 1L through
6L on the left side and 1R through 6R on the right side. The line select
keys are the most often used keys on the CDU.
D
Direct Access Prompts/Function Selects -- In the case of an
index display, the line select keys are used for selecting functions
from the index. In displays other than index, the bottom line select
keys (6L, 6R) are primarily used for direct access to other functions
in the FMS. The functions most likely to be accessed from the
present page and phase of flight are displayed as prompts. An
example is the ARRIVAL prompt that is displayed on the active flight
plan pages, when within 200 NM of the destination. These types of
prompts reduce the number of key strokes in order to minimize pilot
workload. The pilot also accesses functions through the main
navigation and performance indices.
D
Transfer Line Data to Scratchpad -- When the scratchpad is
empty, pushing a line select key transfers the respective line data
to the scratchpad.
D
Transfer Scratchpad Data to Line Fields -- Once data has been
entered into the scratchpad either through line selection or manual
keyboard entry, the data is transferred to any of the permitted line
select fields on a page. To transfer the data, push the key adjacent
to the line where the scratchpad data is intended.
Clear (CLR) Key
This key executes the following functions:
D
When a message is displayed in the scratchpad, pushing the CLR
key deletes the message.
D
When a scratchpad entry begins with an asterisk (*) or pound sign
(#), pushing the CLR key removes the entire entry.
D
When an alphanumeric entry is made in the scratchpad, one
character is cleared from the scratchpad (from right to left) each time
the CLR key is pushed. When the CLR key is held down after the
first character is cleared, other characters are cleared, one at a time,
until the key is released. Refer to Scratchpad (page 3-4) for use of
the CLR key editing feature.
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Delete (DEL) Key
The DEL key is used to delete items from the FMS. When the DEL key
is pushed, *DELETE* is displayed in the scratchpad. The DEL key is
line selected to delete waypoints or other items displayed in the MCDU
data fields. When a message is displayed, the delete operation is
inhibited. Delete is also used to return default values after entries have
been made. Finally, as noted under Scratchpad, page 3-4, the DEL
key is also used in the scratchpad edit mode. With a dash (--) at the end
of the scratchpad entry, pushing the DEL key deletes the entire
scratchpad entry.
Function Keys
The 13 function keys located directly below the screen, as shown in
Figure 3--1, access primary functions, indices (menus), and page
selection.
NOTE:
Following power--up, the MCDU defaults to a non--FMS page.
Pushing any FMS related function key, in this case, results in
the MCDU showing the FMS NAV IDENT page for flight crew
verification of the FMS software and database.
System Components
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D
Performance (PERF) Key -- Pushing the PERF function key shows
page 1 of the performance index. The pilot selects any of the index
functions by pushing the respective line select key. These are shown
in Figures 3--2 and 3--3. Refer to Performance Index, page 5-1, for
additional details.
Figure 3--2
PERF INDEX 1/2
Figure 3--3
PERF INDEX 2/2
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D
Navigation (NAV) Key -- Pushing the NAV function key displays
page 1 of the navigation index. This is shown in Figures 3--4 and 3--5.
The pilot selects any of the index functions by pushing the
respective line select key. Refer to NAV INDEX, page 6-3, for
additional details.
Figure 3--4
NAV INDEX 1/2
Figure 3--5
NAV INDEX 2/2
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D
Paging (PREV)/(NEXT) Keys -- The specific page and number of
pages in a particular function or menu are shown in the upper right
corner of the display. The page number format is AA/BB where AA
is the current page and BB is the total number of pages available.
Page changes are made by pushing the NEXT and PREV (previous)
keys. The keys are held down for repeated page changing. Refer to
Scratchpad (page 3-4) for use of the PREV and NEXT keys for
editing.
D
Flight Plan (FPL) Key -- Pushing the FPL key shows the first page
of the active flight plan. An example page is shown in Figure 3--6.
When no flight plan is entered, the pilot can perform the following:
— Manually create a flight plan
— Select a stored flight plan
— Select a flight plan from the data management unit (DMU) or
local area network (LAN)
— Insert a datalink flight plan.
Refer to Flight Plan (page 8-1) for additional details.
Figure 3--6
ACTIVE FLT PLAN 1/3
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D
Progress (PROG) Key -- Pushing the PROG key shows the first
progress page. This mode shows the current status of the flight. The
first progress page shows the estimated time en route (ETE),
distance to, and fuel projection for the TO waypoint, the NEXT
waypoint and destination. It also shows the current NAV mode, the
required and estimated navigation performance, and the NAVAIDs
presently tuned. A typical progress page is shown in Figure 3--7.
Refer to Progress, page 9-1 for additional details.
Figure 3--7
PROGRESS 1/3
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D
Company Route (RTE) Key -- While on the ground, pushing the
RTE function key shows the route page 1 with origin, destination,
runway and company route identifier information. The pilot selects
any of the index functions by pushing the respective line select key.
This is shown in Figure 3--8.
Figure 3--8
RTE 1/1
By pushing the PREV/NEXT keys, pages 2 through X of the
remaining RTE pages are accessed while on--ground. These RTE
pages show the FMS flight plan in terms of air traffic clearance
references (e.g., procedures and airways). The final RTE page X/X
gives the operator quick access to the ALTERNATE RTE page.
When the RTE key is pushed while in--air, the RTE page 2 through
X corresponding to the aircraft position in the flight plan is displayed
instead of RTE page 1.
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RTE 2/3 page is shown in Figure 3--9.
Figure 3--9
RTE 2/3
RTE 3/3 page is shown in Figure 3--10.
Figure 3--10
RTE 3/3
System Components
3-12
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Radio -- Pushing the RADIO function key results in the display of the
RADIO 1/2 page. From this location and also the RADIO 2/2 page,
the pilot attempts to tune various radios including COM1, COM2,
and NAV1, NAV2, as shown in Figure 3--11.
Figure 3--11
RADIO 1/2
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System Components
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Menu -- Pushing the MENU function key shows the MCDU menu
page, that gives access to maintenance and status information. This
is shown in Figure 3--12.
Figure 3--12
MENU
NOTE:
BKUP RADIO at LSK 4L is only displayed on the copilot’s
MCDU.
System Components
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Accessing Any FMS Function
The FMS prompts the pilot at 6L and 6R for the most likely functions to
be selected. Using these prompts, the FMS steps the pilot through
procedures such as initialization. At any time, it is possible to operate
out of sequence or to access other areas of the FMS. Follow
Procedure 3--2 to access any function of the FMS.
Step
Procedure 3--2 Accessing Any FMS Function
1
Determine the required function. All functions are available
at all times from the PERF, NAV, FPL, PROG or RTE keys.
2
Select the correct PERF, NAV, FPL, PROG or RTE key.
3
When PERF or NAV is selected, read the menu list for the
required function or feature.
4
Select the correct function or feature.
5
The FMS displays the function or feature selected.
6
Continue working using the prompts at 6L and 6R when
part of a sequence, such as initialization, is being
completed.
Annunciators
Annunciators are displayed on the electronic display system (EDS).
Magenta indicates an advisory annunciator and amber indicates an
alerting annunciator.
D
Dead Reckoning (DR) -- DR is an alerting (amber) annunciator.
This annunciator is displayed or lit when operating in the DR mode.
The FMS enters DR mode after loss of required navigation
performance (see DGRAD) and loss of radio updating and all other
position sensors (IRS and GPS) for greater than 2 minutes.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Degraded (DGRAD) -- DGRAD is an alerting (amber) annunciator.
This annunciator is displayed when the FMS loses required
navigation performance (RNP). This is accompanied by the
UNABLE RNP scratchpad message.
The DGRAD annunciator is displayed on the horizontal situation
indicator (HSI) and LNAV display when FMS is the selected aircraft
navigation source on EDS and any of the following conditions exist:
— FMS estimate position of uncertainty (EPU) is greater than RNP
— FMS position integrity estimate is greater than the integrity alarm
limit (this occurs when EPU is slightly less than RNP)
— GPS is not available and GPS is required for the selected flight
plan procedure.
When the DR annunciator is displayed or lit when the DGRAD
annunciator is displayed or lit, the DGRAD annunciator is removed
or turned off.
D
Message (MSG) -- The MSG annunciator is shown on the MCDU
when there is a message on the MCDU scratchpad. The
annunciator is removed or turned off after the message(s) has been
cleared from the scratchpad.
Messages are displayed in the CDU scratchpad at various times.
Messages inform or alert the pilot as to system status. Messages
are divided into the following two major groups:
— ADVISORY MESSAGES -- Advisory messages contain
information helpful to the pilot. Advisory messages are normally
the result of a pilot action on the CDU (e.g., making an entry with
the incorrect format). These messages do not turn on the MSG
annunciator.
— ALERTING MESSAGES -- Alerting messages alert the pilot to
the FMS status, assuming the pilot is not looking at the CDU
(e.g., a message annunciating a sensor failure).
Messages are stacked for display in priority order on a first in, last
out basis. In cases where there are multiple messages stacked, the
message annunciator remains displayed or lit until all messages are
cleared. Only one message is cleared per CLR key push.
System Components
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Approach (APPR) -- APPR is an advisory (magenta) annunciator.
The annunciator indicates the FMS is in the approach mode of
operation. In this mode, the EDS deviation sensitivity and FMS
tracking gains are increased. The approach annunciator is
displayed when ALL of the following conditions are valid:
— The FMS is the selected aircraft navigation source on EDS.
— A nonprecision instrument approach must have been activated
from the navigation database. When no approach, or an
instrument landing system (ILS), localizer (LOC), localizer--back
course (LOC--BC), landing directional aid (LDA), or simplified
directional facility (SDF) is selected, the APPR annunciator does
not light.
— The aircraft position is between 2 NM outside the final approach
fix (FAF) and the missed approach point (MAP).
— The DGRAD annunciator must be removed or turned off.
— When the approach requires the use of GPS, GPS navigation
mode must be valid.
NOTE:
For Load 23 and Load 25 operations, the EDS
lateral deviation sensitivity is increased at the IF
(initial fix).
D
Terminal (TERM) -- TERM is an advisory (magenta) annunciator.
TERM indicates the FMS is in the terminal area and required
navigation accuracy has increased. Neither DGRAD nor DR are
active for this annunciator to be displayed.
D
Lateral Track Alert (WPT) -- WPT is an advisory (magenta)
annunciator. The FMS gives a lateral track annunciator (WPT)
30 seconds prior to sequencing a waypoint.
D
Vertical Track Alert (VTA) -- VTA is an advisory (magenta)
annunciator. A vertical track annunciator is given to warn of
impending FMS vertical track command changes.
A VTA is issued for the following conditions:
— The aircraft is within 1,000 feet of capturing an altitude constraint
that is not collocated with the altitude preselect
— In CRUISE, 1 minute prior to top--of--descent (TOD)
— One minute prior to resuming a climb or descent from a
constrained waypoint
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— Prior to resuming a vertical flight level change (VFLC) descent
due to a speed limit altitude level--off
— In CRUISE, 1 minute prior to executing a step climb.
The VTA is also issued as an audible annunciator.
D
Lateral Offset (OFFSET) -- OFFSET is an advisory (magenta)
annunciator. The FMS gives the capability to define and fly a parallel
offset of up to 30 NM on any track to a fix (TF) or course to a fix (CF)
leg that is not included in a SID, STAR, Approach or Hold. A parallel
offset can also be flown to a direction finder (DF) leg following the
final turn.
D
Required Navigation Performance (RNP) -- RNP is an advisory
(magenta) annunciator.
System Components
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Brightness Control
Both manual and automatic (photo sensor) brightness controls are
used to increase or decrease the CDU display brightness. When
manually selected, a bright/dim bar is displayed in the scratchpad, as
shown in Figure 3--13. The bright/dim bar level is controlled by pushing
BRT or DIM.
Figure 3--13
PERF INDEX 1/2 -- Bright/Dim Level
Following manual adjustment, the photo sensors monitor the ambient
light and maintain the brightness level of the CDU display over various
lighting conditions. The brightness is adjusted during evening hours so
that during daylight hours the display is not seen.
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System Components
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Blank Page
System Components
3-20
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
4.
Operational Example
INTRODUCTION
This section describes the normal operational procedures of the flight
management system (FMS) for a flight from Phoenix, Arizona (KPHX)
to Minneapolis/St. Paul, Minnesota (KMSP). KMSP is forecast to be
instrument meteorological conditions (IMC) at arrival time, therefore,
Duluth, Minnesota (KDLH) is used as the alternate.
The flight route, shown in Figure 4--1, begins in Phoenix and proceeds
from Rattlesnake (RSK) VOR by way of J44 to the Alamosa (ALS) VOR,
direct to the Mile High (DVV) VOR, J114 to the O’NEIL (ONL) VOR, then
direct to the Mason City (MCW) VOR. The flight departs Phoenix from
runway 08 using the SILOW1 departure with the Rattlesnake (RSK)
transition (KPHX RW08 SILOW1.RSK) shown in Figure 4--2. The
arrival is by way of the Mason City transition to the KASPR3 arrival,
shown in Figure 4--3, followed by the HASTI transition to the ILS
approach for runway 30L at KMSP (MCW.KASPR3 HASTI.ILS RW30L
KMSP). The ILS 30L approach is shown in Figure 4--4.
NOTE:
The standard instrument departure (SID), standard terminal
arrival route (STAR), approach, waypoints, and airways used
in this example do not reflect current navigation data. When
performing this operational example on the actual FMS, flight
plan waypoints, distances, and times differ from those shown
in this guide.
This example often references Sections 5 through 10 for more detailed
information. Section 11, Multifunction Control Display Unit (MCDU)
Entry Format, describes details about entry format.
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The flight route from KPHX to KMSP is shown in Figure 4--1.
Figure 4--1
KPHX to KMSP Flight Route
The SILOW1 departure is shown in Figure 4--2.
Operational Example
4-2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 4--2
Phoenix, AZ SILOW1 Departure
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The Minneapolis, MN KASPR3 Arrival is shown in Figure 4--3.
Figure 4--3
Minneapolis, MN KASPR3 Arrival
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The Minneapolis, MN ILS 30L Approach is shown in Figure 4--4.
Figure 4--4
Minneapolis, MN ILS 30L Approach
Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
PRE-- DEPARTURE
The FMS guides the pilot through the ground initialization process using
the lower right line select key (6R). After completing the page (or pages)
for each step, selecting the lower right key (6R) moves to the next step.
Figure 4--5 is a flow chart showing the preflight procedure for a normal
flight.
Figure 4--5
FMS Preflight Procedure Flow Chart
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Power--Up
D
NAV IDENT 1/1 -- After the FMS powers up and the Radio page is
displayed on the MCDU, select any FMS function key (NAV, PERF,
FPL, RTE, PROG). After pushing an FMS function button on the
MCDU, the NAV IDENT page is displayed, as shown in Figure 4--6.
Figure 4--6
NAV IDENT 1/1
The date and time shown on this page is synchronized with the
global positioning system (GPS) date and time. The date and time
are able to be changed when the GPS has failed or does not have
a valid date/time. Refer to Section 6, Navigation, page 6-1, for
additional details on changing date and time.
The software identifier is displayed at 3L for verification. The
software identifier must be referenced when maintenance action is
requested.
The maintenance prompt (6L) is used to verify the FMS system
operating configuration. Refer to page 6-158 for additional details on
MAINTENANCE.
Navigation database (NDB) information is displayed on the right
side of the NAV IDENT page. The active database dates are shown
at 1R. The dates for the alternate period are shown at 2R. On
power--up, the FMS automatically chooses the active NDB that
corresponds to the current date. Refer to page 6-1 for additional
details on changing active NDB.
Operational Example
4-8
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The EMBRAER--302, shown at 3R, indicates the type of NDB
installed on the aircraft. The next initialization step (POS INIT in
reverse video) is displayed and selected at 6R.
The COMPANY DB shown at 4R indicates the company route
database currently installed. This database contains routes and
waypoints specific to the company.
POSITION INITIALIZATION
D
POSITION INIT 1/1 -- Figure 4--7 shows the LAST POS coordinates
at 1L. At 2L, the closest RAMPX within 3 NM of the last position (1L)
is displayed (refer to RAMPX, page 6-82). When no RAMPX
waypoint is available, the closest airport reference point (ARP)
within 3 NM of the last position (1L) is displayed. With no ARP
available, the pilot is prompted to enter a waypoint or coordinates.
In this example, the KPHX ARP is shown. At 3L, the coordinates of
the highest priority valid GPS is displayed.
Figure 4--7
POSITION INIT 1/1
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
To initialize FMS position, select the correct LOAD prompt (1R, 2R,
or 3R). The selected position becomes the FMS position and is then
automatically updated to the cross--side FMS. This is shown in
Figure 4--8. This initializes connected sensors that receive inputs
from the FMS. Refer to page 6-81 for additional details on position
initialization.
After initialization, the RTE prompt is displayed in the bottom right
corner (6R) indicating the next step to be performed. Selecting this
prompt continues the preflight process.
Figure 4--8
POSITION INIT 1/1 -- Loaded
Operational Example
4-10
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
ROUTE
Route planning is a quick method of flight planning by the pilot in place
of conventional flight planning features, as shown in Figure 4--9.
Conventional flight planning features use the flight plan pages on the
MCDU by means of individual waypoint entries and procedure
selections. Route planning is performed by selecting a company route
from the database or by entering flight plan legs and procedures using
shorthand clearance language that is beneficial to save time.
The Route page is accessed by using the RTE button on the MCDU or
the RTE prompt at line select key (LSK) 6R on the POSITION INIT
page, as shown in Figure 4--8. When the initialization coordinates are
within 3 miles of an airport in the database, the airport (KPHX in this
example) is already loaded in the ORIGIN line. This is shown in
Figure 4--9. An entry of estimated time of departure (ETD) is entered,
as an option, to give the estimated time of arrivals (ETAs) prior to
takeoff. ETD entries are made in 1L in the format /1234. This supports
predictive receiver autonomous integrity monitor (RAIM) calculations
(see page 6-107).
Figure 4--9
RTE 1/1
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The destination (KMSP) is entered in the scratchpad and line selected
to the destination (DEST) prompt at 1R. This is shown in Figure 4--10.
Figure 4--10
RTE 1/3
Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Waypoint Entry
Waypoints are entered on the RTE 2/3 page, as shown in Figure 4--11.
This page is accessed by pushing the NEXT button on the MCDU. Enter
the en route waypoints in the line labeled VIA. Begin with the RSK VOR.
The entry is made by typing the identifier in the scratchpad and using
the line select key adjacent to the VIA prompt. Refer to page 8-3 and
8-14 for waypoint entry options.
Figure 4--11
RTE 2/3
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Airway Entry
The next entry in this example is a high altitude airway (e.g., J44) to the
ALS VOR. Enter the airway identifier followed by the last desired
waypoint of the airway. Both are separated by a period (J44.ALS). This
is shown in the scratchpad in Figure 4--12. Insert this entry on the line
adjacent to the VIA prompt. Refer to page 11-3, airway CDU entry
format, for additional details on entering airways.
Figure 4--12
RTE 2/3 -- J44.ALS
Operational Example
4-14
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FMS inserts the J44.ALS segment into the flight plan. This is shown
in Figure 4--13.
Figure 4--13
RTE 2/3 -- J44.ALS Loaded
The remainder of the flight plan to Mason City (DVV, J114.ONL, MCW)
is entered in the same manner as previously described. Figures 4--14
through 4--18 show the remainder of the RTE pages.
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 4--14 shows DVV loaded at 3R.
Figure 4--14
RTE 2/3 -- DVV Loaded
Figure 4--15 shows jet route (J114) loaded in the scratchpad message
section.
Figure 4--15
RTE 2/3 -- J114.ONL
Operational Example
4-16
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 4--16 shows jet route (J114) loaded at 4L.
Figure 4--16
RTE 2/4 -- J114.ONL Loaded
Figure 4--17 shows MCW loaded in the scratchpad message section.
Figure 4--17
RTE 2/4 -- MCW
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Operational Example
4-17
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 4--18 shows the destination (KMSP) at 2R.
Figure 4--18
RTE 3/4 -- KMSP
The upper right corner of the RTE page indicates the route has 4 pages.
Pushing the NEXT key advances to the next page of the route segment.
Pushing the PREV key shows the previous route page.
Operational Example
4-18
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The flight plan is closed by moving KMSP to the VIA line by pushing the
line select key (2R) adjacent to KMSP. This action moves KMSP to the
scratchpad, as shown in Figure 4--19.
Figure 4--19
RTE 3/4 -- KMSP Scratchpad
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Operational Example
4-19
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Push the line select key adjacent to the VIA prompt (1L), as shown in
Figure 4--20. The destination must be included as the last flight plan
waypoint for ETE to the destination on the PROGRESS page. The
destination is also required to calculate performance data.
Figure 4--20
RTE 3/4 -- KMSP Loaded
Operational Example
4-20
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The alternate flight plan example is entered by selecting the alternate
page, shown in Figure 4--21. This is accomplished by pushing the NEXT
key.
Figure 4--21
ALTERNATE RTE 4/4
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Operational Example
4-21
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Enter the identifier for the alternate destination (2R). Duluth (KDLH) is
used for this example, shown in Figure 4--22.
Figure 4--22
ALTERNATE RTE 4/4 -- KDLH
Operational Example
4-22
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The route to KDLH is by way of the GOPHER (GEP) VOR. The
alternate flight plan is entered the same way as for the en route flight
plan. The alternate flight plan is closed by moving KDLH to the VIA line
as was done with KMSP in previous route pages. Figure 4--23 shows
the alternate flight plan.
Figure 4--23
ALTERNATE RTE 4/4 -- GEP
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
This completes the flight plan definition. Pushing the lower right line
select key (6R) activates the flight plan (ACTIVATE). The PERF INIT
prompt is shown at 6R (shown in Figure 4--24). Selecting this key moves
to the Performance Initialization page.
Figure 4--24
ALTERNATE RTE 4/4 -- PERF INIT
PERFORMANCE INITIALIZATION
The PERFORMANCE INIT has three or five pages when FULL PERF
is selected. The control of the PERFORMANCE INIT pages is
performed through the aircraft personality module (APM) parameter.
The particular set of PERFORMANCE INIT pages is referred to as
either standard or expanded, where standard refers to the three sets
of pages used for the Embraer 170/175/190 and 195 aircraft and the
expanded refers to the five sets of pages used for the Lineage 1000
aircraft.
The following example illustrates the standard FULL PERF
initialization. See page 5-10 for other performance initialization options.
The following values are used in the planning of this example flight plan.
Actual numbers used depends on the aircraft type.
ZFW:
24,200 kg
FUEL:
7,600 kg
CRUISE ALTITUDE:
31,000 ft
WINDS ALOFT:
250_ @ 125 kts @ FL 310
Operational Example
4-24
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Performance initialization consists of verifying the default values,
making changes where required, and entering items such as wind and
weight.
Depending on the initialization configuration of the FMS, weights are
displayed in either pounds or kilograms.
Data verified and entered under performance initialization effects
several performance functions important to the completion of the flight.
For example, understating wind can indicate sufficient fuel to complete
the flight. In reality, more fuel can be required. A careful review of
initialization data is required to ensure accurate predicted aircraft
performance.
Refer to pages 5-4 through 5-24 for a detailed explanation of PERF INIT
entries. Many values on the PERF INIT and PERF DATA pages are
aircraft--dependent. Actual values can vary from those shown in these
examples.
D
PERFORMANCE INIT 1/3 (Standard) -- Figure 4--25 shows the
following:
—
—
—
—
—
—
Aircraft type (1L)
Tail number (1R)
Performance mode (2L)
Current speed schedules (3L -- 5L)
Access to departure and approach speed schedules (6L)
Access to aircraft database loading (6R).
For changes to any mode, the OR prompt is used for the respective
mode or directly enter the calibrated airspeed (CAS)/MACH data.
Default values are restored by using the *DELETE* function on the
correct line.
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Operational Example
4-25
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The PERFORMANCE INIT page is shown in Figure 4--25.
Figure 4--25
PERFORMANCE INIT 1/3 (Standard)
The following aircraft type codes shown at LSK1L are listed in
Table 4--1.
Table 4--1
Aircraft Type
Aircraft
PERF INIT Acft Type Code
170
E170X163800
170A
E170AX163801
175
E175X164300
175A
E175AX164301
190
E190X164400
L1000
L1000X164401
195
E195X163900
The departure/approach speed prompt (Figure 4--25, line select 6L) is
used to access departure, approach, and go--around speed schedules.
Refer to page 5-14 for additional details on these pages.
Operational Example
4-26
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
As an example, when the OR prompt for cruise is selected, the
CRUISE MODES page, shown in Figure 4--26, is displayed. The
cruise mode desired is selected from the available list. This action
makes the selected cruise mode active and returns the display to
PERFORMANCE INIT 1/3. In this example, long--range cruise
(LRC) is the active mode.
Figure 4--26
CRUISE MODES 1/1
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Operational Example
4-27
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERFORMANCE INIT -- KG 2/3 (Standard) -- Figure 4--27 shows
the following:
—
—
—
—
Step climb increment (1L)
Fuel reserve (2L)
Fuel allowance for takeoff and landing (3L)
Contingency fuel (4L).
Figure 4--27
PERFORMANCE INIT -- KG 2/3 (Standard)
Step climb increment is used for performance planning, fuel
reserve, and fuel allowance for takeoff and landing.
The FUEL RESERVE line has an OR option. Refer to page 5-17 for
additional details on this page.
TO/LDG FUEL powers up with the default values from the aircraft
database file. Entering *DELETE* restores any of these lines to the
default values.
CONTINGENCY FUEL is entered on this page and is used for
performance planning.
Operational Example
4-28
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERFORMANCE INIT -- KG 3/3 (Standard) -- Figure 4--28 shows
the following:
—
—
—
—
—
—
—
—
Transition altitude (1L)
Speed/altitude limit (1R)
Initial cruise altitude (2L)
International Standard Atmosphere (ISA) deviation (2R)
Cruise winds (3L and 3R)
Zero fuel weight (4L)
Fuel (gauge) weight (4R)
Gross weight (5R).
Figure 4--28
PERFORMANCE INIT -- KG 3/3 (Standard)
Above the transition altitude, ACTIVE FLT PLAN and the PERF
PLAN page altitudes are displayed as flight levels. Constraints from
SIDs, STARs, and approaches are displayed in feet or flight levels
as defined in the navigation database.
The SPD/ALT LIM is used to limit the speed target to the speed limit
for altitudes below the restriction altitude. When in descent and the
descent speed is higher than the speed limit, the speed target is
reduced before the restriction altitude is reached. The limit is either
changed or eliminated by entering *DELETE*.
Initial cruise altitude is entered. When OPTIMUM is displayed, the
optimum cruise altitude is computed and is displayed in small
characters when PERFORMANCE INIT is completed. The optimum
cruise altitude is rounded to the nearest 1,000 feet.
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Operational Example
4-29
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Average cruise wind and ISA Dev are entered on this page. This
entry is an option. The FMS assumes zero wind and ISA Dev when
no entry is made. Wind information at each waypoint is also entered
on the PERF PLAN pages. Refer to Performance Plan on page 5-30
for additional details.
Gross weight is computed from the aircraft zero fuel weight and the
fuel weight input from the aircraft fuel gauge.
The following expanded PERFORMANCE INIT pages are
displayed. The expanded PERFORMANCE INIT pages give most
of the same information as provided on the standard pages but
presentation of the information is different and includes additional
parameters.
D
PERFORMANCE INIT 1/5 (Expanded)-- Figure 4--29 shows the
following:
—
—
—
—
Aircraft Type (1L)
Tail Number (1R)
Performance Mode (2L)
Aircraft Database (6L).
Figure 4--29
PERFORMANCE INIT 1/5 (Expanded)
Operational Example
4-30
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERFORMANCE INIT 2/5 (Expanded)-- Figure 4--30 shows the
following:
—
—
—
—
Climb Performance (1L)
Cruise Performance (2L)
Descent Performance (3L)
Departure/Approach Speeds (6L).
Figure 4--30
PERFORMANCE INIT 2/5 (Expanded)
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Operational Example
4-31
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERFORMANCE INIT -- KG 3/5 (Expanded) -- Figure 4--31 shows
the following:
— Step Increment (1L)
— Fuel Reserve (2L)
— Takeoff and Landing Fuel (3L).
Figure 4--31
PERFORMANCE INIT -- KG 3/5 (Expanded)
Operational Example
4-32
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERFORMANCE INIT 4/5 (Expanded) -- Figure 4--32 shows the
following:
—
—
—
—
—
Transition Altitude (1L)
Speed and Altitude Limit (1R)
Initial Cruise Altitude (2L)
ISA Deviation (2R)
Cruise Winds and Altitude (3L and 3R).
Figure 4--32
PERFORMANCE INIT 4/5 (Expanded)
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Operational Example
4-33
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERFORMANCE INIT -- KG 5/5 (Expanded) -- Figure 4--33 shows
the following:
—
—
—
—
—
—
—
BOW (1L)
Passenger/KG (1R)
Fuel (gauge) (2L)
Passenger Weight (2R)
Cargo (3L)
Gross Weight (3R)
Confirm Init (6R).
Figure 4--33
PERFORMANCE INIT -- KG 5/5 (Expanded)
The default basic operating weight (BOW) is displayed and reflects
the value defined in the aircraft database. A value can also be
entered manually. Line 3L permits the total cargo weight to be
entered while lines 1R and 2R permits for the number of
passengers, average passenger weight and total passenger weight.
Operational Example
4-34
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
PERFORMANCE DATA
The PERF DATA has three pages. The data is based on the
PERFORMANCE INIT pages as well as the active flight plan.
Performance data is displayed for the destination and the alternate
destination when one has been entered. These pages are continuously
updated during the flight.
D
PERF DATA 1/3 -- Figure 4--34 shows the following:
—
—
—
—
—
Cruise/ceiling altitude (1L)
Step increment (1R)
ETE (2L and 2R)
Fuel required (4L and 4R)
Fuel figure--of--merit (FOM) (4L and 4R).
Fuel required is the total fuel that includes the following:
—
—
—
—
—
Takeoff allowance
En route (climb/cruise/descent)
Landing allowance
Reserves
Contingency.
Refer to Performance Data, on page 5-24, for additional details.
Pilot entries are permitted on the cruise altitude and step increment
lines only. The cruise altitude value increases automatically when
the altitude selector is dialed above the current cruise altitude.
Figure 4--34
PERF DATA 1/3
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Operational Example
4-35
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— Distance to go (3L and 3R)
— ETA (3L and 3R) (only shown when airborne or following an entry
of ETD on the active flight plan)
— Estimated fuel remaining (5L and 5R)
— Estimated gross weight (5L and 5R).
D
PERF DATA 2/3 -- Figure 4--35 shows the following:
Average cruise wind (1L)
Average cruise headwind or tailwind (1R)
Preflight plan destination fuel remaining (2R)
Updated plan destination fuel remaining (3R) (only shown when
airborne)
— Difference between preflight and updated plan (3R) (only shown
when airborne).
—
—
—
—
No entries are permitted on this page. Refer to PERF DATA 2/3 on
page 5-27, for additional details.
Figure 4--35
PERF DATA 2/3
Operational Example
4-36
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERF DATA 3/3 -- Figure 4--36 shows the following:
—
—
—
—
—
Method of reserve calculation (1L)
Required reserve (2R)
Preflight plan fuel remaining (2R)
Updated plan fuel remaining (3R) (only shown when airborne)
Difference between preflight and updated plan (3R) (only shown
when airborne).
The DEPARTURE prompt is displayed on the lower right corner of
all the PERF DATA pages indicating the next step. When a runway
has already been selected, the prompt is TAKEOFF instead of
DEPARTURE. Refer to page 5-28 for additional PERF DATA 3/3
details.
Figure 4--36
PERF DATA 3/3
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Operational Example
4-37
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
DEPARTURE SELECTION
Selecting the DEPARTURE prompt from LSK 6R or the NAV INDEX
page shows the DEPARTURE RUNWAYS page, as shown in
Figure 4--37. The available runways for the origin airport are displayed.
In this example, runway 08 is selected with line select key 4L.
Figure 4--37
DEPARTURE RUNWAYS 1/1
Operational Example
4-38
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
After the runway is selected, the SIDs page is displayed with the
possible departure procedures, as shown in Figure 4--38. Select the
correct procedure from the list. For this example, SILOW1 at 4R is
selected. When no SID is to be used, the INSERT prompt (6R) selects
the runway and shows the RTE 2 page. Refer to page 6-53 for additional
details.
Figure 4--38
SIDs 1/2
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Operational Example
4-39
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The next page, shown in Figure 4--39, lists the en route transitions for
the selected departure. For this flight, the Rattlesnake (RSK) transition
(5L) is selected.
Figure 4--39
DEPARTURE TRANS 1/1
Operational Example
4-40
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
At this point, the departure selection is complete and the flight crew can
either REVIEW or INSERT the SID, as shown in Figure 4--40. INSERT
(6R) inserts the runway and procedure and displays a MOD route. The
SID contains both the lateral waypoints and any vertical constraints for
the procedure contained in the database. Refer to page 6-53 for
additional details on DEPARTURE.
Figure 4--40
PROCEDURE 1/1
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Operational Example
4-41
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Flight Plan Discontinuities
When the previously discussed procedure is inserted, a MOD RTE is
displayed. The MOD RTE contains a discontinuity when there is no
common point between the existing flight plan and the inserted
procedure.
In order to remove the discontinuity between the flight plan and
procedure, either:
D
Push the DEL function key on the MCDU and then select the
scratchpad DELETE up to the left LSK adjacent to the discontinuity,
or
D
Select any existing waypoint up to the left LSK adjacent to the
discontinuity.
The resulting MOD RTE is displayed, as shown in Figure 4--41.
Selecting the ACTIVATE prompt at LSK 6R makes the MOD RTE the
ACTIVE RTE.
Figure 4--41
MOD RTE 2/4
Operational Example
4-42
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Engine-- Out Standard Instrument Departure (EOSID)
An engine--out standard instrument departure (EOSID) is a modified
departure procedure that is flown when an aircraft encounters an
engine failure after departure. EOSIDs are airline specific, and must be
defined in the company database and enabled on the APM.
The pilot has the ability to preview the EOSID for a particular runway.
The available runways for the departure airport are shown on the
DEPARTURE RUNWAYS page, as shown in Figure 4--42. In this
example, runway 08 is selected with line select key 4L.
Figure 4--42
DEPARTURE RUNWAYS
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Operational Example
4-43
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
After the runway is selected, the SIDs page is displayed with the
possible departure procedures, as shown in Figure 4--43. An EOSID is
available for runway 08, as shown on LSK 2L.
Figure 4--43
SIDs -- EOSID
Operational Example
4-44
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The pilot chooses to either preview the EOSID or select another
departure procedure. In the event of an actual engine failure, the
EOSID is automatically inserted into the flight plan and displayed on the
MFD whether or not previously previewed by the pilot. The EOSID is
displayed in a modified flight plan. A flight plan must exist with a defined
departure runway and destination in order to automatically activate.
In this example, LSK 2L is pushed to preview the EOSID, as shown in
Figure 4--44. Pushing LSK 6R on the SID REVIEW page activates the
EOSID.
Figure 4--44
EO SID
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Operational Example
4-45
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Engine--Out Range (EO RANGE)
For an in--flight engine failure in the climb, cruise, or descent phases,
the EO RANGE page is displayed automatically or by pushing LSK 1R
on the PERF INDEX page 2. Figure 4--45 shows the EO RANGE page.
Figure 4--45
EO RANGE
The parameters from LSK 1L through LSK 3R are computed every
10 seconds for display. The flight crew confirms the engine--out by
selecting LSK 5R on the MCDU. Initially, ALL is displayed on LSK 5L
as active and EO is displayed on LSK 5R as inactive. Selecting 5R
moves EO from LSK 5R to LSK 5L as active. The FMS then utilizes the
engine--out performance data model for all subsequent missions
prediction functions related to the Active, What--If, and Stored flight
plans. The flight crew then returns to the climb, cruise, or descent pages
by selecting 6L.
Operational Example
4-46
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FMS automatically creates a modified flight plan, shown in
Figure 4--46, consisting of the EOSID, the en route segment, and the
arrival segment when the following conditions are true:
D
An EOSID condition has been confirmed
D
An EOSID exists for the departure runway
D
The aircraft is within 50 NM of the origin or actively flying the
departure.
Figure 4--46
EO MOD FLT PLAN
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Operational Example
4-47
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
A discontinuity exists between the last waypoint of the EOSID and the
first waypoint of the en route flight plan. When a modified flight plan
exists at the time of detection, that modification is replaced with the new
modified flight plan. The modified flight plan remains displayed until
activated or canceled by the flight crew. The flight crew selects LSK 6R
that activates the modified flight plan and creates an active flight plan,
as shown in Figure 4--47.
Figure 4--47
ACTIVE FLT PLAN -- EO
Since the entire EOSID is inserted into the flight plan, the responsibility
of the flight crew is to ensure that any previously sequenced flight plan
waypoints existing in the EOSID are cleaned up prior to activation.
When a departure procedure is not included in the flight plan, the
EOSID is inserted at the front of the flight plan in accordance with
normal flight planning rules.
The EOSID output to the MAP display from the FMS continues until
both of the following events occur:
D
The entire departure procedure has been sequenced
D
The aircraft is greater than 50 NM from the origin.
Operational Example
4-48
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TAKEOFF
The next step is selecting the TAKEOFF prompt at 6R (this prompt is
also available on the PERF index page). Takeoff is completed using
three pages.
D
Takeoff 1/3 -- Figure 4--48 shows the following:
—
—
—
—
—
—
—
—
—
Runway heading (1L)
Takeoff weight (1R)
Surface outside air temperature (OAT) (2L)
Surface wind (2R)
Pressure alt/BARO set (3L)
Elevation (3R)
Runway slope (4L)
Wind (4R)
Runway condition (5L).
Runway information is retrieved from the database. Temperature is
sensed or entered. Barometric setting (BARO set) is computed by
the FMS or entered manually. Surface wind is a required entry and
is normally the only entry made on this page. Refer to Takeoff, on
page 5-34, for additional details.
Figure 4--48
TAKEOFF 1/3
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Operational Example
4-49
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Takeoff 2/3 -- Figure 4--49 shows the following:
— Flaps (1L)
— Dataset mode (2L)
— ATTCS (automatic takeoff thrust control system) (2R).
Figure 4--49
TAKEOFF 2/3
Operational Example
4-50
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Takeoff 3/3 -- Takeoff speeds are entered on the page shown in
Figure 4--50.
—
—
—
—
—
V1 (1L)
Vr (2L)
V2 (3L)
Vfs (4L)
Takeoff pitch (5R).
Figure 4--50
TAKEOFF 3/3
The preselect altitude (PSA) is set to the clearance altitude and the
FMS lateral navigation (LNAV) and vertical navigation (VNAV)
modes are set to engage shortly after takeoff. Prior to the takeoff roll,
both LNAV and VNAV modes are armed. This permits the
engagement of LNAV at a minimum of 200 feet AGL and the
engagement of VNAV at a minimum of 400 feet AGL, assuming both
modes are within respective capture zones. Refer to page 8-36 for
LNAV details and page 8-37 for VNAV details.
The FMS considers the aircraft airborne when it exceeds 40 knots
groundspeed (GSPD) or 80 knots IAS or weight--off--wheels. When
airborne, the ACTIVE FLT PLAN page shows the ETA for each
waypoint in place of ETE. When an ETD was entered prior to takeoff,
ETAs are already displayed. Once airborne, the ETA for the FROM
waypoint is replaced with the actual crossing time. ETEs for any
waypoint in the flight plan are available on PERF PLAN pages (refer
to page 5-30) or PROGRESS page 1 (refer to page 9-1).
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Operational Example
4-51
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The takeoff speeds defined on the TAKEOFF page 3/3 are given to
the primary flight display (PFD) for both the VSPEED displays and
speed tape targets. The takeoff speeds are removed from the PFD
display when the aircraft exceeds 1,500 feet AGL (based on origin
airport elevation) and the highest VSPEED is exceeded by 20 knots.
The takeoff speeds remain displayed on the TAKEOFF page until
completion of the flight. Once the takeoff speeds have been dropped
and the LNAV and VNAV modes engaged, the FMS guides to the
lateral flight plan. All VNAV altitude and speed constraints, up to the
altitude preselect target, are forced to level off.
The DEPARTURE prompt is displayed on the active flight plan and
route pages until the aircraft is more than 50 NM from the origin
airport. The DEPARTURE prompt is displayed only when the origin
is an airport.
D
Waypoint Sequencing -- On takeoff, the runway becomes the
FROM waypoint and remains on the top line of the ACTIVE FLT
PLAN page. The TO waypoint is shown on the second line. As the
aircraft passes the TO waypoint, all waypoints scroll up one line.
This is shown in Figure 4--51. This process is called waypoint
sequencing.
Figure 4--51
ACTIVE FLT PLAN 1/6
Associated with the TO waypoint or one further downpath is an altitude
and/or speed constraint. When the FMS speed mode is in AUTO, the
FMS commands a speed at or below the next downpath speed
constraint.
Operational Example
4-52
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
For an altitude constraint, the FMS maintains current VNAV mode as
long as the aircraft is predicted to be at or below the next downpath
constraint. When the aircraft is predicted to pass below an AT or AT OR
ABOVE constraint, the flight crew is alerted. When the aircraft is
predicted to pass above an AT or AT OR BELOW constraint, the FMS
changes to VASEL/VALT mode and levels off at the intermediate
constraint.
After sequencing the waypoint with the associated constraint, the FMS
automatically guides to the next downpath speed constraint and next
downpath altitude constraint, when the aircraft is below the PSA.
The FMS always observes the PSA.
D
PROGRESS 1/3 -- Information available on PROGRESS page 1/3
is displayed by pushing the PROG function key on the MCDU, as
shown in Figure 4--52. This page includes the navigation mode
(GPS) and the required and estimated position of uncertainty.
Figure 4--52
PROGRESS 1/3
ACTIVE FLT PLAN page 1 and PROGRESS page 1 are considered
the primary pages of the FMS during flight. Refer to page 9-1 for
additional information on the progress pages.
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Operational Example
4-53
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PROGRESS 2/3 -- Figure 4--53 shows the following:
—
—
—
—
—
—
—
—
Speed and altitude command (1L)
Top--of--climb (TOC) (2L)
Distance and time to top--of--climb (TOC) (2L)
Current fuel quantity (2R)
Top--of--descent (TOD) (3L)
Current gross weight (3R).
RNP (6L)
VNAV DATA (6R).
Figure 4--53
PROGRESS 2/3
The TOC and TOD points are not displayed as waypoints as part of
the ACTIVE FLT PLAN. However, the points are displayed on the
map and vertical profile (when available). The positions of these
waypoints are dynamically updated. Relative position to other
waypoints in the flight plan can be changed. Changes to the flight
plan also affect the TOC and TOD positions.
Operational Example
4-54
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
CLIMB
As the climb continues from holding level at a selected altitude,
additional intermediate altitude clearances are entered using the
altitude selector. The FMS does not command the autopilot to climb to
the selected altitude or the next altitude constraint. From holding level
at a selected altitude, changes are made through the autopilot. When
altitude restrictions are associated with a waypoint, they are entered on
the CDU adjacent to the correct waypoint. When an intermediate
altitude constraint exists between the aircraft and the altitude preselect,
VNAV honors that constraint the same as described in TAKEOFF. The
18,000 feet constraint on HAPPN was entered in this fashion and is
shown in Figure 4--54.
Figure 4--54
ACTIVE FLT PLAN 1/5 -- KPHX
When the FMS speed mode is in AUTO, the FMS commands a speed
at or below the next downpath speed constraint.
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Operational Example
4-55
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
EN ROUTE
As the flight progresses, clearance revisions are completed using one
of the two following methods:
1. When the revision is after the TO waypoint, the flight plan is modified
by adding or deleting waypoints.
2. When the revision effects the TO waypoint (such as clearance direct
from present position to another point), this is done by entering the
direct--to waypoint in 1L.
When the direct--to waypoint is already in the flight plan, it is down
selected to the scratchpad by pushing the line select key to the left of
the waypoint. With the waypoint in the scratchpad, pushing 1L makes
it the TO waypoint. This creates a DIRECT--TO page that gives a
selectable prompt for each flight plan that the waypoint exists (Active,
Missed Approach, or Alternate). Once a selection is made, a MOD FLT
PLAN page is created. Selecting 6R activates the MOD FLT PLAN and
makes it the ACTIVE FLT PLAN.
When the direct--to waypoint is not in the flight plan, the DIRECT--TO
page is not displayed. Enter the International Civil Aviation
Organization (ICAO) identifier for the direct--to waypoint in the
scratchpad and up select to 1L that becomes the TO waypoint and is
inserted into the primary flight plan. This creates a MOD FLT PLAN
page. Selecting 6R activates the MOD FLT PLAN and makes it the
ACTIVE FLT PLAN.
After activating the MOD FLT PLAN, either of these actions results in
the FMS immediately altering course. For additional information on
DIRECT--TO operation, refer to DIRECT--TO on page 10-2.
FMS speed commands in this phase are given by a schedule that is by
default, predicted, or entered by the pilot. The speed targets are tied to
waypoints and apply to the leg(s) following the specified waypoint.
Speed targets are in terms of CAS, Mach or CAS/Mach, and are limited
to the aircraft defined maximum operating velocity/maximum operating
Mach (VMO/MMO).
DESCENT
The FMS calculates a TOD point based on the destination elevation and
any entered altitude constraints. When VNAV is engaged and the
altitude selector is set to a lower altitude, the aircraft descends at the
TOD. When VNAV is not engaged or the altitude selector is not set
lower, the aircraft remains at altitude through the TOD. In the latter
case, the descent is initiated by setting a lower altitude and selecting
a correct flight director mode or manually flying the descent. Once in
descent, the FMS sets the target altitude to the altitude selector or the
next constraint, whichever is higher.
Operational Example
4-56
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FMS speed commands in this phase are given by a schedule that is
default, predicted, or entered by the pilot. The speed targets are tied to
waypoints and apply to the leg(s) following the specified waypoint.
Speed targets are in terms of CAS, Mach, or CAS/Mach, and are limited
to the aircraft defined VMO/MMO. Speed commands in descent also
observes any entered speed limit altitudes.
ARRIVAL
When within 200 flight plan miles of the destination airport, the
ARRIVAL prompt is displayed at LSK 6R on both the ACTIVE FLT
PLAN page and the active route (ACT RTE) page, as shown in
Figures 4--55 and 4--56. Pushing this key selects an arrival procedure
or runway. The ARRIVAL page is always accessed from the NAV
INDEX.
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Operational Example
4-57
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The ACTIVE FLT PLAN page is shown in Figure 4--55.
Figure 4--55
ACTIVE FLT PLAN
The ACT RTE page is shown in Figure 4--56.
Figure 4--56
ACT RTE
Operational Example
4-58
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Selecting the ARRIVAL prompt shows the ARRIVAL page, shown in
Figure 4--57. The destination airport is displayed at 1R with access to
selecting the runway, approach, and/or STAR. While the selections are
made in any order, this example selects 3L to choose a STAR. Selecting
an approach automatically selects a runway.
Figure 4--57
ARRIVAL 1/1
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Operational Example
4-59
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 4--58 shows the STAR page with the available arrival
procedures. Choose the assigned or required arrival. From this list, the
KASPR3 arrival (4L) is selected.
Figure 4--58
KMSP STAR 1/1
Operational Example
4-60
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When a STAR has transition fixes, the STAR TRANS page is
automatically displayed, as shown in Figure 4--59. Choose the correct
transition. For this example, the MCW approach transition (2L) is
selected.
Figure 4--59
KMSP STAR TRANS 1/1
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Operational Example
4-61
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
After the STAR TRANS is selected, the ARRIVAL page is displayed with
a summary of the selected star procedure entered on 3L. This is shown
in Figure 4--60.
Figure 4--60
ARRIVAL 1/1 -- STAR Entered
Operational Example
4-62
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Once the STAR and transition have been selected in this example, it is
time to choose a runway. The runway prompt at LSK 1L is selected that
displays the KMSP RUNWAY page, as shown in Figure 4--61.
Figure 4--61
KMSP RUNWAY
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Operational Example
4-63
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The KMSP RUNWAY page shows available runways for that airport.
For this example, runway 30L is used. The 30L prompt at LSK 1R is
pushed. The KMSP APPROACH page is shown in Figure 4--62.
Figure 4--62
KMSP APPROACH
Operational Example
4-64
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The KMSP APPROACH page shows the available approaches for that
runway. Selecting an approach also includes the missed approach
procedure. The ILS approach for 30L is used. The ILS prompt at 2L is
pushed, the KMSP APPROACH TRANS page is displayed, as shown
in Figure 4--63.
Figure 4--63
KMSP APPROACH TRANS 1/1
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Operational Example
4-65
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The available transitions for that particular approach are displayed. A
choice of a vectored approach to NARCO intersection or direct to
HASTI intersection is made. HASTI intersection is used, therefore, the
HASTI prompt at LSK 2L is pushed. The ARRIVAL page is displayed
with a summary of the inserted runway, approach, and STAR, as shown
in Figure 4--64.
Figure 4--64
ARRIVAL -- Review
Operational Example
4-66
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The procedure must be inserted into the flight plan. The INSERT
prompt at LSK 6R is pushed creating a MOD RTE page, as shown in
Figure 4--65.
Figure 4--65
MOD RTE
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Operational Example
4-67
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The procedure is then activated by pushing on the ACTIVATE prompt
at LSK 6R to enter it into the flight plan. The ACT RTE page is displayed,
as shown in Figure 4--66. The LANDING prompt at LSK 6R is displayed
when an arrival exists in the active flight plan and the aircraft is within
200 NM of the destination airport.
Figure 4--66
ACT RTE
Operational Example
4-68
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The pilot selects the FPL function key on the MCDU. The ACTIVE FLT
PLAN page is displayed showing each individual waypoints defining
that route segment. This is shown in Figure 4--67.
Figure 4--67
ACTIVE FLT PLAN
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Operational Example
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
APPROACH
Once the arrival selection is activated, the FMS guides the aircraft along
the STAR and approach procedure. When a localizer (LOC) approach
is used, the approach must be flown using the LOC as the primary
navigation source (PNS), as selected on the PFD. The FMS cannot be
used for navigation of any LOC approach. When a non--LOC approach
is selected, the FMS is used for both lateral guidance and vertical
guidance on final approach.
The approach VNAV is executed by setting the altitude preselect down
to the clearance altitude. The FMS guides to the lateral flight plan and
all VNAV altitude and speed constraints down to the altitude preselect
target and forced to level off. When the FMS speed mode is in AUTO,
the FMS anticipates and commands a speed target at or less than the
constraint speed by the time the FMS sequences the corresponding
waypoint.
For an altitude constraint, the FMS maintains current VNAV mode as
long as the aircraft is predicted to be at or above the next downpath
constraint. When the aircraft is predicted to pass above an AT or AT OR
BELOW constraint, the flight crew is alerted. When the aircraft is
predicted to pass below an AT or AT OR ABOVE constraint, the FMS
changes to VASEL/VALT mode and levels off at the intermediate
constraint.
After sequencing the waypoint with the associated constraint, the FMS
automatically guides to the next downpath speed constraint and next
downpath altitude constraint, when the aircraft is above the PSA.
The FMS always observes the PSA. Refer to approach on page 6-72
for additional details.
LANDING
Activating the arrival returns the display to the ACTIVE RTE 2 page.
The LANDING prompt is displayed in the lower right corner (4R)
indicating the next step. Landing is completed using two or three pages,
depending on the configuration of the VSPEED labels page.
Operational Example
4-70
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D
LANDING 1/2 -- Figure 4--68 shows the following:
—
—
—
—
—
—
Runway OAT (1L)
Landing weight (1R)
Approach flaps (2L)
Landing flaps (3L)
Ice (4L)
Approach type (5L).
Figure 4--68
LANDING 1/2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
LANDING 2/2 -- Figure 4--69 shows the following values:
—
—
—
—
Vrf (1L)
Vap (2L)
Vac (3L)
Vfs (4L).
Figure 4--69
LANDING 2/2
Operational Example
4-72
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
MISSED APPROACH
The missed approach pages contain waypoints for the missed
approach segment. These pages follow the ACTIVE FLT PLAN pages,
when an approach from the navigation database has been activated.
This is shown in Figure 4--70. The first waypoint on the missed
approach page 1 is the missed approach point (MAP). The MAP is also
in the active flight plan. When activated, the missed approach is
inserted into the active flight plan after the MAP.
Figure 4--70
MISSED APRCH 7/8
Selecting the MISSED APPR prompt or the takeoff/go--around (TOGA)
button after the first approach waypoint is sequenced, results in the
missed approach being strung into the active flight plan.
NOTE:
For loads prior to load 25, when on an approach transition and
the missed approach is activated prior to 2 NM from the FAF,
the missed approach procedure is NOT automatically
inserted into the flight plan. Pushing the TOGA button again
within 2 NM of the FAF inserts the missed approach
procedure into the flight plan.
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Operational Example
4-73
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The MISSED APRCH must not be activated until the decision to miss
the approach has been made. When MISSED APRCH is activated, any
portion of the flight plan past the MAP is replaced with the missed
approach procedure. Refer to Missed Approach, on page 6-78, for
additional details.
ALTERNATE FLIGHT PLAN
The alternate flight plan page is shown in Figure 4--71. When an
alternate is entered, the pages follow the active flight plan and missed
approach. When a flight plan to an alternate has been entered, the
ALTERNATE prompt is displayed on the ACTIVE FLT PLAN page. The
aircraft must be within 25 NM of the destination. When the flight plan
contains an approach, the ALTERNATE prompt is displayed only after
the missed approach has been activated. When an ALTERNATE is
selected before the destination is reached, the FMS guides the aircraft
to the original destination and then to the alternate. ALTERNATE must
not be armed until a decision is made to divert to the alternate.
Proceeding to the alternate without going to the original destination can
be accomplished by using the DIRECT--TO feature.
Figure 4--71
ALTERNATE FPL 8/8
FLIGHT COMPLETE
The flight is considered complete when the aircraft is on the ground for
2 minutes.
Operational Example
4-74
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
5.
Performance
INTRODUCTION
The flight management system (FMS) performance computations are
based on initialization data, flight plan, and input from aircraft systems.
With this information, the FMS controls a variety of mission planning
and speed control functions for the aircraft.
The multifunction control and display unit (MCDU) pages that control
performance are similar to the navigation pages. As a general rule,
when the system gives the information, items are displayed in small
characters. The items are displayed in large characters when the pilot
makes an entry.
Several areas of initialization are within the performance functions of
the FMS. In order for the FMS to calculate performance data, the
initialization pages must be reviewed and the CONFIRM INIT prompt
at 6R on the last page of initialization must be pushed.
Performance information in the FMS is based on data entered by the
pilot and calculated by the FMS. Mission planning data is not evaluated
by certification authorities for accuracy and is not approved by the
certification authorities.
FMS fuel quantities are displayed two different ways. When showing
current fuel--on--board, the quantity is in pounds or kilograms
(e.g., 16,250). When showing planned fuel remaining at waypoints and
fuel required, the quantity is displayed in thousands of pounds or
kilograms (e.g., 12.3, meaning 12,300). The FMS fuel management
data is advisory information only. The data must not be used in lieu of
the primary fuel flow indicator display.
PERFORMANCE INDEX
The performance index (PERF INDEX) pages are accessed by pushing
the PERF function key. When the PERF button is pushed, PERF
INDEX page 1/2 is displayed, as shown in Figure 5--1. Page 2/2 is
displayed by using either the PREV or NEXT paging keys, as shown in
Figure 5--2. These pages show performance functions selected at any
time. Push the line select key adjacent for selecting the respective
function. Page numbers to the outside of each button correspond with
pages in this guide that describe the button function. These pages are
examples of the index when FULL PERF is selected.
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Performance
5-1
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 5--1 shows the PERF INDEX 1/2 page.
Page
Page
5-4
5-24
5-30
5-34
5-37
5-38
5-40
5-42
5-44
5-56
5-60
5-72
Figure 5--1
PERF INDEX 1/2
Figure 5--2 shows the PERF INDEX 2/2 page.
Page
Page
5--74
4--46
Figure 5--2
PERF INDEX 2/2
Performance
5-2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Performance Index Organization
Several FMS performance functions require initialization. For these
functions, when the related initialization selection is complete, the
CONFIRM INIT prompt must be selected to compute the performance
data. The computed data is used for FMS and autothrottle control
functions. See Figure 5--3 for a block diagram of performance index
organization. This block diagram assumes the active flight plan has
been closed and an active departure has been identified.
PERFORMANCE
INDEX
PERFORMANCE
INITIALIZATION
PERFORMANCE
DATA
TAKEOFF
CLIMB
CRUISE
DESCENT
LANDING
STORED FLIGHT PLAN
INITIALIZATION
STORED FLIGHT
PLAN DATA
WHAT--IF FLIGHT PLAN
INITIALIZATION
WHAT--IF FLIGHT
PLAN DATA
FUEL
MANAGEMENT
PERFORMANCE PLAN
(ACTIVE FLIGHT PLAN)
SPECIALIZED FUNCTIONS
fms00235.04
Figure 5--3
Performance Index Organization
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Performance
5-3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
PERFORMANCE INITIALIZATION
The pilot selects one of the three methods in the following list to
complete performance initialization.
1.
Full Performance -- The FMS uses an uploaded and learned
aircraft database file to perform time and fuel calculations. The
time calculations are also based on pilot--entered speed
schedules and winds. Computed cruise speed schedules such as
long--range cruise (LRC) and maximum speed are selected.
2.
Pilot Speed/Fuel Flow -- The FMS uses pilot--entered speed
schedules and winds to perform time calculations. The fuel
calculations are based on pilot--entered cruise fuel flow.
Adjustments are made for the higher fuel flow in climb.
3.
Current Groundspeed/Fuel Flow -- The fuel calculations are
based on the current fuel flow shown on the FUEL MGT page.
When a fuel flow entry is made on that page, it takes the place of
the sensed fuel flow. The time calculations are based on the
current groundspeed when airborne. While on the ground, the
FMS uses the default groundspeed.
Figure 5--4 shows the sequence of initialization and data pages for each
of the three methods of performance calculations.
NOTE:
The pilot must verify and review all the entered and computed
data.
Performance
5-4
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fms00190.05
Figure 5--4
Performance Initialization Block Diagram
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Performance
5-5/5-- 6
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Full Performance Method
Performance initialization has three pages. Many items are recalled
from the previous flight to reduce the number of required inputs. These
items are changed. The only item that is a required entry for each flight
is zero fuel weight (assuming fuel quantity is provided by the fuel
gauge). An average cruise wind is entered, when available. The cruise
altitude is left at optimum or is entered.
D
PERFORMANCE INIT 1/3 -- Figure 5--5 shows information about
the aircraft type and the performance mode. Speed schedules for
climb, cruise, descent, departure, and arrival are set here. Speed
schedule is also used to set the default descent angle. In FULL
PERF and PILOT SPD/FF, these speed schedules are used for
making groundspeed predictions. In the CURRENT GS/FF mode,
the groundspeed predictions are unaffected by the speed
schedules.
Figure 5--5
PERFORMANCE INIT 1/3
— 1L -- Aircraft type (ACFT TYPE) is displayed on this line. No entry
is permitted here. The aircraft type is loaded from the aircraft
database. Refer to Dataload (page 6-182) for details on loading
an aircraft database.
NOTE:
When no aircraft database has been loaded, this line
is blank. An aircraft database must be loaded for the
FULL PERF option.
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Performance
5-7
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Normally, an aircraft database has to be loaded only when the
FMS is installed.
The pilot must verify that the ACFT TYPE data field has the
correct aircraft type. The system generates incorrect
performance predictions when the FMS contains the wrong
AIRCRAFT DB.
— 1R -- Aircraft tail number (TAIL #) is displayed on this line. The
tail number is configured in the aircraft personality module (APM)
and is not able to be changed by the crew. Once configured, it
is saved. No action is required on future flights.
The tail number is used for the following two purposes:
1. Naming of the aircraft database file -- When the aircraft
database file is saved, the file is named using the tail number.
2. DMU -- The tail number is used by the data management unit
(DMU) for loading the navigation database. DMU is also used
for the upload and download of the custom and aircraft
database files.
— 2L -- The FMS has three PERF modes or methods of
performance calculations. Using the OR prompt at 2R changes
the modes, as shown in Figure 5--5.
— 3L -- 5L -- The climb and descent speed schedules are always
displayed as both a calibrated airspeed (CAS) and a MACH.
Changes are made by entering a CAS, a MACH, or both
separated by a slash ( / ). The leading slash ( / ) is an option
when entering a MACH only. Entering *DELETE* returns the
default climb or descent speed schedule.
When both a CAS and MACH are entered, the active speed
command is the CAS or MACH that provides the lowest true
airspeed (TAS) at the current altitude.
When the long--range cruise (LRC) or MAX SPD schedules are
active, the speed command is issued as a MACH at higher
altitudes and a CAS at lower altitudes. This is determined by the
VMO/MMO crossover altitude. When the cruise speed schedule is
MAX END, the speed command is always CAS.
When only a MACH cruise speed is entered but the cruise
altitude is low, the TAS can become excessive. Enter both a CAS
and a MACH or use LRC to avoid this situation.
Performance
5-8
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
In addition to the speed entries, a default descent angle is
entered in 5L. When the angle is entered independent of the
speed entries, the angle is either entered directly or with two
leading slashes ( // ). Refer to Descent (page 5-40) for additional
information.
— 4L -- The cruise speed schedule is a CAS/MACH pair, only CAS,
only MACH, or a system--generated cruise speed schedule.
Entries of a CAS, a MACH, or both are accepted. Entering
*DELETE* returns the default cruise speed schedule, which is
LRC in FULL PERF and the value from the aircraft database in
CURRENT GS/FF or PILOT SPD/FF. The other
system--generated schedules, MAX SPD, MAX END and MXR
SPD, are selected on the CRUISE MODES page only.
When both a CAS and MACH are entered, the active speed
command is the CAS or MACH that provides the lowest TAS at
the current altitude.
When the LRC or MAX SPD schedules are active, the speed
command is issued as a MACH at higher altitudes and a CAS at
lower altitudes. This is determined by the VMO/MMO crossover
altitude. When the cruise speed schedule is MAX END, the
speed command is always CAS.
When only a MACH cruise speed is entered but the cruise
altitude is low, the TAS can become excessive. Enter both a CAS
and a MACH or use LRC to avoid this situation.
— 6L -- Selection of this line provides access to the DEPARTURE,
APPROACH, and GO--AROUND speed pages. See
Figures 5--10 through 5--12.
— 3R, 4R, and 5R -- Selecting one of the OR prompts shows the
CLIMB, CRUISE, or DESCENT MODES page, respectively, as
shown in Figures 5--7 through 5--9.
— 6R -- This prompt accesses the AIRCRAFT DB down/uploading.
In addition to transferring the AIRCRAFT DB to or from the data
loader, the pilot can also cross--load the AIRCRAFT DB from one
FMS to the other when the FMS is configured for and capable of
operating in DUAL mode.
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Performance
5-9
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERF MODE 1/1 -- Selecting the OR prompt at 2R, shown in
Figure 5--5, shows the PERF MODE page, shown in Figure 5--6.
The PERF MODE page is used for selecting the mode for
performance calculation.
Figure 5--6
PERF MODE 1/1
— 2L -- When CURRENT GS/FF is selected, performance
calculations are based on current groundspeed and current fuel
flow. However, while on the ground, the FMS default
groundspeed is used. Once airborne, the current groundspeed
is used. The current fuel flow is displayed at 1R of the FUEL MGT
1/2 page. However, the value is overridden by a pilot--entry. The
overridden value is then used.
— 3L -- Selecting PILOT SPD/FF bases performance calculations
on pilot--entered speed schedules and cruise fuel flow. When
using this option, the cruise fuel flow must be entered at 4R on
the PERFORMANCE INIT 1/2 page. Automatic adjustments are
made for the higher fuel flow in climb. Entered winds and sensed
winds (once airborne) are included in the groundspeed
predictions used for time en route estimates.
— 4L -- Selecting FULL PERF bases performance on pilot
selections and the learned aircraft performance. An aircraft
database must be loaded before this option is available.
Performance
5-10
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When either CURRENT GS/FF (2L) or PILOT SPD/FF (3L) are
selected, the following inputs and features are not available:
D
D
The PERF DATA pages
D
The CLIMB page
D
The CRUISE pages
D
The DESCENT page
D
Optimum and maximum altitude computations
D
Cruise speed schedules:
-
Long--range cruise (LRC)
-
Maximum speed (MAX SPD)
-
Maximum endurance (MAX END)
-
Maximum reserve speed (MXR SPD)
D
Point of no return (PNR) page
D
Equal time point (ETP) page.
CLIMB MODES -- Climb Modes, shown in Figure 5--7, are available
only when using FULL PERF. The page shows both the manual and
default speed schedule, as well as which schedule is active.
Figure 5--7
CLIMB MODES 1/1
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Performance
5-11
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1L -- This field is used to enter CAS, MACH, or both separated
by a slash (/). After an entry is made, the display returns to the
PERFORMANCE INIT 1/3 page.
— 2L -- Selecting this prompt activates the default climb schedule
and returns to the PERFORMANCE INIT 1/3 page.
— 1R -- The RETURN prompt is used to return to the
PERFORMANCE INIT 1/3 page without making any selections.
D
CRUISE MODES -- Cruise Modes, shown in Figure 5--8, are
available only when using FULL PERF. The available modes for
cruise are listed on this page with the active mode annotated.
Figure 5--8
CRUISE MODES 1/1
— 1L -- A MANUAL cruise speed is entered and activated at 1L.
When an entry is made directly on the PERFORMANCE INIT
1/3 page, it is recorded under the manual entry on this page.
— 2L, 3L, 4L, and 5L -- Pushing the line select key for a mode
makes it the active cruise mode. The display returns to the
PERFORMANCE INIT 1/3 page.
— 1R -- The RETURN prompt returns to the PERFORMANCE INIT
1/3 page with no action performed.
Performance
5-12
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
DESCENT MODES -- Descent Modes, shown in Figure 5--9, are
available only when using FULL PERF. The page shows the
available descent modes, as well as the active one.
Figure 5--9
DESCENT MODES 1/1
— 2L -- This field is used to enter CAS, MACH, or both. The descent
angle is entered separately or following a CAS/MACH speed
entry (e.g., 280/.73/3.5). After an entry is made, the display
returns to the PERFORMANCE INIT 1/3 page.
— 3L -- Selecting this prompt activates the default descent
speed/angle schedule and returns to the PERFORMANCE
INIT 1/3 page.
— 1R -- The RETURN prompt is used to return to the
PERFORMANCE INIT 1/3 page without making any selections.
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Performance
5-13
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
DEPARTURE SPEED -- The DEPARTURE SPEED page, shown in
Figure 5--10, is used to enter departure speed and restriction limits.
This data is used to compute FMS speed commands during
departure. The aircraft must be operating in the upper and horizontal
limits in order for the departure speed limit to be used by the FMS.
Figure 5--10
DEPARTURE SPEED 1/3
— 1L -- This field is used to enter the departure speed limit. The
default value is the value from the aircraft database or 200 knots.
— 2L -- This field is used to enter the upper limit of the departure
area. The default value is 2,500 feet.
— 1R -- The RETURN prompt is used to return to the
PERFORMANCE INIT 1/3 page without making any selections.
— 2R -- This field is used to enter the horizontal limit of the departure
area. The default is 4.0 NM.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
APPROACH SPEED -- The APPROACH SPEEDS page, shown in
Figure 5--11, is used to enter approach speed and restriction limits
and enter approach speed limits for different flap settings. This data
is used to compute FMS speed targets during approach.
Figure 5--11
APPROACH SPEEDS 2/3
— 1L -- This field is used to enter the approach speed limit. The
default value is the value from the aircraft database and is
displayed in small font. Manually--entered speeds are displayed
in large font.
— 1R -- The RETURN prompt is used to return to the
PERFORMANCE INIT 1/3 page without making any selections.
— 2L, 2R, 3L, and 3R -- These fields are used to enter the approach
speed limit for different flap settings. Default offsets from VREF in
the form of VREF+XX are displayed before PERF initialization is
complete. The default offsets are obtained from the aircraft
database (ACDB). Calculated speeds are displayed following
PERF INIT. The calculated speeds are modified by the pilot.
NOTE:
The calculated approach flap speeds shown on this
page are not determined from the basic VREF. The
calculated values are computed as a function of
aircraft gross weight.
— 4L -- This field is used to enter the radial distance and altitude
from the destination where the approach speed schedule begins.
The default is 3,000 feet AGL and 15.0 NM.
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Performance
5-15
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 5L and 5R -- Selecting YES for this option starts the approach
speed schedule at the first approach waypoint when the
waypoint is further out than the distance entered at 4L. The
default is YES. Using 5R changes the selection.
D
GO--AROUND SPEEDS -- The GO--AROUND SPEEDS page,
shown in Figure 5--12, is used to enter the go--around speed
schedules for various configurations.
Figure 5--12
GO--AROUND SPEEDS 3/3
— 1L -- This field shows the go--around speed for the clean
configuration. The default value is the value from the aircraft
database. Pilot--entry is permitted. Entering *DELETE* returns
the default value.
— 2L, 2R, 3L, and 3R -- These fields are used to show the
go--around speed limits for the displayed flap settings. Default
offsets from VREF in the form of VREF+XX are displayed before
PERF initialization is complete. The default offsets are obtained
from the ACDB. Entries are permitted on 3L and 2R. Line selects
for 2L and 3R are not available. Calculated speeds are displayed
following PERF INIT. The calculated speeds are modified by the
pilot.
NOTE:
Performance
5-16
The calculated approach flap speeds shown on this
page are not determined from the basic VREF. The
calculated values are computed as a function of
aircraft gross weight.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERFORMANCE INIT 2/3 -- Reviewing and/or selecting a step
increment for predicted step climbs is shown in Figure 5--13. It also
shows the method used for fuel reserve calculations, as well as
takeoff and landing fuel allowances. The page is available only in the
FULL PERF mode.
Figure 5--13
PERFORMANCE INIT--KG 2/3
— 1L -- Entries for step increment must be in thousands of feet. The
three trailing zeros are omitted. For example, a 4,000--foot step
climb increment is selected by entering 4 or 4,000. Entering
*DELETE* returns the selection to no step or 0 feet.
Step climbs are used for long--range flights to optimize the
aircraft performance. As the aircraft burns fuel, the optimum
altitude goes up. More than one step climb could be calculated
for a flight.
When a step increment is selected, time and fuel predictions
assume that the step climbs are made. Therefore, a step
increment must only be selected when the intent is to make the
step climbs. When clearance is not given or the step climb is not
going to be made, step increment is set to zero in order to
maintain accurate time and fuel predictions.
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Performance
5-17
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2L -- The method of calculating fuel reserve is displayed on this
line. When one of the other two modes (kilograms remaining or
time remaining) has been selected on the FUEL RESERVE
page, an entry is made directly on this page, as shown in
Figure 5--14. For example, when 450 kg is shown, an entry of
900 changes the reserve quantity to 900 kg.
— 2R -- This line accesses the FUEL RESERVE page, that is
shown in Figure 5--14.
— 3L -- The default values of Takeoff/Landing Fuel (TO/LDG FUEL)
are supplied from the aircraft database. Manual entries, when
made, are saved for the next flight. Entering *DELETE* returns
the default values.
The takeoff fuel allowance includes fuel burn for taxi and takeoff.
Takeoff fuel allowance is decremented by fuel flow. However, it
is not decremented past zero. Following takeoff or when the
takeoff allowance has been decremented to zero, fuel remaining
values are adjusted to account for actual fuel burned.
The takeoff fuel allowance is added to the fuel required
calculation. The fuel required calculation is the predicted fuel
from takeoff to landing plus reserves.
The landing fuel allowance is a buffer amount of fuel that the FMS
incorporates into the total fuel required computation. The landing
fuel is intended to cover the ground operation after landing. The
value is changed at any time.
— 4L -- The contingency fuel is entered here. Contingency fuel is
not computed automatically and must be supplied by the flight
crew. The FMS uses this value for determining required fuel
while on--ground only. Following takeoff, Contingency Fuel is no
longer used in computations. Entering *DELETE* returns the
default value of zero.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
FUEL RESERVE 1/1 -- Figure 5--14 shows where the fuel reserve
mode is changed or modified. The fuel reserve page contains two
modes.
Figure 5--14
FUEL RESERVE 1/1
— 2L -- A fuel reserve in kilograms is entered. The specified fuel
reserve applies at the destination, or at the alternate destination
when one has been entered.
— 3L -- A fuel reserve in minutes is entered. The time entered is
converted to pounds of fuel assuming flight at 5,000 feet at the
reserve holding speed. The fuel reserve applies to the
destination or the alternate destination when one has been
entered.
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Performance
5-19
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERFORMANCE INIT 3/3 -- The PERFORMANCE INIT page,
shown in Figure 5--15, is used to calculate the aircraft gross weight.
Figure 5--15
PERFORMANCE INIT--KG 3/3
— 1L -- The transition altitude is entered here. The FMS uses the
input to determine how to show altitudes. Altitudes above the
transition altitude are displayed as flight levels (FL) and below in
feet. Entering *DELETE* returns the default value of 18,000 feet.
— 2L -- INIT CRZ ALT -- The initial cruise altitude is entered at this
location. The FMS uses the initial cruise altitude to determine the
altitude where the cruise phase of flight commences. The FMS
changes the speed command and engine pressure ratio (EPR)
rating from climb to cruise when the aircraft levels at the initial
cruise altitude or higher.
The default for INIT CRZ ALT is OPTIMUM when the
performance mode is FULL PERF. The FMS calculates the
optimum cruise altitude based on the performance initialization
data. After performance initialization is completed, the
calculated optimum altitude is displayed in small characters on
this page. The method used to compute the initial cruise altitude
is displayed following the altitude.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
(OPTIMUM) indicates the initial cruise altitude is the
optimum altitude.
D
(ALT SEL) indicates the initial cruise altitude was set by
using the altitude preselector.
D
(FP LIM) indicates the initial cruise altitude was limited by
the active flight plan.
An entry of cruise altitude in FL or feet is permitted. Three--digit
flight level entries are permitted. Thus, an entry of 350 is
interpreted as 35,000 feet or FL350. Entering *DELETE* at any
time returns to the default of OPTIMUM. When performance is
already initialized, the optimum altitude is recomputed.
When an entered altitude is lower than the altitude selector, the
entry is rejected and the MCDU message RESET ALT SEL? is
displayed. The cruise altitude must be equal to or greater than
the altitude selector.
The INIT CRZ ALT does not automatically change when the
aircraft climbs to an altitude above the initial cruise altitude
shown on PERFORMANCE INIT 2/3. This action changes the
cruise altitude as shown on the PERF DATA pages (refer to
page 5-24). Performance data is recalculated to reflect the
higher cruise altitude.
The FMS does not automatically compensate for short trip
limited flight plans in which the CRZ ALT is not obtainable. For
short flights, the flight crew must check to determine initial CRZ
ALT can be reached. This is done after initializing PERF by
verifying that the top--of--descent (TOD) is further out than the
top--of--climb (TOC). When the TOC is at or beyond the TOD that
profile is short trip limited and a lower CRZ ALT must be
requested.
NOTES:
1. Once in flight, when the actual cruise altitude is
lower than the entered or calculated initial
cruise altitude, the initial cruise altitude entry
must be adjusted to the lower value. This places
the FMS in the cruise mode and adjusts the
performance predictions to account for the
lower cruise altitude.
2. The speed command for a level--off below the
entered or calculated initial cruise altitude is the
climb speed target.
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Performance
5-21
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Additional Definition of Optimum Altitude
The optimum altitude has different definitions based on the cruise
speed mode. For the LRC and manual cruise speeds, the optimum
altitude is where the specific range is optimized. This altitude is typically
close to the ceiling altitude. The MAX SPD optimum altitude is the
maximized true airspeed. This altitude tends to be close to the VMO/MMO
crossover altitude. For MAX END speed, the optimum altitude is the
minimized fuel flow. For MXR SPD, the optimum altitude is where true
airspeed is maximized while ensuring the destination is reached with
the proper fuel reserves.
The OPTIMUM altitude is short--trip limited. This means the computed
altitude is adjusted downward when the flight is not long enough for a
climb to the optimum altitude. Regardless of short--trip limiting, the
cruise altitude is always set at least as high as the altitude selector.
D
3L and 3R -- An average cruise wind and corresponding altitude is
entered at 3L and 3R. No entry is required, but is recommended.
When no entry is made, the FMS assumes zero wind. When the
cruise wind is entered at 3L, prompts are displayed at 3R. The
altitude must also be entered before the cruise wind is accepted.
Entering *DELETE* returns the default value of zero.
D
4L -- Zero fuel weight (ZFW) is not retained over FLIGHT
COMPLETE. ZFW needs to be re--entered for every flight. Entering
*DELETE* returns the entry prompts.
D
1R -- Speed limits associated with altitudes, not waypoints, is
entered. For U.S. operation, 250 knots below 10,000 feet is entered.
The FMS speed command is limited to this speed below the
restriction altitude. Entering *DELETE* removes the speed/altitude
limit and shows dashes. This is the only field left with dashes and still
enables performance data to be computed.
D
2R -- The forecast temperature deviation at the cruise altitude is
entered in this field. The deviation is relative to the International
Standard Atmosphere (ISA). When no entry is made, the displayed
default of zero is used. Do not input the temperature deviation at the
field elevation. Temperature impacts most performance predictions,
such as the climb gradient, the ceiling altitude, the fuel consumption,
the groundspeed predictions, and more. For additional information,
refer to the explanation of the Wind and Temperature Model on
page 5-32.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
4R -- The fuel weight, when sensed by the fuel quantity system, is
displayed in small characters. The fuel and gauge values
synchronize when one or both engines are off. The pilot manually
enters a fuel weight used when the entry is made after both engines
are running. Otherwise, the fuel gauge quantity is used. See FUEL
MGT page 1/2 on page 5-74 for additional information regarding
FMS fuel quantity computation and fuel leak detection.
D
5R -- The gross weight is automatically calculated based on the
entries at 4L and 4R. When the gross weight exceeds the maximum
gross weight from the aircraft database, the message EXCEEDS
MAX GROSS WEIGHT is displayed, and the weight is shown in
reverse video. This must be corrected before performance is
initialized.
D
6R -- When performance initialization is complete, the CONFIRM
INIT prompt is displayed in the lower right corner of this page in
reverse video. The CONFIRM INIT prompt must be selected for the
performance function to calculate performance data.
Selecting the CONFIRM INIT prompt shows the PERF DATA page.
After confirming initialization, the prompt at 6R of the PERFORMANCE
INIT page becomes PERF DATA on all PERF INIT pages.
Pilot Speed/Fuel Flow (SPD/FF) Method
The PILOT SPD/FF method of performance initialization has a total of
two pages. The PERFORMANCE INIT 2/3 page for FULL PERF is not
used. The performance initialization is similar to the FULL PERF
initialization with the following exceptions:
D
The PERFORMANCE INIT 1/2 page (page 1/3 for FULL PERF)
shows entry prompts at 4R for entry of cruise fuel flow (CRZ FF).
There are no OR prompts at 3R and 5R.
NOTE:
D
When the PILOT SPD/FF performance mode is first
selected while the aircraft is airborne, the current fuel flow
is displayed in this field. This is done to prevent dropping
performance initialization.
The PERFORMANCE INIT 2/2 page (page 3/3 for FULL PERF)
does not show the PERF DATA prompt. There are no PERF DATA
pages for this mode. Entry prompts are displayed. Entering
*DELETE* returns the entry prompts and the performance function
is de--initialized.
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Performance
5-23
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Current Groundspeed/Fuel Flow (GS/FF) Method
The CURRENT GS/FF method of performance initialization is similar
to the PILOT SPD/FF initialization with the following exceptions:
D
The climb, cruise, and descent speed schedules on the
PERFORMANCE INIT 1/2 page are used to set FMS speed
commands to the flight director. They are not used for performance
calculations.
D
The cruise wind and temperature entries on the PERFORMANCE
INIT 2/2 page are not needed. The time and fuel calculations are
based on current conditions only. Entry prompts are displayed.
Entering *DELETE* returns the entry prompts and the performance
function is de--initialized.
Switching Performance Methods
The performance methods are switched manually. In some cases,
reversion is automatic. The following applies:
D
Switching between FULL PERF and PILOT SPD/FF results in the
current fuel flow being used as the PILOT SPD/FF cruise fuel flow
baseline when airborne. A subsequent entry of cruise fuel flow can
still be made.
D
When the FULL PERF or PILOT SPD/FF methods are being used
and become invalid, the FMS automatically reverts to the
CURRENT GS/FF method.
D
When the FMS reverts to the CURRENT GS/FF method, the
PROGRESS page shows fuel and time at destination based on
current GS and FF.
PERFORMANCE DATA
The three PERF DATA pages are available when the performance
mode is FULL PERF. The performance data is displayed when an
active flight plan and performance initialization has been completed.
Anytime changes are made to the flight plan, performance data
computations are updated. In flight, factors such as unexpected winds
or routing changes alter the predictions.
When performance data is being recalculated, the displayed data is
blanked during the few seconds of calculation. This operation is the
general rule for all pages showing performance data.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
PERF DATA 1/3 -- Figure 5--16 shows the overall fuel and time
calculations along with the cruise altitude. When an alternate flight
plan has been entered, data for both the destination and the
alternate destination is presented.
Figure 5--16
PERF DATA 1/3
— 1L -- The computed cruise and ceiling altitudes are displayed.
Cruise altitude is entered in FL or feet. Entering *DELETE* is
interpreted as a request to recompute the optimum altitude. The
ceiling altitude is computed by the FMS and cannot be entered.
Additional Details About Cruise Altitude
When optimum altitude is selected for the initial cruise altitude on
PERFORMANCE INIT 3/3 page, the computed optimum altitude is
displayed as the cruise altitude on PERF DATA 1/3 page. When an
initial cruise altitude is entered (e.g., 40,000 feet), this altitude is
displayed as the cruise altitude on PERF DATA 1/3 page.
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Performance
5-25
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When the altitude preselector is dialed to a higher altitude than the
cruise altitude on PERF DATA 1/3 page, this field is updated
automatically. The initial cruise altitude on PERFORMANCE INIT
3/3 page remains unaffected by the automatic adjustments. When the
cruise segment is actually flown at a lower altitude than the cruise
altitude on PERF DATA 1/3 page, a new cruise altitude must be entered
in this field by the pilot. When the new cruise altitude is not entered, a
climb is predicted since the FMS is expecting a climb to the cruise
altitude shown on PERF DATA 1/3 page.
Additional Details About Ceiling Altitude
The ceiling altitude is the highest attainable altitude of the aircraft for the
given cruise conditions. The ceiling altitude is limited to the certified
ceiling altitude. The ceiling altitude depends on the cruise speed mode,
as well as gross weight and air temperature. Prior to reaching cruise,
predicted gross weight and air temperature values at TOC are used to
compute ceiling altitude. Once in cruise, the current weight and outside
air temperature are used.
For MAX SPEED, an altitude ceiling is computed and that supplies the
maximum TAS at the maximum cruise power setting.
For MAX END cruise mode, an altitude ceiling is computed and that
supplies the maximum time in--flight.
For LRC cruise mode, the ceiling altitude is computed and that results
in the maximum range given the LRC speed schedule.
For manual cruise mode, the ceiling altitude is computed to be the
highest altitude that the aircraft can sustain the entered CAS or MACH.
When the aircraft is engaged in extended operations (ETOPS), the
aircraft operation is limited to a specific altitude of 41,000 feet. The FMS
does not calculate any altitude above this specific altitude or enable any
pilot--entry that violates this altitude.
D
1R -- The step increment is entered using the same rules as during
performance initialization. Refer to page 5-17 for additional details.
D
2L and 2R -- This line shows estimated time en route (ETE) to the
destination and the alternate destination. No entry is permitted.
D
3L and 3R -- Once airborne, the estimated time of arrival (ETA) at
the destination and the alternate destination are displayed. These
fields are blank while on the ground unless an estimated time of
departure (ETD) has been entered. Flight plan distance to go to the
destination and the alternate destination are displayed.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
4L and 4R -- This line shows total fuel requirement and the fuel
figure--of--merit (FOM). The fuel required includes the fuel to fly the
mission, the takeoff and landing allowances, plus reserves, plus
contingency fuel. The fuel FOM is an estimate of the accuracy of the
fuel required calculation expressed in thousands of pounds. In
Figure 5--16, the FUEL FOM is 0.2, meaning fuel required numbers
have an estimated accuracy within  200 pounds.
D
5L and 5R -- The predicted gross weight at the destination and the
alternate destination are displayed. Also shown is the predicted fuel
quantity remaining at the destination and the alternate destination.
D
6L and 6R -- The prompt at 6L on all PERF DATA pages is PERF
INIT. The prompt at 6R on all PERF DATA pages is either of the
following:
— DEPARTURE -- when a departure runway has not been selected
— TAKEOFF -- when a departure runway has been selected and
VSPEEDS are not entered
— CLIMB -- when a departure runway has been selected and
VSPEEDS are entered.
D
PERF DATA 2/3 -- Figure 5--17 shows wind information and tracks
fuel prediction changes since takeoff. No entries are permitted.
Figure 5--17
PERF DATA 2/3
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Performance
5-27
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1L -- The average cruise wind for the remainder of the flight plan,
as estimated by the performance mission predictions, is
displayed. This wind is computed based on sensed wind and
entered wind. Refer to page 5-31 for additional information on
wind and temperature entries.
— 1R -- The same wind as in 1L, but resolved into average
headwind or tailwind component, is displayed.
— 2L and 2R -- The preflight fuel remaining at the destination is
displayed. At takeoff, this value is frozen for the remainder of the
flight.
— 3L and 3R -- After takeoff, the latest estimate of fuel remaining
at the destination, and the difference to the preflight plan, are
displayed. On the ground, these displays are blank. This enables
the pilot to compare how well the flight is tracking to the preflight
plan.
D
PERF DATA 3/3 -- Figure 5--18 shows information about fuel reserve
requirements. No entries are permitted.
Figure 5--18
PERF DATA 3/3
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1L and 1R -- The method of fuel reserve calculation, as chosen
on PERFORMANCE INIT page 2/3, is displayed here. When the
fuel reserve mode is kilograms or minutes, the fuel reserve at the
destination is displayed with no alternate defined. With an
alternate flight plan, these two fuel reserve modes show the fuel
reserve at the alternate destination.
— 2L and 2R -- The required (REQ) fuel reserve and the predicted
fuel remaining (PLAN) are displayed. When the required fuel
reserves (REQ) are less than the predicted fuel remaining
(PLAN), there is sufficient fuel reserve on board. The PLAN fuel
remaining is frozen at takeoff. The REQ fuel changes when the
reserve mode is changed.
— 3L and 3R -- The UPDATED PLAN is displayed only while
airborne and represents the most recent estimate of the fuel
remaining. While in flight, this quantity must be compared to the
REQ fuel. This comparison serves to verify sufficient fuel reserve
is onboard. In addition, the difference between the preflight and
updated plan is displayed.
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Performance
5-29
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
PERFORMANCE PLAN
The PERF PLAN pages show the estimated fuel remaining and ETE for
each leg of the flight. This is shown in Figure 5--19. No flight plan
changes are made from this page. The PREV and NEXT keys are used
to review the entire flight plan. In addition to this information, this page
shows a wind/temperature (W/T) prompt (right line select keys) for each
waypoint.
Figure 5--19
PERF PLAN 1/X
Selecting the W/T prompt for a specific waypoint shows the
WIND/TEMP page. This page is used for display and entry of wind and
temperature information.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Wind and Temperature Pages
D
WIND/TEMP 2/X -- When the WIND/TEMP page is first selected,
the page shows the predicted altitude, as well as the predicted wind
and temperature at that altitude for the waypoint. This is shown in
Figure 5--20.
Figure 5--20
WIND/TEMP 2/X
— 1L -- The waypoint is displayed. No entry is permitted. However,
the PREV and NEXT keys are used to cycle through the
waypoints in the flight plan.
— 1R -- Pushing this line select key returns the display to the PERF
PLAN page.
— 2L -- The predicted altitude from the performance computations
is displayed here. Altitude entries are permitted. Altitude entries
are used to assign an altitude to an entered wind and/or
temperature.
— 2R -- The wind shown is the wind being used for performance
computation. This wind is a blend of sensed wind (when
airborne) and entered winds. Wind entries in degrees (true and
magnitude) are entered.
— 3R -- The predicted static air temperature is a blend of sensed
and entered values. Temperature is entered in degrees
Celsius (_C).
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Performance
5-31
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 6L -- When no data has been entered and datalink functionality
is available, the DLK WINDS prompt is displayed, permitting
direct access to the DATALINK WINDS page. With entry of any
data on the WIND/TEMP page, the FMS displays the CLEAR
prompt at 6L, as shown in Figure 5--21. Selection of this prompt
clears all entries on the page and returns the default values
shown when the page was first accessed.
— 6R -- With entry of a valid wind/temperature, the FMS shows the
ENTER prompt at 6R. This is also shown in Figure 5--21. A valid
wind/temperature entry requires entry of an altitude, and entry of
wind and/or temperature. When an entry is valid, the data is
displayed in reverse video and the ENTER prompt is shown.
Figure 5--21
WIND/TEMP 2/X -- CLEAR Prompt
Wind and Temperature Model Blending
The FMS wind and temperature model blends wind and temperature
entries with the current position sensed wind and temperature. The
sensed wind and temperature are blended in proportion to the distance
away from the aircraft. For example, at present position, sensed wind
and temperature are blended at 100%. At 350 NM, sensed is blended
50% and entered at 50%. For other distances, wind and temperatures
are blended proportionately.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Wind and Temperature Model Entries
When viewing the WIND/TEMP page, the blended wind and
temperature are displayed. Because of this blending, the page does not
necessarily reflect the exact pilot--entry. The following describes the
effect of each type of entry on wind and temperature used by the FMS.
D
No Entry -- When wind or temperature are not entered on any page,
a wind of zero and ISA temperature is assumed for each waypoint
at every altitude. Performance planning is based on zero wind and
ISA temperature plus the blended sensed wind and temperature, as
previously described.
D
Average Entry Only -- When an average wind and/or temperature
(ISA DEV) is entered on the PERF INIT 3/3 page, it applies to every
waypoint in the flight plan. The wind is ramped down from the
entered altitude to produce a lower wind at lower altitudes. At
altitudes above the tropopause, the wind is assumed to be constant.
D
Entry at Waypoint -- Wind and temperature are also entered at
each waypoint on the WIND/TEMP page. When an entry is made
at an individual waypoint, any previous entry is erased. The entry is
applied to each waypoint forward in the flight plan until a waypoint
with another entry is encountered. Long flight plans are permitted to
be subdivided into segments for the purpose of making
wind/temperature entries. After an entry has been made, the 6L
prompt CLEAR is displayed. This prompt serves as a reminder of
where entries have been made and also clears those entries.
Recommended Entries
When the wind and temperature are forecast to be fairly constant over
the route of flight, an average wind and temperature (ISA DEV) entered
on the PERFORMANCE INIT 3/3 page is sufficient. When the flight is
short, this is typically a good approximation. The ISA DEV entry must
be left at zero, when no forecast is available. The temperature variation
at high altitudes are normally small and do not impact planning as much
as wind variations.
For long flight plans, the best estimate of the average cruise wind is
recommended. For shorter flight plans, entered wind matters for
preflight. Once in cruise, the sensed wind takes precedence (refer to
Wind and Temperature Model Blending on page 5-32).
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Performance
5-33
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Wind and Temperature Performance Planning
Temperature and especially wind play a significant role in performance
planning. The wind can account for as much as one-third of the
groundspeed. When flying a fixed Mach number, the true airspeed is
roughly 5% higher when the temperature is increased by 20_C. The
increased temperature also affects the fuel flow, the MAX attainable
altitude, etc. Therefore, the closer the entered winds and temperatures
are to the actual encountered conditions, the better the FMS
performance predictions.
TAKEOFF
The FMS computes head/tail and crosswind components as well as
density altitude for these aircraft.
D
TAKEOFF 1/3 -- The MCDU page shown in Figure 5--22 displays
database information about the departure runway (when one has
been selected).
Figure 5--22
TAKEOFF 1/3
— 1L -- The selected runway heading is displayed. When no runway
has been selected on the DEPARTURE pages, the field shows
dashes. Selection of this line accesses the DEPARTURE pages
for selection of a runway. Entries are permitted and are made
using the two--digit identification (e.g., 29 meaning 290_). Entries
in degrees require a three--digit input. The runway heading is
used to resolve the wind into head/tail and crosswind
components.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1R -- The take off weight of the aircraft is displayed. When no
runway has been selected, entry prompts are displayed.
— 2L -- The outside air temperature is displayed in this field. An
entry is made in degrees Celsius or degrees Fahrenheit. Entries
in degrees Fahrenheit require a leading slash ( / ). The
temperature is used to compute density altitude.
— 2R -- The surface wind is entered here. The wind entry is used
to compute the head/tail and crosswind components.
— 3L and 3R -- The pressure altitude, barometric (BARO) setting,
and the BARO altitude from the air data system (ADS) are
displayed here. Entry of BARO setting is permitted and is made
in inches or millibars. Use *DELETE* to return to the previous
units. When a runway has been selected, the pressure altitude
is computed based on the field elevation and the ADS barometric
setting. The pressure altitude is used for the density altitude
computation. Entries are permitted, but only impact the density
altitude.
— TAKEOFF 2/3 -- The MCDU page, shown in Figure 5--23,
displays the flap configuration and dataset.
Figure 5--23
TAKEOFF 2/3
— 1L -- The take off flap setting is displayed.
— 1R -- This prompt permits a different flap setting to be chosen.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2L -- The current take off mode is displayed.
— 2R -- Shows the status of the automatic takeoff thrust control
system.
D
TAKEOFF 3/3 -- The MCDU page, shown in Figure 5--24, is used
to manually enter takeoff VSPEEDS. VSPEEDS are used to put speed
targets directly on the PFD speed tape. These are used to visually
inform the pilot of important speeds including V1, V2, VR, and VFS.
Takeoff VSPEEDS are entered on Takeoff 3/3 page.
Takeoff VSPEEDS are entered at any time and are cleared
automatically on completion of flight.
NOTE:
When the aircraft database is corrupt or not installed, only
the first two pages are displayed. The TAKEOFF 3/3 page
is not available for this case.
Figure 5--24
TAKEOFF 3/3
— 1L through 4L -- Enter each VSPEED on the correct line. Take--off
VSPEEDS are output and valid until indicated airspeed (IAS) is
greater than 20 knots above the highest entered VSPEED and the
aircraft altitude is above 1,500 feet AGL. After landing, takeoff
VSPEEDS are re--displayed when valid.
— 5R -- The takeoff pitch attitude is displayed.
The FMS computes head/tail and crosswind components as well as
density altitude for takeoff.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
CLIMB
Performance initialization must be completed before data is displayed
on this page. Some items are for display only, but a climb speed
schedule and TOC altitude must be entered.
D
CLIMB 1/1 -- Figure 5--25 shows the following data:
Figure 5--25
300/.75M CLIMB 1/1
— 1L -- Top--of--climb altitude (TOC ALT) is displayed here and is
the same altitude as the cruise altitude on the PERF DATA
1/3 page. An entry is permitted in FL or in feet. An entry changes
the cruise altitude shown on all PERF pages. Entering
*DELETE* initiates a re-computation of the optimum altitude.
— 1R -- The ETE to TOC (on the ground) and the ETA at TOC
(airborne or when ETD entered) are displayed. No entries are
permitted.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2L -- The speed command shown in this field is the current climb
speed command in CAS/MACH. The controlling speed (CAS or
MACH) is displayed in large characters and the other in small
characters. The speed command is less than the selected speed
schedule (shown in the title). This is because of the
speed/altitude limit or climb speed constraints.
A speed schedule is entered on this page. Either CAS, MACH or
both are entered. When a speed is entered on this line, it
changes and selects the manual speed schedule on the OR
page of the PERFORMANCE INIT 1/3 page. When only CAS or
only MACH are entered, the manual speed retains the previous
value for the unentered item. For example, when a CAS value is
entered, the manual speed schedule is changed to the new CAS
value and the previous MACH value. Both CAS and the
corresponding MACH value are selected as the active climb
speed schedule. Entering *DELETE* returns to the default
speed schedule.
— 3L and 3R -- The distance--to--go (DTG) to TOC and the fuel
remaining (FUEL REM) at TOC are displayed on this line. No
entries are permitted.
CRUISE
The CRUISE page is available only when the FULL PERF mode is
used. Performance initialization must be completed before data is
displayed. Some items are for display only, but entries of speed
schedule and cruise altitude are permitted.
The CRUISE page is accessed through the PERF INDEX or from
prompts on the CLIMB or DESCENT pages.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
CRUISE 1/1 -- Figure 5--26 shows a title that reflects the CRUISE
speed mode selected during PERF INIT. In this example, the speed
mode is long--range cruise.
Figure 5--26
LONG RANGE CRUISE 1/1
— 1L -- The cruise altitude is displayed here and is the same altitude
as the cruise altitude on the PERF DATA 1/3 page. Entries are
made in FL or in feet. Entering *DELETE* initiates a
recomputation of the optimum altitude.
— 1R -- The optimum altitude and step climb altitude are displayed
here. No entries are permitted. The optimum altitude is the
current optimum altitude depending on the current gross weight,
temperature, and scheduled cruise speed. The current airspeed
does not matter, because the optimum altitude definition
changes with the speed mode. The step altitude reflects the sum
of the cruise altitude and the step increment.
— 2L -- The speed shown in this field is the current cruise speed
command, either a CAS or a MACH. Only the controlling speed
is shown even when the cruise speed mode is a CAS/MACH pair.
CAS, MACH or both (separated by a slash ( / )) are entered.
Entering *DELETE* returns to the default speed schedule LRC.
Changing the speed schedule on this page also changes the
PERFORMANCE INIT 1/3 page. The MAX SPD, MAX END, and
MXR SPD cruise speed modes are selected only from the
PERFORMANCE INIT 1/3 page. When the speed command is
being limited, it is displayed in reverse video.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2R -- The ETE and ETA to the bottom--of--step--climb (BOSC)
point are displayed. No entries are permitted. Data is displayed
only when the performance function is planning a step climb.
— 3L and 3R -- The DTG and the FUEL REM at the BOSC point
are displayed. No entries are permitted. Data is displayed only
when the performance function is planning a step climb.
— 4L and 4R -- These two lines show the distance to TOD and
predicted fuel remaining at TOD. No entry is permitted.
— 5L and 5R -- This line shows the range in nautical miles where
the fuel remaining equals the reserve fuel. The corresponding
time to reserve fuel is also given. The predictions are based on
flying the active flight plan to the destination at the given cruise
speed schedule. Assuming the range to reserve goes beyond
the destination, the predictions after the destination are made at
the cruise altitude, but with zero winds. No entry is permitted.
DESCENT
The descent page is available only when the FULL PERF mode is used.
Performance initialization must be completed before data is displayed.
Some items are for display only, but speed schedule and descent angle
are entered.
D
DESCENT 1/1 -- Figure 5--27 shows a title line that reflects the
selected descent speed schedule.
Figure 5--27
300/.80M DESCENT 1/1
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1L -- Bottom--of--descent altitude (BOD ALT) is displayed. The
BOD altitude is the destination elevation when no altitude
constraints are in the descent. With one or more descent altitude
constraints, the active BOD constraint is always displayed.
— 1R -- The ETE to BOD (on the ground) and the ETA at BOD
(when airborne or when ETD is entered) are displayed. No
entries are permitted.
— 2L -- The speed command shown in this field is the current
descent speed command in CAS/MACH. The controlling speed
(CAS or MACH) is displayed in large characters and the other in
small characters. The speed command can be less than the
selected speed schedule (shown in the title). This is because of
the speed/altitude limit or descent speed constraints.
A speed schedule is entered on this page. Either CAS or MACH
or both are entered. When a speed is entered on this page, it
changes and selects the manual speed schedule on the OR
page of the PERFORMANCE INIT 1/3 page. When only CAS or
MACH are entered, the manual speed retains the previous value
for the unentered item. For example, when a CAS value is
entered, the manual speed schedule is changed to the new CAS
value and the previous MACH value. Both CAS and the
corresponding MACH value are selected as the active descent
speed schedule. Entering *DELETE* returns the default speed
schedule.
— 2R -- The default descent angle is displayed here. An Entry
changes the PERFORMANCE INIT 1/3 page. In vertical flight
level change (VFLCH), the TOD location is computed using this
angle. However, the angle (rate) of descent is controlled by the
thrust setting. In vertical path (VPATH), this is the glide path
angle used for descent.
— 3L and 3R -- The DTG to BOD and the fuel remaining at BOD
are displayed on this line. No entries are permitted. When no
altitude constraint has been entered for the descent, the BOD
coincides with the destination.
— 6R -- When a destination runway has not been defined, the
ARRIVAL prompt is displayed. Once a destination runway is
selected, the LANDING prompt is displayed. When landing
VSPEEDS have not been configured, the FLT PLAN prompt is
displayed.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Additional Details About Default Descent Angle
The default descent angle is used to place the TOD. When no altitude
constraints are in the descent, the destination elevation is the reference
point. The descent angles are also entered individually at any altitude
constraints or are supplied as part of an arrival or an approach. In that
case, the TOD is based on the active BOD and the entered angle. The
descent angle shown on the DESCENT page is always the default
descent angle from performance initialization. It could, therefore, differ
from the angle flown on any individual path.
LANDING
D
LANDING 1/2 -- The MCDU page, shown in Figure 5--28, shows
database information about the arrival runway when one has been
selected.
Figure 5--28
LANDING 1/2
— 1L -- The runway outside air temperature is displayed.
— 2L -- The approach flap setting is displayed.
— 3L -- The landing flap setting is displayed.
— 4L -- Ice detection status is displayed.
— 5L -- The active instrument approach is displayed.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1R -- The current landing weight is displayed.
— 2R -- This prompt permits a different approach flap setting to be
chosen.
— 3R -- This prompt permits a different landing flap setting to be
chosen.
— 4R -- This prompt permits ice detection status to be changed.
— 5R -- This prompt permits a different instrument approach to be
chosen.
D
LANDING 2/2 -- The MCDU page, shown in Figure 5--29, is used to
enter landing speeds. Landing VSPEEDS are output directly on the
PFD speed tape. These are used to visually inform the pilot of
important speeds including: VREF, VAP, VAC, and VFS. Landing VSPEEDS
are entered on the Landing 2/2 page.
Landing VSPEEDS entered at any time are cleared automatically on
completion of flight.
Figure 5--29
LANDING 2/2
— 1R -- The current landing weight is displayed.
— 1L through 4L -- Enter each VSPEED on the correct line. Landing
VSPEEDS are output and valid when the aircraft is within 50 NM of
the destination, landing gear is lowered, or flaps are extended.
After landing, takeoff VSPEEDS are displayed, when valid.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 6L -- Following entry of valid VSPEEDS, this prompt changes from
PERF DATA to CLEAR. When CLEAR is displayed, 6L is used
to remove landing Vspeeds from both FMSs.
WHAT-- IF FLIGHT PLAN
The primary purpose of the WHAT--IF flight plan is to give the pilot a
means of evaluating the effects on fuel and time performance with
respect to vertical and lateral flight plan changes. The WHAT--IF flight
plan is run in parallel with the active flight plan and therefore permits the
pilot to perform the previously discussed trades without impacting the
currently active flight plan.
When activated, the WHAT--IF flight plan defaults to a copy of the
remaining currently active flight plan and is initialized with the currently
active flight plan performance parameters. The working copy of the
WHAT--IF flight plan is created by the modification (MOD) flight plan.
The pilot subsequently makes changes to the MOD flight plan,
performance parameters, or guidance modes and then reviews the
resulting performance changes.
When the pilot is finished evaluating the WHAT--IF changes, the
resulting flight plan is either loaded as the active flight plan or discarded.
To make the WHAT--IF flight plan active, the pilot must activate the
resultant MOD flight plan.
Direct access is provided from the PERF INDEX page. Access is also
provided from the WHAT--IF DATA page.
What--If Performance Initialization
On initial access of the WHAT--IF flight plan, the WHAT--IF INIT pages
are displayed. There are a total of three WHAT--IF INIT pages.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
WHAT--IF INIT 1/3 -- Figure 5--30 contains information about the
aircraft performance modes and speed schedules for the WHAT--IF
flight plan. WHAT--IF INIT page 1 defaults to the currently active
flight plan CLIMB, CRUISE, and DESCENT mode speed schedules.
Figure 5--30
WHAT--IF INIT 1/3
— 1L -- 3L -- These lines show the selected climb and descent
modes, and respective speed schedules for the WHAT--IF flight
plan. The modes and speed schedules default to the currently
active flight plan entries.
The climb and descent speed schedules are always displayed as
both a CAS and a MACH. Changes are made by entering a CAS,
a MACH, or both separated by a slash ( / ). The leading slash ( / )
is an option when entering a MACH only. Entering *DELETE*
returns the WHAT--IF default climb or descent speed schedule.
When both a CAS and MACH are entered, the active speed
command is the CAS or MACH that provides the lowest TAS at
the current WHAT--IF altitude.
When the LRC or MAX SPD schedules are active, the speed
command is issued as a MACH at higher WHAT--IF altitudes and
a CAS at lower WHAT--IF altitudes. This is determined by the
VMO/MMO crossover altitude. When the cruise speed schedule is
MAX END, the speed command is always CAS.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When only a MACH cruise speed is entered but the WHAT--IF
cruise altitude is low, the TAS can become excessive. Enter both
a CAS and a MACH or use LRC to avoid this situation.
In addition to the speed entries, a default descent angle is
entered in 3L. When the angle is being entered independent of
the speed entries, the angle is either entered directly or with two
leading slashes ( // ). Refer to Descent, page 5-49 for additional
information.
— 2L -- These lines show the selected cruise mode and respective
speed schedule for the WHAT--IF flight plan. The mode and
speed schedule default to the currently active flight plan entries.
The cruise speed schedule is a CAS/MACH pair, only CAS, only
MACH, or a system--generated cruise speed schedule. Entries
of a CAS, a MACH, or both are accepted. Entering *DELETE*
returns the WHAT--IF default cruise speed schedule. The other
system--generated schedules, MAX SPD, MAX END and MXR
SPD, are selected on the WHAT--IF CRUISE MODES page only,
as shown in Figure 5--31.
When both a CAS and MACH are entered, the active speed
command is the CAS or MACH providing the lowest TAS at the
current WHAT--IF altitude.
When the LRC or MAX SPD schedules are active, the speed
command is issued as a MACH at higher WHAT--IF altitudes and
a CAS at lower WHAT--IF altitudes. This is determined by the
VMO/MMO crossover altitude. When the cruise speed schedule is
MAX END, the speed command is always CAS.
When only a MACH cruise speed is entered but the WHAT--IF
cruise altitude is low, the TAS can become excessive. Enter both
a CAS and a MACH or use LRC to avoid this situation.
— 6L -- This selection takes the pilot to the WHAT--IF RESET page.
This page provides the pilot with the option of returning all
WHAT--IF entries back to default values, as shown in
Figure 5--37.
— 1R, 2R, and 3R -- Selecting one of the OR prompts shows the
WHAT--IF CLIMB, CRUISE, or DESCENT MODES page,
respectively, as shown in Figures 5--31 through 5--33.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
WHAT--IF CLIMB -- Figure 5--31 shows information about the
WHAT--IF CLIMB mode page. WHAT--IF CLIMB page defaults to
the currently active flight plan CLIMB mode speed and speed
schedule. When changes to the speed schedule are made in
WHAT--IF INIT page 1, the WHAT--IF CLIMB mode page reflects
MANUAL mode as active at the entered speed schedule.
Figure 5--31
WHAT--IF CLIMB 1/1
— 1L -- This field is used to enter CAS, MACH, or both separated
by a slash ( / ). After an entry is made, the display returns to the
WHAT--IF INIT 1/3 page.
— 2L -- Selecting this prompt activates the WHAT--IF default climb
schedule and returns to the WHAT--IF 1/3 page.
— 1R -- The RETURN prompt is used to return to the WHAT--IF INIT
1/3 page without making any selections.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
WHAT--IF CRUISE -- Figure 5--32 shows information about the
WHAT--IF CRUISE mode page. WHAT--IF CRUISE page defaults
to the currently active flight plan CRUISE mode and speed
schedule. When changes to the speed schedule are made in
WHAT--IF INIT page 1, the WHAT--IF CRUISE mode page reflects
MANUAL mode as active at the entered speed schedule.
Figure 5--32
WHAT--IF CRUISE 1/1
— 1L -- A MANUAL cruise speed is entered and activated for
WHAT--IF at 1L. When an entry is made directly on the WHAT--IF
INIT 1/3 page, it is recorded under the manual entry on this page.
— 2L, 3L, 4L, and 5L -- Pushing the line select key for a mode
makes it the WHAT--IF cruise mode. The display returns to the
WHAT--IF INIT 1/3 page.
— 1R -- The RETURN prompt returns to the WHAT--IF INIT
1/3 page with no action performed.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
WHAT--IF DESCENT -- Figure 5--33 shows information about the
WHAT--IF DESCENT mode page. The WHAT--IF DESCENT page
defaults to the currently active flight plan DESCENT mode and
speed schedule. When changes to the speed schedule are made in
WHAT--IF INIT page 1, the WHAT--IF DESCENT mode page
reflects the MANUAL mode as active at the entered speed
schedule.
Figure 5--33
WHAT--IF DESCENT 1/1
— 2L -- This field is used to enter CAS, MACH, or both. The descent
angle is entered separately or following a CAS/MACH speed
entry (e.g., 300/.80/3.0). After an entry is made, the display
returns to the WHAT--IF INIT 1/3 page.
— 3L -- Selecting this prompt activates the WHAT--IF default
descent speed/angle schedule and returns to the WHAT--IF INIT
1/3 page.
— 1R -- The RETURN prompt is used to return to the WHAT--IF INIT
1/3 page without making any selections.
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Performance
5-49
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
WHAT--IF INIT 2/3 -- Reviewing and/or selecting a step increment
for WHAT--IF predicted step climbs is shown in Figure 5--34. Also
the method is used for WHAT--IF fuel reserve calculations, as well
as WHAT--IF takeoff and landing fuel allowances. The page is
available only in the FULL PERF mode.
NOTE:
Depending on how the aircraft APM is configured, the fuel
weights are displayed as either KG or LBS. The KG
display is assumed for the following figures.
Figure 5--34
WHAT--IF INIT -- KG 2/3
— 1L -- Entries for WHAT--IF step increments must be in thousands
of feet. The WHAT--IF default values are the step increments in
the active flight plan. The three trailing zeros are omitted. For
example, a 4,000--foot step climb increment is selected by
entering 4 or 4,000. Entering *DELETE* returns the selection to
the WHAT--IF default.
WHAT--IF step climbs are used for long--range flights to optimize
the aircraft performance. As the aircraft burns fuel, the WHAT--IF
optimum altitude goes up. More than one WHAT--IF step climbs
are calculated for a flight.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2L -- The method of calculating WHAT--IF fuel reserve is
displayed on this line. The WHAT--IF default value is the active
flight plan calculation method. When one of the other two modes
(kilograms remaining or time remaining) has been selected on
the WHAT--IF FUEL RESERVE page, an entry is made directly
on this page, as shown in Figure 5--35. For example, when
450 kg is displayed, an entry of 900 changes the reserve quantity
to 900 kg. Entering *DELETE* returns the selection to the
WHAT--IF default.
— 2R -- This line accesses the WHAT--IF FUEL RESERVE page
that is shown in Figure 5--35.
— 3L -- The WHAT--IF default values of takeoff/landing fuel
(TO/LDG FUEL) are supplied from the active flight plan.
However, manual entries can be made. Entering *DELETE*
returns the WHAT--IF default values.
The WHAT--IF takeoff fuel allowance includes fuel burn for taxi
and takeoff. Takeoff fuel allowance is decremented by fuel flow.
However, it is not decremented past zero. Following takeoff or
when the takeoff allowance has been decremented to zero, fuel
remaining values are adjusted to account for actual fuel burned.
The WHAT--IF takeoff fuel allowance is added to the WHAT--IF
fuel required calculation. The WHAT--IF fuel required calculation
is the predicted fuel from WHAT--IF takeoff to landing, plus
reserves.
The WHAT--IF landing fuel allowance is a buffer amount of fuel
the FMS incorporates into the total WHAT--IF fuel required
computation.
— The WHAT--IF landing fuel is intended to cover the ground
operation after landing. The value is changed at any time.
— 4L -- The WHAT--IF contingency fuel defaults to the value
entered in the active flight plan. When the pilot changes this
value, the FMS uses that value for determining required
WHAT--IF fuel while on--ground only. Following takeoff,
WHAT--IF contingency fuel is no longer used in computations.
Entering *DELETE* returns the WHAT--IF default values.
— 6L -- This selection takes the pilot to the WHAT--IF RESET page.
This page gives the pilot the option of returning all WHAT--IF
entries back to default values, as shown in Figure 5--37.
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Performance
5-51
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
WHAT--IF RESERVE 1/1 -- Figure 5--35 shows where the WHAT--IF
fuel reserve mode is changed or modified. The WHAT--IF fuel
reserve page contains two modes, KG remaining or time remaining.
The default WHAT--IF mode and value are taken from the active
flight plan.
NOTE:
Depending on how the aircraft APM is configured, the fuel
weights are displayed as either KG or LBS. The KG
display is assumed for Figure 5--35.
Figure 5--35
WHAT--IF RESERVE 1/1
— 2L -- A WHAT--IF fuel reserve in kilograms is entered. The
specified fuel reserve applies at the WHAT--IF destination, or at
the WHAT--IF alternate destination, when one has been entered.
— 3L -- A WHAT--IF fuel reserve in minutes is entered. The time
entered is converted to pounds of fuel assuming flight at
5,000 feet at the reserve holding speed. The WHAT--IF fuel
reserve applies to the WHAT--IF destination or the WHAT--IF
alternate destination, when one has been entered.
— 1R -- Returns to the WHAT--IF INIT 2/3 page.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
WHAT--IF INIT 3/3 -- This page is used for reviewing and/or
selecting the WHAT--IF transition altitude, WHAT--IF speed limit
altitude, WHAT--IF cruise altitude, as well as the WHAT--IF ISA
deviation. In addition, this page also provides for review and
modification of the parameters required to compute WHAT--IF
aircraft gross weight. The page is available only in the FULL PERF
mode.
NOTE:
Depending on how the aircraft APM is configured, the
weights are displayed as either KG or LBS. The KG
display is assumed for Figure 5--36.
Figure 5--36
PERFORMANCE INIT -- KG 3/3
— 1L -- The WHAT--IF transition altitude is entered here. The
default WHAT--IF transition altitude is taken from the active flight
plan. The FMS uses the input to determine how to show
altitudes. Altitudes above the transition altitude are displayed as
FL and below in feet. Entering *DELETE* returns the default
WHAT--IF value.
— 2L -- INIT CRZ ALT -- The WHAT--IF initial cruise altitude is
entered at this location. The default WHAT--IF initial cruise
altitude is taken from the active flight plan. The FMS uses the
WHAT--IF initial cruise altitude to determine the altitude where
the WHAT--IF cruise phase of flight commences. The FMS
changes the WHAT--IF speed command and WHAT--IF EPR
rating from climb to cruise when the aircraft levels at the
WHAT--IF initial cruise altitude or higher.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
(OPTIMUM) indicates the WHAT--IF initial cruise altitude is
the optimum altitude supplied by the active flight plan default.
D
(ALT SEL) indicates the WHAT--IF initial cruise altitude was
the default value from the altitude preselector.
D
(FP LIM) indicates the WHAT--IF initial cruise altitude was the
default active flight plan value that has been self--limited.
An entry of WHAT--IF cruise altitude in FL or feet is permitted.
Three--digit flight level entries are permitted. Thus, an entry of
350 is interpreted as 35,000 feet or FL350. Entering *DELETE*
at any time returns the WHAT--IF initial cruise altitude to the
default value.
The FMS does not automatically compensate for short trip
limited WHAT--IF flight plans in which the WHAT--IF CRZ ALT is
not obtainable. For short flights, the flight crew must check to
determine when the initial WHAT--IF CRZ ALT can be reached.
This is done after initializing WHAT--IF by verifying the WHAT--IF
TOD is further out than the WHAT--IF TOC. Should the WHAT--IF
TOC be at or beyond the WHAT--IF TOD, then that profile is short
trip limited and a lower WHAT--IF CRZ ALT must be evaluated.
— 3L and 3R -- An average WHAT--IF cruise wind and
corresponding altitude is entered at 3L and 3R. The WHAT--IF
default value for cruise wind and speed is taken from the active
flight plan. No entry is required. When the WHAT--IF cruise wind
is entered at 3L, prompts are displayed at 3R. 3R then becomes
a required entry before the cruise wind is accepted. Entering
*DELETE* returns the WHAT--IF default value for cruise wind
and speed.
— 4L -- WHAT--IF ZFW is modified by the pilot. However, note that
when the WHAT--IF flight plan is activated, this value does not
overwrite the current active ZFW. The WHAT--IF default ZFW is
taken from the active flight plan. Entering *DELETE* returns the
WHAT--IF default value for ZFW.
— 6L -- This selection takes the pilot to the WHAT--IF RESET page.
This page supplies the pilot with the option of returning all
WHAT--IF entries back to default values, as shown in
Figure 5--37.
— 1R -- WHAT--IF speed limits associated with altitudes, not
waypoints, are modified. The default values for the WHAT--IF
speed limit altitude and speed are taken from the active flight
plan. The WHAT--IF FMS speed command is limited to this
speed below the restriction altitude. Entering *DELETE* returns
the WHAT--IF default speed limit altitude and speed.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2R -- The WHAT--IF temperature deviation at the cruise altitude
is entered in this field. The default values for the WHAT--IF
temperature deviation are taken from the active flight plan. The
deviation is relative to the ISA. Do not input the WHAT--IF
temperature deviation at the field elevation. Temperature
impacts most WHAT--IF performance predictions, such as the
climb gradient, the ceiling altitude, the fuel consumption, the
groundspeed predictions, and more. For additional information,
refer to the explanation of the Wind and Temperature Model on
page 5-31. Entering *DELETE* returns the WHAT--IF default
temperature deviation.
— 4R -- The WHAT--IF fuel--on--board is modified on this line. The
default WHAT--IF fuel--on--board value is taken from the active
flight plan. The pilot can make an entry on this line of
fuel--on--board. When the fuel gauge value is valid, the fuel
gauge value is displayed next to the WHAT--IF fuel value in
parenthesis. When WHAT--IF fuel quantity is a miscompare, the
gauge value is displayed in reverse video. *DELETE* entered on
this line returns the default WHAT--IF fuel--on--board.
— 5R -- The WHAT--IF gross weight is automatically calculated
based on the entries at 4L and 4R. When the WHAT--IF gross
weight exceeds the maximum gross weight from the aircraft
database, the message EXCEEDS MAX GROSS WEIGHT
displays, and the WHAT--IF weight is shown in reverse video.
This must be corrected before WHAT--IF is initialized.
— 6R -- When WHAT--IF initialization is complete, the CONFIRM
INIT prompt is displayed in the lower right corner of this page.
The CONFIRM INIT prompt must be selected for the
performance function to calculate WHAT--IF performance data.
Selecting the CONFIRM INIT prompt shows the WHAT--IF DATA
page. After confirming WHAT--IF initialization, the prompt at 6R
of the WHAT--IF INIT page becomes WHAT--IF DATA on all
WHAT--IF INIT pages.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
RESET WHAT--IF INIT -- The RESET WHAT--IF page, shown in
Figure 5--37, provides the pilot with the capability to reset all
WHAT--IF initialization values back to initial default values.
Figure 5--37
RESET WHAT--IF INIT 1/1
— 6L -- Returns the display to page 1 of WHAT--IF INIT without
resetting any of the initialization parameters.
— 6R -- This resets all the WHAT--IF initialization values back to the
default values and returns the display to page 1 of
WHAT--IF INIT.
What--If Data
D
WHAT--IF DATA 1/2 page -- Figure 5--38 shows the content of
WHAT--IF DATA page 1. This WHAT--IF DATA page is available
when the performance mode is FULL PERF. The WHAT--IF
performance data is displayed when there is a WHAT--IF flight plan
and WHAT--IF initialization has been completed. Anytime changes
are made to the WHAT--IF flight plan, WHAT--IF performance data
computations are updated.
When WHAT--IF performance data is being recalculated, the
displayed WHAT--IF data is blanked during the few seconds of
calculation. This operation is the general rule for all pages showing
performance data.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Direct access is provided from the PERF INDEX page. Access is
also provided from the WHAT--IF INIT pages.
Figure 5--38
WHAT--IF DATA 1/2
— 1L -- The WHAT--IF cruise and ceiling altitudes are displayed.
Cruise altitude is modified on this page. The WHAT--IF cruise
altitude default value is taken from the active flight plan. Cruise
altitude is entered in FL or feet. Entering *DELETE* returns the
WHAT--IF cruise altitude on this page, as well as the WHAT--IF
INIT page 1 to the WHAT--IF cruise altitude default value. The
ceiling altitude cannot be modified.
— 1R -- The WHAT--IF step increment is modified and defaulted
using the same rules as during WHAT--IF initialization. Refer to
page 5-44 for additional details.
— 2L and 2R -- This line shows WHAT--IF ETE to the WHAT--IF
destination and the WHAT--IF alternate destination. No entry is
permitted.
— 3L and 3R -- This line shows total WHAT--IF fuel requirement and
the WHAT--IF fuel FOM. The WHAT--IF fuel required includes
the fuel to fly the WHAT--IF mission, the WHAT--IF takeoff and
landing allowances, plus WHAT--IF reserves, plus WHAT--IF
contingency fuel. The WHAT--IF fuel FOM is an estimate of the
accuracy of the fuel required calculation expressed in thousands
of pounds. No entry is permitted.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 6L -- The prompt at 6L on all WHAT--IF DATA pages is WHAT--IF
INIT. Selection of this prompt returns to the WHAT--IF INIT
page 1.
— 6R -- Selection of the FLT PLAN prompt shows page 1 of the
MOD flight plan page.
D
WHAT--IF DATA 2/2 page -- Figure 5--39 shows the content of
WHAT--IF DATA page 2. This WHAT--IF DATA page is available
when the performance mode is FULL PERF. The WHAT--IF
performance data is displayed when there is a WHAT--IF flight plan
and WHAT--IF initialization has been completed. Anytime changes
are made to the WHAT--IF flight plan, WHAT--IF performance data
computations are updated.
When WHAT--IF performance data is being recalculated, the
displayed WHAT--IF data is blanked during the few seconds of
calculation. This operation is the general rule for all pages showing
performance data.
Direct access is provided from the PERF INDEX page. Access is
also provided from the WHAT--IF INIT pages.
Figure 5--39
WHAT--IF DATA 2/2
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1L -- The WHAT--IF cruise and optimum altitudes are displayed.
Cruise altitude is modified on this page. The WHAT--IF cruise
altitude default value is taken from the active flight plan. Cruise
altitude is entered in FL or feet. Entering *DELETE* returns the
WHAT--IF cruise altitude on this page, as well as the WHAT--IF
INIT page 1 to the WHAT--IF cruise altitude default value. The
optimum altitude is not modified.
— 1R -- The WHAT--IF step altitude is displayed on this line. The
WHAT--IF step altitude is not modified from this page.
— 2L -- The WHAT--IF cruise speed command is displayed on this
line. Modification of The WHAT--IF cruise speed is permitted.
Entering *DELETE* returns the WHAT--IF cruise speed
command on this page, as well as the WHAT--IF INIT page 1 to
the WHAT--IF cruise speed command default value. Only
manual speed commands are selected to the scratchpad.
— 3L -- DTG to the WHAT--IF step climb point is displayed on this
line. No action is permitted.
— 4L -- DTG to the WHAT--IF TOD altitude is displayed on this line.
After passing the top of descent, the DTG data field is blank. No
action is permitted.
— 5L -- WHAT--IF range to reserve at the displayed WHAT--IF
cruise mode, when greater than or equal to zero, is shown on this
line. No action is permitted.
— 6L -- The prompt at 6L on all WHAT--IF DATA pages is WHAT--IF
INIT. Selection of this prompt returns to the WHAT--IF INIT
page 1.
— 2R -- ETE and ETA to the WHAT--IF step climb point is displayed
on this line. On the ground, the ETA is only displayed when the
ETD has been entered for the displayed WHAT--IF flight plan. No
action is permitted.
— 3R -- Fuel remaining at the WHAT--IF step climb point is
displayed on this line. No action is permitted.
— 4R -- TOD fuel remaining for WHAT--IF is displayed on this line.
No action is permitted.
— 5R -- WHAT--IF time to reserve at the shown WHAT--IF cruise
mode, when greater than or equal to zero, is displayed on this
line. No action is permitted.
— 6R -- Selection of the FLT PLAN prompt shows page 1 of the
MOD flight plan page.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
STORED FLIGHT PLAN
The primary purpose of the STORED flight plan performance pages is
to give the pilot a means of evaluating the performance of a selected
stored flight plan. The STORED flight plan is run in parallel with the
active flight plan and therefore permits the pilot to perform the
previously discussed trades without impacting the currently active flight
plan.
When activated, the STORED flight plan defaults to the currently active
flight plan performance parameters. The pilot subsequently changes
the performance parameters or guidance modes and then reviews the
resulting performance changes.
Access is provided from the PERF INDEX and from the STORED FPL
DATA pages.
Stored Flight Plan Performance Initialization
D
STORED FPL INIT 1/4 -- Figure 5--40 shows information about the
STORED FPL INIT page 1, stored FPL selection options.
Figure 5--40
STORED FPL INIT 1/4
— 2L -- Prior to selection of a stored flight plan, this line indicates
the pilot must choose a flight plan. No action permitted. The FPL
SEL page is used to choose the flight plan for performance
calculations.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 6L -- Direct access to the FPL LIST page is available on this line
(see page 6-5).
— 6R -- Direct access to the FPL SEL page is available on this line
(see page 6-10).
D
STORED FPL INIT 2/4 -- Figure 5--41 shows information about the
aircraft performance modes and speed schedules for the STORED
flight plan. STORED FPL INIT page 1 defaults to the currently active
flight plan CLIMB, CRUISE, and DESCENT mode speed schedules.
Figure 5--41
STORED FPL INIT 2/4
— 1L -- 3L -- These lines show the selected climb, cruise and
descent modes and respective speed schedules for the
STORED flight plan. The modes and speed schedules default to
the currently active flight plan entries.
The climb and descent speed schedules are always displayed as
both a CAS and a MACH. Changes are made by entering a CAS,
a MACH, or both separated by a slash ( / ). The leading slash ( / )
is an option when entering a MACH only. Entering *DELETE*
returns the STORED FPL default climb or descent speed
schedule.
When both a CAS and MACH are entered, the active speed
command is the CAS or MACH providing the lowest TAS at the
current STORED FPL altitude.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When the LRC or MAX SPD schedules are active, the speed
command is issued as a MACH at higher STORED FPL altitudes
and a CAS at lower STORED FPL altitudes. This is determined
by the VMO/MMO crossover altitude. When the cruise speed
schedule is MAX END, the speed command is always CAS.
When only a MACH cruise speed is entered but the STORED
FPL cruise altitude is low, the TAS can become excessive. Enter
both a CAS and a MACH or use LRC to avoid this situation.
In addition to the speed entries, a default descent angle is
entered in 5L. When the angle is being entered independent of
the speed entries, the angle is either entered directly or with two
leading slashes ( // ). Refer to Descent, page 5-40 for additional
information.
— 2L -- These lines show the selected cruise mode and respective
speed schedule for the STORED flight plan. The mode and
speed schedule default to the currently active flight plan entries.
The cruise speed schedule is a CAS/MACH pair, only CAS, only
MACH, or a system--generated cruise speed schedule. Entries
of a CAS, a MACH, or both are accepted. Entering *DELETE*
returns the STORED FPL default cruise speed schedule. The
other system--generated schedules, MAX SPD, MAX END, and
MXR SPD, are selected on the STORED FPL CRUISE modes
page only (see Figure 5--43).
When both a CAS and MACH are entered, the active speed
command is the CAS or MACH that gives the lowest TAS at the
current STORED FPL altitude.
When the LRC or MAX SPD schedules are active, the speed
command is issued as a MACH at higher STORED FPL altitudes
and a CAS at lower STORED FPL altitudes. This is determined
by the VMO/MMO crossover altitude. When the cruise speed
schedule is MAX END, the speed command is always CAS.
When only a MACH cruise speed is entered but the STORED
FPL cruise altitude is low, the TAS can become excessive. Enter
both a CAS and a MACH or use LRC to avoid this situation.
— 6L -- This selection takes the pilot to the RESET STORED INIT
page. This page supplies the pilot with the option of returning all
STORED FPL entries back to default values (see Figure 5--48).
— 1R, 2R, and 3R -- Selecting one of the OR prompts shows the
STORED FPL CLIMB, CRUISE, or DESCENT MODES page
respectively, as shown in Figures 5--42 through 5--44.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
STORED FPL CLIMB -- Figure 5--42 shows information about the
STORED FPL CLIMB mode page. The STORED FPL CLIMB page
defaults to the currently active flight plan CLIMB mode speed and
speed schedule. When changes to the speed schedule are made in
STORED INIT page 2, the STORED FPL CLIMB mode page
reflects MANUAL mode as active at the entered speed schedule.
Figure 5--42
STORED FPL CLIMB 1/1
— 1L -- This field is used to enter CAS, MACH, or both separated
by a slash ( / ). After an entry is made, the display returns to the
STORED FPL INIT 2/4 page.
— 2L -- Selecting this prompt activates the STORED FPL default
climb schedule and returns to the STORED FPL INIT 2/4 page.
— 1R -- The RETURN prompt is used to return to the STORED FPL
INIT 2/4 page without making any selections.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
STORED FPL CRUISE -- Figure 5--43 shows information about the
STORED FPL CRUISE mode page. The STORED FPL CRUISE
page defaults to the currently active flight plan CRUISE mode and
speed schedule. When changes to the speed schedule are made in
STORED FPL INIT page 2, the STORED FPL CRUISE mode page
reflects MANUAL mode as active at the entered speed schedule.
Figure 5--43
STORED FPL CRUISE 1/1
— 1L -- A MANUAL cruise speed is entered and activated for the
STORED FPL at 1L. When an entry is made directly on the
STORED FPL INIT 2/4 page, it is recorded under the manual
entry on this page.
— 2L, 3L, 4L, and 5L -- Pushing the line select key for a mode
makes it the STORED FPL cruise mode. The display returns to
the STORED FPL INIT 2/4 page.
— 1R -- The RETURN prompt returns to the STORED FPL INIT
2/4 page with no action performed.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
STORED FPL DESCENT -- Figure 5--44 shows information about
the STORED FPL DESCENT mode page. The STORED FPL
DESCENT page defaults to the currently active flight plan
DESCENT mode and speed schedule. When changes to the speed
schedule are made in STORED FPL INIT page 2, the STORED FPL
DESCENT mode page reflects MANUAL mode as active at the
entered speed schedule.
Figure 5--44
STORED FPL DESCENT 1/1
— 2L -- This field is used to enter CAS, MACH, or both. The descent
angle is also entered separately or following a CAS/MACH
speed entry (e.g., 300/.80/3.0). After an entry is made, the
display returns to the STORED FPL INIT 2/4 page.
— 3L -- Selecting this prompt activates the STORED FPL default
descent speed/angle schedule and returns to the STORED FPL
INIT 2/4 page.
— 1R -- The RETURN prompt is used to return to the STORED FPL
INIT 2/4 page without making any selections.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
STORED FPL INIT 3/4 -- Reviewing and/or selecting a step
increment for STORED FPL predicted step climbs is shown in
Figure 5--45. It is also the method used for STORED FPL fuel
reserve calculations, as well as STORED FPL takeoff and landing
fuel allowances. The page is available only in the FULL PERF mode.
NOTE:
Depending on how the aircraft APM is configured, the fuel
weights are displayed as either KG or LBS. The KG
display is assumed for the following figures.
Figure 5--45
STORED FPL INIT--KG 3/4
— 1L -- Entries for STORED FPL step increments must be in
thousands of feet. The STORED FPL default values are the step
increments in the active flight plan. The three trailing zeros are
omitted. For example, a 4,000--foot step climb increment is
selected by entering 4 or 4,000. Entering *DELETE* returns the
selection to the STORED FPL default.
STORED FPL step climbs are used for long--range flights to
optimize the aircraft performance. As the aircraft burns fuel, the
STORED FPL optimum altitude goes up. More than one
STORED FPL step climbs are calculated for a flight.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2L -- The method of calculating STORED FPL fuel reserve is
displayed on this line. The STORED FPL default value is the
active flight plan calculation method. When one of the other two
modes (kilograms remaining or time remaining) has been
selected on the STORED FPL RESERVE page, an entry is made
directly on this page, as shown in Figure 5--46. For example,
when 450 kg is displayed, an entry of 900 changes the reserve
quantity to 900 kg. Entering *DELETE* returns the selection to
the STORED FPL default.
— 2R -- This line accesses the STORED FPL RESERVE page that
is shown in Figure 5--46.
— 3L -- The STORED FPL default values of takeoff/landing fuel
(TO/LDG FUEL) are supplied from the active flight plan.
However, manual entries can be made. Entering *DELETE*
returns the STORED FPL default values.
The STORED FPL takeoff fuel allowance includes fuel burn for
taxi and takeoff. Takeoff fuel allowance is decremented by fuel
flow. However, it is not decremented past zero. Following takeoff
or when the takeoff allowance has been decremented to zero,
fuel remaining values are adjusted to account for actual fuel
burned.
The STORED takeoff fuel allowance is added to the STORED
FPL fuel required calculation. The STORED FPL fuel required
calculation is the predicted fuel from STORED FPL takeoff to
landing plus reserves.
The STORED FPL landing fuel allowance is a buffer amount of
fuel the FMS incorporates into the total STORED FPL fuel
required computation.
The STORED FPL landing fuel is intended to cover the ground
operation after landing. The value is changed at any time.
— 4L -- The STORED FPL contingency fuel defaults to the value
entered in the active flight plan. When the pilot changes this
value, the FMS uses that value for determining required
STORED FPL fuel while on--ground only. Following takeoff,
STORED FPL contingency fuel is no longer used in
computations. Entering *DELETE* returns the STORED FPL
default values.
— 6L -- This selection takes the pilot to the STORED FPL RESET
page. This page provides the pilot with the option of returning all
STORED FPL entries back to default values (see Figure 5--48).
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
STORED FPL RESERVE 1/1 -- Figure 5--46 shows where the
STORED FPL fuel reserve mode is changed or modified. The
STORED FPL fuel reserve page contains two modes, KG remaining
or time remaining. The default STORED FPL mode and value is
taken from the active flight plan.
NOTE:
Depending on how the aircraft APM is configured, the fuel
weights are displayed as either KG or LBS. The KG
display is assumed for the following figure.
Figure 5--46
STORED FPL RESERVE 1/1
— 2L -- A STORED FPL fuel reserve in kilograms is entered. The
specified fuel reserve applies at the STORED FPL destination,
or at the STORED FPL alternate destination when one has been
entered.
— 3L -- A STORED FPL fuel reserve in minutes is entered. The time
entered is converted to pounds of fuel assuming flight at
5000 feet at the reserve holding speed. The STORED FPL fuel
reserve applies to the STORED FPL destination or the STORED
FPL alternate destination when one has been entered.
— 1R -- Returns to the STORED FPL INIT 3/4 page.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
STORED FPL INIT 4/4 -- Reviewing and/or selecting the STORED
FPL transition altitude, STORED FPL speed limit altitude, STORED
FPL cruise altitude, as well as the STORED FPL ISA deviation is
shown in Figure 5--47. In addition, this page also generates for
review and modification of the parameters for STORED FPL cruise
winds and of the parameters required to compute STORED FPL
aircraft gross weight. The page is available only in the FULL PERF
mode.
NOTE:
Depending on how the aircraft APM is configured, the
weights are displayed as either KG or LBS. The KG
display is assumed for the following figure.
Figure 5--47
STORED FPL INIT--KG 4/4
— 1L -- The STORED FPL transition altitude is entered here. The
default STORED FPL transition altitude is taken from the active
flight plan. The FMS uses the input to determine how to show
altitudes. Altitudes above the transition altitude are displayed as
FL and below in feet. Entering *DELETE* returns the default
STORED FPL value.
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Performance
5-69
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2L -- INIT CRZ ALT -- The STORED FPL initial cruise altitude is
entered at this location. The default STORED FPL initial cruise
altitude is OPTIMUM. The FMS uses the STORED FPL initial
cruise altitude to determine the altitude where the STORED FPL
cruise phase of flight commences. The FMS changes the
STORED FPL speed command and STORED FPL EPR rating
from climb to cruise when the aircraft levels at the STORED FPL
initial cruise altitude or higher.
D
(OPTIMUM) indicates the STORED FPL initial cruise altitude
is the performance predicted optimum altitude.
D
(ALT SEL) indicates the STORED FPL initial cruise altitude
was the default value from the altitude preselector.
D
(FP LIM) indicates the STORED FPL initial cruise altitude
was the default active flight plan value that has been
self--limited.
An entry of STORED FPL cruise altitude in FL or feet is
permitted. Three--digit flight level entries are permitted. Thus an
entry of 350 is interpreted as 35,000 feet or FL350.
Entering *DELETE*, at any time, returns the STORED initial
cruise altitude to the default value.
The FMS does not automatically compensate for short trip
limited STORED FPL flight plans in which the STORED FPL
CRZ ALT is not obtainable. For short flights, the flight crew must
check to determine when the initial STORED FPL CRZ ALT can
be reached. This is done after initializing STORED FPL by
verifying the STORED FPL TOD is further out than the STORED
FPL TOC. When the STORED FPL TOC is at or beyond the
STORED FPL TOD, that profile is short trip limited and a lower
STORED FPL CRZ ALT must be evaluated.
— 3L and 3R -- An average STORED FPL cruise wind and
corresponding altitude is entered at 3L and 3R. The STORED
FPL default value for cruise wind speed and altitude is zero. No
entry is required. When the STORED FPL cruise wind is entered
at 3L, prompts are displayed at 3R. 3R then becomes a required
entry before the cruise wind is accepted. Entering *DELETE*
returns the STORED FPL default value for cruise wind and
speed.
— 4L -- STORED FPL ZFW is modified by the pilot. However, note
that when the STORED flight plan is activated, this value does
not overwrite the current active ZFW. The STORED FPL default
ZFW is taken from the active flight plan. Entering *DELETE*
returns the STORED FPL default value for ZFW.
Performance
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— 6L -- This selection takes the pilot to the STORED FPL RESET
page. This page gives the pilot the option of returning all
STORED FPL entries back to default values, as shown in
Figure 5--49.
— 1R -- STORED FPL speed limits associated with altitudes, not
waypoints, are modified. The default values for the STORED
FPL speed limit altitude and speed are taken from the active
flight plan. The STORED FPL FMS speed command is limited
to this speed below the restriction altitude. Entering *DELETE*
returns the STORED FPL default speed limit altitude and speed.
— 2R -- The STORED FPL temperature deviation at the cruise
altitude is entered in this field. The default values for the
STORED FPL temperature deviation are taken from the active
flight plan. The deviation is relative to the ISA. Do not input the
STORED FPL temperature deviation at the field elevation.
Temperature impacts most STORED FPL performance
predictions, such as the climb gradient, the ceiling altitude, and
the fuel consumption, the groundspeed predictions, and more.
For additional information, refer to the explanation of the Wind
and Temperature Model on page 5-31. Entering *DELETE*
returns the STORED FPL default temperature deviation.
— 4R -- The STORED FPL fuel--on--board is modified on this line.
The default STORED FPL fuel--on--board is zero. *DELETE*
entered on this line returns the default STORED FPL
fuel--on--board.
— 5R -- The STORED FPL gross weight is automatically calculated
based on the entries at 4L and 4R. When the STORED FPL
gross weight exceeds the maximum gross weight from the
aircraft database, the message EXCEEDS MAX GROSS
WEIGHT shows, and the STORED FPL weight is shown in
reverse video. This must be corrected before STORED FPL is
initialized.
— 6R -- When STORED FPL initialization is complete, the
CONFIRM INIT prompt is displayed in the lower right corner of
this page. The CONFIRM INIT prompt must be selected for the
performance function to calculate STORED FPL performance
data.
Selecting the CONFIRM INIT prompt shows the STORED FPL
DATA page. After confirming STORED FPL initialization, the
prompt at 6R of the STORED FPL INIT page becomes STORED
FPL DATA on all STORED FPL INIT pages.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
RESET STORED INIT -- The page shown in Figure 5--48 provides
the pilot with the capability to reset all STORED FPL initialization
values back to initial default values.
Figure 5--48
RESET STORED INIT 1/1
— 6L -- Returns the display to page 1 of STORED FPL INIT without
resetting any of the initialization parameters.
— 6R -- Resets all the WHAT--IF initialization values back to the
default values and returns the display to page 1 of STORED FPL
INIT.
Stored Flight Plan Data
D
STORED FPL DATA page -- Figure 5--49 shows the content of
STORED FPL DATA page 1. This STORED FPL DATA page is
available when the performance mode is FULL PERF. The
STORED FPL performance data is displayed when there is a
STORED flight plan and STORED FPL initialization has been
completed. Anytime changes are made to the STORED flight plan,
STORED FPL performance data computations are updated.
When STORED FPL performance data is being recalculated, the
displayed STORED FPL data is blanked during the few seconds of
calculation. This operation is the general rule for all pages showing
performance data.
Performance
5-72
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Direct access is given from the PERF INDEX page. Access is also
given from the STORED FPL INIT pages.
Figure 5--49
FPLNAME FPL DATA 1/1
— 1L -- The STORED FPL cruise and ceiling altitudes are
displayed. Cruise altitude is modified on this page. The STORED
FPL cruise altitude default value is taken from the active flight
plan. Cruise altitude is entered in FL or feet. Entering *DELETE*
returns the STORED FPL cruise altitude on this page, as well as
the STORED FPL INIT page 2, to the STORED FPL cruise
altitude default value. The ceiling altitude cannot be modified.
— 1R -- The STORED FPL step increment is modified and
defaulted using the same rules as during STORED FPL
initialization. Refer to page 5-60 for additional details.
— 2L -- This line shows STORED FPL ETE to the STORED FPL
destination. No entry is permitted.
— 3L -- This line shows total STORED FPL fuel requirement and the
STORED FPL fuel FOM. The STORED FPL fuel required
includes the fuel to fly the STORED FPL mission, the STORED
FPL takeoff and landing allowances, plus STORED FPL
reserves, plus STORED FPL contingency fuel. The STORED
FPL fuel FOM is an estimate of the accuracy of the fuel required
calculation expressed in thousands of pounds. No entry is
permitted.
— 6L -- The prompt at 6L returns to STORED FPL INIT page 1.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FUEL MANAGEMENT
D
FUEL MGT -- LB 1/2 -- Figure 5--50 shows the current fuel quantity,
fuel flow, groundspeed, true airspeed, ground specific range and air
specific range.
Figure 5--50
FUEL MGT--LB 1/2
— 1L -- The current fuel weight calculated by the FMS is displayed
in large characters when a manual entry has been made and is
the same value as the fuel weight on the PERFORMANCE INIT
3/3 (or 2/2) page. When the performance initialization has not
been completed, gauge fuel is displayed in small font. Fuel
quantity is set to gauge value any time either one or both engines
are not running and the aircraft is on the ground. An entry
changes the PERFORMANCE INIT 3/3 page. Entering
*DELETE* shows the gauge fuel.
— 1R -- The sensed fuel flow is displayed in small characters when
received by the FMS. Pilot--entries are permitted and shown in
large characters. Entering *DELETE* returns the display to the
sensed fuel flow, when one is available.
Performance
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Additional Explanation of Fuel Quantity and Fuel
Flow
The FMS fuel weight is equal to the gauge value when the aircraft is on
the ground and no engines or one engine is running. When engine start
for both engines is completed, the FMS fuel weight is no longer
synchronized with the gauge value. This value is then decremented by
the sensed fuel flow.
This method permits fuel leak detection. The FMS computes fuel
weight based on the sensed fuel flow to the engines. The gauges give
the sensed fuel weight based on engine usage and leakage (when a
leak exists). During airline operation the FMS shows the scratchpad
message COMPARE FUEL QUANTITY when the FMS fuel weight
differs from the gauge value by more than 2% of the zero fuel weight
(ZFW). This message is inhibited when the fuel quantity has been
manually entered on the PERFORMANCE INIT 3/3 page.
NOTE:
During Lineage operation, the COMPARE FUEL QUANTITY
is shown on the FMS scratchpad when the FMS fuel weight
differs from the gauge value by more than 2.5% of basic
operating weight (BOW).
Entering a manual fuel flow can result in significant differences between
the FMS fuel quantity and the actual fuel quantity. For this reason, no
entry of fuel be made is recommended unless the sensed fuel flow is
not available.
NOTE:
Entry of a fuel flow here is not the same as entry on PERF
INIT 1/3 for pilot--entered GS/FF mode.
D
2L and 2R -- The current groundspeed and airspeed are displayed
on this line. No entries are permitted.
D
3L and 3R -- The ground and air specific ranges are displayed on
this line. The specific ranges are based on the groundspeed,
airspeed, and fuel flow shown on the page. No entries are permitted.
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Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
FUEL MGT -- LB 2/2 -- Figure 5--51 shows the individual and total
engine fuel flow as well as fuel used.
Figure 5--51
FUEL MGT--LB 2/2
The individual engine breakdown of the total fuel flow on the FUEL
MGT 1/2 page is shown on this page. The fuel used display is
normally cumulative from the last power--up on the ground. The total
fuel used is the same as the FLIGHT SUMMARY page shown at 2L,
that can be reset (see page 6-188). Resetting fuel used on the
FLIGHT SUMMARY page also resets individual engine fuel used on
this page.
Performance
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
6.
Navigation
INTRODUCTION
This section describes the navigation function of the flight management
system (FMS).
The NAV IDENT page, shown in Figure 6--1, shows information
regarding the software of the FMS and the navigation database. The
NAV IDENT page is the first FMS page shown on startup following
selection of an FMS function key (PERF) performance, (NAV)
navigation, (FPL) flight plan, (PROG) progress, or (RTE) route. This
facilitates position initialization, see page 6-81. Subsequently, this page
is accessed by pushing the IDENT prompt on the NAV INDEX page 1.
Figure 6--1
NAV IDENT 1/1
NAVIGATION IDENTIFICATION
The NAV IDENT page shows the date, time, software version, and
active navigation database cycle. It also shows the version, size, and
region of the navigation database.
A COMPANY DB shown at 4R indicates a company route database is
currently installed. The company route database contains routes,
waypoints, and procedures specific to the company.
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Navigation
6-1
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The date and time shown on this page are synchronized with the global
positioning system (GPS) date and time. The date and time are
changed when the GPS is failed or does not have a valid date/time. The
date or time, is changed by entering the new date or time into the
scratchpad. This is shown in Figure 6--2. Push the line key adjacent to
the item being changed.
Figure 6--2
NAV IDENT 1/1 -- Date/Time
The navigation database contains two 28--day effective cycles. The
active navigation database is changed between the two cycles by
pushing the 2R line select key. This operation is only performed
on--ground.
When the FMS date corresponds to a day during one of the navigation
database cycles, that cycle is displayed in green. The remaining cycle
is displayed in amber. When both cycles are displayed in amber, either
the date is wrong or the navigation database has expired and must be
updated. The database cycle is only changed while on the ground.
When an active flight plan exists, it is cleared when changing database
cycles.
The navigation database automatically sequences to the database
cycle at 0900Z. Depending on the location, the database cycle date
may not agree with the current local date.
Navigation
6-2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
NAVIGATION (NAV) INDEX
The NAV INDEX pages are accessed through the NAV function key on
the multifunction control and display unit (MCDU).
When the NAV button is pushed, NAV INDEX 1/2 page, shown in
Figure 6--3, is displayed. Page 2/2, shown in Figure 6--4 is displayed by
using either the PREV or NEXT paging keys. These pages show
navigation functions that are selected at any time. Push the line select
key (LSK) adjacent to the respective function to select the function.
Page numbers adjacent to each button correspond with page numbers
in this guide describing the button function.
Page
Page
6-1
6-37
6-13
6-39
6-5
6-188
6-78
6-35
6-138
6-53
6--60
Figure 6--3
NAV INDEX 1/2
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Navigation
6-3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The NAV INDEX 2/2 page is shown in Figure 6--4.
Page
Page
6-81
6-126
6-182
6-158
6-136
6-174
Figure 6--4
NAV INDEX 2/2
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FLIGHT PLAN LIST
The FLIGHT PLAN LIST page shows a list of the pilot--defined flight
plans stored in the FMS memory. From this page, the pilot defines a
flight plan, deletes flight plans, or selects a flight plan to activate.
When no flight plans are stored in the FMS, the FLIGHT PLAN LIST
page is blank. This is shown in Figure 6--5.
Figure 6--5
FLIGHT PLAN LIST 1/1
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Navigation
6-5
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When flight plans have been defined, the page lists the flight plans by
name. This is shown in Figure 6--6.
Figure 6--6
FLIGHT PLAN LIST X/X
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Defining Stored Flight Plans
Stored flight plans, like active flight plans, are defined between any two
non--temporary waypoints (NAVAIDs, intersections, airports, etc.). A
flight plan from Phoenix to Minneapolis is used to illustrate how to define
a flight plan in Procedure 6--1.
Step
Procedure 6--1 Defining a Stored Flight Plan
1
Select FPL LIST from the NAV INDEX.
2
Enter the flight plan name into the scratchpad. In this
example, KPHX--KMSP is entered (refer to Section 11,
Multifunction Control Display Unit (MCDU) Entry Format,
for flight plan name format).
3
Select SHOW FPL (1L), as shown in Figure 6--7.
Figure 6--7
FLIGHT PLAN LIST X/X -- KPHX/KMSP
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Navigation
6-7
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
4
Procedure 6--1 Defining a Stored Flight Plan (cont)
The FMS places KPHX as the origin and KMSP as the
destination. This is shown in Figure 6--8.
Figure 6--8
KPHX--KMSP 1/1
DETAILS -- When the flight plan name is specified as the
origin and destination 4--letter ICAO airport identifier
separated by a dash (--), the FMS automatically fills in the
origin and destination. A single alphanumeric character is
added following the destination identifier to distinguish
multiple flight plans between the same origin and
destination. When other formats for the flight plan name
are used, the pilot fills--in the origin and destination.
5
Navigation
6-8
Enter groundspeed at 1R when a speed other than the one
shown is required. The FMS shows the distance and
estimated time en route (ETE) for a direct flight from
Phoenix to Minneapolis. ETE is calculated based on the
groundspeed (GS) at 1R. Distance and time are updated
as waypoints are added to the flight plan.
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Step
Procedure 6--1 Defining a Stored Flight Plan (cont)
6
Enter the route for the flight plan at the VIA.TO prompt.
The following cannot be used in stored flight plans:
D Temporary waypoints
D SIDs, STARs, or approach procedures
D
D
D
Alternate flight plan and destination
Speed or angle constraints
Another stored flight plan.
7
Stored flight plans can contain patterns.
8
Close the flight plan by entering the destination waypoint
as the last waypoint in the flight plan. This is done by line
selecting the destination from the right side of the page
and inserting on the left side of the page.
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Navigation
6-9
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Deleting Stored Flight Plans
The DEL key is used to remove stored flight plans from the FMS
memory. Procedure 6--2 describes two methods for deleting a flight
plan.
Step
Procedure 6--2 Deleting a Stored Flight Plan
1
Selecting FPL LIST from the NAV INDEX.
2
Push the DEL key (*DELETE* is displayed in the
scratchpad). Pushing the line select key adjacent to the
flight plan name erases it from the FMS memory.
OR use step 3.
3
Push the line select key adjacent to the desired flight plan
name. Select SHOW FPL (1L). Delete the origin on the
stored flight plan display page.
FLIGHT PLAN SELECT
D
FLT PLAN SELECT 1/1-- Selecting a stored flight to be the active
flight plan and also calculating performance data of the stored flight
plan is shown in Figure 6--9. This page is accessed from the FLIGHT
PLAN LIST page (prompt at 6R) or from the NAV INDEX page.
Figure 6--9
FLT PLAN SELECT 1/1 Page
Navigation
6-10
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
To select and activate a stored flight plan, follow Procedure 6--3.
Step
Procedure 6--3 Select and Activate a Stored Flight
Plan
1
Select FPL LIST from the NAV INDEX.
2
Select desired flight plan from the list by pushing the
adjacent line select key. The name is displayed in the
scratchpad.
3
Select FPL SEL at 6R.
4
Push the line select key adjacent to the FLT PLAN prompt
(1L) to insert the flight plan name. As an alternative, the
flight plan name is entered directly from the key pad
instead of being selected from the list. When a flight plan
name is entered that has not been previously defined, the
FMS shows pages used to enter an undefined flight plan.
5
Select ACTIVATE by pushing 1R, INVERT/ACTIVATE by
pushing 2R, and STORED FPL PERF by pushing 3R. This
is shown in Figure 6--10.
Figure 6--10
FLT PLAN SELECT 1/1
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Navigation
6-11
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
6
Procedure 6--3 Select and Activate a Stored Flight
Plan (cont)
When an active flight plan exists when one of the activate
prompts is selected, the FMS requires a confirmation step.
This is shown in Figure 6--11.
Figure 6--11
FLT PLAN SELECT 1/1 -- Confirm
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
PILOT WAYPOINT LIST
D
PILOT WPT LIST 1/1 -- Figure 6--12 shows a list of pilot--defined
waypoints that are stored in memory and any temporary waypoints
(refer to temporary waypoints, page 8-3). Procedure 6--4 is used to
store pilot--defined waypoints. Pilot--defined waypoints are defined
using latitude/longitude (LAT/LON), place/bearing/distance
(P/B/D), or place/bearing/place/bearing (P/B/P/B), as described in
the procedure.
Figure 6--12
PILOT WPT LIST 1/1
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6-13
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Procedure 6--4 describes defining and storing waypoints.
Step Procedure 6--4 Defining and Storing Waypoints
1
Select WPT LIST from the NAV INDEX.
2
Enter an identifier of one to five characters and line select
to the SHOW WAYPOINT line (1L). DAISY is used for this
example.
3
The display changes to the definition display, as shown in
Figure 6--13. Define DAISY by one of the following three
ways: step 4 (LAT LON), 6 (P/B/D), or 8 (P/B/P/B).
Figure 6--13
PILOT WAYPOINT 1/1
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--4 Defining and Storing Waypoints (cont)
3
(cont)
When a previously used identifier is entered, the definition
for the waypoint is displayed. This prevents the duplication
of waypoint names.
A page similar to Figure 6--13 is displayed when an
undefined waypoint is entered on any page that accepts
waypoint entries (except the POS INIT page). For these
cases, the RETURN prompt is displayed at 1R. The
RETURN prompt is used before or after a waypoint is
defined. The RETURN prompt is used to return to the page
where the undefined waypoint was entered. When the
waypoint is not defined, the waypoint entry remains in the
scratchpad. When the waypoint is defined, the waypoint
entry is completed.
Selection of 5R is used to load the GPS position as the
Lat/Lon coordinates of the pilot--defined waypoint.
4
Enter Latitude/Longitude and select to 2L.
N3320.77W11152.58 is used in this example.
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6-15
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--4 Defining and Storing Waypoints (cont)
5
The defined waypoint is displayed and shown in
Figure 6--14.
Figure 6--14
PILOT WAYPOINT 1/1 -- WPT Defined
6
--OR-- Enter place/bearing/distance and select to 3L. Use
the example, PXR/126/7, where PXR defines place, 126
defines bearing in degrees, and 7 defines distance in
nautical miles. Bearing inputs are assumed to be magnetic.
True bearings are designated by placing the letter T after
the bearing.
Navigation
6-16
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--4 Defining and Storing Waypoints (cont)
7
The defined waypoint is displayed and shown in
Figure 6--15.
Figure 6--15
PILOT WAYPOINT 1/1 -- WPT Load
8
--OR-- Enter P/B/P/B and select to 3L. Use the example,
PXR/130/TFD/358, where PXR defines a place, 130 is the
radial from PXR in degrees, TFD defines a second place,
and 358 defines the radial from TFD in degrees. Bearing
inputs are assumed to be magnetic. True bearings are
designated by placing the letter T after the bearing.
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Navigation
6-17
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--4 Defining and Storing Waypoints (cont)
9
The defined waypoint is displayed and shown in
Figure 6--16. When a waypoint is defined by P/B/P/B, only
the coordinates are stored and shown.
Figure 6--16
PILOT WAYPOINT 1/1
Navigation
6-18
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
DATABASE
The pilot interrogates the navigation database stored in the FMS by
using the DATA BASE function (see Figure 6--17). This page is
accessed by entering a database waypoint name on the PILOT WPT
LIST, or PILOT WAYPOINT page. The notice to airmen (NOTAM)
NAVAIDS page also shows a prompt for direct access to this page.
Figure 6--17
DATA BASE WPT 1/1
A waypoint identifier of the database is entered in the upper left line by
entering the identifier into the scratchpad and line selecting to 1L. The
following items are displayed from the navigation database:
D
Airports
D
Runways
D
NAVAIDs
D
Instrument landing systems (ILSs)
D
Intersections.
The waypoint list (WPT LIST) (6L) and NOTAM (6R) pages are
accessed using the prompts at the bottom of the DATA BASE WPT
page.
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6-19
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Airports
Figures 6--18 through 6--20 show the following airport data:
D
DATA BASE WPT 1/3
—
—
—
—
Identifier (1L)
Waypoint type (1R)
Airport name (2L)
Country (3L).
Figure 6--18
DATA BASE WPT 1/3
Navigation
6-20
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
DATA BASE WPT 2/3 -- Figure 6--19 shows the following:
—
—
—
—
Identifier (1L)
Coordinate position (2L)
Field elevation (3L)
Magnetic variation (3R).
Figure 6--19
DATA BASE WPT 2/3
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6-21
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
DATA BASE WPT 3/3 -- Figure 6--20 shows the following:
— Identifier (1L)
— Access to airport runways (2L).
Figure 6--20
DATA BASE WPT 3/3
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Selection of prompt 2L shows the airport runway page, as shown in
Figure 6--21.
Figure 6--21
KPHX RUNWAYS 1/1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When one of the runways is selected, the runway data is displayed. This
is shown in Figure 6--22. Selection of the RETURN prompt at 6R results
in the display of the airport runway page, shown in Figure 6--21.
Figure 6--22
DATA BASE WPT 1/3 Page
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Runways
Figures 6--23 through 6--25 show the following information for runways:
D
DATA BASE WPT 1/3
— Runway identifier (1L)
— Waypoint type (1R)
— Airport name (2L) and country (3L).
Figure 6--23
DATA BASE WPT 1/3 -- Runway
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
DATA BASE WPT 2/3 -- Figure 6--24 shows the following:
— Identifier (1L)
— Runway heading and front or back course when the runway has
an associated ILS (1R)
— Coordinate position (2L)
— Elevation (3L)
— Magnetic variation (3R).
Figure 6--24
DATA BASE WPT 2/3 -- Runway
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
DATA BASE WPT 3/3 -- Figure 6--25 shows the following:
— Identifier (1L)
— Stopway (1R)
— Width (2L) -- This field is blank when runway width is not available
in the navigation database.
— Length (2R)
— ILS glideslope when applicable (3L)
— Displaced threshold (3R).
Figure 6--25
DATA BASE WPT 3/3 -- Runway
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6-27
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
NAVAIDS
D
DATA BASE WPT 1/1 -- Figure 6--26 shows the following
information about NAVAIDs:
—
—
—
—
—
—
—
—
Waypoint identifier (1L)
Country (1L)
Frequency (1R)
Type (2L)
D DME (distance measuring equipment)
D N DME (noncollocated)
D TACAN (tactical air navigation)
D N TACAN (noncollocated)
D VORTAC (combined VOR and TACAN stations)
D VORDME
D VOR
D N VOR (noncollocated)
Class (2R)
D HA (high altitude)
D LA (low altitude)
D T (terminal)
D UR (unrestricted)
Coordinate position (2L)
Elevation (3L)
Magnetic declination/variation (3R).
Figure 6--26
DATA BASE WPT 1/1 -- Guyna
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Magnetic declination is defined as the difference between the zero
degree radial of the station and true north. For many NAVAIDs, this is
not equal to the local magnetic variation due to the constantly changing
earth magnetic field. When magnetic declination is not available,
magnetic variation is displayed.
Figure 6--27 shows the DATA BASE WPT page for a nondirectional
beacon. The letters NB are included after the identifier.
Figure 6--27
DATA BASE WPT 1/1 -- NDB
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6-29
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Instrument Landing Systems
D
DATA BASE WPT 1/1 -- Figure 6--28 shows the following data for
instrument landing systems:
—
—
—
—
—
ILS identifier (1L)
Country (1L)
Front course (1R)
Frequency (1R)
Type (2L):
D
ILS
D
LOC (localizer)
D
LOCDME (localizer with DME)
D
ILSDME (ILS with DME)
— Category (2R):
D
I
D
II
D
III
— Localizer antenna coordinates (2L)
— Magnetic declination/variation (3R).
Figure 6--28
DATA BASE WPT 1/1 -- IPHX
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Intersections
D
DATA BASE WPT 1/1 -- Figure 6--29 shows the following data for
intersections.
—
—
—
—
Intersection identifier (1L)
Country (1L)
Intersection coordinates (2L)
Magnetic variation (3R).
Figure 6--29
DATA BASE WPT -- Payso
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Multiple Waypoints
When a waypoint identifier is entered on any page and the FMS finds
more than one definition for the identifier, the WAYPOINT SELECT
page is displayed. The pilot must choose which definition to use. When
inserting waypoints into a stored or active flight plan, the location
closest to the previous waypoint is shown at the top of the page. For all
other cases, the location closest to the aircraft position is shown at the
top of the page.
For example, when Thermal California (TRM) is entered on the DATA
BASE WPT page, the FMS shows all the TRM waypoints found on the
WAYPOINT SELECT page. This is shown in Figure 6--30.
Figure 6--30
WAYPOINT SELECT 1/2
To select a desired waypoint, push the line select key adjacent to the
desired waypoint. When RETURN (6R) is pushed, no waypoint is
selected.
Pilot-- Defined Waypoints
When a pilot--defined waypoint is entered on the DATA BASE WPT
page, the FMS switches to the PILOT WAYPOINT page and shows the
waypoint, as well as the data about the waypoint.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Undefined Waypoints
When an identifier is entered on the DATA BASE WPT page and the
FMS cannot find a waypoint in the navigation database with that
identifier, the FMS goes to the PILOT WAYPOINT page for waypoint
definition.
FMS Database
The FMS database consists of two parts, a navigation database and a
custom (or pilot--defined) database. The navigation database is loaded
into the FMS and cannot be changed by the pilot. Using the custom
database, the pilot customizes the FMS by defining waypoints and
storing flight plans.
Navigation Database
The FMS retrieves information from the navigation database about
waypoints and procedures used in flight planning and to tune NAVAIDs
for position determination. The database, supplied by Honeywell, is
updated every 28 days (refer to Navigation Database Updating on
page 6-188).
One version of the FMS database is labeled on the disks as
WORLD3--3xx. WORLD3 indicates worldwide coverage, 3 indicates a
version 3 database, and xx indicates the cycle. There are 13 cycles
(28--day periods) during the year. Therefore, the range of xx is 01 to 13.
When a cycle has to be a modified off cycle, a letter is appended starting
with A. For example, WORLD3--310A indicates a modified 10th cycle
of the database.
The navigation database contains the following:
D
NAVAIDs
D
Airports
D
Runways
D
Airways (high and low)
D
SIDs and STARs
D
Approaches
D
Named intersections
D
Outer markers.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
NAVAIDs include very high frequency (VHF) NAVAIDs, instrument
landing system/microwave landing system (ILS/MLS), and
nondirectional beacons (NDBs). VHF NAVAIDs stored in the database
consist of the following types:
D
VORTAC
D
VOR/DME
D
TACAN (tactical air navigation)
D
VOR
D
DME
D
VOR/DME (noncolocated)
D
TACAN (noncolocated).
Airport waypoints are the geographic reference point for the airport.
Airways contained in the database include all waypoints (some are
unnamed) and only waypoints that define the airway. Some of these
defining waypoints are not on paper charts. Some waypoints on the
charts are shown to be on an airway, but are not defining waypoints for
the airway.
Custom Database
The custom database consists of pilot--defined waypoints and stored
flight plans. Up to 1,000 pilot--defined waypoints are stored.
The pilot stores commonly flown routes using the pilot--defined flight
plan procedure. The pilot activates a flight plan from the FMS custom
database rather than repeat the flight plan entry procedure. The FMS
custom database retains up to 3,000 flight plans with a total of
45,000 waypoints (whichever comes first). Each flight plan contains a
maximum of 100 waypoints.
Custom DBs are downloaded and uploaded to/from Personal
Computer Memory Card International Association (PCMCIA) memory
cards when the DMU option is installed. This permits the pilot to save
and store frequently used flight plans and pilot--defined waypoints.
Tailored Database
The tailored database consists of company--defined flight plans and
routes. This database is defined and available only through a
subscription service from Honeywell.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FIX INFORMATION (INFO)
FIX INFO functionality gives the means for the pilot to find intersection
points on the active flight plan with selected radials or distances from
database fixes. The pilot also enters radials or distances to determine
positions of intersection with the flight plan and the ETA and distance
of those intersections. Through selection of the abeam prompt, the
point in the flight plan that is abeam of the reference fix is determined.
Waypoints are then created from these intersections and the data is
displayed on the multifunction display (MFD). The FIX INFO page is
shown in Figure 6--31.
Figure 6--31
FIX INFO 1/1
D
FIX and BRG/DIS FR (1L) -- Any waypoint contained in the
navigation database or custom database is entered here. The
bearing and distance from the fix is also displayed on this line. In this
example, the bearing is 126_ and the great circle distance is 28 NM
from the fix to the aircraft. A new fix is entered over the existing fix
or the fix is copied to the scratchpad.
NOTE:
The fix is only erased by selecting the ERASE FIX prompt
at 6L or using the MCDU DEL key.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
BRG/DIS, ETA, DTG, ALT (Lines 2, 3, and 4) -- Bearing and/or
distance (BRG/DIS) references are entered into 2L through 4L. A
bearing is entered in 2L, 3L, or 4L. Valid bearing (radial) entries are
three digits ranging from 000_ to 360_. The entered radial is
displayed on the ND relative to the current map display. When the
entered radial intersects the active flight plan within 999 NM of the
reference fix, the intersecting distance is displayed in small font
following the slash ( / ). When no intersection is found, the distance
portion of the lines 2, 3, or 4 is blank.
A distance is entered in 2L, 3L, or 4L preceded by a slash ( / ). When
the distance circle intersects the active flight plan, the intersecting
radial is displayed in small font before the slash. When no
intersection is found within 999 NM, the bearing portion of lines 2,
3, or 4 is blank.
When radial lines or distance circles intersect the active flight path,
distance along the flight path to the intersection, ETA, and estimated
altitude at the intersection are displayed.
The ETA and DTG are displayed in lines 2 through 5 for bearing,
distance, or abeam references that an intersection with the active
flight plan exists.
When an intersection with the active flight plan exists for the bearing,
distance, or abeam references in 2L through 5L, the predicted
altitude at that intersection is displayed in 2R through 5R. When no
intersection exists, the corresponding altitude field is blank.
Selection of a bearing entry or distance entry (2L, 3L, or 4L) from the
FIX INFO page automatically creates a place/bearing/distance
(PBD) waypoint and inserts it into a modified flight plan. When more
than one crossing point exists, the first crossing point (closest to the
aircraft in distance along the flight plan) on the FIX INFO page is
inserted. The pilot reviews the modified flight plan information on the
MFD prior to activation.
D
ABEAM (5L) -- Initially, an ABEAM prompt is displayed in 5L.
Pushing 5L shows the bearing and distance from the fix
perpendicular to the nearest intersection on the flight path. Distance
along the path to the abeam point, ETA, and altitude at that point is
also displayed.
When an abeam point to the active or active offset flight path cannot
be found, INVALID ENTRY is displayed in the scratchpad.
A valid intersection is downselected as a PBD waypoint to insert into
the route. An abeam point is removed by deleting the
distance/bearing value.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
ERASE FIX (6L) -- Pushing 6L removed all fix data from the FIX
INFO page. The ERASE prompt is not displayed when a fix is not
displayed in 1L.
AIR TRAFFIC CONTROL (ATC)
The ATC LOGON/STATUS page, shown in Figure 6--32, permits the
crew to view the status of and interface with the air traffic services (ATS)
facilities notification (AFN) function, the automatic dependent
surveillance (ADS) function, and the ATC communication application.
This page is accessed from the NAV INDEX page. ATC is an option and
is not installed on all aircraft.
Figure 6--32
ATC LOGON/STATUS 1/1
D
(1L) -- This line shows the AFN logon center. When no AFN logon
center exists and there is a valid position, four dashes are displayed.
Otherwise, the data field is blank and nonoperational. Entry of a
center is permitted. A valid entry consists of four alpha characters.
When a valid entry is made and the flight number and tail number
are valid, the AFN logon state is set to SEND. Entry of *DELETE*
is permitted when there is no active center and results in the logon
center being set to the default and the AFN logon state being set to
idle. When an active center exists, entry of *DELETE* results in
INVALID DELETE being shown in the scratchpad. When entry or
deletion is attempted while in the process of sending the contact
message, BUSY--REENTER LAST CHG is displayed in the
scratchpad.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
(2L) -- When a valid flight number does not exist, eight large green
font dashes are displayed in the data field left justified to column 1.
When a valid flight number exists, it is displayed in large green font.
Valid entries are one to eight alphanumeric characters (0--9, A--Z).
Entries violating range or format requirements results in the display
of the INVALID ENTRY message. When a valid flight number has
not been entered and the TCAS flight number parameter produced
by the modular radio cabinet is valid, then the TCAS flight number
parameter value is displayed. Entry of a valid flight number into the
data field when dashes or a flight number is displayed results in the
entered value to be shown in the data field for 7 seconds. After
10--15 seconds has elapsed, the data field shows the MRC TCAS
flight number when valid. Otherwise, the data field becomes dashed
and the CHECK FLIGHT ID scratchpad message is annunciated.
Selection of this LSK when a valid flight number is displayed and the
scratchpad is blank, results in the flight number to be down--selected
into the scratchpad. Otherwise, selection of the LSK is
nonoperational. Selection of this LSK with *DELETE* in the
scratchpad results in the INVALID DELETE message to be shown
and no changes occur to the data field. When the flight number is
not enabled, this line is blank and nonoperational.
D
(3L) -- This line shows the aircraft tail number. No entry is permitted.
D
(4L) -- This line shows the current state of the ADS connection. Valid
states are ACTIVE, ARMED, and OFF. No entry is permitted.
D
(5L) -- This line shows the current state of the ADS connection. Valid
states are ACTIVE, ARMED, and OFF. No entry is permitted.
D
(1R) -- This line shows the datalink status. Valid states are READY,
FAIL, NOCOMM, and VOICE. No entry is permitted.
D
(2R) -- This line shows the active center. When there is no active
center, this line is blank. No entry is permitted.
D
(4R) -- This line changes the state of the ADS connection. When the
connection is active or armed, OFF is displayed. When the
connection is off, ARM is displayed.
D
(5R) -- This line changes the state of the automatic direction finder
(ADF) emergency mode. When the ADF connection is off, this line
is blank.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
(6R) -- This line shows the current AFN logon state. When the logon
center, flight number, or tail number is invalid, this line is blank and
inactive. When the logon center, flight number, and tail number are
valid and the contact message has not been sent, this line shows a
SEND prompt. Selection of the SEND prompt results in the contact
message being sent and the AFN logon state is set to SENDING.
After the contact message has been sent, but the network
acknowledgement has not been received and the network
acknowledgement timer has not expired, this line shows SENDING.
After the network acknowledgement for the contact message has
been received, but the AFN acknowledgement message has not
been received, this line shows SENT. When the network
acknowledgement timer for the contact message expires or the
notification timer for the crew--initiated contact message expires,
this line shows a RESEND prompt. Selection of the RESEND
prompt results in the contact message being sent and the AFN logon
state set to SENDING. When a positive acknowledgement
message is received, this line shows ACCEPTED. When a negative
acknowledgement message is received, this line shows
REJECTED.
DATALINK
The DATALINK INDEX page (shown in Figure 6--33) gives access to
the datalink pages available to the pilot. This page is accessed from the
NAV INDEX. AOC datalink is an option and is not installed on all aircraft.
Figure 6--33
DATALINK INDEX 1/1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
FLT PLAN (1L) -- When on page one, this line gives direct access
to the DATALINK FLT PLAN. When the communication
management function (CMF) has failed, this line is blank and
inactive. No entry is permitted.
D
REPORTS (2L) -- When on page one, this line gives direct access
to the DATALINK REPORTS page. If the CMF has failed, this line
shows ACARS DMU FAILED centered on the line and the line select
key is inactive. No entry is permitted.
D
ADDRESS (3L) -- Gives direct access to the DATALINK ADDRESS
page when this is the last prompt on the DATALINK INDEX pages.
When the CMF has failed, this line is blank and inactive. No entry
is permitted.
D
WINDS REQ (1R) -- When on page one, this line gives direct access
to the WINDS REQ page.
D
WINDS REV (2R) -- When on page one, this line gives direct access
to the WINDS REV page.
Datalink Flight Plan
The DATALINK INDEX gives access to the datalink flight plan for review
by the pilot and permits sending a request for a datalink flight plan. A
typical DATALINK FLT PLAN page is shown in Figure 6--34.
Figure 6--34
DATALINK FLT PLAN 1/1
NOTE:
Navigation
6-40
If the CMF has failed, this page transitions back to the
DATALINK INDEX page.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
FPL ID (1L) -- Any flight plan name not beginning with -- is entered
here to identify the datalink flight plan. Entered flight plan names are
displayed in upper case. When entered, the flight plan identifier
propagates to the REPORTS page. Entry of *DELETE* to this line
results in the default flight plan identifier to be displayed. The default
flight plan identifier is generated by combining the origin airport with
the destination airport separated by a dash, when an active flight
plan exists. Otherwise, entry prompts are displayed. Changes to this
field are prohibited when a flight plan downlink request or a flight plan
downlink report is in the sending state.
D
FPL REVIEW (5R) -- When a datalink flight plan is ready for review,
FPL REVIEW is displayed. Otherwise this line is blank and inactive.
Selection of the FPL REVIEW prompt gives access to the
DATALINK FPL REVIEW pages. No entry is permitted.
D
SEND REQUEST (6R) -- This line requests transmission of a flight
plan downlink request. When the flight plan downlink request is
being sent, the prompt is removed and the line shows SENDING
until a network acknowledgment is received or a timeout occurs.
The request for a flight plan is transferred to the cross--side when
the operating mode is DUAL. If the CMF is not able to communicate
with the ground, LINK UNAVAIL is displayed with no prompt
character. No entry is permitted.
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6-41
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Datalink Flight Plan Review
This page, shown in Figures 6--35 and 6--36, is activated through the
prompt on the DATALINK FLT PLAN page and gives the capability to
review the datalink flight plan prior to activating or rejecting the uplinked
flight plan as the active flight plan.
Figure 6--35
DATALINK FPL REVIEW 1/X
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 6--36
DATALINK FPL REVIEW X/X
D
(1L, 2L, 3L, 4L) -- Each displayed item is an element of the datalink
flight plan and is classified in the following categories:
—
—
—
—
—
—
—
—
Origin airport
Departure procedure
Waypoint
Airway
Arrival procedure
Approach procedure
Arrival runway
Missed approach procedure.
The display element order on the page reflects the order of the
expanded datalink flight plan.
D
(1R, 2R, 3R, 4R, 5R) -- Shows speed/altitude constraints associated
with the waypoint on the left. The flight plan identifier is displayed in
1R on page one only when it exists in the datalink flight plan. The
arrival airport is displayed on the last page as the last waypoint with
a line title of DEST.
D
6R -- Selection of this line accesses the MOD FLT PLAN page.
Select INSERT at 6R to confirm the new flight plan after it has been
reviewed, when an active flight plan exists. When no active flight
plan exists, selection results in the datalink flight plan to become the
active flight plan.
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6-43
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Datalink Reports
The datalink REPORTS page, shown in Figure 6--37, gives the
capability to send datalink reports. This page is accessed through the
DATALINK INDEX page.
Figure 6--37
REPORTS 1/1
D
FPL ID (1L) -- Any flight plan name not beginning with -- is entered
here to identify the datalink flight plan. Entered flight plan names are
displayed in upper case. When entered, the flight plan identifier
propagates to the DATALINK FLT PLAN page. Entry of *DELETE*
to this line results in the default flight plan identifier to be shown. The
default flight plan identifier is generated by combining the origin
airport with the destination airport separated by a dash when an
active flight plan exists. Otherwise, entry prompts are displayed.
Changes to this field are prohibited when a flight plan downlink
request or a flight plan downlink report is in the sending state.
D
SEND FPL REPORT (2L) -- Selection of this line requests
transmission of a flight plan report. When the flight plan report is
being sent, the prompt is removed and the line shows SENDING
FPL REPORT until network acknowledge is received or a timeout
occurs. If the CMF is not able to communicate with the ground, FPL
REPORT LINK UNAVAIL is displayed with no prompt character. No
entry is permitted.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
SEND POS REPORT (3L) -- Selection of this line requests
transmission of a position report. When the position report is being
sent, the prompt is removed and the line shows SENDING POS
REPORT until network acknowledge is received or a timeout
occurs. If the CMF is not able to communicate with the ground, POS
REPORT LINK UNAVAIL is displayed with no prompt character.
D
6L -- This line gives direct access to DATALINK INDEX page. No
entry is permitted.
Datalink Winds
The DATALINK WINDS page gives access to the datalink wind reports
available to the pilot and permits the request of wind reports for the
active flight plan waypoints and offpath waypoints. This also gives the
capability to enter active flight plan winds into the FMS wind
performance model. A typical DATALINK WINDS page is shown in
Figure 6--38. Direct access is available from the DATALINK INDEX and
WIND/TEMP page.
Figure 6--38
DATALINK WINDS 1/X
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
FPL WPTS (1L) -- Without uplinked winds, this line shows the
current status of inclusion of active flight plan waypoints into the
wind request downlink. FPL WPTS is displayed with a select prompt
when uplinked wind data exists for at least one active flight plan
waypoint. Selection of this field results in direct access of the
WINDS ALOFT pages for review of the active flight plan wind data.
No entry is permitted.
D
(2L, 3L, 4L, 5L) -- Any valid database waypoint identifier is entered
here to define the offpath waypoint included in a wind request. After
entry of a new offpath waypoint, the next enterable offpath waypoint
field is dashed. Up to 52 offpath waypoints are entered requiring up
to nine DATALINK WINDS pages. Offpath waypoints are inserted or
deleted from the list. Insertion of a new offpath waypoint pushes the
list starting at the point of insertion down one. When the offpath
waypoint list is full, the LIST FULL message is displayed. When the
offpath waypoint IDENT already exists, the ALREADY EXISTS
message is displayed. Deletion of an intermediate offpath waypoint
results in collapse in the list of remaining offpath waypoints. The
select prompt is displayed when uplinked wind data exists for the
offpath waypoint. Selection of the offpath waypoint prompt
accesses the DATALINK WINDS ALOFT page showing the offpath
waypoint and related wind information. Offpath waypoints entered
after an uplink and matching a flight plan waypoint containing
uplinked wind data, defaults to uplinked flight plan waypoint wind
data.
D
DATALINK (6L) -- Gives direct access to the DATALINK INDEX
page, when the DATALINK prompt is displayed.
D
1R -- Without uplinked winds, this line is used to select inclusion of
active flight plan waypoints into the wind request downlink. No entry
is permitted.
D
(2R, 3R, 4R, 5R) -- Same as 2L, 3L, 4L, 5L.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
ACCEPT (6R) -- Shows SEND REQST when an active flight plan
exists and INCLUDE FPL WPTS is selected or at least one offpath
waypoint is defined. Selection of the SEND REQST prompt
stimulates transmission of a wind request datalink message for
offpath waypoints and active flight plan waypoints when including
flight plan waypoints. When the wind request downlink is in
progress, the prompt is removed and the line shows SENDING. If
the CMF is not able to communicate with the ground, LINK UNAVAIL
is displayed. The ACCEPT prompt is displayed when uplinked wind
data is available for offpath or active flight plan waypoints. Selection
of the ACCEPT prompt, results in insertion of the pending uplinked
wind data into the FMS wind model and stimulates transmission of
the accept winds datalink response message. No entry is permitted.
Datalink Winds Aloft
The DATALINK WINDS ALOFT page, shown in Figure 6--39, shows
winds and outside air temperature by altitude for the selected wind
uplink station. Direct access is available from the DATALINK WINDS
page.
Figure 6--39
WINDS ALOFT 1/X
D
STATION (1L) -- This line shows the uplinked wind station
(waypoint) identifier. No entry is permitted.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
ALT, WIND, TEMP (2L, 3L, 4L) -- The winds aloft and temperature
from uplinked wind data for the station identifier is displayed, when
available. The winds aloft and temperature consists of the wind
altitude, station wind (direction/magnitude), and OAT (outside air
temperature). Up to 4 wind aloft and temperature sets are displayed
in increasing order with the lowest altitude in the first line of 2L. The
displayed temperature at the wind altitude is extrapolated from the
OAT closest to the wind altitude contained in the wind data uplink.
No entry is permitted.
D
6L -- Gives direct access to the DATALINK INDEX page. No entry
is permitted.
D
6R -- Gives direct access to the DATALINK WINDS page. No entry
is permitted.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Datalink Address Configuration
Figure 6--40 shows the typical datalink ADDRESS CONFIG page. This
page gives access to the datalink routing address configuration pages
available to the pilot.
Figure 6--40
ADDRESS CONFIG 1/1
D
FLIGHT PLAN (1L) -- Gives access to the datalink routing address
configuration pages available to the pilot.
D
WINDS (2L) -- Gives direct access to the datalink WINDS
ADDRESS page.
D
POS REPORT (3L) -- Gives direct access to the datalink POS
REPORT ADDRESS page.
D
6L -- Gives direct access to the datalink DATALINK INDEX page.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Flight Plan Address
The FLIGHT PLAN ADDRESS page, shown in Figure 6--41, gives the
capability for configuration of datalink routing addresses for flight plan
report or request address.
NOTE:
When the datalink DMU has failed, this page transitions back
to the DATALINK INDEX page.
Figure 6--41
FLIGHT PLAN ADDRESS 1/1
D
COMPANY ADDRESS (1L) -- Any company identifier address with
up to 10 characters is entered here to define the ground service
provider address for routing the datalink flight plan.
D
GROUND ADDRESS (2L, 3L, 4L, 5L) -- Any ground address
identifier with up to seven characters is entered here to define the
ground address for routing the datalink flight plan information. After
entry of a new ground address, the next enterable ground address
field is dashed. Up to seven ground addresses are entered. Existing
ground addresses are inserted or deleted from the list. Insertion of
a new ground address pushes the list starting at the point of insertion
down one. When ground addresses are full, the LIST FULL
message is displayed. Deletion of an intermediate ground address
results in a collapse in the list of remaining ground addresses.
D
ADDRESS (6L) -- Gives direct access to the datalink ADDRESS
CONFIG page. No entry is permitted.
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D
(2R, 3R, 4R) -- Same as 2L, 3L, and 4L.
Winds Address
The WINDS ADDRESS page, shown in Figure 6--42, gives the
capability for configuration of datalink routing addresses for wind
request address information.
NOTE:
When the datalink DMU has failed, this page transitions back
to the DATALINK INDEX page.
Figure 6--42
WINDS ADDRESS 1/1
D
COMPANY ADDRESS (1L) -- Any company identifier address with
up to 10 characters is entered here to define the ground service
provider address for routing the datalink flight plan.
D
GROUND ADDRESS (2L, 3L, 4L, 5L) -- Any ground address
identifier with up to seven characters is entered here to define the
ground address for routing the datalink wind request address
information. After entry of a new ground address, the next enterable
ground address field is dashed. Up to seven ground addresses are
entered. Existing ground addresses are inserted or deleted from the
list. Insertion of a new ground address pushes the list starting at the
point of insertion down one. When ground addresses are full, the
LIST FULL message is displayed. Deletion of an intermediate
ground address results in a collapse in the list of remaining ground
addresses.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
ADDRESS (6L) -- Gives direct access to the datalink ADDRESS
CONFIG page. No entry is permitted.
D
(2R, 3R, 4R) -- Same as 2L, 3L, and 4L.
Position Report Address
The POSITION REPORT ADDRESS page, shown in Figure 6--43,
gives the capability for configuration of datalink routing addresses for
position reporting address information.
NOTE:
When the datalink DMU has failed, this page transitions back
to the DATALINK INDEX page.
Figure 6--43
POS REPORT ADDRESS 1/1
D
COMPANY ADDRESS (1L) -- Any company identifier address with
up to 10 characters is entered here to define the ground service
provider address for routing the datalink position reporting address.
D
GROUND ADDRESS (2L, 3L, 4L, 5L) -- Any ground address identifier
with up to seven characters is entered here to define the ground
address for routing the datalink position reporting address information.
After entry of a new ground address, the next enterable ground
address field is dashed. Up to seven ground addresses are entered.
Existing ground addresses are inserted or deleted from the list.
Insertion of a new ground address pushes the list starting at the point
of insertion down one. When ground addresses are full, the LIST FULL
message is displayed. Deletion of an intermediate ground address
results in a collapse in the list of remaining ground addresses.
Navigation
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D
ADDRESS (6L) -- Gives direct access to the datalink ADDRESS
CONFIG page. No entry is permitted.
D
(2R, 3R, 4R) -- Same as 2L, 3L, and 4L.
DEPARTURES
The DEPARTURE function is used to examine and select departure
runways and standard instrument departures (SIDs) stored in the
navigation database.
NOTE:
Some SIDs are not in the database. This is because of the
way some procedures are defined by the controlling agency
and the limitations of the FMS.
To illustrate the steps in the DEPARTURE function, Denver, Colorado
(KDEN) is used as the origin of the active flight plan. Figure 6--44 shows
the PIKES3 departure for KDEN. Refer to Procedure 6--5 for
DEPARTURE selection. At any point in the departure selection
process, entering a new or the same airport at 1L returns the display
to the beginning of the selection process.
Following selection of a SID, the following methods must be used to
modify the departure procedure in the active flight plan:
D
The DEPARTURE page is used to:
— Add a segment to the procedure already existing in the active
flight plan.
— Replace a procedure segment already in the active flight plan.
— Delete a procedure segment from the active flight plan.
D
Delete a portion, or all, of the activated procedure by performing a
DIRECT--TO a waypoint in the active flight plan or alternate flight plan.
D
Delete the procedure by activating a flight plan from the custom
database.
D
Delete the FROM waypoint in the active flight plan (only when the
aircraft is still on the ground).
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 6--44
Denver, CO PIKES3 Departure
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
DEPARTURE RUNWAYS 1/X -- Procedure 6--5 describes the steps
for the departure selection. From the departure pages, the pilot
selects a departure runway, SID, and departure transition, as shown
in Figure 6--45. Access to the DEPARTURE page from the ACTIVE
FLT PLAN page is available only when the origin waypoint is an
airport and the aircraft is within 50 NM of the origin and a DEST is
entered. Access to the DEPARTURE page is always available from
the NAV INDEX.
The default airport at 1L is the origin of the active flight plan. When
the origin is not defined or when it is not an airport, prompts are
displayed for entry of an airport. When the origin waypoint is not an
airport, access to SIDs is for review only. When the active flight plan
contains a SID, the selected departure runway, SID, and transition
are displayed.
Step Procedure 6--5 Departure Selection
1
Select DEPARTURE from the ACTIVE FLIGHT PLAN or NAV
INDEX.
2
Select the desired runway from the DEPARTURE RUNWAY
page. This is shown in Figure 6--45. Runway 25 (4R) is
selected in this example.
Figure 6--45
DEPARTURE RUNWAYS 1/1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--5 Departure Selection (cont)
3
Select the SID from the SIDs page. This is shown in
Figure 6--46. PIKES3 (3L) is selected in this example.
Figure 6--46
SIDs 1/1
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Step Procedure 6--5 Departure Selection (cont)
4
Select the departure transition from the DEPARTURE TRANS
page. This is shown in Figure 6--47. ALS (2L) is selected in this
example.
Figure 6--47
DEPARTURE TRANS 1/1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--5 Departure Selection (cont)
5
Select REVIEW (6L) from the PROCEDURE 1/1 page. This
is shown in Figure 6--48.
Figure 6--48
PROCEDURE 1/1
DETAILS -- Select REVIEW to review the selected procedure
or select INSERT to insert the selected procedure into the
active flight plan. The INSERT prompt is displayed on these
pages only when the airport is the origin airport of the flight
plan. Selecting REVIEW or INSERT partway through the
selection procedure ends the departure selection process.
The selected portion of the procedure is reviewed and/or
inserted into the flight plan.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--5 Departure Selection (cont)
6
Review the selection, shown in Figure 6--49. Selecting NEXT
moves to the next review page.
Figure 6--49
SID REVIEW 1/2
SID REVIEW 1/X -- Figure 6--49 shows the selected runway,
SID, and transition as it would look when INSERTED into the
flight plan. The runway threshold elevation of 5,350 feet is
displayed in blue on the right side of the page. The first leg
after the discontinuity, that is removed by the DELETE button,
is a climb on the heading of 194_ from the waypoint DEN to
the waypoint SOLAR.
7
Review the selection, shown in Figure 6--50. Selecting NEXT
moves to the next review page.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--5 Departure Selection (cont)
8
Review the selection shown in Figure 6--50. This is the last
page or review in this example. Select CLEAR (6L) or
INSERT (6R).
Figure 6--50
SID REVIEW 2/2
SID REVIEW 2/2 -- Figure 6--50 shows a heading of 195_ to
waypoint TEHEV followed by a heading of 185_ to waypoint
BINKE, followed by a 185 heading to ALS.
Push the CLEAR prompt (6L) to clear the selected procedure
and show the DEPARTURE RUNWAYS page.
Selecting the INSERT prompt (6R) inserts the selected
runway, SID and transition into the MOD flight plan. Select
ACTIVATE to end the departure selection process. However,
when the airport is not part of the active flight plan, the SID
cannot be inserted.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
ARRIVAL
The ARRIVAL pages are used to examine and select runways,
approaches, and standard terminal arrival routes (STARs) stored in the
navigation database.
NOTE:
Some approaches and STARs are not in the database. This
is because of the way some procedures are defined by the
controlling agency and the limitations of the FMS.
To illustrate the steps in the ARRIVAL function, Minneapolis, Minnesota
(KMSP) is used as the destination of the active flight plan. This example
starts with the selection of a runway. However, there is no required
selection order. Also, a selection made from each page is not
necessary. When a STAR has already been activated, selecting a
runway is possible without affecting the previously selected procedure.
At any point in the selection process, it is possible to return to the
ARRIVAL page and review and/or activate the selected items.
On the ARRIVAL page, when a new runway is selected and not
supported by a previously selected STAR (or approach), the previous
procedures are not displayed for insertion into the MOD flight plan. In
fact, only approaches to the selected runway are displayed on the
APPROACH page. Changes made to the active flight plan creates a
MOD flight plan. After INSERT is selected, the changed flight plan is
shown as dashed lines on the MFD. Next the pilot selects ACTIVATE
or CANCEL to finalize or erase the changes.
To select a new runway, return to the ARRIVAL page and select the
RUNWAY prompt. Choose the desired runway, select the ARRIVAL
prompt, and select the ACTIVATE prompt.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Following selection of an arrival procedure (STAR or approach), the
following methods must be used to modify the arrival procedure in the
active flight plan:
D
The ARRIVAL page is used to:
— Add a segment to the procedure already existing in the active
flight plan.
— Replace a procedure segment already in the active flight plan.
— Delete a procedure segment from the active flight plan.
D
Delete a portion, or all, of the activated procedure by performing a
DIRECT--TO a waypoint in the active flight plan or alternate flight
plan.
D
Delete the procedure by activating a flight plan from the custom
database.
D
Delete the FROM waypoint in the active flight plan.
D
Delete the procedure turn waypoint in the active flight plan.
D
Delete the hold attribute from the course reversal hold waypoint.
Circle--to--land approaches are not supported in the navigation
database.
NOTE:
Navigation
6-62
When modifying the flight plan (i.e., changes in runway,
approach, or STAR), the flight crew’s responsibility is to verify
the desired waypoints are inserted into the MOD RTE and/or
MOD FLT PLAN pages before activating.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 6--51 shows the STAR plate.
Figure 6--51
Minneapolis, MN KASPR3 Arrival
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Procedure 6--6 lists the steps for an arrival selection.
Step Procedure 6--6 Arrival Selection
1
Select ARRIVAL from the active flight plan or NAV INDEX.
2
Select RUNWAY, APPROACH, or STAR from the ARRIVAL
page. This is shown in Figure 6--52.
Figure 6--52
ARRIVAL 1/1
DETAILS -- Figure 6--52 is displayed when the ARRIVAL
function is selected. From this page, the pilot selects which
element, arrival runway, approach, or STAR is to be selected.
This page is also accessed from the ACTIVE FLT PLAN page
when the aircraft is within 200 flight plan miles of the
destination.
The default airport at 1R is the destination of the active flight
plan. When the destination is not defined, or when not an
airport, prompts are displayed to enter the airport. When
previous selections have been made, they are displayed on
this page. Selections can also be deleted on this page.
The runway, approach or STAR is selected (or reselected) in
any order. In each case, the ARRIVAL prompt is displayed in
reverse video. It is used to return to the ARRIVAL page.
When an approach is going to be selected, a step is saved by
selecting APPROACH from this page. The runway is
automatically selected when an approach is selected.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--6 Arrival Selection (cont)
3
Select the desired runway from the RUNWAY page. This is
shown in Figure 6--53. In this example, runway 30L (1R) is
selected.
Figure 6--53
KMSP RUNWAY 1/1
Any previously selected runway is labeled as (ACT) or (SEL).
Runways can be more than one page.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--6 Arrival Selection (cont)
4
Select the approach from the APPROACH page. When the
runway is selected first, the FMS shows only the approaches
for the selected runway. This is shown in Figure 6--54. In this
example, ILS 30L (2L) is selected.
Figure 6--54
KMSP APPROACH 1/1
When only the straight-in portion of an approach is desired,
select the approach without selecting an approach transition.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--6 Arrival Selection (cont)
5
Select the approach transition (includes feeder routes) from
the APPROACH TRANS page. This is shown in Figure 6--55.
In this example, HASTI (2L) is selected.
Figure 6--55
KMSP APPROACH TRANS 1/1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--6 Arrival Selection (cont)
6
Select the STAR from the STAR page. This is shown in
Figure 6--56. In this example, KASPR3 (3L) is selected.
Figure 6--56
KMSP STAR 1/1
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--6 Arrival Selection (cont)
7
Select the STAR transition from the STAR TRANS page. This
is shown in Figure 6--57. In this example, MCW (2L) is
selected.
Figure 6--57
KMSP STAR TRANS 1/1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--6 Arrival Selection (cont)
8
Once all selections have been made, the ARRIVAL page is
automatically displayed. This is shown in Figure 6--58. The
choices from this page are to either review or insert the arrival
procedure. In this example, REVIEW (6L) is selected.
Figure 6--58
ARRIVAL 1/1 Page
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--6 Arrival Selection (cont)
9
Review to verify the selection prior to insertion into the active
flight plan. From page 1/5, shown in Figure 6--59, select NEXT
(paging keys) for display of page 2/5.
Figure 6--59
ARRIVAL REVIEW 1/5
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--6 Arrival Selection (cont)
10
At any time in the review process, the INSERT prompt (6R) is
used to insert the approach into a MOD FLT PLN. This is
shown in Figure 6--60. The CLEAR prompt (6L) is used to
return to the selection process. The review process is
continued by using the paging keys through the end of the
procedure, including the missed approach procedure.
Figure 6--60
ARRIVAL REVIEW 2/5
After inserting the changes, the ACTIVATE prompt is shown
at 6R on the MOD FLT PLAN. Select ACTIVATE to complete
the arrival process.
Approach
Once an approach has been selected, the pilot must check and/or
monitor many things during the approach. The following is a list of those
items:
D
Before starting a nonprecision approach transition or approach, the
crew must review the published approach procedure and verify the
FMS waypoints and altitude restrictions.
D
Before starting a nonprecision approach transition flown by the
FMS, it is important to verify the transition is cleared by ATC.
Selecting the transition fix is normally the path to selecting the actual
transition.
Navigation
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D
The APPR annunciator must turn on 2 NM before the final approach
fix and remains lit for the remainder of the approach. This is a
positive cue to the flight crew that the sensor configuration is correct
and sensor integrity is within limits for the approach. The approach
annunciator is not lit during localizer--based approaches since the
FMS is not authorized to be coupled during localizer approaches.
The DGRAD annunciator must be off throughout the approach.
When the DGRAD annunciator turns on, the FMS must not be used
for the remainder of the approach. The flight crew continues the
approach using raw data or executes the missed approach
procedure.
D
When VNAV is used for vertical guidance on the approach, verify the
approach plate waypoint altitudes are shown on the FMS MCDU.
When VPATH is used, the altitude selector must be set to the
minimum descent altitude (MDA) for continuous vertical navigation
(VNAV) descent. When vertical glide path (VGP) is used, the altitude
preselector is set to the missed approach procedure altitude once
the VGP mode is engaged.
D
Industry--wide standards for database information are currently
inconsistent on many approaches. Some vertical paths are defined
to 50 feet above the runway. Others do not arrive at MDA until at the
missed approach point (MAP). Some approaches give vertical
guidance below the published MDA and some vertical paths differ
from the visual approach slope indicator/precision approach path
indicator (VASI/PAPI) angles.
D
Since charts are continually updated, the FMS waypoint names may
not exactly match the chart names. In addition, differences between
courses can be shown on the chart and those shown on the MCDU
and electronic display system (EDS). These differences are the
result of changes in magnetic variation and are normally less than
2 degrees. Verify possible changes before starting an approach.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
The navigation database does not have step down waypoints
between the final approach fix (FAF) and MAP when the VNAV path
satisfies the step down restrictions. VNAV path guidance and a
cross--check with other navigation aids are the only assurance all
descent path restrictions are met. Using modes other than VNAV
can be desirable for some approaches.
D
Refer to the global positioning system (GPS), page 6-101, for
information on GPS receiver autonomous integrity monitor (RAIM)
for GPS only approaches.
D
Approaches in the navigation database consist of localizer--based
approaches and nonprecision approaches. The FMS is capable of
flying all nonprecision approaches (GPS, NDB, RNP AR, LPV,
VOR/DME, VOR, RNAV, NDB/DME). Approaches from the
database can contain DME arcs. The FMS flies the arc as specified
in the approach.
NOTE:
To fly RNP AR approaches with the FMS requires
operational approval.
D
The FMS cannot be used to fly localizer approaches (ILS, LOC,
BAC, SDF, LDA). These approaches are flown by showing the
localizer data and by using the flight director/autopilot. However,
these procedures are selected and activated on the FMS to
enhance situational awareness. The FMS shows the approach on
the EDS map displays. The FMS is used to fly the approach
transition and the missed approach phases of precision
approaches.
D
An approach is selected with or without an approach transition. For
example, when receiving vectors to the final approach course, an
approach transition does not have to be selected with the approach.
The pilot flies the specified vectors and arms LNAV. The FMS
automatically captures the final approach course.
D
Before flying the approach, the waypoints, as well as constraints in
the procedure, must be verified with the approach charts. When the
database contains more waypoints for the procedure than the chart
actually shows, the flight plan must reflect the selected procedure.
The database does not contain step down fixes on the final
approach when the constraint at the step down fix is satisfied by the
vertical descent path into the MAP.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Following selection of an approach, the following must NOT be
performed to the approach procedure:
— Adding waypoints into the middle of an approach procedure.
— Relocating procedure waypoints in the flight plan.
— Removing waypoints from an approach procedure (other than by
DELETING the FROM waypoint, performing a DIRECT--TO,
activating another approach, or activating another flight plan),
and then continuing to fly the procedure.
— Changing an altitude or angle constraint associated with an
approach waypoint unless required for temperature
compensation.
— Adding holding patterns, orbits, or radial intercepts to approach
waypoints.
— Changing the destination and then continuing to fly the approach
procedure to the original destination.
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The examples, shown in Tables 6--1 and 6--2, illustrate approach
transitions and how the FMS flies the transitions.
Table 6--1
Typical FMS Pattern Displays -- 1
Approach
Transition
Chart Depiction
FMS Ground Track
DME
Arc
Procedure
Turn
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 6--2
Typical FMS Pattern Displays -- 2
Approach
Transition
Chart Depiction
FMS Ground Track
Holding
Pattern
Course
Reversal
Teardrop
See NOTE:
NOTE: Following sequence of WPT, the FMS turns to capture the final approach
course. The FMS is not flying a defined ground track during this maneuver.
Depending on speed and teardrop geometry, the FMS can roll wings level on
a 45_ intercept to the final approach course. Typically, the aircraft is banked until
the final approach course is captured.
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Missed Approach
The missed approach is activated by pushing the TOGA button or
MISSED APPR prompt when the first approach waypoint has been
passed.
NOTE:
For Loads 21 and 23, the missed approach is activated by
pushing the TOGA button when pushed within 2 NM of the
FAF (APPR light on). The missed approach procedure is then
inserted into the flight plan following the MAP. In addition, the
MISSED APPR MCDU prompt is displayed.
POSITION SENSORS
One of the primary FMS tasks is to navigate the aircraft along a
predefined flight plan. To do this, the FMS receives navigation data from
various sensors onboard the aircraft. From the available sensors, the
FMS determines the best navigational mode, and combination of
sensors, to give the most accurate aircraft position.
Navigation Mode
The priority of the navigation modes is as follows:
D
GPS
D
DME/DME
D
VOR/DME
D
IRS.
NOTE:
Load 23 and Load 25 utilizes a performance--based system
to determine the best navigation mode. A detailed description
of the required navigation performance (RNP) and RNP
navigation database option are described in Section 7,
Required Navigation Performance (RNP).
The selection priority is based on estimated sensor accuracy with GPS
being the most accurate sensor. When GPS is available, it is selected
as first priority. In other words, the FMS position is equal to the GPS
position. When more than one GPS position is available, the FMS
position is equal to the blended GPS position. When GPS is used, other
sensors are still monitored for position differences from the FMS
position. Other sensors do not contribute to the FMS position unless
GPS becomes unavailable or inaccurate.
DME/DME is the next most accurate position. The FMS automatically
tunes the scanning DMEs to give the best position from DME/DME.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
VOR/DME updating is less accurate than DME/DME because of the
VOR bearing error. The bearing error increases with distance from the
NAVAID thus reducing the accuracy of the VOR/DME position as the
aircraft moves away from the tuned NAVAID.
IRS is the navigation mode where the FMS blends the available IRS
sensors. This mode is used primarily when the aircraft is operating over
water or in a sparse NAVAID environment.
All sensor positions are continuously compared to the FMS computed
position. When any sensor differs by more than 10 NM from the FMS
position, a scratchpad message is displayed (example: CHECK IRS 1
POSITION).
When the FMS is using GPS, DME/DME, or VOR/DME for updating,
a position error for each IRS is continuously calculated and stored
within the FMS. This calculated error is called an IRS bias. When the
FMS starts using the IRSs for position updating, the actual position
used by the FMS is each IRS position plus the last calculated bias for
each IRS. At this point, the FMS position starts to drift with the IRS
position. Once GPS, DME/DME, or VOR/DME updating is resumed, a
new bias is calculated and IRS drift error has no impact on FMS
position.
Changing from one navigation mode to another is not instantaneous.
For example, each time the radios are tuned, the radio position is lost
for some time. However, the FMS annunciates the navigation mode as
radio updating. Some mode changes require several minutes to
complete.
The following is an example of a typical transoceanic flight with an
aircraft equipped with VOR/DME and IRS. The flight begins with the
FMS operating in DME/DME mode. As the aircraft leaves DME
coverage, the FMS transitions to IRS navigation. As the aircraft
approaches radio coverage, the system returns to radio updating.
For GPS equipped aircraft, the GPS is used for all phases of flight
(departure, en route, oceanic, terminal, and approach). While the GPS
is available and valid for navigation, the radios and IRS positions are not
used in computing the FMS position. When the GPS becomes
unusable for navigation, the FMS uses the next highest priority
available sensor for navigation.
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Because of limits on the use of NAVAIDs, it is possible for the aircraft
to approach controlled airspace before returning to radio updating. The
pilot must assess the FMS position before entering controlled airspace.
This assessment is done by checking the navigation mode on
PROGRESS page 1 and cross--checking FMS position with raw
VOR/DME information. The PPOS DIRECT crossing points page
assists in cross--checking by giving the FMS bearing and distance to
the selected station and comparing that to raw VOR/DME data.
The POS SENSORS pages, shown in Figure 6--61, is selected from the
NAV INDEX page or the POSITION INIT page. Sensors are grouped
by type (IRS followed by GPS) and listed in numerical order.
Figure 6--61
POS SENSORS 1/1
A U adjacent to the sensor position indicates the sensor is being used
for navigation.
Using this page, it is possible to update the FMS position (UPDATE) and
examine sensor positions and status (STATUS). This page is also used
to determine which sensors are being used by the FMS for computing
aircraft position. From this page, the pilot removes sensors from being
used for position updating (refer to Procedure 6--10, page 6-117).
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FMS estimates the performance of the selected navigation mode
and expresses this as estimate position of uncertainty (EPU) on the
Progress page. When EPU exceeds RNP, or when the FMS determines
the integrity of the position solution exceeds the allowable limit, the
UNABLE RNP message is displayed and the Degrade condition is
annunciated.
POSITION INITIALIZATION
D
POSITION INIT 1/1 -- Figure 6--62 is used to initialize the FMS
position. This page is accessed from the NAV IDENT page or from
the NAV INDEX page.
Figure 6--62
POSITION INIT 1/1
— 1L and 1R -- The last FMS position is displayed when the aircraft
is on the ground. When the line select key adjacent to the LOAD
prompt (1R) is pushed, the FMS is initialized to that position. This
also serves to automatically update the cross--side FMS to the
same position when the FMS is configured for DUAL. After
loading a position, the prompt at 6R shows RTE for access to the
flight planning function.
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2L and 2R -- The reference waypoint (REF WPT) line is below
the last FMS position. This line is filled automatically by the FMS
or the pilot can make an entry at any time. In order of priority, the
FMS fills in this line as follows:
D
RUNWAY THRESHOLD -- When a departure runway has
been selected in the active flight plan, the coordinates of the
runway threshold are displayed. Using this feature, runway
position is updated when the aircraft is at the end of the
runway ready for takeoff.
D
RAMPX WAYPOINT -- When a last position is available, the
FMS compares the last position to the list of RAMPX
waypoints. RAMPX waypoints are pilot--defined waypoints
with the name of the RAMP plus any alphanumeric
(0 through 9, A through Z) character.
When one (or more) is found within 3 NM of the last position,
the closest one is displayed. When more than one RAMPX
waypoint is defined for the same airport, the FMS selects the
closest one to the last position. When multiple RAMPX
waypoints are defined with the same latitude/longitude, the
FMS selects the one with highest alphanumeric priority.
D
AIRPORT REFERENCE POINT (ARP) -- When there is a last
position available and no RAMPX waypoints are found within
3 NM, the FMS shows the closest ARP within 3 NM.
D
PROMPTS -- When none of the previously discussed
waypoints are displayed, the FMS shows prompts. This is
shown in Figure 6--62.
— 3L and 3R -- The position of the highest priority GPS is displayed.
The priority order, from highest to lowest, is GPS 1, GPS 2. This
order of priority applies to all FMSs. When the line select key
adjacent to the LOAD prompt (3R) is pushed, the FMS is
initialized to the GPS position.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Once the correct coordinates are displayed, push the correct line select
key (1R, 2R, or 3R) to load the position. This is shown in Figure 6--63.
The position is loaded to the FMS and transmitted to any long--range
sensors connected to the FMS.
Figure 6--63
POSITION INIT 1/1 -- LOADED
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When the aircraft is in flight and the FMS position is valid, Figure 6--64
is shown. The update feature of the FMS is used only in flight. For
additional details on updating the FMS position in flight, refer to
page 6-85.
Figure 6--64
POSITION INIT 1/1 -- UPDATE
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FMS Position Update
The pilot updates the FMS to a sensor position, or known position, using
POSITION UPDATE. When POSITION UPDATE is activated, the FMS
position is corrected to the selected position.
Pushing the line select key adjacent to the UPDATE prompt (1R) on the
POS SENSORS pages shown in Figures 6--61, shows the FMS
UPDATE page, that is shown in Figure 6--65. This page shows the
current FMS position (1L), MANUAL prompt (2L), and a SENSOR
prompt (2R).
Figure 6--65
FMS UPDATE 1/1
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Procedure 6--7 uses the manual position UPDATE feature by flying over
a known position. In this example, the FMS position is checked when
the aircraft passes over the ZUN VORTAC.
Step Procedure 6--7 FMS Manual Position Update by
Flyover
1
Select POS SENSORS from the NAV INDEX.
2
Before reaching ZUN, select the UPDATE prompt (1R).
This is shown in Figure 6--66.
Figure 6--66
POS SENSORS 1/1 Page
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--7 FMS Manual Position Update by
Flyover (cont)
3
When the aircraft crosses over the NAVAID, select the
MANUAL prompt (2L). This is shown in Figure 6--67.
Figure 6--67
FMS UPDATE 1/1 Page
DETAILS -- The FMS position is recorded when the MANUAL
prompt is pushed as the aircraft crosses over ZUN. This
recorded position, labeled FREEZE POSITION, is displayed
on the MCDU and shown in Figure 6--68. This is NOT the
current FMS position. It is the FMS position when the manual
prompt was pushed. The FMS continues to update current
aircraft position.
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--7 FMS Manual Position Update by
Flyover (cont)
4
Enter either an identifier or coordinates for the REF WPT.
This is shown in Figure 6--68. For this example, enter ZUN
as the REF WPT.
Figure 6--68
FMS UPDATE 1/1 -- REF WPT
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--7 FMS Manual Position Update by
Flyover (cont)
5
Review difference between the FREEZE POSITION and the
reference position. Select either CLEAR (6L) or ENTER (6R),
as shown in Figure 6--69.
Figure 6--69
FMS UPDATE 1/1 With FREEZE POSITION
DETAILS -- The FMS calculates the difference between ZUN
and the FREEZE POSITION (FMS position when the aircraft
overflew ZUN). Figure 6--69 shows the FMS position was
3.0 NM (1.3 NM South and 2.7 NM West) from ZUN when the
aircraft flew over the NAVAID.
At this point, one of two selections is made. When the ENTER
prompt is pushed, a 3 NM correction is added to the present
FMS position (1.3 NM North and 2.7 NM East). This jumps the
current FMS position (that is constantly changing) 1.3 NM
North and 2.7 NM East. When the CLEAR prompt is selected,
no correction is applied to the FMS position.
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--7 FMS Manual Position Update by
Flyover (cont)
6
For either selection, the FMS shows the current FMS position
on the FMS UPDATE page. This is shown in Figure 6--70.
Figure 6--70
FMS UPDATE 1/1 -- FMS UPDATE
DETAILS -- Any position sensor set to receive an update is
also updated to the new position.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Updating the FMS position to one of the long--range sensors is also
possible, as described in Procedure 6--8. When the FMS position is
invalid, this feature cannot be used to update the FMS position.
Step Procedure 6--8 FMS Position Update to Long--Range
Sensor
1
Select POS SENSORS from the NAV INDEX.
2
Select the UPDATE prompt (1R). This is shown in
Figure 6--71.
Figure 6--71
POS SENSOR 1/1 -- UPDATE
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--8 FMS Position Update to Long--Range
Sensor (cont)
3
Select the SENSOR prompt (2R). This is shown in
Figure 6--72.
Figure 6--72
FMS UPDATE
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--8 FMS Position Update to Long--Range
Sensor (cont)
4
Select the UPDATE prompt (right line selects), shown in
Figure 6--73, for the sensor to be used for updating the FMS.
In this example, IRS 1 (2R) is selected.
Figure 6--73
POS SENSORS 1/1 -- UPDATE (2R)
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--8 FMS Position Update to Long--Range
Sensor (cont)
5
Select ENTER at 6R to update the FMS position or CLEAR
(6L) to reset the update function. This is shown in Figure 6--74.
Following either selection, the FMS UPDATE page, shown
earlier in Figure 6--70, is displayed with the current FMS
position.
Figure 6--74
FMS UPDATE Page
DETAILS -- Any position sensors set to receive an update
are also updated to the new position.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Sensor Status Pages
To check the status of a sensor, push the line select key adjacent to the
STATUS prompt shown in Figure 6--75, for that sensor on the POS
SENSORS page.
Figure 6--75
POS SENSORS 1/1-- Sensor Status
The paragraphs that follow describe the status pages used for each
type of sensor (IRS, GPS). For all sensor types, selecting the POS
SENSORS prompt at the bottom of any STATUS page returns the
display back to the POS SENSORS page from which the sensor status
was accessed. This is shown in Figure 6--75.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
INERTIAL REFERENCE SYSTEM (IRS) STATUS
D
IRS(X) STATUS 1/1 -- Figure 6--76 shows the IRS status page when
the IRS is operating in the NAV mode. Values shown are as follows:
—
—
—
—
—
—
—
IRS Position
Groundspeed
IRS Wind
Drift Rate
Miles from FMS Position
Pitch
Roll.
Figure 6--76
IRS 1 STATUS 1/1
The drift rate, calculated by the FMS, is the difference between the IRS
and FMS position divided by the length of time the IRS has been in the
NAV mode.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When the IRS is in the ALIGN mode, the time to NAV is displayed. This
is shown in Figure 6--77.
Figure 6--77
IRS 1 STATUS 1/1 -- ALIGN
The IRS ALIGN IN MOTION mode is shown in Figure 6--78.
Figure 6--78
IRS 1 STATUS -- ALIGN IN MOTION
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The IRS ALIGN IN MOTION ATT is shown in Figure 6--79.
Figure 6--79
IRS 1 STATUS -- ALIGN IN MOTION ATT
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 6--80 shows the information displayed when the IRS is in the
ATTITUDE mode.
Figure 6--80
IRS 1 STATUS 1/1 -- ATTITUDE
NOTE:
When the IRS is switched to the attitude mode, on the ground
or in flight, the IRS magnetic heading is set to 000_. The
correct magnetic heading must be entered on the STATUS
page for proper navigation and autopilot/flight director
operation. Use the magnetic heading from another, normally
operating heading source, or the standby magnetic compass
for input.
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6-99
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When the IRS is failed, the FAILED message is shown on the IRS
STATUS page, as shown in Figure 6--81.
Figure 6--81
IRS 1 STATUS 1/1 -- FAILED
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
GLOBAL POSITIONING SYSTEM (GPS) STATUS
D
GPS(X) STATUS 1/2 -- Figure 6--82 shows the following information:
—
—
—
—
GPS position
Groundspeed
Altitude (altitude above the earth)
Miles from FMS position.
Figure 6--82
GPS 1 STATUS 1/2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
World Geodetic Survey 1984 (WGS 84)
ICAO recommends all navigation position references are made using
WGS 84, which is the standard used by the GPS system. Most
countries around the world comply with this recommendation. Some
countries where the conversion to WGS 84 have not been carried out
lead to the possibility of navigation inaccuracies. For example, some
countries may be partially compliant, not compliant, or the status of
WGS 84 compliance is unknown. Crews must consult official sources
(e.g., ICAO or the airport improvement program (AIP) of the country
concerned) to determine the current status of airspace in which they
operate.
ICAO maintains the status of WGS--84 compliant countries on the
following website:
http://gis.icao.int/wgs84/
OPERATIONS IN NON--WGS--84 AIRSPACE
Compliance with country--specific requirements relating to the use of
GPS is mandatory. Check the Airplane Flight Manual (AFM) for any
restriction and/or requirements for use of GPS in non--WGS--84
airspace. AFM requirements are controlling and supercede any
conflicting guidance that may exist in this or other documentation.
RNAV approaches are prohibited in non--WGS--84 airspace.
Radio--based (VOR, NDB, etc.) approaches are authorized using GPS
updating provided the underlying NAVAID is tuned and monitored to
ensure aircraft position accuracy relative to the published procedure.
If at anytime during the approach the GPS position does not match the
raw data, the raw data shall be used for navigation. Reference AC
90--108 for additional information.
If the underlying NAVAID is out of service or the onboard radio(s) is
inoperative, the use of RNAV to fly the procedure is not authorized.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
GPS altitude shown is the World Geodetic System 1984 (WGS--84)
height above the ellipsoid (geoid height + height above MSL). The
GPS altitude is not relative to pressure altitude, but is referenced to
an earth--centered earth--fixed (ECEF) coordinate system.
Pressure altitude is not relative to the same reference frame, but
relative to the standard pressure or local pressure settings.
Therefore, significant differences are seen between GPS altitude
and pressure altitude. This concept is shown in Figure 6--83.
Figure 6--83
GPS ALTITUDE
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
GPS(X) STATUS 2/2 -- Figure 6--84 shows the following information:
—
—
—
—
—
—
—
Horizontal integrity limit (HINT)
Vertical integrity limit (VINT)
Horizontal figure of merit (HFOM)
Vertical figure--of--merit (VFOM)
Time (UTC) and date
Operating mode
Satellites tracked.
Figure 6--84
GPS 1 STATUS 2/2
The fifth line shows the operational mode of the GPS. Possible
operational modes are displayed as follows:
—
—
—
—
ACQUISITION
NAVIGATION
COASTING
DIFFERENTIAL.
The acquisition mode is used to acquire satellites after power is applied.
The GPS tracks four satellites to acquire position.
NOTE:
Navigation
6-104
For GPS only with no SBAS capability (Load 21), RAIM
replaces HINT at LSK 1L.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
After being in the navigation mode, altitude aiding is the mode entered
when fewer than four satellites are being tracked. In this mode, the GPS
uses altitude from the air data system (ADS) to aid in determining
position.
NOTE:
When the GPS is operated inside a hangar or other areas
where signals cannot be received, the GPS detects this as a
failure. In this case, cycling the power is necessary to restart
the GPS.
The last line of the GPS STATUS page indicates the number of
satellites being tracked and used by the GPS.
Required Navigation Performance (RNP)
The RNP SETTINGS 1/1 page is shown in Figure 6--85. This page is
accessed from PROGRESS page 2/3 and is used for reviewing and/or
manually changing the RNP value used for each of the different phases
of flight or manual entry. A manual override RNP value is entered on this
page. See Section 7, Required Navigation Performance (RNP), for
greater detail.
Figure 6--85
RNP SETTINGS 1/1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1L -- This line shows the manual override RNP value. When one
does not exist, entry prompts are displayed. Entry of a new RNP
value is permitted. When a manual RNP is entered, it is displayed
in large font as shown in Figure 6--86. When the new RNP value
is greater than the required RNP for the current phase of flight,
a separate confirmation page is given. Entry of DELETE clears
the manual override RNP value.
— 2L, 3L, 1R, 2R, and 3R -- These lines show the default RNP
values for each of the phases of flight in small characters. The
pilot manually enters new RNP values that are displayed in large
characters. Entry of DELETE returns the default value.
— 6R -- This line supplies access to PROGRESS page 2.
Figure 6--86
RNP SETTINGS 1/1 -- MANUAL
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Predictive Receiver Autonomous Integrity Monitor
(RAIM)
In addition to RAIM for current conditions, the GPS receiver predictive
RAIM calculation gives the pilot an indication as to whether the GPS
satellite geometry is satisfactory for approach at the selected or
expected arrival time. YES indicates RAIM is predicted to be within
approach criteria. NO indicates RAIM is predicted to be unacceptable
or unavailable.
The predictive RAIM page is accessed by selecting the PRED RAIM
prompt from any GPS STATUS page. When selected, the
PREDICTIVE RAIM page, shown in Figure 6--87, is displayed.
Figure 6--87
PREDICTIVE RAIM 1/1
The PREDICTIVE RAIM page includes the following information:
D
Predictive RAIM source (1L)
D
Destination RAIM selection (DEST) prompt (1L)
D
Destination identifier -- first line
D
ETA at destination (2L)
D
Destination RNP -- second line
D
Predicted RAIM solution for destination (3L)
D
Pilot--selection (PILOT SEL) prompt (1R)
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Pilot--selected identifier -- first line
D
Pilot--entered time (2R)
D
RNP -- second line
D
Predicted RAIM solution for pilot--defined place (3R)
D
Access to the position sensors (POS SENSORS) prompt (6L)
D
Return access to the GPS status page (RETURN) (6R).
NOTE:
The PREDICTIVE RAIM page does not have the RNP display
for users of Load 21.
The FMS uses the high priority GPS for predictive RAIM. The priority
order for FMS 1 is GPS 1, GPS 2. The priority order for FMS 2 is GPS 2,
GPS 1. When only a single GPS is available, both FMSs use it for
predictive RAIM.
ETA is not enterable in this field, it is required for PREDICTIVE RAIM.
In order for an ETA to be computed, the pilot must enter an ETD on the
flight plan page. The ETD is appended to the origin field in LSK 1L on
either the on--ground FLT PLAN page or the initial FLT PLAN page. ETD
is entered on the FLT PLAN pages as either ORIGIN/ETD or /ETD. ETD
is entered as UTC. ETA is updated on the PREDICTIVE RAIM page
when the ETA from the active flight plan changes by more than
10 minutes.
When the GPS fails or the interface between the FMS and GPS does
not work properly, the FMS shows the message PREDICTIVE RAIM
UNAVAILABLE on the PREDICTIVE RAIM page.
Predictive RAIM is calculated using GPS almanac information. The
almanac within the GPS is automatically updated when the GPS is on
and tracking satellites. The almanac within the GPS is set invalid when
older than 3.5 days. When this occurs, the message ALMANAC
EXPIRED is displayed on the PREDICTIVE RAIM page. The almanac
takes approximately 12--25 minutes to update once the GPS is tracking
satellites. RAIM predictions are not possible with an expired almanac.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Selecting the DEST prompt from the PREDICTIVE RAIM page shows
DESTINATION RAIM 1/2 page. This is shown in Figure 6--88.
Figure 6--88
DESTINATION RAIM 1/2
DESTINATION RAIM page 1/2 includes the following information:
D
Destination identifier (1L)
D
Destination ETA from the active flight plan (1R)
D
Destination RAIM predicted for the ETA (1R)
D
Destination RAIM predicted for ETA--15 minutes (2L)
D
Destination RAIM predicted for ETA--10 minutes (3L)
D
Destination RAIM predicted for ETA--5 minutes (3L)
D
Destination RAIM predicted for ETA+5 minutes (2R)
D
Destination RAIM predicted for ETA+10 minutes (3R)
D
Destination RAIM predicted for ETA+15 minutes (3R)
D
Access to the position sensors (POS SENSORS) prompt (6L)
D
Return access to the PREDICTIVE RAIM (PRED RAIM) page (6R).
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
DESTINATION RAIM page 2/2 supports satellite deselection, as
shown in Figure 6--89. From this page, the pilot selects which GPS
satellites are to be excluded from the DESTINATION RAIM predictions.
The pilot enters the pseudo--random noise (PRN) code for the satellite
scheduled to be out of service according to published GPS NOTAMs.
Figure 6--89
DESTINATION RAIM 2/2
D
2L, 2R, 3L, and 3R -- The satellite PRN is entered on these lines.
Entry of *DELETE* results in the display of dashes. All PRN
numbers are cleared after the aircraft has landed.
NOTE:
Navigation
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Predictive RAIM at DEST is not available without a
defined DEST and ETA for the DEST. An ETD is needed
when predictive RAIM is required before takeoff.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Selecting the PILOT SEL prompt from the PREDICTIVE RAIM page
shows PILOT SELECT RAIM 1/2 page. This is shown in Figure 6--90.
Figure 6--90
PILOT SELECT RAIM 1/2
PILOT SELECT RAIM 1/2 page includes the following information:
D
Identifier (1L)
D
Time (1R)
D
RAIM predicted for the ETA (1R)
D
RAIM predicted for ETA--15 minutes (2L)
D
RAIM predicted for ETA--10 minutes (3L)
D
RAIM predicted for ETA--5 minutes (3L)
D
RAIM predicted for ETA+5 minutes (2R)
D
RAIM predicted for ETA+10 minutes (3R)
D
RAIM predicted for ETA+15 minutes (3R)
D
Access to the position sensors (POS SENSORS) prompt (6L)
D
Return access to the PREDICTIVE RAIM (PRED RAIM) page (6R).
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
PILOT SELECT RAIM 2/2 page supports satellite deselection, as
shown in Figure 6--91. From this page, the pilot selects which GPS
satellites are to be excluded from the PILOT SELECT RAIM
predictions. The pilot enters the PRN code for the satellite scheduled
to be out of service according to published GPS NOTAMs.
Figure 6--91
PILOT SELECT RAIM 2/2
D
2L, 2R, 3L, and 3R -- The satellite PRN is entered on these lines.
Entry of *DELETE* results in the display of dashes. All PRN
numbers are cleared after the aircraft has landed.
While the GPS is computing, the predicted RAIM at the destination or
pilot--selected waypoint, the FMS shows the message COMPUTING
RAIM on the DESTINATION RAIM and PILOT SELECT RAIM pages.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Additional Details About Pseudo Random Noise
(PRN)
GPS satellites are identified by one of two unique numbers, satellite
vehicle number (SVN) or PRN code. The SVN is the permanent
physical identification number assigned to each satellite when
launched. The SVN increments with each launch of a satellite as new
satellites replace older ones. There are only 32 PRN codes available
for use by the GPS satellites in the current GPS constellation.
The PRN is a complex code of 1s and 0s, transmitted by a satellite,
uniquely identifying a satellite in the GPS constellation. The code is
named pseudo--random because it is very long and seems to be a
random sequence. The GPS system is designed for a maximum of
32 unique PRN codes transmitted by satellites within the constellation.
A GPS receiver takes the satellite signal code and correlates it to one
of the known stored 32 PRN codes within the receiver. By correlation
with the satellite transmitted code, the receiver is able to determine
which satellite it is receiving. Knowing this, the GPS receiver is able to
make pseudo--range measurements in determining a given navigation
solution.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
VOR/DME Page
D
VOR/DME(X) X/2 -- Figure 6--92 shows the VOR/DME prompt on
the POS SENSORS page. The VOR and DME data received from
the radio is displayed. Each NAV radio received by the FMS has its
own page. Access to the NOTAM page is at 6R.
Figure 6--92
VOR/DME 1 -- 1/2
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
NOTICES TO AIRMEN (NOTAM)
The pilot prevents the FMS from using a particular VOR and/or DME
station for position computations by using the NOTAM page. Stations
are entered as temporary or permanent. Entries in the temporary
column (up to 3) are deleted after the FMS is powered down (on
completion of the flight). Entries in the permanent column (up to 3) are
stored in FMS memory until removed by pilot--action.
Procedure 6--9 describes how to enter and delete entries from the
NOTAM page.
Step Procedure 6--9 NOTAM Entries
1
Select POS SENSORS from NAV INDEX page 2. Select
VOR/DME (6L) and then NOTAM (6R).
2
Enter the NAVAID identifier into the scratchpad. Push a line
select key under either the permanent or temporary column.
This is shown in Figure 6--93.
Figure 6--93
NOTAM NAVAIDS 1/1
3
Delete an entry by pushing the delete key. *DELETE* is
displayed in the scratchpad. Then push the line select key
adjacent to the NAVAID identifier. An entry is replaced with
another NAVAID without first being deleted.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
SENSORS BEING USED BY THE FMS
Position sensors in use are indicated by the letter U that is shown before
the latitude--longitude position on the POS SENSORS page.
Each FMS tunes the on--side radios. When the FMS is using VOR and
DME data for navigation, a U is displayed in front of the NAVAID
identifier on the VOR/DME page. In Figure 6--92, for example, the FMS
is using FMN and TBS. When an FMS is able to tune the VOR and DME
and the letter T is displayed, the FMS is tuning the station and verifying
the data from the NAVAID before starting to use the station to compute
the aircraft position.
The class of a NAVAID and the aircraft altitude determine when the
FMS tunes and uses a NAVAID for navigation. The class of a NAVAID
is determined by entering the NAVAID identification on the DATA BASE
WPT or PILOT WAYPOINT page. The class of the NAVAID is different
in the FMS than the published class. This is because the FMS database
class is adjusted to a lower class where stations on the same frequency
interfere with each other at the higher class range limits. Table 6--3 lists
the range and altitude limits used in selecting NAVAIDs for use.
Table 6--3
Range and Altitude Limits for VOR/DME
VOR/DME
NAVAID Class
Aircraft Altitude
Lateral Distance
Terminal
 12,000 feet MSL
 40 NM
Low
 18,000 feet MSL
 70 NM
High
N/A
 Lesser of 130 NM or
Line of Sight
Unrestricted
 12,000 feet MSL
 Lesser of 130 NM or
Line of Sight
> 12,000 feet MSL
 Lesser of 200 NM or
Line of Sight
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Position Sensor Deselection
To prevent the FMS from using a sensor for position computations, use
Procedure 6--10.
Step Procedure 6--10 Position Sensor Deselection
1
Select POS SENSORS from the NAV INDEX.
2
Push the delete key (DEL). *DELETE* is displayed in the
scratchpad.
3
Push the left line select key on the SENSOR page next to the
sensor that should no longer be used. DESEL is displayed
adjacent to the sensor identifier and the U is removed adjacent
to the sensor position.
4
To reselect the deleted sensor, push the delete key and
*DELETE* is displayed in the scratchpad.
5
Push the left line select key next to the sensor to be used. The
DESEL adjacent to the sensor identifier is deleted and when
the sensors are valid, a U is displayed adjacent to the sensor
position and the FMS can use the sensor.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
To prevent the FMS from using a VOR/DME radio, use Procedure 6--11.
Step Procedure 6--11 VOR/DME Deselection
1
Select POS SENSORS from the NAV INDEX.
2
Select VOR/DME (6L).
3
Select the desired VOR/DME by using the NEXT/PREV keys.
4
Push the delete key (DEL). *DELETE* is displayed in the
scratchpad.
5
Push one of the left line select keys next to one of the station
identifiers. DESEL is displayed adjacent to the selected
station identifiers. This action is removing the selected radio
(VOR and DME channels) from being used by the FMS.
6
To reselect the deleted radio, push the delete key and
*DELETE* is displayed in the scratchpad.
7
Push one of the left line select keys next to a station identifier.
DESEL is removed from the selected station identifiers and
the FMS can use the radio.
TUNING NAV RADIOS
The last three lines of the PROGRESS page 1, shown in Figure 6--94
of Procedure 6--9, are dedicated to the VOR and DME (NAV) radios.
The currently tuned frequencies and VOR identifiers for those radios
are displayed under the headings NAV 1 and NAV 2.
Tuning the NAV radios through the FMS is possible using the following
three different methods:
1. NAV page
2. Identifier
3. Frequency.
The FMS maintains a Candidates List of up to 30 local NAVAID stations
obtained from the NAV database. The Candidates List contains the
NAVAIDs (of type VOR/DME, VORTAC, noncolocated VOR/DME,
DME, or VOR) closest to the aircraft and within a maximum range of
320 nautical miles of the aircraft. (The term noncolocated VOR/DME
also includes noncolocated VORTACs. The term DME also includes
TACANs.) The Candidates List is sorted such that the closest NAVAID
to the aircraft is first.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FMS assists tuning by showing the 10 closest NAVAIDs from the
Candidates List to the aircraft position.
Tuning a NAV radio to one of the listed NAVAIDs is done by following
Procedure 6--12. While the example is for NAV 1, the procedure applies
to both NAV 1 and NAV 2.
Step Procedure 6--12 NAV Tuning From 10 Closest
Stations
1
Select PROG from the MCDU panel. When Page 1 is not
displayed, select NEXT until it is.
2
Select the NAV 1 (6L) or NAV 2 (6R) prompt at the bottom of
the PROGRESS page, shown in Figure 6--94. In this example,
NAV 1 is selected.
Figure 6--94
PROGRESS 1/3
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--12 NAV Tuning From 10 Closest
Stations (cont)
3
Select the desired station from the 10 closest stations. This is
shown in Figure 6--95. TFD is selected in this example.
Figure 6--95
NAV 1 -- 1/1
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--12 NAV Tuning From 10 Closest
Stations (cont)
4
The PROGRESS page, shown in Figure 6--96, is displayed
with TFD tuned.
Figure 6--96
PROGRESS 1/3 -- TFD
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Tune the NAV radios using the station identifier by following
Procedure 6--13.
Step Procedure 6--13 NAV Tuning by Identifier
1
Select PROG from the MCDU panel. When Page 1 is not
displayed, select NEXT until it is.
2
Enter the station identifier into the scratchpad.
3
Push the line select key adjacent to NAV 1 (5L) or NAV 2
(5R).
4
The FMS tunes the NAV radio and shows the identifier and
frequency on the PROGRESS page.
Tune a NAV radio by frequency following Procedure 6--14.
Step Procedure 6--14 NAV Tuning by Frequency
1
Select PROG from the MCDU panel. When Page 1 is not
displayed, select NEXT until it is.
2
Enter the frequency into the scratchpad.
3
Push the line select key adjacent to NAV 1 (5L) or NAV 2
(5R).
4
The FMS tunes the radio to the entered frequency and
searches the Candidates List of local NAVAIDs. When no
match is found, the FMS then searches the NAVAIDs listed in
the flight plan (e.g., ILS). The frequency and identifier of the
first matching NAVAID is displayed on the PROGRESS page.
When no matches are identified, the identifier field remains
dashed.
The FMS does not use ILS LOC/GS data for position computations.
When a DME is associated with an ILS, the FMS uses it in position
computation.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Autotune
The tuning mode is in autotune when the FMS is tuning the VOR. To
select autotune, follow Procedure 6--15.
In autotuning, the FMS automatically selects a NAVAID, tunes it, and
checks the data from the NAVAID. No pilot--interaction is required.
During autotuning, the FMS tunes the VOR the pilot would most likely
tune when possible. When the VOR is required for navigation, the FMS
tunes the VOR so the most optimum VOR/DME position is established.
The FMS autotunes the localizer frequency for localizer--based
approaches. For localizer autotuning, frequency confirmation from the
NAV receiver is performed, but the data is not checked by the FMS. The
pilot must rely on the primary instrument flags to determine the validity
of the signals.
Step Procedure 6--15 NAV Tuning by Selecting
Autotune
1
Confirm that the VOR radio is not selected as the navigation
source on either side EDS. This includes the VOR mode, ILS
mode, or preview mode.
2
Confirm that the VOR radio is in the manual tune mode.
3
Select PROG from the MCDU panel.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--15 NAV Tuning by Selecting
Autotune (cont)
4
Use the DEL key to enter *DELETE* into the scratchpad, as
shown in Figure 6--97.
Figure 6--97
PROGRESS 1/3 -- DELETE
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--15 NAV Tuning by Selecting
Autotune (cont)
5
Line select to LSK 5L or LSK 5R on the RADIO TUNING or
PROGRESS page. The FMS switches to autotuning mode, as
shown in Figure 6--98.
Figure 6--98
PROGRESS 1/3 -- AUTOTUNE
NAV Tuning
Autotune is indicated by the magenta NAV active frequency on the PFD
and green FMS AUTO on the adjacent field to the active NAV frequency
on the MCDU RADIO page.
When VOR or LOC is selected as the navigation source on EDS with
autotuning active, autotuning ceases and manual tune is shown on the
PFD active NAV frequency in green. FMS AUTO is removed from the
MCDU RADIO page.
With autotuning active, when Preview is selected, autotuning
discontinues. However the PFD and MCDU RADIO pages continue to
indicate autotune. When Preview is deselected, autotuning resumes.
In Preview mode, the FMS automatically tunes the ILS specified in the
arrival procedure when either the aircraft sequences onto an active ILS
approach procedure leg or the aircraft is within 30 NM of the destination
runway. This is indicated by the PFD active NAV frequency shown in
green and FMS AUTO removed from the MCDU RADIO page.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Manual Tuning
The tuning mode is manual when the pilot has tuned the NAV radios
through the FMS or from another radio tuning source. The FMS does
not make changes to the frequency the pilot has selected. Radio tune
sources are the PFD, RADIO page on the MCDU and the PROGRESS
page.
When the FMS is not in DUAL mode, the FMS cannot tune the VOR or
associated DME channel. Tuning is done by the pilot through:
D
The radio tune sources on the PFD, MCDU radio page
D
The on--side NAV radio, FMS PROGRESS page.
Therefore, when NOT in DUAL, the off--side NAV radio cannot be tuned
by the PROGRESS page. The FMS still tunes the blind channels of the
scanning DME during this mode.
CONVERSION
The CONVERSION pages enables the pilot to convert between
commonly used units. The first two pages generate conversion
between English and metric units. The third page generates
weight/volume conversions. The last page supports QFE/QNH
conversions.
D
CONVERSION 1/4 -- Figure 6--99 shows conversion between
English and metric units for length, weight, and volume.
Figure 6--99
CONVERSION 1/4
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 1L -- Entry of feet on this line results in a display of the equivalent
meters at 1R.
— 1R -- Entry of meters on this line results in a display of the
equivalent flight level (FL) and feet at 1L, as shown in
Figure 6--100. Note that in some locations of the world, the
metric altitude assigned by ATC does not round to the nearest
FL. The FMS has been designed to accommodate these
conditions.
NOTE:
Pilot responsibility is to verify the FL shown by the FMS
agrees with the metric altitude conversions shown on
en route navigation charts.
Figure 6--100
CONVERSION 1/4 -- METERS
— 2L and 2R -- Entry of pounds or kilograms results in a display of
the equivalent weight in the opposite unit.
— 3L and 3R -- Entry of gallons or liters results in a display of the
equivalent weight in the opposite unit.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
CONVERSION 2/4 -- Figure 6--101 shows conversion between
English and metric units for temperature, velocity, and distance.
Figure 6--101
CONVERSION 2/4
— 1L and 1R -- Entry of temperature on this line results in a display
of the equivalent temperature in the opposite unit.
— 2L and 2R -- Entry of knots or meters per second on this line
results in a display of the equivalent velocity in the opposite unit.
— 3L and 3R -- Entry of nautical miles or kilometers on this line
results in a display of the equivalent distance in the opposite unit.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
CONVERSION 3/4 -- Figure 6--102 shows conversion between
English and metric units for weights and volumes. The conversion
is based on a specific weight shown on the page. The specific weight
is changed by the pilot.
Figure 6--102
CONVERSION 3/4
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Entry of pounds, kilograms, gallons, or liters results in display of the
remaining parameters. Figure 6--103 is an example with an entry of
10,000 pounds.
Figure 6--103
CONVERSION 3/4 -- 10K
— 1L -- Entry of pounds on this line results in a display of the
equivalent gallons (2L), kilograms (1R), and liters (2R). The
conversion is based on the specific weights shown at 3L and 3R.
— 1R -- Entry of kilograms on this line results in a display of the
equivalent gallons (2L), pounds (1L), and liters (2R). The
conversion is based on the specific weights shown at 3L and 3R.
— 2L -- Entry of gallons on this line results in a display of the
equivalent pounds (1L), kilograms (1R), and liters (2R). The
conversion is based on the specific weights shown at 3L and 3R.
— 2R -- Entry of liters on this line results in a display of the
equivalent pounds (1L), kilograms (1R), and gallons (2L). The
conversion is based on the specific weights shown at 3L and 3R.
— 3L and 3R -- These lines show the specific weight (pounds per
gallon and kilograms per liter) to be used for the conversion.
Pilot--entry of specific weight is permitted. The value is retained
in memory and is not lost following shut down of the FMS. See
Section 11, Multifunction Control Display Unit (MCDU) Entry
Format, for entry ranges and format.
Navigation
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Figure 6--104 shows the variation of the specific weight of fuel as
temperature varies.
Figure 6--104
Average Specific Weight Variation of
Aviation Fuels and Lubricants
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
CONVERSION 4/4 -- Figure 6--105 shows the QFE--QNH
conversion page. This page is designed to support QFE/QNH
conversions and compute conversions between barometric
altimeter units.
Figure 6--105
CONVERSION 4/4
QNH altimeter settings result in the altimeter showing the aircraft
altitude above mean sea level based on the local station pressure.
When an altimeter is set to QFE, the aircraft altitude is shown above
a station. With the altimeter set to QFE and the aircraft on the
ground, the altimeter shows zero ( 0 ). Inflight QFE gives height
above ground level (without consideration for nonstandard
temperature).
Navigation
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Assuming an elevation exists at 1R, entry of a QNH or QFE (in any
unit) results in the display of the remaining parameters.
Figure 6--106 is an example with a QNH entry of 29.92. When an
elevation does not exist, the FMS is unable to convert to the
QFE/QNH altimeter setting. Under this condition, the FMS
computes and shows the equivalent unit(s) for the entered altimeter
setting.
Figure 6--106
CONVERSION 4/4 -- 29.92
— 1R -- This line is used for entering the airport elevation. The
default elevation is the destination elevation in the active flight
plan. When an approach is selected, the runway elevation is
used as the default. Pilot--entry of elevation is permitted.
Entering *DELETE* returns the default elevation. QFE/QNH
conversions require an elevation. Elevation must be entered in
feet.
— 2R -- Entry of QNH in inches of mercury on this line results in the
display of the equivalent QNH in millibars/hectopascals (3R) and
millimeters (4R). When an elevation exists at 1R, the FMS
computes and shows the equivalent QFE in inches of mercury
(2L), millibars/hectopascals (3L), and millimeters (4L). Entering
*DELETE* returns the default of dashes.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 3R -- Entry of QNH in millibars/hectopascals on this line results
in the display of the equivalent QNH in inches of mercury (2R)
and millimeters (4R). When an elevation exists at 1R, the FMS
computes and shows the equivalent QFE in inches of mercury
(2L), millibars/hectopascals (3L), and millimeters (4L). Entering
*DELETE* returns the default of dashes.
— 4R -- Entry of QNH in millimeters on this line results in the display
of the equivalent QNH in inches of mercury (2R) and
millibars/hectopascals (3R). When an elevation exists at 1R, the
FMS computes and shows the equivalent QFE in inches of
mercury (2L), millibars/hectopascals (3L), and millimeters (4L).
Entering *DELETE* returns the default of dashes.
— 2L -- Entry of QFE in inches of mercury on this line results in the
display of the equivalent QFE in millibars/hectopascals (3L) and
millimeters (4L). When an elevation exists at 1R, the FMS
computes and shows the equivalent QNH in inches of mercury
(2R), millibars/hectopascals (3R), and millimeters (4R). Entering
*DELETE* returns the default of dashes.
— 3L -- Entry of QFE in millibars/hectopascals on this line results
in the display of the equivalent QFE in inches of mercury (2L) and
millimeters (4L). When an elevation exists at 1R, the FMS
computes and shows the equivalent QNH in inches of mercury
(2R), millibars/hectopascals (3R), and millimeters (4R). Entering
*DELETE* returns the default of dashes.
— 4L -- Entry of QFE in millimeters on this line results in the display
of the equivalent QFE in inches of mercury (2L) and
millibars/hectopascals (3L). When an elevation exists at 1R, the
FMS computes and shows the equivalent QNH in inches of
mercury (2R), millibars/hectopascals (3R), and millimeters (4R).
Entering *DELETE* returns the default of dashes.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
HIGH LATITUDE FLYING
The following paragraphs describe flying at high latitudes.
Polar Region: IRS Equipped Aircraft
Entering the polar region (above 89_ N or below 89_ S) results in the
message ENTERING POLAR REGION being shown. When entering
the polar region, the FMS uses the highest priority sensor for
navigation. Sensor blending is suspended and the FMS position is
slowly ramped to the position of the highest priority sensor. Under
normal circumstances, FMS 1 uses IRS 1 and FMS 2 uses IRS 2. When
the highest priority sensor has failed, the next priority sensor is used.
The POS SENSORS page indicates which sensor is being used.
Under normal operations, the on--side IRS is used as the heading
source by EDS (IRS 1 for the pilot and IRS 2 for the copilot). When the
EDS and FMS are using the same IRS, the EDS shows a 180_ reversal
at the same time the FMS crosses the pole.
When leaving the region (below 88_ N or above 88_ S), the message
EXITING POLAR REGION is displayed. The FMS resumes sensor
blending and slowly ramps from the high priority sensor position to the
blended sensor position.
The plan mode for the EDS map display is not useful while at or near
the pole. The information presented is correct, but the presentation is
not useful because the plan mode is presented North up. When at the
North pole for example, everything is South. Therefore, the plan mode
must not be used during operations at or near either pole. Instead, use
the regular map mode.
While flying in the polar region, the FMS uses TRUE heading instead
of MAG heading for radio navigation. For more information on switching
between MAG and TRUE heading, see page 6-163.
Correctly flown holding patterns are possible while in the polar region.
However, the EDS airplane symbol does not always show on the
holding pattern. The display error is more pronounced the further away
the aircraft is from the holding fix and/or the closer the aircraft is to the
pole. When a holding pattern is hand flown in the polar region, the HSI
presentation must be used for required track and deviation.
Since the FMS uses the highest priority IRS (GPS when no IRS is
available) and the IRS position cannot be updated, manual FMS
position update is not permitted in the polar region.
During operations in the polar region, FMS lateral offset is inhibited. Any
entered lateral offset is removed when entering the polar region.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
PATTERNS
The PATTERNS page is accessed through the NAV INDEX page. The
procedures for selecting and defining all patterns are similar. In addition
to the pilot--defined patterns, some procedures, such as approach
procedures, contain patterns. These database patterns are added to
the flight plan when activating the approach procedure.
Pattern Definition
Figure 6--107 shows each pattern type. Procedures for using each
pattern type are contained in this guide. The following patterns, along
with page numbers for more detailed information, are available in the
FMS:
D
HOLD (page 6-138)
D
PROCEDURE TURN (page 6-153)
D
FLYOVER (page 6-156).
Figure 6--107
Pattern Formats
Navigation
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Pattern Review
Patterns activated into the flight plan are reviewed at any time. This is
performed by selecting the PATTERNS prompt at 3L, shown in
Figure 6--108 and then selecting REVIEW (6L). The pilot reviews all
patterns of all types in the applicable flight plan.
Figure 6--108
NAV INDEX 2/2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Holding Pattern
The HOLDING PATTERN page is used to define and review holding
patterns. Holding quadrant, inbound course, turn direction, and leg
length or time of the inbound leg of a holding pattern is defined on the
HOLDING PATTERN page. Figure 6--109 shows a typical holding
pattern.
Figure 6--109
Typical Holding Pattern
The holding pattern entry type is based on the geometry shown in
Figure 6--110.
Figure 6--110
Entry Geometry
Navigation
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DEFINING A HOLDING PATTERN
A holding pattern is defined and reviewed by following Procedure 6--16.
Step Procedure 6--16 Holding Pattern Definition
and Review
1
Select the HOLD prompt from the NAV INDEX. When there
is no HOLD in the flight plan, *HOLD* is automatically placed
in the scratchpad. Otherwise, select NEW HOLD in 6L. This
is shown in Figure 6--111. An alternative is to select
PATTERNS from the NAV INDEX.
Figure 6--111
NAV INDEX 1/2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--16 Holding Pattern Definition
and Review (cont)
2
Push the line select key adjacent to the desired holding fix
waypoint. This is shown in Figure 6--112. In this example,
MCW (2L) is selected.
Figure 6--112
ACTIVE FLT PLAN 6/9
Navigation
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Step Procedure 6--16 Holding Pattern Definition
and Review (cont)
3
Review the default holding pattern definition. This is shown in
Figure 6--113. When no changes are required, go to Step 10.
Make changes, as necessary, using the required steps.
Figure 6--113
HOLDING PATTERN 1/1
DETAILS -- The default holding is a standard holding
pattern at the designated holding fix with the inbound
course set to the flight plan course into the holding fix. Leg
times are defaulted to 1 minute below 14,000 feet and
1.5 minutes at or above 14,000 feet.
4
Enter any inbound course and/or turn direction and push line
select 3L. The entry is made by entering the course followed
by a slash ( / ) and then an L or R into the scratchpad. For
changes only the inbound course, enter the course into the
scratchpad. For changes only to the turn direction, enter a
slash ( / ) followed by an L or R.
NOTE: Entries are inhibited 1 minute prior to holding.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--16 Holding Pattern Definition
and Review (cont)
5
Review the holding quadrant and entry procedure. Holding
quadrant entry is not required nor recommended. The FMS
displays the holding quadrant based on the inbound course
entered by the pilot. No entries are permitted for the entry
procedure.
DETAILS -- Holding quadrant is entered by the pilot. When this
occurs, the FMS sets the inbound course to the cardinal
heading associated with the entered quadrant. This
overwrites any pilot--entered inbound course. Thus,
pilot--entry is not recommended for holding quadrant.
Possible entries for the quadrant are as follows:
Quadrant Inbound Course
N
(180_)
NE
(225_)
E
(270_)
SE
(315_)
S
(000_)
SW
(045_)
W
(090_)
NW
(135_)
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--16 Holding Pattern Definition
and Review (cont)
6
The FMS displays a speed for holding at 1R on the HOLDING
PATTERN page, as shown in Figure 6--114. When FULL
PERF is active, the speed from the aircraft database (when
available) is displayed. Otherwise, the predicted maximum
endurance speed is shown. For PILOT SPD/FF or CURRENT
GS/FF, the speed is the predicted speed at the waypoint from
the flight plan. When a flight plan speed is not available, a
default of 200 knots is displayed.
Figure 6--114
HOLDING PATTERN 1/1 Page
7
Enter leg time (2R) or distance (3R). When a leg time is
entered, the FMS computes the leg distance. When a
distance is entered, time is computed. The FMS computation
of leg time and distance use a groundspeed of 200 KTS for
holding patterns above/below 14,000 feet. Leg time defaults
to 1.5 minutes at or above 14,000 feet and 1 minute below
14,000 feet.
8
Enter EFC time (ZULU time) at 4R. When a valid Hold EFC
time is inserted and activated, all time and fuel predictions for
waypoints beyond the hold are based on remaining in the hold
until the expected clearance time has elapsed.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--16 Holding Pattern Definition
and Review (cont)
9
Select the ACTIVATE (6R) or the CLEAR (6L) prompt. This
is shown in Figure 6--115. ACTIVATE is selected in this
example.
Figure 6--115
HOLDING PATTERN 1/1 -- ACTIVATE
DETAILS -- When CLEAR is selected, FLIGHT PLAN page 1
is displayed.
When ACTIVATE is selected, the holding pattern is entered
into the MOD flight plan and is then canceled or activated.
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Step Procedure 6--16 Holding Pattern Definition
and Review (cont)
10
Confirm placement of holding pattern in the flight plan. This is
annunciated by the reverse video letter H next to the holding
fix on the ACTIVE FLT PLAN page. This is shown in
Figure 6--116. Parallel and Teardrop hold entry patterns are
shown on the MFD when the next HOLD is on the active or
subsequent leg in the flight plan. This feature is controlled by
APM.
Figure 6--116
ACTIVE FLT PLAN 5/8
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
SELECT HOLD
The SELECT HOLD page is automatically displayed when the selected
waypoint to perform a hold has at least one hold definition entry in the
navigation database. It permits the flight crew to choose the hold NDB
values or to use the default hold values. The RNP field contains the
RNP value that is used while in the hold. This should not be confused
with RNP hold patterns which are not supported in this current software.
The RNP value is not populated in any NDB, therefore, the default RNP
value is used in the hold when the NDB hold values are selected. No
entries are permitted on this page.
Figure 6--117 shows the SELECT HOLD page.
Figure 6--117
SELECT HOLD Page
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HOLDING AT PRESENT POSITION
Procedure 6--17 describes holding at present position. Refer to
Procedure 6--16, page 6-139, for basic holding pattern definition. HOLD
entry patterns are displayed for both the PFD ARC and MFD Map
displays when the holds are computed with a parallel entry or teardrop
entry.
Step Procedure 6--17 Holding at Present Position
1
Select the HOLD prompt from the NAV INDEX. *HOLD* is
placed in the scratchpad. An alternative is to select
PATTERNS from the NAV INDEX.
2
Push the line select key (1L) of the FROM waypoint (first
waypoint on the first page of the ACTIVE FLT PLAN).
3
The HOLDING PATTERN page with *PPOS (present
position) as the holding fix is displayed. Make any necessary
changes.
Holding at the present position is only done when LNAV is
captured and the crosstrack error is less than 0.25 NM.
4
Select INSERT (6R) or CANCEL (6L).
DELETING A HOLDING PATTERN
Once a holding pattern has been defined and activated, deleting the
holding pattern is possible before crossing the holding fix. This is
performed by deleting the pattern from the ACTIVE FLIGHT PLAN
page or from the HOLDING PATTERN page.
Delete the holding pattern from the ACTIVE FLT PLAN page by
following Procedure 6--18.
Step Procedure 6--18 Deleting a Holding Pattern From the
Active Flight Plan Pages
1
Display the active flight plan page showing the holding fix
waypoint.
2
Push the delete key. *DELETE* is displayed in the scratchpad.
3
Push the line select key to the left of the waypoint with reverse
video of H. This deletes the HOLD but not the waypoint. A
second *DELETE* deletes the waypoint.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Refer to Procedure 6--19 for deleting holding pattern from the
HOLDING PATTERN page.
Step Procedure 6--19 Deleting a Holding Pattern From the
Holding Pattern Page
1
Display the HOLDING PATTERN page. Refer to
Procedure 6--17 on page 6-147.
2
Select the DELETE prompt at 6R. This is shown in
Figure 6--118.
Figure 6--118
HOLDING PATTERN 1/1 -- DELETE
3
Return to the Active Flight Plan page and activate any
changes.
Navigation
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EXITING A HOLDING PATTERN
The EXIT prompt is used to exit the holding pattern. This prompt is
displayed on the ACTIVE FLT PLAN page.
One minute before initial arrival at the holding fix, the ACTIVE FLT
PLAN page shows the EXIT prompt. This is shown in Figure 6--119.
When selected before the holding fix is crossed, the holding pattern is
deleted from the flight plan.
Figure 6--119
ACTIVE FLT PLAN 1/3
After crossing the holding fix, when the EXIT prompt is selected, the
aircraft turns back to the holding fix, crosses the fix, and continues with
the flight plan. Similarly, when the operator deletes the HOLD after
crossing the holding fix, the aircraft exits the hold in the same manner
as when the EXIT prompt had been selected.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Once the FMS starts holding at the fix and the EXIT prompt has been
selected, the prompt is changed to RESUME HOLD on the ACTIVE
FLT PLAN. This is shown in Figure 6--120. When RESUME HOLD is
selected, the FMS resumes the holding pattern.
Figure 6--120
ACTIVE FLT PLAN 1/3 -- RESUME HOLD
HOLDING PATTERN SIZE
The FMS has been designed to keep the aircraft within protected
airspace during holding patterns. When the aircraft approaches a
holding pattern at a groundspeed that results in the aircraft exceeding
protected airspace, the scratchpad message HIGH HOLDING GRD
SPD is displayed 30 seconds before the aircraft crosses the holding fix.
When this message is displayed, the groundspeed must be reduced
and the aircraft position, relative to the holding pattern, must be
monitored. When the high groundspeed is maintained, the aircraft can
overshoot the outbound leg and possibly exceed protected airspace.
HOLDING PATTERN COURSE REVERSAL
Holding patterns that are part of the approach transition are used to
reverse course and align the aircraft near the final approach course.
These procedures are only available from approaches in the navigation
database. This is similar to the procedure turn described on page 6-151.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The procedure is to exit after entering the holding pattern. For both
teardrop and parallel entries, the FMS automatically changes to exit
hold at the beginning of the entry. For direct entries, the FMS
automatically changes to exit hold at the turn inbound to the hold fix. In
both cases, the pilot resumes holding at any time before exiting the
holding pattern. When holding is resumed, exiting the holding pattern
requires pilot--action.
PROCEDURE TURN COURSE REVERSAL
Procedure turns are used to reverse course during an approach. A
procedure turn is only available from approaches in the
navigation database. Using this data, the FMS constructs the
procedure turn with an outbound leg, a turn out leg, an arc leg, and an
inbound leg. This is shown in Figure 6--121. Only the outbound leg and
the procedure turn (PT) angle are adjustable.
Figure 6--121
Typical Procedure Turn
In the example, shown in Figure 6--122, the ILS Runway 5 at KHOT
approach transition contains a procedure turn that begins at HOT VOR.
The procedure turn begins with an outbound leg starting at the initial
approach fix (IAF) HOSSY.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
2
-
&
4
2
Figure 6--122
Hot Springs, AR ILS Rwy 5
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Procedure Turn
The FMS shows the ACTIVE FLT PLAN page with a P in reverse video
next to HOSSY. This is shown in Figure 6--123. In addition, the
procedure turn consists of HOSSY and the next two waypoints in the
active flight plan.
Figure 6--123
ACTIVE FLT PLAN 3/4
The FMS has been designed to keep the aircraft within protected
airspace during procedure turns. When the aircraft approaches the
procedure turn at a groundspeed that results in the aircraft exceeding
protected airspace, the scratchpad message HIGH PCDR TURN GRD
SPD is displayed 1 minute before the aircraft crosses the fix.
When this message is displayed, the groundspeed must be reduced
and the aircraft position, relative to the procedure turn, must be
monitored. When the high groundspeed is maintained, the aircraft can
overshoot the turn inbound and possibly exceed protected airspace.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
While flying the procedure turn, PROCEDURE TURN is displayed at 1L
on the ACTIVE FLIGHT PLAN page. A TURN prompt is displayed at
6L while the aircraft is on the outbound leg. This is shown in
Figure 6--124. The TURN prompt is selected to immediately begin the
turn out.
Figure 6--124
ACTIVE FLT PLAN 1/2
Once the procedure turn has started, the active waypoint is *INT01.
This remains the active waypoint until *INT01 is overflown on the way
back to the FAF. In this example, the *INTXX waypoint (XX represents
a number to distinguish from other *INTXX waypoints) is assigned the
number 01 by the FMS.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
DEFINING A PROCEDURE TURN
Selecting the PCDR TURN prompt on the PATTERNS page shows the
PROCEDURE TURN page. This is shown in Figure 6--125. The
procedure turn fix is displayed at 1L, the boundary distance at 1R, and
the inbound course at 3L. No changes to this data are permitted. The
outbound leg length defined by distance (3R) or time (2R) and
procedure turn angle (2L) can be changed. The outbound leg from
HOSSY has a 3.5 NM default leg length while the default procedure turn
angle is L45_.
Figure 6--125
PROCEDURE TURN 1/1
The default turn angle is changed from the PROCEDURE TURN page.
Enter an angle between 20_ and 90_, prefixed with either an L (left) or
R (right) that specifies the turn out direction. The outbound leg is also
changed by either specifying the outbound time (OUTBD TIME) in
minutes or outbound distance (OUTBD DIST) in nautical miles. The
controlling entry is in large capital letters. When time is specified, the
distance is calculated based on a groundspeed at the procedure turn
fix. The groundspeed used when further away than a minute to the
procedure turn fix is 210 knots. When within 1 minute of the fix, the
current groundspeed is used.
After changing any of the parameters, the ACTIVATE prompt at 6R is
displayed. Select this prompt to redefine the procedure turn.
When the procedure turn is predicted to exceed the boundary distance,
the outbound leg and the turn angle are displayed in reverse video. The
procedure turn is still defined with these values.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
DELETING A PROCEDURE TURN
Select *DELETE* from the scratchpad to waypoint that has the reverse
video P. The procedure turn is deleted including the following two
waypoints, but not the waypoint selected. *DELETE* cannot be
selected to either of the following two waypoints of a procedure turn. An
INVALID DELETE message is displayed when an attempt is made to
delete these waypoints.
EXITING A PROCEDURE TURN
The procedure turn is flown automatically by the FMS and requires no
manual exit. It is manually terminated while flying the procedure turn by
selecting *DELETE* to either the PROCEDURE TURN header at 1L or
the *INTXX waypoint at 2L. The inbound leg is made active and
captured. The aircraft turns inbound according to the procedure turn
direction. This process does not ensure compliance with procedure turn
rules, but does give a manual procedure for turning inbound when
requested by ATC.
Flyover Pattern
Under normal circumstances, the FMS begins a turn before reaching
the waypoint (i.e., the aircraft is turned inside the waypoint). In some
cases, the requirement is to proceed to the waypoint before
commencing the turn. This is done by using the flyover pattern feature
of the FMS. In many cases, flyovers are entered in the flight plan
automatically when required from database procedures.
DEFINING A FLYOVER
Unlike holding patterns, no pilot--entered options are required for
flyovers. Therefore, FLYOVER PATTERN has no dedicated page.
Follow Procedure 6--20 to define a flyover.
Step
Procedure 6--20 Flyover Pattern Definition
1
Select PATTERNS from the NAV INDEX (Page 2).
2
Select PATTERN prompt at 6L. As an alternative,
PATTERNS is selected from the NAV INDEX (page 2).
3
Select the FLYOVER prompt at 2L. This action places
*FLYOVER* in the scratchpad.
4
Push the left line select key adjacent to the desired flyover
pattern fix waypoint. The flyover is displayed in the modified
flight plan as a reverse video F adjacent to the course flown
to the waypoint. Activate and the aircraft flies to the waypoint
before the turn is started.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
DELETING A FLYOVER
Select *DELETE* from the scratchpad to delete the flyover. This
creates a MOD FLT PLAN. After the changes have been reviewed,
select ACTIVATE at 6R to return to the ACTIVE FLT PLAN. Only the
flyover is deleted, not the waypoint. A second delete is used to delete
the waypoint.
EXITING A FLYOVER
There are no exit procedures. Either delete the flyover or the flight plan
is changed to eliminate the flyover waypoint.
Multiple Patterns
Multiple patterns are possible in any given flight plan. Multiple patterns
are also possible on a given waypoint. Refer to Table 6--4 for the
possible combinations.
Table 6--4
Multiple Patterns
Pattern Name
HOLDING
FLYOVER
PROCEDURE TURN
ARC TURN
Additional Pattern Permitted
NONE
NONE
HOLDING, FLYOVER
HOLDING, FLYOVER
When multiple patterns exist at a waypoint, the order to delete is:
D
FLYOVER
D
HOLD.
When a HOLD is defined on a waypoint with a FLYOVER, the
FLYOVER is automatically deleted.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
MAINTENANCE
The MAINTENANCE pages are used to verify the selected and active
dual system modes, list failed sensors, and select true or magnetic
mode for the FMS.
Operating Modes
The pilot cannot manually select the operating configuration of the
FMSs as this is automatically selected.
There are three configuration modes for those installations having
two FMSs.
1. Dual -- The active flight plan, performance entries, pilot--defined
waypoints, stored flight plans, and offside radio tuning commands
are transferred to the other FMSs automatically (no pilot--action
required).
2. Independent -- Only off--side radio tuning commands are
transferred to the other FMSs automatically.
3. Single -- No data is transferred between FMSs.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
In all operating modes, position calculation is always independent in
each FMS. Table 6--5 lists the requirements necessary for each
operating mode. The FMS defaults to the SINGLE mode when the
requirements for the DUAL or INDEPENDENT modes cannot be met.
Table 6--5
Operating Mode Requirements
Requirement
Dual
Independent
FMS software version identical
X
X
Navigation database and cycle
identical
X
Custom database identical
X
FMS positions within 10 NM
X
APM configuration settings
identical
X
Master/Slave status identified by
each FMS
X
Single
X
OPERATIONAL MODES
The FMS redundancy management software assigns the FMS
operating mode as either DUAL, Independent or SINGLE. The active
operating mode and resultant data transfers, including radio tuning, for
the FMSs are determined using the normal operating modes.
The master/slave relationship of the FMS is determined by which side
is coupled. The coupled side is the master while the other is the slave.
The new slave then synchronizes the flight plan and performance
initialization with the master. When the custom databases do not
match, the pilot must transfer the custom database before going to
dual.
Also noted, the FMS operating in the single system mode does not
receive performance initialization data from the other FMSs.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
MAINTENANCE 1/3 -- Figure 6--126 is dedicated to showing the
operating group. In Figure 6--126, the active mode is DUAL, and the
selected mode is DUAL.
Figure 6--126
FMS 1 MAINTENANCE 1/3
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Failed Sensors
D
MAINTENANCE 2/3 -- Figure 6--127 shows the currently failed
sensors as determined by the FMS.
Figure 6--127
FMS 1 MAINTENANCE 2/3
The SETUP prompt (6L) is used to access the setup pages. Refer to
FMS Setup Pages, page 6-165, for further details on this function.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The SENSOR HISTORY prompt (6R) is used to show a list of sensors
having failed sometime after takeoff during the current flight, but are not
failed at the present time. Figure 6--128 shows the SENSOR HISTORY
page.
Figure 6--128
SENSOR HISTORY 1/1
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
True/Magnetic Selection
D
MAINTENANCE 3/3 -- Dedication to selecting true or magnetic
headings for the FMS and the horizontal situation indicator (HSI)
heading display is shown in Figure 6--129. When TRUE is the active
mode, all courses and headings displayed by the FMS are followed
by the letter T. When MAG is the active mode, all courses and
headings shown by the FMS are followed by a degree symbol (_) on
the FMS pages.
Figure 6--129
FMS 1 MAINTENANCE 3/3
The active mode also reflects how courses are displayed on the HSI.
When the FMS is selected as the navigation source for the HSI, the
course shown by the FMS is relative to the mode shown for the ACTIVE
HDG MODE on this page.
The pilot toggles between magnetic and true by pushing the line select
key at 2R.
The RETURN TO SERVICE page is directly accessed by pushing the
line select key at 6L. Refer to page 6-164 for additional details.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Return to Service
FMS software identification and configuration information is given for
display only, as shown in Figure 6--130. The functional software
identifier and FMS software version are displayed on this page.
Aircraft configuration data is shown in hexadecimal characters. The
least significant configuration byte starts at the upper left line. This page
gives verifiable identification for an FMS being returned to aircraft
service.
Figure 6--130
RETURN TO SERVICE 1/1
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FMS Setup Pages
The FMS contains setup pages for configuring operational options. The
setup pages are accessible from MAINTENANCE page 2 using line
select 6L, as described in Procedure 6--21. From this index page, the
various setup pages are selected.
Step Procedure 6--21 FMS Setup Page Access
1
Select MAINTENANCE from the NAV INDEX (page 2).
2
Push the NEXT key to select page 2.
3
Select SETUP prompt at 6L. This is shown in Figure 6--131.
Figure 6--131
FMS 1 MAINTENANCE 2/3 Page
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--21 FMS Setup Page Access (cont)
4
The FMS SETUP page, shown in Figure 6--132, is
displayed. Selectable options are as follows:
D
1R -- FLIGHT CONFIG (refer to page 6-167)
D
2R -- ENGR DATA (refer to page 6-172).
Figure 6--132
FMS SETUP 1/1
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FLIGHT CONFIGURATION
Flight configuration is used to set many operating conditions of the
FMS. FLIGHT CONFIG is accessed from the FMS SETUP line
select 1R. For details regarding flight configuration setup, refer to
Procedure 6--22.
Step Procedure 6--22 Flight Configuration Setup
1
Select FLIGHT CONFIG (1R) from the FMS SETUP page.
Refer to Procedure 6--21, page 6-165.
2
Review the current configuration shown in Figure 6--133.
Make changes, as necessary, using the required steps.
Figure 6--133
FLIGHT CONFIG 1/2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--22 Flight Configuration Setup (cont)
3
Set the BANK FACTOR. Enter desired bank factor into the
scratchpad and line select 1L. The BANK FACTOR entry is
used to set bank limits. The default is 15. Any number from
0 to 15 is entered.
DETAILS -- The BANK FACTOR is the highest bank angle to
be used by the FMS unless a higher angle is needed to
maintain protected airspace. The FMS incorporates a model
of the protected airspace that includes the tighter restrictions
at low altitudes and approach or departure. The FMS checks
each turn against the model and increases the bank angle
above the entered BANK FACTOR, when required.
NOTE: A terminal BANK FACTOR of 20 degrees is used when flying a SID,
STAR, Approach, or when the aircraft is within 30 NM (Terminal
Area) of the departure/arrival airport. The bank factor in case of
HOLD is fixed at 30 degrees.
The BANK FACTOR is entered at any time but only on the
master MCDU when operating in dual mode. When the FMS
configuration changes from single to dual mode, the master
bank factor overwrites the slave bank factor value.
4
Set FPL AUTO PAGE to ON or OFF at line select 2R. The FPL
AUTO PAGE feature applies when building both active and
stored flight plans.
DETAILS
D
FPL AUTO PAGE ON -- The FMS automatically advances
the flight plan page, after a slight delay, when the fifth
waypoint is entered on any given page. FPL AUTO PAGE
continues until the destination is entered as a waypoint on
the left side of the page.
When an airway is entered, the FPL AUTO PAGE does not
advance the pages.
D
Navigation
6-168
FPL AUTO PAGE OFF -- All flight plan page changes are
done using the NEXT and PREV keys.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--22 Flight Configuration Setup (cont)
5
Set ORG/DEST DISPLAY to ON or OFF at 3R. The default
for this setting is OFF. This option applies to how flight
origins and destinations are displayed on the MFD.
DETAILS
D
D
ORG/DEST DISPLAY ON -- The FMS lists the closest
airports for display on the MFD. When this option is
selected ON, the origin and destination airports are
included in the list even when not among the closest
airports. This option also shows the origin and destination
airports as runway symbols.
ORG/DEST DISPLAY OFF -- When the selection is OFF,
the origin and destination airports are included only when
among the closest airports. The origin and destination
airports are displayed as normal waypoint symbols.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--22 Flight Configuration Setup (cont)
6
Push NEXT to select page 2.
7
Review the current configuration shown in Figure 6--134.
Make changes, as necessary, using the required steps.
Figure 6--134
FLIGHT CONFIG 2/2
NOTE: See page 8-68 for TEMP COMP and page 7-13 for SBAS.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--22 Flight Configuration Setup (cont)
8
The FLIGHT SUMMARY output selection is displayed at 2L.
The FLIGHT SUMMARY output permits the display and/or
saving of the FLIGHT SUMMARY data following completion
of the flight. Selection of the OR prompt at 2R shows the
FLIGHT SUMMARY OUTPUT page, as shown in
Figure 6--135.
Figure 6--135
FLIGHT SUMMARY OUTPUT 1/1
DETAILS
D
MCDU -- When selected ON, the FLIGHT SUMMARY page
automatically is displayed for 15 seconds following landing.
D
PRINTER-- When selected ON, the FLIGHT SUMMARY
page automatically is sent to the printer 15 seconds
following landing.
D
STORAGE -- When selected ON, the FLIGHT SUMMARY
page is automatically downloaded to database files.
D
FLTSUM STORAGE DEVICE -- Shows the various storage
devices available.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
ENGINEERING DATA
The ENGINEER DATA page is accessed using 2R on the FMS SETUP
page. Figure 6--136 shows the index of available options. These
functions are primarily used under the direction of Honeywell
engineering in finding and solving problems with the FMS.
Figure 6--136
ENGINEER DATA 1/1
D
ENGINEER DATA 1/1 -- The ENGINEER DATA 1/1 is used to select
various functions. For each function, additional pages can be
shown.
— 1L -- The DEBUG prompt is used to access the DEBUG
MONITOR CNTRL page. This page gives the capability of
capturing the contents of the control--D buffer (information saved
when an FMS reset occurs) to the dataloader.
— 1R -- NT (NAVAID TUNING) DATA shows pages of information
about each tuned NAVAID. These are display--only pages. No
input is permitted.
— 2L -- DB (DATA BASE) VERIFY tests the database. When the
navigation database becomes invalid, DB VERIFY must be run.
Select this prompt, load the same database in the computer from
disk, and record the FLASH failures (if any) at the end of the test.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2R -- Using DB (DATA BASE) HELP looks at a specific location
within the database memory. Useful only under the direction of
Honeywell engineering, since each database update changes
memory locations.
— 3L -- Using CLEAR CDB (CUSTOM DATA BASE) clears the
custom database. The options are to clear pilot--defined
waypoints, stored flight plans, and NOTAMs. The FMS must be
operating in independent or single mode to have access to the
page. Clearing the custom database is not possible while
operating in dual.
— 3R -- Using FPL WPTS (FLIGHT PLAN WAYPOINT) shows
FMS internal data about waypoints in the flight plan. These are
display--only pages. No input is permitted.
— 4R -- ZERO BITE clears the previous recordings of built--in test
equipment (BITE) results.
— 5L -- RM index.
— 5R -- Query information.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
CROSSING POINTS
The CROSSING POINTS pages are used to determine the relationship
of a waypoint relative to the current aircraft position.
The FMS computes the following types of crossing points:
1. Direct--To a waypoint from the current aircraft position.
2. Point abeam a waypoint for the current flight plan.
3. Crossing radial from a waypoint for the current flight plan.
4. Crossing latitude/longitude given latitude/longitude for the current
flight plan.
5. Equal time point (ETP) between any two given waypoints. This
option is only available when operating in FULL PERF mode (see
page 5-7).
6. Point of no return (PNR) from any given waypoint. This option is only
available when operating in FULL PERF mode (see page 5-7).
D
CROSSING POINTS 1/1 -- Figure 6--137 is displayed after selecting
the CROSS PTS prompt from the NAV INDEX 1 page. This page is
an index of the available crossing point options.
Page
Page
6-175
6-178
6-177
6-176
6-179
6-181
Figure 6--137
CROSSING POINTS 1/1
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Present Position (PPOS) Direct
Select 1L from the display, shown in Figure 6--137, for direct--to
information from the present position of the aircraft to any given
waypoint.
For example, to determine where DEN is relative to the current aircraft
position, enter DEN into the scratchpad and push line select 1L. This
is shown in Figure 6--138. At 1R, the radial and distance from DEN to
the current aircraft position is displayed. The bottom half of the page
shows the course, distance, ETE and the remaining fuel when the
aircraft flies direct from the current position to DEN.
The CROSS PTS prompt at (6L) returns to the CROSSING POINTS
index.
Figure 6--138
PPOS DIRECT 1/1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Point Abeam
When the PT ABEAM line select key (2R), shown in Figure 6--137, is
pushed, the FMS computes the point along the flight plan where the
aircraft passes abeam the entered waypoint. This is normally the
closest point to the selected waypoint. Figure 6--139 shows an
example. When required, the PT ABEAM definition at 2L (DEN/132/109
in the example) is selected to the scratchpad and inserted into the flight
plan as a temporary waypoint.
Figure 6--139
POINT ABEAM 1/1
When no POINT ABEAM exists for the current flight plan, the message
NO CROSSING POINT FOUND is displayed in the scratchpad.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Crossing Radial
When the CROSS RADIAL (crossing a radial) prompt is pushed, (2L
shown in Figure 6--137), the FMS computes the point along the flight
plan where the aircraft crosses the designated radial. Enter the
waypoint at 1L and the radial at 1R. This is shown in Figure 6--140. For
example, entering the 180_ radial, the FMS projects the aircraft crosses
the 180_ radial 117 NM from DEN. The crossing radial definition at 2L
is inserted as a temporary waypoint.
Figure 6--140
CROSS RADIAL 1/1
When the entered radial does not cross the flight plan, the message NO
CROSSING POINT FOUND is displayed in the scratchpad.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Latitude/Longitude Crossing
Select 1R from the display, shown in Figure 6--137, to calculate the
crossing latitude or longitude when either the longitude or latitude is
entered. The course, distance, ETE, and fuel remaining are displayed
when the aircraft proceeds directly to the waypoint.
For example, to know where the aircraft crosses the 100_ West
longitude line for the current flight plan, enter W100 at 1R. This is shown
in Figure 6--141. The FMS computes the latitude. The FMS also shows
the course, distance, ETE, and fuel remaining to fly directly from the
current aircraft position to N33_24.9 W100_00.0. The computed point
(2L) is line selected to the scratchpad and inserted in the flight plan as
a temporary waypoint. When required, latitude is entered and the FMS
calculates the longitude. When more than one intersection with the
flight plan exists, the closest one is displayed.
Figure 6--141
CROSS LAT/LON 1/1
When the flight plan does not cross the entered latitude/longitude, the
message NO CROSSING POINT FOUND is displayed in the
scratchpad.
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Equal Time Point
Select 3L from the display, shown in Figure 6--137, to calculate the
equal time point (ETP) between any given waypoints. The default
waypoints are the origin and destination of the active flight plan. Any
waypoints are entered at 1L and 1R. This is shown in Figure 6--142.
Figure 6--142
EQUAL TIME POINT 1/1
When the WPT 1 and WPT 2 are the origin/destination, the ETP is the
physical point along the flight plan where time--to--go back to the origin
is the same as the time--to--continue to the destination.
When WPT 1 and/or WPT 2 are not the origin/destination, the ETP is
the physical point along the flight plan between WPT 1 and WPT 2,
where the time--to--go back to WPT 1 is the same as the time--to--go to
WPT 2.
The D> symbol indicates direct--to the identified waypoint. FP>ETP
indicates along the active flight plan to the ETP. When the ETP location
is behind the aircraft, PAST is displayed.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FUEL digital readout is the amount of fuel remaining on arrival at
the waypoint or ETP. The fuel remaining does not necessarily represent
the fuel required to satisfy reserve requirements. The FUEL values
shown are always fuel remaining at a given waypoint.
NOTE:
When the decision is made to go to WPT 1 or WPT 2, the FMS
operates under the assumption that current operating
conditions continue to prevail (i.e., the same altitude, engine
fuel flow, etc.).
The data on the EQUAL TIME POINT page is updated each time the
page is selected, or each time a new wind entry is made. When the page
is left in view for an extended period of time, the data is not updated
unless the page is deselected and then, reselected.
Since the waypoints might not be on the flight plan, winds are entered
by selecting 6R. Cruise winds, shown in Figure 6--143, are entered for
each of the two waypoints. The wind model is not changed when entries
are made on this page. Select 6R to return to the EQUAL TIME POINT
page.
Figure 6--143
CRUISE ALT WIND 1/1
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Point of No Return
Select 3R from the display, shown in Figure 6--137, to calculate the PNR
from any given waypoint. The default waypoint is the origin of the active
flight plan. Any waypoint is entered at 1L. This is shown in Figure 6--144.
The default wind (1R) for the waypoint is supplied from the wind model.
A cruise wind is entered for the waypoint. The wind model is not
changed when entries are made on this page.
Figure 6--144
POINT OF NO RETURN 1/1
The PNR is the point along the flight plan where the fuel to reach the
destination is less than the fuel to return to the WPT. The WPT is the
origin (default) or any other waypoint.
D> indicates direct--to the waypoint shown. FP> indicates the distance
and fuel remaining along the flight plan to the PNR. When the PNR
location is behind the aircraft, PAST is displayed. Similarly, when the
PNR location is beyond the destination, BEYOND DEST is displayed.
The fuel remaining does not necessarily represent the fuel required to
satisfy reserve requirements.
The data on the POINT OF NO RETURN page is updated each time
the page is selected, or each time a new wind entry is made. When the
page is left in view for an extended period of time, the data is not
updated unless the page is deselected and then, reselected.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
DATALOAD
The DATA LOAD page, shown in Figure 6--145, is used to access the
database crossloading function of the FMS.
Figure 6--145
DATA LOAD 1/1
Crossloading Custom or Aircraft Database
The custom or aircraft databases are transferred from one FMS to the
other. The custom or aircraft databases are transferred while the
aircraft is on the ground or in the air.
In order to transfer data, the FMSs must be turned on and have
compatible software versions. All steps are completed from just one of
the FMSs.
NOTE:
Navigation
6-182
Aircraft database crossloading is not permitted on Load 23.
AIRCRAFT DB at LSK 1R is omitted.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Refer to Procedure 6--23 for generalized dataloading procedures.
Step Procedure 6--23 Database Transfer Between
FMSs
1
Select the correct prompt, shown in Figure 6--146, for data
to be transferred. In this example, the CUSTOM DB prompt
at 1L is selected.
Figure 6--146
DATA LOAD 1/1 Page
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--23 Database Transfer Between
FMSs (cont)
2
Select the prompt for the source or destination of the selected
data from the menu. This is shown in Figure 6--147. In this
example, the TO FMS2 prompt at 2L is selected.
Figure 6--147
DATA LOAD 1/1 -- CUSTOM
Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--23 Database Transfer Between
FMSs (cont)
3
Confirm selection and select YES (6R) or NO (6L) on the
display. This is shown in Figure 6--148.
Figure 6--148
DATA LOAD 1/1 -- CONFIRM
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 6--23 Database Transfer Between
FMSs (cont)
4
Progress monitoring is shown in Figure 6--149.
Figure 6--149
DATA LOAD 1/1 -- TRANSFER
The FMS indicates the percentage complete. When
complete, the message DB TRANSFER COMPLETE is
displayed and the FMS executes a restart when a navigation
of aircraft database has been transferred.
When power is interrupted, ABORT is selected, or other
problems that stop the loading process occur, the dataload
process must be repeated from the beginning. Refer to
page 13-1 for a listing of dataloader fault codes.
5
Navigation
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Repeat steps 1 through 4 for each FMS.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Dataloading
When the data management unit (DMU) option is installed, the pilot has
the capability to upload and download custom databases and aircraft
databases to/from a PCMCIA--based memory card. This permits the
pilot to define, save, and transfer frequently used routes and
pilot--defined waypoints. Refer to Procedure 6--24 for upload
procedure.
Step Procedure 6--24 Procedure to Upload Databases to the
DMU
1
Select DATA LOAD from page 2 of NAV INDEX, as shown
in Figure 6--150.
Figure 6--150
NAV INDEX 2/2
2
Select the database to be uploaded from the DMU. For
example to upload navigation databases, select NAV DB
prompt at LSK 2L.
NOTE: NAV databases and tailored databases cannot be loaded directly
through the DMU using an FMS page on the MCDU. The DLS menu,
using the MFD menu or remote PC, must be used to load a navigation
or tailored database from the compact disk.
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Navigation Database Updating
Every 28 days, the navigation database in the FMS must be updated.
The update is supplied by Honeywell. The navigation database is
normally updated while the aircraft is on the ground. In--flight updating
is permitted only when the navigation database is invalid (an
out--of--date database is not an invalid navigation database). Follow
Procedure 6--24 to update the navigation database using either the
DL--800/900.
FLIGHT SUMMARY
Figure 6--151 shows the FLIGHT SUMMARY page. This page shows
a summary of the flight. The FLIGHT SUMMARY page is accessed
from the NAV INDEX 1/2 page or the PROGRESS 3/3 page.
The contents of the page are saved following power--down of the FMS.
The one exception is for FUEL USED. This is reset to zero. For
quickturns, all the parameters except for fuel used are retained until
takeoff following the quick turn. The page is then reset to reflect the new
flight. The fuel used can be manually reset at any time. Selecting the
DEL key followed by the selection of LSK 2L for fuel used on the
FLIGHT SUMMARY page resets the total fuel used to zero.
Fuel used is reset when a cold start of the system is performed when
on the ground or when an engine is re--started after a complete engine
shutdown on the ground.
Figure 6--151
FLIGHT SUMMARY 1/1
Navigation
6-188
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
1L and 1R -- These lines show the takeoff, landing, and en route
time. No entry is permitted.
D
2L -- This line shows the fuel used for the flight.
D
2R -- This line shows the average TAS and GS for the flight. No entry
is permitted.
D
3L and 3R -- These lines show the air and ground distance for the
flight. No entry is permitted.
D
6R -- This prompt gives access to the PROGRESS 3/3 page.
NOTES:
1. When the PRINTER option (3L) and the STORAGE
option (4L) of the FLIGHT SUMMARY OUTPUT page,
shown in Figure 6--135, are enabled, the PRINT/SAVE
prompt is displayed on LSK 6L of the FLIGHT
SUMMARY page. This permits the pilot to perform
both of these functions simultaneously.
2. When the PRINT option (3L) is enabled and the
STORAGE option (4L) is disabled, the PRINT prompt
is displayed at 6L and the pilot can only perform the
print function.
3. When the PRINT option (3L) is disabled and the
STORAGE option (4L) is enabled, the SAVE prompt is
displayed at 6L and the pilot can only perform the save
function.
4. When the PRINT option (3L) and the STORAGE
option (4L) are disabled, 6L on the FLIGHT
SUMMARY page is blank. The pilot is not able to
perform either of these tasks.
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Navigation
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Blank Page
Navigation
6-190
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
7.
Required Navigation
Performance (RNP)
INTRODUCTION
This section describes the concepts, functions and operations related
to the required navigation performance (RNP 0.3) and RNP navigation
database option (Load 23 and Load 25).
RNP is a statement of the navigation performance, accuracy, integrity,
continuity and availability necessary for operations within a defined
airspace.
RNP refers to a concept in which routes and instrument procedures are
not restricted to the location of ground--based navigation aides. RNP is
an area navigation capability intended to enable reduced lateral
separation for all phases of flight. RNP airspace includes areas, routes,
and procedures designed such that the aircraft must maintain the
position within the designated accuracy for that airspace (taking into
account navigation accuracy and flight technical error). The aircraft is
required to maintain positional accuracy to within a specified radius for
the current airspace 95% of the time. RNP provides for system
designed--in performance assurance in the form of two times the RNP
containment limit. The RNP containment limit is intended to serve, at
a minimum, the following two purposes in the development of airspace:
1. Supply a means to facilitate the safety assessments for separation
and obstacle clearance in the development of routes, areas, and
procedures.
2. Supply an additional boundary on error performance, that enables
reduction in separation buffers derived from traditional collision risk
methods.
Procedures having RNP values associated with them are:
D
SIDs (standard instrument departures)
D
SID transitions
D
STARs (standard terminal arrival routes)
D
STAR transitions
D
IAP (instrument approach procedure) transition
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
IAP final approach segment
D
IAP missed approach segment.
NOTE:
The final approach segment is defined as the flight path from
the final approach fix (FAF) to the missed approach point
(MAP).
RNP AR Approach Requirements -- Area navigation (RNAV) RNP
instrument approaches with AR (authorization required) are instrument
approach procedures that require specific approval from the
certification authorities prior to being flown. Prior to conducting an RNP
AR approach, the aircraft has to have approval, as documented in the
Aircraft Flight Manual (Supplement). In addition, the crew has to have
the required training.
PREFLIGHT CONSIDERATIONS
In addition to approaches, SIDs can require reduced RNP values. The
applicable operational procedures of this section must also be followed
in this situation.
In addition to the requirements of this section, the operator has to
comply with the general RNAV operating requirements, checking
notices to airmen (NOTAM), availability of navigation aids (NAVAID),
airworthiness of aircraft systems, and aircrew qualification.
Dispatch RNP Assessment -- Prior to dispatch, the aircrew verifies the
current receiver autonomous integrity monitor (RAIM) value on the
GPS 1 STATUS page 2/2. The aircrew also verifies the availability of
global positioning system (GPS) with RAIM at the destination either by
checking the DEST RAIM or pilot--selected RAIM for the selected
airport and estimated time of arrival (ETA) (see Section 6, Navigation,
for more detail on RAIM). This information is available on the GPS
STATUS PREDICTIVE RAIM page. A YES value on the page (without
a specific RNP value displayed on the page) indicates RAIM is less than
or equal to the selected RNP--approved minima.
NAVAID Exclusion -- Applicable NAVAIDs with NOTAMs have to be
entered on the FMS NOTAM NAVAIDS page.
Navigation Database Currency -- During system initialization, the
aircrew verifies the navigation database (NDB) is current.
Required Navigation Performance (RNP)
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
IN--FLIGHT CONSIDERATIONS
Modification of Flight Plan -- The crew loads the RNP approach from
the NDB using the FMS ARRIVAL selection. The lateral path cannot be
modified unless accepting a clearance to go direct to a fix in the
approach procedure prior to the FAF not immediately preceding an RF
(radius to a fix) leg. The only other modification to the loaded procedure
permitted is to change altitude and/or airspeed waypoint constraints on
the initial, intermediate, or missed approach segments (e.g., to apply
cold temperature corrections or comply with an (air traffic control) ATC
clearance/instruction).
GNSS Updating -- The aircrew verifies that the FMS APPROACH
(APPR) annunciator is displayed prior to the FAF. This ensures GPS
updating. When the DEGRAD annunciator or the RNP Alert (amber CDI
(course deviation indicator), amber lateral or vertical deviation,
UNABLE RNP scratchpad message) is displayed during the remainder
of the approach, the pilot abandons the RNP AR approach unless visual
conditions exist between the aircraft and runway of intended landing.
Radio Updating -- Initiation of all RNP AR approaches is based on
GPS updating. Except where specifically designated on a procedure as
Not Authorized, DME/DME updating is used as a reversion mode
during the approach or missed approach when the system complies
with the RNP value.
NOTE:
The system automatically selects the best available
navigation mode and supplies an RNP alert/DEGRAD when
the system estimate position of uncertainty (EPU) exceeds
the RNP value.
Approach Procedure Confirmation -- The flight crew confirms the
correct procedure has been selected by comparison of the FMS
waypoints and altitude constraints with the approach chart. The flight
crew must confirm any pilot--entered changes to altitude and/or
airspeed constraints.
Track Deviation Monitoring -- Flight crew monitoring of the CDI and
vertical deviation on the pilot’s PFD (primary flight display) is required
during the approach. Full scale deflection (two dots) on the CDI
corresponds to 1xRNP. The RNP value is displayed beside the CDI. Full
scale deflection (two dots) for approach on the vertical deviation scale
is 150 feet. The flight crew initiates a go--around when either the lateral
or the vertical deviation is too large, unless visual conditions exist
between the aircraft and the runway of intended landing. The deviation
limits must not exceed 2 dots laterally.
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System Crosscheck -- For RNP approaches, the flight crew must use
the enhanced ground proximity warning system (EGPWS) as a
cross--check of the lateral and vertical guidance to ensure terrain and
obstacle clearance.
Procedures with RF Legs -- The FMS has the ability to fly RF legs, that
can contain speed and altitude constraints, contained in an NDB
procedure. When flying an RF leg, flight crew compliance with the
desired path is essential to maintain the intended ground track. LNAV
and VNAV has to be engaged to ensure compliance with the desired
ground track.
Temperature Compensation -- When temperature compensation is
available and configured on the FLIGHT CONFIG page and activated
for the approach, the system supplies the altitude compensation at
flight plan waypoint constraints. See Section 8, Flight Plan, for details
on VNAV approach temperature compensation.
Altimeter Setting -- Due to the reduced obstruction clearance inherent
in RNP AR instrument procedures, the flight crew has to verify the most
current airport altimeter is set to the FAF but no earlier than the initial
approach fix (IAF). Execution of an RNP AR instrument procedure
requires the current altimeter setting for the airport of intended landing.
Remote altimeter settings are not permitted.
Altimeter Crosscheck -- The flight crew has to complete an altimetry
cross--check ensuring both pilot’s altimeters agree within +/--100 feet
prior to the FAF but no earlier than the IAF.
Nonstandard Climb Gradient -- When plans are to use the decision
altitude (DA) associated with a nonstandard missed approach climb
gradient, the operator has to use the Aircraft Flight Manual (AFM),
ensuring that the aircraft is able to comply with the published climb
gradient for the planned aircraft loading, atmospheric conditions and
operating procedures before conducting the operation.
Engine--Out Procedures -- Guidance for conducting engine--out
approach procedures and engine--out extraction is supplied in the
Aircraft Flight Manual.
Go--Around or Missed Approach -- When flying a missed approach,
flight crew compliance with the desired path is essential to maintain the
intended ground track. When performing a go--around or missed
approach, LNAV must be engaged. When LNAV disengages, the flight
crew has to re--engage LNAV by pushing the NAV button.
Required Navigation Performance (RNP)
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Contingency Procedures -- System component failures are
annunciated by way of crew alerting system (CAS) messages. In
addition, the flight crew can assess sensor failures on the FMS FAILED
SENSORS page. The FMS POS SENSORS page indicates the
long--range sensors (IRS and GPS) currently being used by the FMS.
The RNP and EPU display on the PFD indicates the RNP and EPU for
the current conditions. The UNABLE RNP NEXT WPT scratchpad
message indicates the current EPU does not meet the RNP
requirements at the next waypoint. When the UNABLE RNP NEXT
WPT message is displayed, the flight crew must monitor the RNP and
EPU values.
The amber lateral deviation scale, DGRAD (degrade) annunciator and
UNABLE RNP scratchpad message provides alerting when the system
EPU exceeds RNP. When these alerts are displayed during the
approach, the pilot has to abandon the RNP AR approach unless visual
conditions exist between the aircraft and runway of intended landing.
When these alerts are displayed during the missed approach (or during
an RNP SID), a climb has to be expedited, following FD commands, to
the minimum safe altitude.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
RNP Approaches
RNAV RNP approaches are instrument--approach procedures having
associated RNP values. Each leg of the approach procedure can have
different RNP requirements, as shown in Figure 7--1. The RNP values
are stored in the aircraft navigation database. The RNP values change
as the aircraft is flown past the associated waypoints on the approach
up to the final approach segment.
Figure 7--1
KLGB RNAV (RNP) Y RWY 30
Required Navigation Performance (RNP)
7-6
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The final approach segment can have up to three RNP values
associated with different approach minimums with the RNP option. The
different minimums (associated with the different RNP values) are
depicted in the minimums section of the approach plate, as shown in
Figure 7--2.
Figure 7--2
RNAV RNP Approach Minimums
NOTE:
The approach can only be flown to RNP 0.3 lines of minima.
An approach can have multiple RNP minima. Starting from the FAF and
extending to the MAP, the RNP value changes to the RNP minimum
value selected by the pilot when the approach is selected on the
ARRIVAL page.
When the pilot does not manually select an RNP minimum value, a
default RNP value is automatically selected. The default RNP value is
associated with the lowest approach minimums.
When a missed approach is initiated at the MAP, the RNP value
automatically changes to the RNP value associated with the missed
approach course. When a missed approach is initiated prior to the MAP
(e.g., between FAF and MAP), the current RNP value remains until
reaching the MAP. At the MAP, the RNP value changes to the missed
approach RNP.
NOTE:
Do not revise the RNAV MIN shown on the ARRIVAL page
(LSK 2R) after beginning an RNP approach.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
RNP Minimums Selection
An RNAV MIN prompt is displayed in line 2R of the ARRIVAL page when
an RNAV approach with multiple RNP minima values is selected. The
RNAV MIN prompt on an ARRIVAL page is shown in Figure 7--3. The
default RNP minimum value for the approach is also displayed in line
2R. The default RNP value for the current approach is the RNP value
associated with the lowest approach minimums.
NOTE:
Multiple approach RNP minima are not displayed unless the
specific APM is enabled. RNAV MIN is still located at LSK 2R
of the ARRIVAL page but no carat is indicating other RNP
minima are selectable. The RNP minimum value defaults to
0.30.
Figure 7--3
RNAV MIN Prompt on ARRIVAL Page
Required Navigation Performance (RNP)
7-8
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
APPROACH MINIMA TYPE Page
Selecting the RNAV MIN prompt on the ARRIVAL page, displays the
APPROACH MINIMA TYPE page. The APPROACH MINIMA TYPE
page is shown in Figure 7--4.
Figure 7--4
APPROACH MINIMA TYPE Page
The APPROACH MINIMA TYPE page displays the RNP values
associated with the different approach minimums. Pushing the LSK
adjacent to a displayed RNP value selects that RNP value for the
approach minimum. (SEL) is displayed adjacent to the RNP value
currently selected. Selecting RETURN (LSK 1R) displays the ARRIVAL
page.
The priority of the active RNP value displayed on the PFD is as follows:
D
Pilot--entered manual RNP
D
Navigation database procedure RNP value
D
Pilot--entered flight phase RNP value
D
Default flight phase value.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
EPU (Estimated Position of Uncertainty)
The EPU is the calculated estimate of the accuracy of the navigation
equipment aboard the aircraft. A textual display of the EPU value is
displayed on the PROGRESS page on the MCDU, as shown in
Figure 7--5.
Figure 7--5
PROGRESS Page -- EPU
When the aircraft position is within 2 minutes of a waypoint, the FMS
reviews the RNP value for the next flight plan leg and compares it with
the current EPU. When the EPU is greater than the compared RNP
value, the message UNABLE RNP NEXT WPT is displayed on the
scratchpad. The next flight plan leg RNP value is as follows:
D
The manual RNP value (when entered)
D
The database RNP value (when present) or
D
The RNP value based on phase of flight.
When the next waypoint is an approach waypoint, the compared RNP
is the lowest RNP value determined by reviewing all subsequent flight
plan legs marked as part of the approach up to the destination waypoint.
Required Navigation Performance (RNP)
7-10
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RNP Scratchpad Messages
Table 7--1 lists RNP scratchpad messages.
Table 7--1
RNP Message
Message
Definition
PILOT RNP CANCEL
NEXT WP
The next flight plan leg has a smaller RNP
than the current pilot--entered RNP.
PILOT RNP CANCEL
The pilot--entered RNP is canceled.
UNABLE RNP
The current navigation precision does not
meet required navigation precision.
UNABLE RNP NEXT
WP
The current EPU is greater than the RNP
required at the next waypoint.
VERIFY RNP ENTRY
The alert VERIFY RNP ENTRY is
displayed in the MCDU scratchpad when
the manual entry of RNP (just performed
by the pilot) is greater than the normal
RNP for the current phase of flight or the
RNP from the navigation database.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FMS SENSORS
The FMS uses a performance--based sensor selection scheme that
monitors the EPU of each sensor to select the best performing sensor.
The GPS sensors produce a figure--of--merit (FOM), that is used as the
EPU value for those sensors. The EPU is modeled by the FMS for the
IRS, DME/DME and VOR/DME sensors. The sensor currently selected
for use is displayed on the PROGRESS 1 (in the header for line 5), as
shown in Figure 7--6 and on the PFD.
Figure 7--6
Sensor Selection Display
FMS Sensor Selection
The selected FMS sensor is displayed on the PROGRESS page 1. The
available FMS sensors for selection are as follows:
D
GPS--D
D
GPS
D
IRS
D
DME/DME
D
VOR/DME
Required Navigation Performance (RNP)
7-12
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
DGRAD (degrade)
D
DR (dead reckoning).
NOTE:
GPS--D is GPS with SBAS (satellite based augmentation
system). The availability of GPS--D and GPS are mutually
exclusive, and GPS--D is dependant on the presence and
reception of the SBAS signal. When the SBAS signal is
present and the GPS sensor is the selected sensor for the
FMS, the annunciator on the PROGRESS page 1 is GPS--D.
When no SBAS signal is present, the annunciator on
PROGRESS 1 page is GPS.
FMS Sensor Deselection
The pilot has the ability to deselect FMS sensors. When a sensor is
deselected, the computed position output by that sensor is removed
from eligibility by the sensor selection logic.
SBAS GPS DESELECTION
SBAS is deselected on the FLIGHT CONFIG 2/2 page. The FLIGHT
CONFIG page is shown in Figure 7--7.
Figure 7--7
FLIGHT CONFIG 2/2 Page
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Procedure 7--1 describes the access to FLIGHT CONFIG page 2.
Step Procedure 7--1 FLIGHT CONFIG Page 2 Access
1
Push the NAV function key on the MCDU. The NAV INDEX
page 1 is displayed.
2
Push the NEXT function key on the MCDU. The NAV
INDEX page 2 is displayed.
3
Select MAINTENANCE (LSK 2R). The MAINTENANCE
page 1 is displayed.
4
Push the NEXT function key on the MCDU. The
MAINTENANCE page 2 is displayed.
5
Select SETUP (LSK 6L). The FMS SETUP page 1 is
displayed.
6
Select FLT CONFIG (LSK 1R). The FLIGHT CONFIG
page 1 is displayed.
7
Push the NEXT function key on the MCDU. The FLIGHT
CONFIG page 2 is displayed.
To disable SBAS on the FLIGHT CONFIG page 2, push LSK 5R that
turns the SBAS selection on or off. Turning the SBAS selection off
sends a signal to the GPS receivers to stop using SBAS augmentation.
SBAS augmentation for each GPS sensor cannot be individually
deselected. When the SBAS switch is OFF, the GPS sensors continue
to output a nonaugmented GPS position, with correspondingly larger
EPU and RAIM values.
NOTE:
With systems utilizing Load 21, Load 23, and Load 25 without
the RNP (0.3) option, SBAS is not displayed on the FLIGHT
CONFIG page 2.
Required Navigation Performance (RNP)
7-14
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
IRS SENSOR DESELECTION
Deselection of individual IRS sensors is performed on the POS
SENSORS pages. The POS SENSORS 1/1 page is shown in
Figure 7--8.
Figure 7--8
POS SENSORS 1/1 Page
Procedure 7--2 describes the IRS deselection process.
Step Procedure 7--2 IRS Sensor Deselection
1
Access the POS SENSORS page 1 (depending on the IRS
sensor to be deselected).
2
Push the DEL button on the MCDU. DELETE is displayed
on the scratchpad.
3
Push the left line select key corresponding to the IRS
sensor to be deselected.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
GPS SENSOR DESELECTION
Deselection of individual GPS sensors is performed on the POS
SENSORS pages shown in Figure 7--8. Procedure 7--3 describes the
GPS deselection process.
Step Procedure 7--3 GPS Sensor Deselection
1
Access the POS SENSORS 1/1 page.
2
Push the DEL button on the MCDU. DELETE is displayed
on the scratchpad.
3
Push the left line select key corresponding to the GPS
sensor to be deselected.
VOR/DME SENSOR DESELECTION
VOR/DME deselection is performed on the POS SENSORS page.
Procedure 7--4 describes the VOR/DME deselection process.
Step Procedure 7--4 VOR/DME Deselection
1
Access the POS SENSORS 1/1 page.
2
Select LSK 6L. The VOR/DME page is displayed.
3
Push the DEL button on the MCDU. DELETE is displayed
on the scratchpad.
4
Push the left line select key corresponding to the VOR to be
deselected.
Required Navigation Performance (RNP)
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DESEL is displayed in reverse video above the deselected sensors, as
shown in Figure 7--9.
Figure 7--9
Deselected Sensors
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Required Navigation Performance (RNP)
7-17
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
GPS and SBAS Information
GPS and SBAS information is presented on the GPS 1 STATUS pages.
The GPS 1 STATUS 1/2 page is shown in Figure 7--10.
Figure 7--10
GPS 1 STATUS 1/2 Page
Required Navigation Performance (RNP)
7-18
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The GPS 1 STATUS 2/2 page is displayed, as shown in Figure 7--11.
Figure 7--11
GPS 1 STATUS 2/2 Page
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
With SBAS--capable GPS sensors installed, the GPS 1 STATUS
page 2, LSK 1L displays the label HINT (horizontal integrity limit). When
a non--SBAS--capable GPS is installed, the label is displayed as RAIM.
The selection of the FLIGHT CONFIG SBAS ON/OFF does not impact
the label. When the GPS receiver is functioning, the information
displayed in the MODE field (LSK 3L) is listed in Table 7--2.
Table 7--2
GPS Mode Descriptions
Mode
Description
ACQUISITION
Acquiring satellites. No valid position.
NAVIGATION
Receiving satellites and producing valid
position. For SBAS--capable: not receiving
valid SBAS signal or SBAS option deselected
on FLIGHT CONFIG page 2.
COASTING
Lost satellite reception and trying to return to
NAVIGATION mode.
DIFFERENTIAL
Receiving an SBAS signal and producing an
SBAS--corrected position, and SBAS not
selected. This mode is not available when the
SBAS option is deselected on the FLIGHT
CONFIG page 2.
NOTE:
Not available with non--SBAS--capable receiver.
LOAD 21, LOAD 23, AND LOAD 25 RNP
The differences between Load 21, Load 23, and Load 25 are shown in
Figure 7--12. The diagram visually depicts the following:
D
RNAV (GPS/RNP) -- Load 21
D
RNAV (GPS) -- Load 23 and Load 25
D
RNAV (RNP, 0.3) -- Load 23 (option) and Load 25 (option).
Required Navigation Performance (RNP)
7-20
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Figure 7--12
Load 21, Load 23, and Load 25 RNP Diagram
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
8.
Flight Plan
INTRODUCTION
This section covers the elements and operations pertaining to the
active and modified flight management system (FMS) flight plan and
the respective route plan. This section includes an example of how to
create a flight plan for both the flight plan page entry and the route page
entry methods, however, note that any changes made to one
automatically transfers to the other.
Stored flight plans are also addressed in this section along with lateral
navigation (LNAV), vertical navigation (VNAV) and speed commands.
DEFINITION OF TERMS
D
VNAV Offset Waypoints -- Air traffic control (ATC) often clears an
aircraft to cross a specified distance before or after a waypoint at a
specified altitude. These are called VNAV offset waypoints. Refer to
VNAV OFFSET, page 8-21, for additional information.
D
Flight Plan -- A flight plan is a series of waypoints that define an
intended route of flight. Each waypoint in the flight plan must be
defined laterally and vertically. The course between two waypoints
in the flight plan is called a flight plan leg. The FMS calculates the
great circle course for each leg in the flight plan. The active flight plan
includes the route to a primary destination followed by the route to
an alternate destination.
D
Flight Plan Capacity -- Active flight plans have up to 100 waypoints
including the origin and destination. For active flight plans, the
combined waypoints of the primary flight plan and the alternate flight
plan cannot exceed the 100 waypoint capacity. When a flight plan
is revised and then exceeds the 100 waypoint capacity, the revision
is not performed and the message FLIGHT PLAN FULL is displayed
in the scratchpad. When a standard instrument departure (SID),
standard terminal arrival route (STAR), airway, or stored flight plan
is added and exceeds the limit, none of the inserted waypoints are
added to the flight plan.
D
Modified Flight Plan -- The MOD FLT PLAN functionality gives the
capability to modify the active flight plan through use of a temporary
(provisional) flight plan that permits changes to be reviewed before
being activated. After review, modifications to the flight plan are
either cleared or activated through button selection on the
multifunction control and display unit (MCDU). The MOD FLT PLAN
route is displayed on the MFD with white dashed lines and white
waypoints.
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Flight Plan
8-1
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
MOD FLT PLANs are not synchronized between FMSs. Therefore,
each pilot creates their own unique modified flight plan. Activating
a modified flight plan on one FMS changes the active flight plan, and
cancels any modified flight plan on the other FMS.
D
RTE Pages -- The route (RTE) pages functionality is similar to that
of the flight plan. Both give a means to modify and show the planned
path for the aircraft from the departure to the destination. The
difference is the RTE pages give only the lateral component of the
flight plan expressed in terms of aircraft clearance language instead
of each physical leg and waypoint in the flight plan. The RTE pages
tie the flight plan together by identifying the means (airway,
procedure, direct) to the final fix of a path segment followed by the
means to the final fix for each of the following path segments in the
flight plan. Any changes to the flight plan are reflected on the RTE
pages and vice -- versa.
D
RTE Pages Capacity -- The RTE pages capacity is directly linked
to the flight plan waypoint capacity as previously defined. The
number of routes entered cannot contain more than 100 waypoints
total.
D
Modified RTE Pages -- A modified RTE page is created any time
modifications are made to the active RTE pages. These changes
are reviewed and then cleared or activated into the active RTE
pages.
D
Primary/Alternate Independence -- The primary and alternate
flight plans are kept independent from one another. Revisions to
either the primary or alternate flight plan do not effect the other. The
following exceptions apply:
— ALTERNATE -- The ALTERNATE prompt is the revision function
that incorporates the alternate into the active flight plan. This
prompt is displayed when there is an alternate flight plan, no
missed approach procedure exists, and either the distance to the
destination is less than 25 NM or the last primary waypoint has
been sequenced. Selection of the ALTERNATE prompt results
in the alternate flight plan to be activated into a MOD flight plan.
A direct--to an alternate flight plan is performed at any time.
— ALTERNATE ORIGIN -- The alternate flight plan origin is also the
primary flight plan destination.
Flight Plan
8-2
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D
Waypoint Names -- Waypoints exist in the navigation database, the
custom database (pilot--defined waypoints), or as temporary
waypoints. Waypoint names are used for convenience in keeping
track of waypoints and recalling waypoints. Waypoint names (called
waypoint IDENT or identifier) must contain at least one and as many
as five alphanumeric characters. In the case of temporary
waypoints, the FMS adds an asterisk ( * ), ampersand ( & ), or
pound sign ( # ) as the first character for a total of up to six
characters. Therefore, the pilot has complete freedom in naming
waypoints into the FMS with no conflict. Waypoint and flight plan
names are distinguished by the number of characters.
The ampersand ( & ) symbol denotes waypoints with a radial pattern
for the stored flight plan.
Nondirectional beacons are stored by their IDENT plus the NB
suffix. For example, the ABC NDB is stored in the database as
ABCNB. This reduces the list of duplicate waypoint names.
D
Temporary Waypoints -- Temporary waypoints exist only in the
active flight plan and are erased when the flight plan is completed
or deleted. Temporary waypoints are listed on the last WAYPOINT
LIST pages when defined. Using this page, the pilot reviews the
definition of the waypoint.
Temporary waypoints are used so the pilot quickly enters the
waypoint definition directly into the active flight plan. Temporary
waypoints are useful when cleared to a fix. In this case, they have
no meaning beyond the current flight. There is no reason to create
a named waypoint for the clearance fix.
Temporary waypoints are defined by entering the definition of the
waypoint directly into the active flight plan. Acceptable definitions
are latitude/longitude, place/bearing/distance, place/bearing/place/
bearing, and along the flight plan as place//distance. When the
definition is entered in the flight plan, the waypoint is assigned a
name that describes how it was defined and a number ( XX ).
Temporary waypoints entered on the left FMS are assigned odd
numbers while those entered on the right FMS are assigned even
numbers. The name is also preceded by an asterisk ( * ) to indicate
a temporary waypoint. The assigned names are described in
Procedure 8--1.
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Flight Plan
8-3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 8--1 lists temporary waypoints.
Table 8--1
Temporary Waypoints
Entered Definition
Waypoint Name
Lat/Long
*LLXX
Place/Bearing/Distance
*PBDXX
Place/Bearing/Place/Bearing
*PBPBXX
Place//Distance
*PDXX
The definition is entered into the scratchpad from the keyboard or
retrieved from other sources. The CROSSING POINTS pages are
also sources for definition. As the name indicates, temporary
waypoints are not retained in the FMS past the current flight.
Temporary waypoints are also created when a flight plan is loaded
from a disk, and either the FMS database does not contain the same
waypoint, or the waypoint definition is different. In this case, the
regular name of the waypoint is used preceded by a pound sign ( # ).
For example, a flight plan is loaded containing the waypoint named
CEDA. CEDA is neither in the FMS navigation database nor defined
in the custom database. In this case, #CEDA is displayed and the
definition, specified in the loaded flight plan, is used.
See Section 11, Multifunction Control Display Unit (MCDU) Entry
Format, for additional details on entry format for temporary
waypoints.
D
Runway Extension Waypoints -- The FMS creates temporary
waypoints on the runway extension line. Once activated into the
active flight plan, a runway is line--selected to the scratchpad. When
shown in the scratchpad, the runway is in the following format:
AIRPORT.RUNWAY/BEARING/. A distance is inserted to complete
the definition of a waypoint on the extension line of the runway. It is
also permitted to enter an altitude constraint following the distance.
Insert this definition into the flight plan to create a temporary
waypoint. Repeat the process with varying distances to create a
number of waypoints on the extension line.
When the runway is at the origin, the bearing brought to the
scratchpad is the runway heading that permits waypoints on the
departure path.
Flight Plan
8-4
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When the runway is at the destination, the bearing brought to the
scratchpad is the reciprocal of the runway heading permitting
waypoints on the arrival path.
D
Origins and Destinations -- Origins and destinations are any
waypoint contained in the database, that includes any pilot--defined
waypoint. Origins and destinations of the active flight plan are
temporary waypoints. Origins and destinations are normally
airports. The origin or destination must be an airport defined in the
navigation database to activate the respective runway, SID, STAR,
or approach.
D
FROM Waypoint -- The FROM waypoint is the first waypoint on the
first page of the flight plan and is displayed in magenta. Before
takeoff, the FROM waypoint is normally the selected origin airport
or runway. Under normal flight conditions, the FROM waypoint is the
last waypoint sequenced and actual time passing is displayed.
D
TO Waypoint -- The TO waypoint is the second waypoint on the first
page of the flight plan and is displayed in magenta. The TO waypoint
is the waypoint that the aircraft is being steered along a course
defined between the FROM and TO waypoints. When the leg
sequences, the TO waypoint becomes the FROM waypoint. The TO
waypoint is changed.
D
Leg Sequencing -- During flight, the active flight plan automatically
sequences so that the first leg of the active flight plan is the active
leg referenced to the guidance parameters. Normally, the FMS
sequences before the waypoint for an inside turn when the aircraft
is on-- or close to on--course. When the aircraft is not on--course, the
normal sequence occurs no later than a point abeam of the
waypoint. Some waypoints have unique sequence criteria. For
example, a holding fix is a flyover waypoint. The holding fix must be
overflown before entering or exiting holding. Some waypoints in SID
and STAR procedures also have unique sequence criteria. The FMS
is programmed to automatically comply with these requirements.
Situations occur where the sequence criteria cannot be satisfied by
the FMS. Under these conditions, the pilot must perform the
sequence manually to aid the FMS. The pilot is required to modify
the active flight plan and consists of one of the following.
A direct--to is performed to the desired TO. All the waypoints are
deleted prior to the waypoint and the FMS creates a direct leg to the
waypoint. This results in a new path to the waypoint that is different
than the previous path contained in the flight plan.
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Flight Plan
8-5
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Some leg sequences indicate the direction of turn to the new leg by
showing an L or an R in reverse video. This notation is used when
either the direction of turn is indicated (by a SID, STAR, or approach)
or the new leg requires a large turn (near 180_) to track the new
course.
When sequenced, the destination waypoint retained by the FMS is
the TO waypoint. Bearing, distance, and required track to the
destination waypoint continue to be computed and shown.
D
Discontinuities -- A discontinuity can exist in the flight plan. A
discontinuity is a segment in the flight plan with no lateral flight plan
definition. However, there must be a lateral definition before and
after a discontinuity.
When making changes, discontinuities in the flight plan are kept to
the minimum. There are times when having a discontinuity is
necessary. The following rules apply:
— When adding or deleting a single waypoint, no discontinuity is
inserted in the flight plan. The flight plan is directly linked
between the waypoints. Deleting several waypoints at a time
does not result in a discontinuity.
— When linking flight plans or inserting a procedure, no
discontinuity exists when a common waypoint is used. With no
common waypoint, the inserted flight plan or procedure is linked
at the point of insertion, but with a discontinuity at the end. For
example, when the last waypoint of a SID is also a waypoint in
the flight plan, the flight plan and procedure are linked at that
waypoint with no discontinuity. When the last waypoint of a SID
is not in the flight plan, a discontinuity exists between the SID and
the flight plan. Some procedures have embedded discontinuities
inserted along with the procedure.
— A SID is only replaced with another procedure and cannot be
deleted. The linked portions of an arrival is deleted by the
ARRIVAL page. In both cases, the discontinuity depends on the
changed procedure. Linked flight plans or procedures are
deleted under the same operation for deleting waypoints. This
operation does not result in a discontinuity.
— DIRECT--TO results in a discontinuity in the MOD flight plan
when a DIRECT--TO waypoint is not already in the flight plan.
— When an airway is inserted in the flight plan, there is no
discontinuity since the pilot has to specify the beginning and end
points.
Flight Plan
8-6
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— The INTERCEPT function does not create a discontinuity before
or after the intercept point.
D
Alternate Origin -- The alternate origin is the destination of the
primary flight plan. No alternate flight plan is specified until the
primary destination has been specified. Changing the primary
destination clears the alternate flight plan because the alternate
origin changes.
D
Alternate Waypoints -- Alternate waypoints apply to the alternate
portion of the flight plan only. The FMS guidance is not engaged until
the pilot selects the alternate destination. When the alternate portion
of the flight plan is enabled, the corresponding waypoints are
incorporated into the primary portion of the flight plan. At that point,
all active flight plan rules apply.
D
Alternate Destination -- The alternate destination is entered when
defining a flight plan to an alternate. The alternate destination is
entered as the final waypoint to close out the alternate flight plan,
same as the primary flight plan.
D
Climb Constraints -- Climb constraints are altitude and speed
constraints associated with waypoints in the climb or cruise portion
of the flight plan. Altitude constraints are AT, AT or ABOVE, or AT
or BELOW. For example, an entry of 10000A (A following the
altitude) indicates AT or ABOVE. An entry of 10000B (B following the
altitude) indicates AT or BELOW. An entry of 10000 (no letter
following the altitude) indicates AT. Climb speed constraints are
observed by the FMS until the waypoint containing the constraint is
passed.
D
Speed Limit -- An example of speed limits is the 250 knots below
10,000 feet limit entered during performance initialization. Other
limits are imposed by the airframe such as VMO or MMO.
D
Speed Schedule -- Speed schedules are the default speeds used
by the FMS for the departure, climb, cruise, descent, approach and
go--around phase of flight. Speed schedules are defined during
performance initialization.
D
Automatic Speed Command -- The automatic speed command is
the current speed being output by the FMS for control of the aircraft.
It is also referred to as automatic speed target in this guide.
D
Top--of--Climb (TOC) -- A TOC waypoint is calculated and
displayed on the vertical profile and shown on the PROGRESS
2 page. However, it is not in the active flight plan. There is only one
TOC waypoint at a time. The TOC is calculated based on current
aircraft altitude, climb speed, and the cruise altitude.
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Flight Plan
8-7
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Initial Cruise Altitude -- The initial cruise altitude is used by the
FMS to determine the altitude where the cruise phase of flight
commences. The initial cruise altitude is set during performance
initialization on PERFORMANCE INIT 3/3 page.
D
Cruise Altitude -- Cruise altitude is the current altitude used by the
FMS to plan the cruise portion of the flight. Initially, the cruise altitude
is set equal to the entered initial cruise altitude. The cruise altitude
is automatically adjusted by the FMS using the altitude preselector
settings. When the aircraft levels at the cruise altitude, the FMS
changes to the cruise phase of flight.
D
Top--of--Descent (TOD) -- A TOD waypoint is calculated and
displayed on the vertical profile and shown on PROGRESS page 2.
With no constraints during the descent, the TOD is calculated using
the destination elevation (when available) and the descent speed
schedule. With constraints during the descent, the TOD is
calculated using the path mode. One minute before the TOD point
is reached, a vertical track alert is given. An automatic descent is
initiated at the TOD when the following is true:
— The altitude preselector is set to a lower altitude.
— The FMS is selected as the navigation source.
— Lateral navigation (LNAV) and vertical navigation (VNAV) are
engaged.
D
Descent Constraints -- Descent constraints are altitude, speed,
and angle constraints associated with waypoints in the descent
portion of the flight plan. Altitude constraints are AT, AT or ABOVE,
or AT or BELOW. For example, entering 10000A (A following the
altitude) indicates AT or ABOVE. Entering 10000B (B following the
altitude) indicates AT or BELOW. Entering 10000 (no letter)
indicates AT. The FMS obeys descent speed constraints at and after
the waypoint containing the constraint. The FMS obeys angle
constraints from the TOD to the waypoint containing the constraint.
Normally, the FMS calculates the angle constraint based on
performance initialization. However, a specific angle constraint is
entered at a waypoint in the flight plan.
Flight Plan
8-8
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CREATING FLIGHT PLANS
An example of the RTE page before the flight plan is entered is shown
in Figure 8--1. To create a Route plan, see page 8-22, Creating Routes.
This page is used to build an active flight plan by entering a destination
(1R) and waypoints.
Figure 8--1
RTE 1/3 Page
The following options are made to recall or create an active flight plan:
D
Recall a previously stored flight plan or company route (2R)
D
Load a flight plan from datalink (4L) (when installed, see page 6-40
for additional details).
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Flight Plan
8-9
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Recall a Previously Stored Flight Plan
A known name of a previously stored flight plan is entered at 2R. This
is shown in Figure 8--1. After entering, the FMS automatically recalls the
flight plan and makes it the active flight plan. This is shown in
Figure 8--2. The FMS takes 2 or 3 seconds to complete the recall of the
flight plan.
Figure 8--2
ACTIVE FLT PLAN 1/3
Flight Plan
8-10
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When the name of a previously stored flight plan is not remembered,
enter the origin and destination. The FMS searches the stored flight
plans for those plans with the same origin and destination. When any
are found, the FLIGHT PLN LIST page is displayed with the stored flight
plan names marked with an asterisk ( * ). This is shown in Figure 8--3.
Figure 8--3
FLIGHT PLAN LIST 1/1
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Flight Plan
8-11
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Select the required flight plan, shown in Figure 8--4, and push RETURN
(1R). This activates the flight plan and returns the display to the ACTIVE
FLT PLAN pages, shown in Figure 8--2.
Figure 8--4
FLIGHT PLAN LIST 1/1 -- KPHX
Flight Plan
8-12
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Store a Flight Plan and Activate
When building a flight plan, the flight plan is retained in memory for use
in the future. This is done by entering the flight plan identifier at 3R. This
is shown in Figure 8--1. After entering the flight plan name at 3R, the
FMS switches to the stored flight plan page to define the flight plan, as
shown in Figure 8--5. After being defined, the flight plan is activated.
When a flight plan name already defined is entered at 3R, the flight plan
becomes active.
Figure 8--5
FLIGHT PLAN LIST 1/1 -- Building a Flight Plan
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Flight Plan
8-13
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Build a Flight Plan by Entering Waypoints
When building a flight plan, waypoints are entered on the line showing
the VIA.TO prompt (2L through 5L). This is shown in Figure 8--6. The
FMS accepts a variety of inputs at the VIA.TO prompt as described in
the following paragraphs.
Figure 8--6
FLT PLAN 1/2
D
Waypoint -- Any waypoint contained in the navigation database or
the custom database is entered. When a not yet defined waypoint
name is entered, the FMS automatically shows a page for waypoint
definition. The waypoint is defined and the RETURN prompt is used
to get back to the flight plan. When the waypoint name was entered
in error, the RETURN prompt is used without a definition being
entered.
D
Temporary Waypoint -- Any temporary waypoint is entered.
Flight Plan
8-14
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D
Airway -- Any airway in the database is entered. When entering an
airway, the waypoint in the flight plan preceding the point of entry
must be a waypoint on the airway. The airway entry is made in the
format of the VIA.TO prompt where VIA is the airway identifier and
TO is the last waypoint used on the airway. For example, a portion
of the flight plan is GUP, J102 to ALS. The first step is to insert GUP
into the flight plan, followed by entering J102.ALS into the
scratchpad. This is shown in Figure 8--7. The entry is completed by
selecting 3L and the FMS automatically fills in all the waypoints
along the airway from GUP up to and including ALS. The airway is
also entered as a single input by entering GUP.J102.ALS into the
scratchpad and selecting the correct line select key. Refer to
page 11-3, Airway MCDU Entry Format, for additional details.
Figure 8--7
FLT PLAN 1/2 -- GUP
D
Flight Plan Names -- Any defined flight plan name is entered. When
a defined flight plan is entered, flight plans are linked together. When
inserting a flight plan, the FMS searches for common points
between the two flight plans being linked. When the common
waypoint is found in the stored flight plan, the two flight plans are
linked at that point. Any waypoints in the stored flight plan preceding
the common waypoint are eliminated. When no common waypoint
is found, the stored flight plan is inserted beginning at the origin.
Flight plan names are also entered using the VIA.TO format. In this
case, the stored flight plan is inserted up to and including the
waypoint specified in the VIA.TO entry. Any waypoints in the stored
flight plan after the specified waypoint are eliminated.
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Flight Plan
8-15
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
An alternate flight plan is entered using the same rules as a regular
flight plan. After the flight plan is entered, the destination waypoint
must be entered as the last waypoint to close the flight. To
accomplish this, enter the destination at the VIA.TO prompt.
D
Vertical Entries -- Vertical definitions for waypoints are entered
using the right hand line select keys (1R through 3R). This is shown
in Figure 8--8.
Figure 8--8
ACTIVE FLT PLAN 1/7
Flight Plan
8-16
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FMS supplies vertical predicted information for each waypoint
and is displayed in small characters. Pilot--entries are used to modify
and further define the vertical profile. The following information is
displayed and/or entered for each waypoint in the flight plan.
— ALTITUDE -- Predicted altitudes are displayed in small
characters for each waypoint. Pilot--entries, shown in large
characters, become altitude constraints for VNAV. Altitude
constraints from procedures are also displayed in large
characters.
— CONSTRAINT TYPE -- Constraint type is displayed directly
above altitude constraints, as shown in Figure 8--9. The
constraint type shows as CLB for climb constraints and DES for
descent constraints. The FMS bases these constraints on
distance. If the waypoint is in the first half of the flight plan, it is
a CLB constraint unless the entered constraint is below the
current aircraft altitude. If the waypoint is in the last half of the
flight plan, it is a DES constraint. This automatic assignment is
correct for most flights. The pilot can make an overriding entry.
C, CLB, D, or DES are accepted as entries. STAR constraints
are always marked as DES and SID constraints are always
marked as CLB. Pilot--entries are required for flights that climb,
descend, and climb again.
Figure 8--9
ACTIVE FLT PLAN 2/5
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Flight Plan
8-17
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— SPEED -- Speed is displayed except when an angle is entered.
This is shown in Figure 8--10. The FMS calculates and shows a
predicted speed for each waypoint. Speed is entered in either
CAS or MACH. When the waypoint is in a path descent, the angle
is displayed.
Figure 8--10
ACTIVE FLT PLAN 5/7
— ANGLE -- A descent vertical path is displayed when the FMS flies
a vertical path to a waypoint. An altitude constraint for the
waypoint is required for the FMS to be able to fly a vertical
descent path. The vertical angle is calculated based on current
conditions and performance initialization. FMS computed
vertical descent angles are displayed in small font while
pilot--entered angles are displayed in large font.
— VERTICAL SPEED -- The FMS predicted vertical speed is
displayed unless a higher priority item is displayed. Pilot--entry
of vertical speed is not permitted.
When vertical angle and airspeed constraints are entered,
airspeed is shown above the angle and is also a constraint.
Flight Plan
8-18
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— SPEED -- Speed is displayed except when an angle is entered.
This is shown in Figure 8--11. The FMS calculates and shows a
predicted speed for each waypoint.
Figure 8--11
FLT PLAN 2/3
— VERTICAL SPEED -- The FMS predicted vertical speed is
displayed unless a higher priority item is displayed. Pilot--entry
of vertical speed is not permitted.
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Flight Plan
8-19
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Additions and Deletions to the Flight Plan -- Several actions
result in adding and/or deleting waypoints in the flight plan. These
actions create a MOD flight plan that has to be activated before the
changes take effect. Any entry permitted at the VIA.TO prompt can
also be made onto previously entered waypoints. The rules that
apply are described as follows:
— Single waypoints, including temporary waypoints, are added to
or deleted from the flight plan. To add a waypoint to the flight plan,
the waypoint is line--selected from the scratchpad to the proper
line. The added waypoint is displayed on the selected line. When
adding a waypoint, the flight plan is searched forward of the point
of insertion. When the waypoint is displayed in the flight plan, all
the waypoints between the point of insertion and the first
appearance of the added waypoint are deleted. When the
waypoint is not displayed forward of the inserted point, the flight
plan is opened and the new waypoint is inserted. Searching
forward in the flight plan is restricted to the portion of the flight
plan being modified (i.e., either the primary flight plan or the
alternate flight plan).
— Waypoints are deleted using the DEL key. After entering
*DELETE* in the scratchpad, the line--selected waypoint is
deleted. When the waypoint is deleted, the flight plan is closed
and linked together. Waypoints are deleted by entering a
waypoint also in the flight plan forward of the point of entry.
The pilot deletes both TO and FROM waypoints in some
combinations of flight plan changes. In such cases, the FMS
shows a CHANGE ACT LEG prompt.
— The DIRECT--TO function also adds or deletes waypoints. After
selecting DIRECT--TO, line--selecting a waypoint deletes all the
waypoints before the selected waypoint. The selected waypoint
then becomes the TO waypoint. A waypoint in the alternate flight
plan is selected from the primary flight plan. When this is done,
all the waypoints including the original destination are deleted
and the waypoint in the alternate flight plan becomes the TO
waypoint. A waypoint is entered into the scratchpad and
line--selected to the prompt, making the added waypoint the TO
waypoint. Refer to DIRECT--TO on page 10-2.
— Using the INTERCEPT function gives a means for the flight crew
to fly heading vectors to an automatic intercept of a desired
course. No waypoints are deleted with the INTERCEPT function.
Refer to INTERCEPT on page 10-6.
Flight Plan
8-20
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
VNAV OFFSET -- ATC often issues a clearance consisting of
crossing a specified distance before or after a waypoint, at a specific
altitude. The FMS is capable of creating a temporary waypoint in the
form of a *PDXX for these types of clearances. Refer to
Procedure 8--1 for details.
Step
D
Procedure 8--1 VNAV Offset Definition
1
Define a PLACE. Use the keyboard or line--select the
place from the flight plan to the scratchpad.
2
Enter a slash ( / ) to indicate that the next entry is a
bearing. When known, enter the bearing. When the
bearing is not known, enter another slash ( / ) to indicate
that the next entry is a distance.
3
Enter the distance to cross from the place. When DRK is
the place, the entry is DRK//20.
4
Enter this information into the flight plan either before or
after the place (DRK). The FMS automatically places the
waypoint on the flight plan at the specified distance.
5
Enter the altitude constraint.
Clearing of Flight Plans -- The flight is considered complete when
the aircraft is on the ground for 2 minutes. The active flight plan is
automatically cleared at flight complete or when power is removed
while on the ground or in flight. However, the pilot must confirm the
present active flight plan is being replaced. Flight plans are also
cleared one waypoint at a time using the DEL key on the MCDU.
While on the ground, a new origin is entered after some or all of the
flight plan has been defined. When the new origin is already a
waypoint in the flight plan, the waypoints earlier than the new origin
are deleted. When the new origin is not already a waypoint in the
flight plan, the whole flight plan is deleted. Deleting the origin clears
the entire flight plan.
Changing the database cycle (NAV IDENT page, line select 2R)
clears the active flight plan. This rules out any discrepancies
between flight plan information and the new database cycle. The
database cycle is changed only on the ground.
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Flight Plan
8-21
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
CREATING ROUTES
An example of the RTE 1 page before a route has been defined is shown
in Figure 8--12.
Figure 8--12
RTE 1/2
This page is used to define a route plan by entering a destination (1R)
and using any of the following options:
D
Call up a stored company route (2R). This is only available when
company routes have been enabled and the tailored company route
database is loaded in the FMS.
D
Load a route plan from datalink (3L). This is only available when the
datalink functionality option has been enabled.
D
Manually build a route plan by entering destination (1R) and any of
the following:
—
—
—
—
—
—
D
Departure procedures
Arrival and approach procedures
Missed approach procedures
AIRWAY segments
Holding patterns
Individual waypoints.
Create a flight plan (see page 8-9 Creating Flight Plans).
Flight Plan
8-22
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Calling Up a Company Route
When company routes functionality has been enabled and the
company route tailored database is loaded, entry of a recognized
company route identifier in 2R loads the origin, destination and all
associated procedures and waypoints into the modified route plan. RTE
page 1 is shown in Figure 8--13.
In order to make this company route the active flight plan, the operator
must push ACTIVATE in 6R.
When the entry in 2R does not correspond to a recognized company
route, the scratchpad message NOT IN DATA BASE is displayed.
Figure 8--13
RTE 1/3
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Flight Plan
8-23
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
RTE page 2 is shown in Figure 8--14.
Figure 8--14
RTE 2/3
Loading a Route From Datalink
When airline operational communication (AOC) datalink has been
enabled and a company route identifier is entered in 2R, the FPL
REQST prompt and FPL REVIEW prompt are displayed on 4L and 3R.
When datalink communications have been established, the pilot
requests a flight plan update from the datalink source by pushing 4L.
Once the flight plan is received, (FPL REQST prompt transitions from
SENDING to SEND), the pilot reviews the flight plan by selecting the
FPL REVIEW prompt (4R). The pilot is then sent to the DATALINK FPL
REVIEW pages to review and activate the uplinked flight plan. (See
page 6-44 for further details regarding review and activation of datalink
flight plans).
When datalink communications are not successfully established, the
message DATA LINK UNAVAILABLE is displayed in the 4L data field
and the flight plan request is inhibited.
Flight Plan
8-24
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Manually Building a Route
When building a route plan, entries are made on the line showing the
VIA prompt (1L through 5L). This is shown in Figure 8--15.
Figure 8--15
RTE 2/2
The allowable entries are explained in the following paragraph.
D
Waypoint -- Individual waypoints are entered in the route plan when
the waypoint is defined in either the navigation or customer--tailored
(option) database. When the waypoint is not found in either
database, the scratchpad message NOT IN DATABASE is
displayed. Entry format for a waypoint is the standard 1-- to 5--digit
alphanumeric entry.
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Flight Plan
8-25
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Entry of individual waypoints are always entered as DIRECT legs,
as shown in Figure 8--16 and 8--17.
Figure 8--16
RTE 2/2 -- ZUN
Figure 8--17
RTE 2/2 -- ZUN ACTIVE
Flight Plan
8-26
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Procedure Entry -- Any departure, arrival, or approach procedure
is entered by typing the procedure name into the scratchpad and
entering it on the next VIA entry line (dashes). When there are no
transitions attached, the final fix of the procedure is displayed in the
TO column. Note that a discontinuity has been inserted following the
procedure. Figure 8--18 shows the departure procedure (EAGUL3)
loaded into the scratchpad message section.
Figure 8--18
RTE 2/2 -- EAGUL3
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Flight Plan
8-27
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 8--19 shows the departure procedure (EAGUL3) uploaded to 1L
and a DISCONTINUITY placed at 2L.
Figure 8--19
RTE 2/2 -- DISCONTINUITY
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— Departure Transition -- When a transition is attached to a
departure procedure, the input format is the procedure name
followed by a period and the transition name. The final fix of the
departure transition is then displayed in the TO column. Note that
a discontinuity has been inserted following the procedure.
Figure 8--20 shows the departure procedure and transition
(EAGUL3.ZUN) loaded into the scratchpad message section.
Note that the departure procedure is also selected and entered
through the SIDs pages.
Figure 8--20
RTE 2/2 -- EAGUL3.ZUN
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Flight Plan
8-29
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 8--21 shows the departure procedure and transition
(EAGL3.ZUN) at 1L and a DISCONTINUITY at 2L.
Figure 8--21
RTE 2/2 -- DISCONTINUITY EAGUL.3.ZUN
— Arrival/Approach Transition -- When a transition is attached to
an arrival/approach procedure, the input format is the procedure
name followed by a period and the transition name. The final fix
of the procedure is then displayed in the TO column. Note that
the arrival/approach procedure is also selected and entered by
accessing the ARRIVAL page using the ARRIVAL prompt
adjacent to the DEST display.
D
Airway Entries -- Airways are entered into the route plan in a variety
of formats. These include airway only (AWY), entry waypoint/airway
(WPT.AWY), airway/terminal waypoint (AWY.WPT), entry
waypoint/airway/terminal waypoint (WPT.AWY.WPT), and entry
waypoint/airway/airway/terminal waypoint (WPT.AWY.AWY.WPT).
Note that the entry and terminal waypoints must be existing
waypoints on the airway, no modifications to the airways themselves
are permitted.
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Procedure 8--2 describes the airway entry steps.
Step
Procedure 8--2 Example Procedure to Enter Airways
on RTE Pages
1
Initialize PPOS to KPHX.
2
Enter flight plan KPHX--KMSP--KLAX. Select the RTE
mode key on the MCDU. See Figure 8--22.
Figure 8--22
RTE 2/2 -- DIRECT
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Flight Plan
8-31
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
Procedure 8--2 Example Procedure to Enter Airways
on RTE Pages (cont)
3
To activate this route, select the LSK 6R. See Figure 8--23.
Figure 8--23
RTE 2/2 -- KLAX
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
4
Procedure 8--2 Example Procedure to Enter Airways
on RTE Pages (cont)
Enter the airway information in the format
IPL.J18.J19.ZUN at LSK 2L. This results in a Modified
Route page, as shown in Figure 8--24.
Figure 8--24
MOD RTE 2/3
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Flight Plan
8-33
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
5
Procedure 8--2 Example Procedure to Enter Airways
on RTE Pages (cont)
Select LSK 6R to activate this route. See Figure 8--25.
Figure 8--25
MOD RTE 2/3 Page
A HOLD is displayed on the RTE pages when the HOLD is not a part
of a defined procedure. To enter a HOLD into the Route plan, the pilot
first goes to the HOLD page and defines the HOLD. The HOLD is then
dropped into the SCRATCHPAD and the pilot enters it at any LS key
representing a DIRECT leg, at a >>DISCONTINUITY<<, or on the
dashed VIA entry line.
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figures 8--26 and 8--27 illustrate a HOLD at waypoint CHEZZ entered,
inserted, and activated on the DIRECT segment at 2L.
Figure 8--26
ACT RTE 2/3
Figure 8--27
ACT RTE 2/3 -- HOLD
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Flight Plan
8-35
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Flight Plan Changes to Procedures or Airways
In the flight plan, changes are permitted to be made within a procedure
or airway. These changes consists of adding or deleting waypoints,
changing altitude and speed constraints, or entering or deleting
HOLDs. Once these changes have been activated, (or inserted into the
MOD flight plan), the procedures and airways no longer represent the
published segments. When this occurs, any pre--existing RTE
procedure or airway is broken down and displayed into individual
segments on the RTE pages.
LATERAL NAVIGATION (LNAV)
LNAV is the function in the FMS that sends commands to the flight
guidance computer to laterally steer the aircraft.
General LNAV Rules
D
The FMS must be selected as the navigation source.
D
A minimum of one leg must be defined for LNAV calculations.
D
LNAV is available for all phases of flight.
D
LNAV is armed while on--ground (when PERF has been initialized).
D
LNAV is engaged at 200 feet actual time over (ATO) or higher.
D
LNAV bank angles do not exceed 25_ except in holding, procedure
turns, patterns, and on arc legs. For these cases, the limit is 30_.
D
LNAV roll rate is 3_ per second during the en route phase of flight
and 5.5_ per second on the departure and approach.
D
The distance shown for each leg of the flight plan accounts for the
distance traveled due to the change in course from one leg to the
next.
D
LNAV uses up to the limits of bank angle to stay within protected
airspace.
D
A lateral track alert is given for each waypoint sequence. The alert
is given 30 seconds before starting a turn.
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
LNAV Submodes
D
LNAV ARM -- When initially selected, LNAV ARM becomes the
active mode. LNAV ARM requires that performance has been
initialized and is active for any flight phase and while on--ground.
While armed, the FMS monitors aircraft position and heading
against the active leg. When within the capture zone, the FMS
automatically changes from LNAV ARM to LNAV CAPTURE and
guides the aircraft to capture the active leg. While in the armed
mode, the FMS does not laterally control the aircraft. Normally, the
HEADING lateral mode is used to control the aircraft until the FMS
changes to LNAV CAPTURE.
NOTE:
D
The aircraft must be at least 200 feet ATO to capture.
LNAV CAPTURE -- The FMS begins lateral steering control when
the mode changes from ARM to CAPTURE. The FMS uses a 3_ per
second roll rate during en route operations and up to 5.5_ per
second on the approach. Banks are planned between 0_ and 23_
with 25_ as a maximum. In holding, procedure turns, orbit patterns,
and arc legs, the maximum angle is increased up to 30_.
One of the requirements of LNAV is to keep the aircraft within
protected airspace. This is done by incorporating a model of
protected airspace into the FMS. From the model, the FMS
determines the bank angle required to stay within the protected
airspace boundaries during leg changes. The actual bank angle
used is the greater of the pilot--entered bank factor or the bank angle
from the protected airspace model.
VERTICAL NAVIGATION (VNAV)
VNAV is the function in the FMS that sends vertical commands to the flight
guidance computer for vertical control of the aircraft. Using FMS VNAV,
the pilot defines vertical profile information that is automatically flown by
the aircraft when a VNAV flight director mode is selected. FMS VNAV is
used for all phases of flight. In addition, descents are set up for a path
mode (similar to glideslope) to cross waypoints at a specified altitude. The
two main areas for display of VNAV information are the ACTIVE FLT
PLAN page and PROGRESS page 2.
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Flight Plan
8-37
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FMS gives an altitude target for display on the electronic display
system EDS. This altitude target gives a reference to the flight crew
regarding the next FMS altitude constraint that must be met prior to
reaching the preselect altitude. This altitude target is given for display
during climbs and descents, and following the VTA notifying the crew of
TOD.
NOTE:
This target is not displayed for the crew--entered altitude
preselect, or any FMS altitude constraint colocated with the
altitude preselect.
Table 8--2 lists the VNAV submodes and the abbreviations used in this
guide.
Table 8--2
Mode Annunciators
Flight Director Mode
VNAV Flight Level Change
VNAV Altitude Hold
Abbreviation
VFLCH
VALT
VNAV Altitude Select
VASEL
VNAV Path
VPATH
VNAV Vertical Glide Path
VGP
General VNAV Rules
D
The FMS must be the selected navigation source and LNAV must
be engaged for VPATH to be operational.
D
VNAV is available for all phases of flight.
D
VNAV is armed while on--ground (when PERF has been initialized).
D
VNAV is engaged at 400 feet ATO or higher (note that it is pilot
responsibility to verify adequate obstacle clearance prior to
permitting VNAV to engage).
D
Climbs are flown using VFLCH only.
D
Descents are flown using VFLCH or VPATH.
D
VNAV never passes through the altitude preselector.
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
The pilot sets the altitude preselector only to ATC cleared altitudes.
D
VNAV keeps the aircraft as high as possible for as long as possible.
D
VPATH angles are from 1_ to 6_.
D
Path guidance is always followed during VPATH descents unless
the FMS transitions to speed reversion. In this condition, the FMS
transitions out of VPATH to VFLCH. Refer to Speed Protection on
page 8-66 for additional details.
D
Speed protection and LATCHED SPEED are active in VFLCH.
Refer to Speed Protection on page 8-66 for additional details.
D
When the altitude preselector is set above (climbs) or below
(descents) current altitude and VNAV is engaged, the FMS
commands the autopilot to begin a climb (VFLCH) or descent
(VFLCH or VPATH).
D
VNAV is engaged by selecting the FMS as the navigation source
and selecting the VNAV button on the guidance panel. Electronic
flight instrument system (EFIS) annunciates the submode of VNAV.
D
VPATH default descent angle is part of performance initialization.
However, after the angle is displayed for each waypoint, the crew
can make changes.
D
When the altimeter is adjusted to show height above the ground
(QFE) rather than sea level, VNAV must not be used.
D
VNAV observes flight plan constraint altitudes. With the altitude
preselect set to CRZ or clearance altitude, the FMS VNAV
automatically levels off and then sequences all intermediate altitude
constraints.
D
A vertical track alert is issued anytime the FMS commands vertical
track changes. The alert is issued 60 seconds before changing from
level flight to either a climb or descent. When the aircraft is
completing a climb or descent, the vertical alert is issued 1,000 feet
before the level--off altitude. A vertical alert is not issued when the
level--off altitude is set on the altitude preselector.
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Flight Plan
8-39
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
VNAV Submodes
D
VNAV ARM (VNAV) -- When initially selected, VNAV ARM becomes
the active mode. VNAV ARM requires that performance has been
initialized and is active for any flight phase and while on--ground.
When an attempt to arm VNAV is made on--ground before
performance has been initialized, the message PERF--VNAV NOT
AVAILABLE is displayed in the scratchpad. While armed, the FMS
monitors aircraft position and altitude against the altitude
preselector and, if any, the next waypoint altitude constraint. From
this, the FMS determines when to capture and which VNAV
submode is correct.
NOTE:
The aircraft must be at least 400 feet ATO before VNAV
is permitted to engage.
There are a few conditions where VNAV ARM remains the active
mode for some time. For example, the altitude preselector is set
above aircraft altitude and the next constraint altitude is below the
aircraft altitude. In this example, VNAV cannot determine whether
to climb to the altitude preselector or to descend to the constraint.
The net result is that VNAV stays in the ARM mode until the conflict
is resolved.
While in the armed mode, the FMS does not vertically control the
aircraft. Another vertical flight director mode is used to vertically
control the aircraft until the FMS transitions out of VNAV ARM.
D
VNAV Flight Level Change (VFLCH) -- This mode is vertical flight
level change. In this mode, aircraft speed is controlled by the flight
guidance computer (FGC) by the pitch of the aircraft. This mode is
also referred to as speed on elevator. The speed command is
displayed on ACTIVE FLIGHT PLAN page 1 and the guidance panel
(when supported). For most operations, the autothrottle is set to
climb power rating for climbs and idle for descents. Exceptions are
when climbing or descending only a short distance. In this case, the
throttle is set to less than climb power or more than idle to avoid
abrupt changes. Moving the throttle during VFLCH makes a change
in pitch. This changes the vertical speed, but the aircraft speed
remains the same.
VFLCH is used during all climbs and, unless a path is defined, during
descents. When engaging VNAV, VFLCH is set as the active mode
when the altitude preselector is above or below the current aircraft
altitude and the current flight director mode is not altitude hold.
When in other modes of VNAV, a transition to VFLCH is made by
setting the altitude preselector to other than current altitude and
pushing the FLCH button on the guidance panel.
Flight Plan
8-40
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
VNAV Altitude Capture (VASEL) -- This mode is the same as
altitude capture. It is used to level the aircraft at the VNAV supplied
altitude target. The altitude target is either an altitude constraint or
the altitude preselector setting. The FGC controls the pitch of the
aircraft in order to capture the altitude. The autothrottle controls the
speed command shown on the guidance panel. Moving the throttle
changes speed.
D
VNAV Altitude Hold (VALT) -- This mode is the same as altitude
hold. The FGC controls altitude by controlling pitch. The autothrottle
controls the speed command.
When VNAV is disengaged while in VALT, the flight director mode
becomes PITCH HOLD, not altitude hold.
D
VNAV Path (VPATH) -- This mode is a vertical path. In this mode,
VNAV controls the aircraft along a geometric path downward to a
waypoint altitude constraint. The path angle is either an
FMS--computed value, procedure specified, or pilot--entered. Path
descents are identical to instrument landing system (ILS)
approaches where the glideslope gives a constant descent angle.
VNAV gives the same constant descent angle using barometric
altitude to determine the aircraft is on path.
The primary objective during VPATH descents is maintaining the
geometric path. To accomplish this, VNAV computes the required
vertical speed to maintain the path, then sends the command to the
FGC. The FGC adjusts the pitch of the aircraft to maintain the
requested vertical speed. During VPATH operations, the aircraft
speed is permitted to increase or decrease to maintain the path.
VNAV does give speed protection, as described on page 8-66.
During VPATH operations, the autothrottle attempts to maintain the
speed command shown on ACTIVE FLT PLAN page 1 or the
guidance panel. When the angle is too steep, the throttles are at idle
and the aircraft speed can continue to increase. When autothrottles
are not engaged, the pilot is responsible for adjusting the throttles
to maintain aircraft speed.
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Flight Plan
8-41
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Early/Late Descent (DES NOW)
A VPATH early or late descent is available when the DES NOW option
is enabled on the airline personality module (APM). The DES NOW
prompt is available on the FPLN, RTE, and DESCENT pages when
within 50 NM of the TOD. Figure 8--28 shows the DES NOW prompt at
6L.
Figure 8--28
ACTIVE FLT PLAN -- DES NOW
Flight Plan
8-42
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 8--29 shows the DES NOW prompt at 6L.
Figure 8--29
ACT RTE -- DES NOW
Figure 8--30 shows the DES NOW prompt at 5L.
Figure 8--30
DESCENT -- DES NOW
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Flight Plan
8-43
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
When an early descent is initiated by selecting the DES NOW prompt,
the VPATH descent profile consists of a fixed 1,000 feet/minute early
descent path and the original predicted path. The FMS descends to a
point that it intersects the original flight plan path. At this point, the FMS
automatically executes a transition maneuver to capture the original
path. No VTA is given for the transition maneuver. Bottom--of--descent
(BOD), vertical deviation, and the FMS altitude target are all displayed
with respect to the original VNAV path. All descent altitude constraints
encountered prior to intercepting the original VNAV path is honored as
well as the ALT SEL.
When a late descent is initiated by selecting the DES NOW prompt, the
VPATH descent profile consists of a fixed--angle, late--descent path and
the original predicted path. The FMS initially guides to a path 1.5
greater than the original descent path to the point that it intersects the
original flight plan. At this point, the FMS automatically executes a
transition maneuver to capture the original path. BOD, vertical
deviation, and the FMS altitude target are all displayed with respect to
the original VNAV path. All descent altitude constraints encountered
prior to intercepting the original VNAV path are honored, as is the ALT
SEL.
D
Vertical Glide Path Mode (VGP) -- The vertical glide path (VGP)
mode, shown in Figure 8--31, permits crew management of the
altitude preselector during FMS managed nonprecision
approaches. Using standard VNAV during nonprecision
approaches, it is necessary to dial the altitude preselector to the
minimum descent altitude (MDA) during the final approach
segment. When a missed approach is executed, it is necessary to
reset the altitude preselector to the missed approach altitude. With
the VGP mode, the altitude preselector is set to the missed
approach procedure altitude once the VGP mode is engaged. The
FMS manages the aircraft on a vertical path to the missed approach
point (MAP) regardless of the setting of the altitude preselector. This
is similar in concept to glideslope capture for ILS approaches.
— Arming of VGP Mode: The first step towards using the VGP
mode is to arm VGP. This is done when the aircraft is within
30 NM of the destination. VGP is armed by selecting the
approach (APP) button on the guidance panel. However, the
following conditions are necessary for arming the VGP mode:
D
FMS is the selected navigation source.
D
Localizer (LOC) preview mode is inactive on the primary flight
display (PFD).
D
A nonlocalizer based approach is selected from the
navigation database.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
The aircraft is not in dead reckoning (DR) mode.
D
The aircraft is within 30 NM of the destination.
D
An NDB angle to the MAP exists.
D
Altitude and angle constraint values from the NAV DB have
not been changed.
D
When there is an at--altitude constraint on the final approach
fix (FAF), the aircraft must be in alt hold at the FAF altitude.
D
No vertical direct--to the MAP has been executed.
— Engagement of VGP mode: The VGP mode is engaged when
the following rules are met:
D
The VGP mode is armed (by the selection of APP button and
meeting the conditions mentioned in the previous section).
D
LNAV is active.
D
The aircraft, when holding, must be established on the
inbound course to the FAF.
D
The active waypoint is the FAF or along track distance to the
FAF is less than 5 NM.
D
The aircraft is able to capture the final approach slope.
D
With a course reversal hold leg (HF) on the FAF, the aircraft
must be established inbound to the FAF (< 0.5 NM crosstrack
error and <10 degrees track error on inbound leg) and be
exiting the hold.
Once VGP is engaged, the crew does not have to set the preselector
altitude to the MDA. They can dial it to the missed approach altitude.
The FMS does not consider the preselector altitude in the
computations while in VGP mode. This also means the message,
RESET ALT SEL, is not displayed in VGP mode.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The vertical glide path mode (VGP) is shown in Figure 8--31.
Figure 8--31
VGP Operation
— Canceling VGP Mode: VGP mode is canceled by the crew
using any of the following methods:
D
Selection of APP, HDG, NAV, VNAV, FLCH, ALT, VS or FPA
buttons on the guidance panel.
D
Selection of a RESUME button (when flying a HOLDING
pattern).
VGP mode is automatically canceled when any of the VGP arming
conditions (Arming of VGP Mode section) is no longer true. In this
case, the aircraft transitions to flight path angle (FPA).
The VGP UNAVAILABLE message is displayed when the guidance
panel approach button is pushed and the arming criteria previously
mentioned is not met.
The message is self--clearing when the FAF is sequenced.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
VNAV Operation in Flight
D
Climb -- All VNAV climbs are flown using VFLCH. Intermediate level
offs are entered as waypoint constraints through the MCDU or are
set with the altitude preselector. VNAV never flies through the
altitude preselector in any VNAV mode.
When an intermediate level off is required due to an FMS waypoint
altitude constraint, VNAV automatically resumes the climb after
passing the waypoint, when the selector is set above the current
aircraft altitude. When the selector is not set above the current
altitude, VNAV maintains the intermediate altitude when passing the
waypoint. In this case, the climb is resumed by setting the altitude
preselector higher and pushing VFLCH on the guidance panel.
D
Cruise -- The initial cruise altitude is entered during performance
initialization. When the altitude preselector is set higher than the
entered initial cruise altitude, the cruise altitude is adjusted to match
the altitude preselector. When the aircraft levels off at the cruise
altitude (initial cruise altitude or higher when set on the selector), the
FMS enters the cruise phase of flight. The speed command is
adjusted to the cruise values.
Cruise is flown by the autopilot in the altitude hold mode (VALT).
From cruise, a climb or descent is executed at any time by setting
the altitude preselector to the desired altitude and pushing the FLCH
button. There is a 2 to 3 second delay before VNAV resets the
altitude target to the altitude preselector or next waypoint altitude
constraint (whichever is closer), and the flight director changes to
VFLCH.
When in VALT, the flight guidance system (FGS) touch control
steering (TCS) function is used to maneuver the aircraft. However,
when TCS is released, the aircraft returns to the original VALT
altitude only when the deviation from the target altitude is less than
50 feet. When altitude deviation is 50 feet or more, the FMS does
not attempt to return to the original altitude target.
Automatic
changes from
cruise are performed for
bottom--of--step--climb (BOSC) and TOD points. In both cases, the
altitude preselector must be properly set (i.e., above the current
altitude for BOSC and below current altitude for TOD). When the
altitude preselector remains at the current altitude, the aircraft
remains in cruise as the points are passed.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
Top--of--Descent (TOD) -- The TOD is the location that the aircraft
commences a descent. The TOD is displayed on the navigation
display (ND), but is always displayed on the PROGRESS pages.
There is only one TOD waypoint at a time. For each TOD, a vertical
waypoint alert is given and an automatic descent is initiated when
the altitude preselector has been selected to a lower altitude.
D
Descent -- Descents are flown as speed descents (VFLCH) or path
descents (VPATH). The transition to descent is automatic,
assuming the altitude preselector is set lower than the present
altitude. One minute before TOD, the vertical track alert is given. On
reaching the TOD, VNAV initiates either a VFLCH or VPATH
descent.
— Speed Descent (VFLCH) -- A speed descent is flown when no
altitude constraints exist in the flight plan during the descent. The
TOD is calculated to place the aircraft at 1,500 feet above the
destination 10 miles prior to the destination. Also, the TOD is
based on any speed constraints in the descent such as slowing
to 250 knots below 10,000 feet.
The pilot initiates a VFLCH descent anytime by setting the
altitude preselector to a lower altitude and pushing FLCH on the
guidance panel. Following an intermediate level off at the altitude
preselector value, the descent is resumed by dialing down the
altitude preselector and pushing the FLCH button again on the
guidance panel.
— Path Descent (VPATH) -- A VPATH descent is flown when an
altitude constraint is in the descent portion of the active flight
plan. The path angle associated with the constraint is either a
default angle computed by the FMS, procedure specified, or
pilot--entered.
During path descents, AT OR ABOVE or AT OR BELOW
constraints are not treated as AT constraints. VNAV looks further
in the flight plan to determine when other constraints exist. If so,
VNAV flies a single path that meets all constraints rather than
multiple paths that treat each constraint as an AT constraint.
After passing the last waypoint with an altitude constraint, VNAV
changes from path descent (VPATH) to a speed descent
(VFLCH).
Common Waypoints in SIDs and STARs
An increase in SIDs and STARs that have much longer distances than
traditional terminal routes have led to many routes between city pairs
that can begin with a SID and end with a STAR, with no en route
waypoints.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FMS relies on a certain set of criteria in order to perform normal
VNAV operations. In this case, the FMS relies on having all three
phases of flight loaded into the flight plan for it to properly transition to
the various VNAV modes. However, when a flight plan is loaded where
there is a common waypoint on the SID and STAR, the FMS does not
see any en route phase of flight. When this occurs, the FMS is not
capable of descending in VNAV mode until the last waypoint of the SID
has sequenced.
The FMS assumes everything before the TOC is a climb and everything
after the TOD is a descent. If this is not the case, the most common
operational mitigation that will permit the FMS to begin a descent before
the last waypoint in the SID is to manually change climb mode to
descent mode. The OFFSHORE7 departure with the San Marcus
(RZS) transition from KSFO and the KEACH1 arrival with the RZS
transition into KLAX, both shown in Figure 8--32, are used for this
example.
Figure 8--32
Common Waypoint Example
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
CYPRS shows a crossing altitude of 22000A but is still in CLB mode.
Therefore, the first DES mode shown is at BENET which is incorrect
since the FMS should show the DES mode prior to reaching the
crossing restriction, as shown in Figure 8--33.
Figure 8--33
ACTIVE FLT PLAN--1/9 and 2/9
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Flight crews should be aware that the FMS may not command a
descent at the proper distance prior to a crossing restriction where a
SID and STAR share a common waypoint. By placing a D (descent) at
the waypoint where the level off has been reached, the FMS will be able
to properly calculate a top of descent and correctly descend and
achieve the altitude restriction at BENET, as shown in Figure 8--34.
Figure 8--34
ACTIVE FLT PLAN--1/9
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
VNAV Special Operations
D
Vertical DIRECT--TO -- This function operates much like the lateral
DIRECT--TO. Refer to page 10-2 for additional information on
vertical DIRECT--TO.
D
VNAV and Holding Patterns -- There are some special
considerations for holding and orbits during VNAV operation.
— When the holding pattern is entered while in VFLCH, the aircraft
remains in VFLCH and continues the climb or descent.
— When the holding pattern is entered while in VALT, the aircraft
remains in VALT.
— When a present position (PPOS) holding pattern is entered while
in a path descent, the aircraft changes to VFLCH while in holding.
— Path descents are not used during holding pattern operations.
When the hold is entered while in VPATH, VNAV changes to
VALT. To continue the descent the pilot must manually select
VFLCH.
D
VNAV (VPATH and VFLCH) and Stored Instrument Approaches
— All stored approach procedures have associated altitude
constraints and/or vertical path angles.
— Changing the altitude constraint and/or the path descent angle
is possible once an approach procedure has been activated.
However, the crew must verify that all the approach procedure
altitude requirements are met.
— Industry--wide standards for database information are currently
inconsistent on many approaches. Some vertical paths are
defined at 50 feet above the runway. Others do not arrive at MDA
until at the MAP. Some approaches give vertical guidance below
the published MDA and some vertical paths differ from the
VASI/PAPI angles.
— The stored missed approach also contains altitude constraints.
Some altitude constraints do not refer to any waypoint. VFLCH
is used to fly the missed approach to comply with this type of
altitude constraint. During the missed approach, the speed
command is the PERFORMANCE INIT missed approach speed
until the destination waypoint is changed or flight plan changes
are made.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
VNAV Operational Scenarios
The operational scenarios are presented as a series of figures showing
typical vertical profile segments. Certain points on the figures are
labeled with numbers. These numbers are used to describe events and
are enclosed in parentheses in the text. Refer to the General VNAV
Rules section, page 8-38, when reviewing these scenarios.
D
VNAV Climb (VFLCH)
The elements of a VNAV climb profile are shown in Figure 8--35.
Figure 8--35
VNAV Climb Profile
A VNAV climb profile consists of the following:
— VNAV is engaged in a VFLCH airspeed climb (1) after takeoff.
— One thousand feet before reaching the constraint altitude, a VTA
is given (2).
— The flight guidance computer changes to VASEL to capture the
altitude constraint (3).
— The flight guidance computer switches to VALT at the constraint
altitude (4).
— One minute before the constrained lateral waypoint is reached,
a VTA is given (5) indicating an automatic climb begins at the
waypoint.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— The altitude preselector is set higher than the constraint altitude
(5).
— The flight guidance computer switches to VFLCH as the
waypoint is passed (6).
— The flight guidance computer executes a normal level off at the
intermediate altitude preselector (7) switching from VFLCH to
VASEL to VALT with the normal 1,000--foot selector alert.
— ATC clearance is received to the cruise altitude and the selector
is dialed to the cleared altitude (8).
— The FLCH button is pushed to resume the climb (8).
— The flight guidance computer executes a normal level off at the
cruise altitude (9) switching from VFLCH to VASEL to VALT with
the normal 1,000--foot selector alert and the speed command
changes to the cruise value.
D
VNAV Flight Level Change Descent (VFLCH)
The elements of a VNAV FLCH (IAS or MACH hold) descent profile
are shown in Figure 8--36.
Figure 8--36
VNAV Flight Level Change Descent
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
A VFLCH descent is engaged at any time by using the following:
— From cruise altitude (1), dial down the altitude preselector to the
ATC cleared altitude (2).
— Push FLCH when already engaged in a VNAV mode or VNAV
when not already in VNAV. The flight guidance computer
switches to VFLCH and begins a descent (1).
— One thousand feet before the altitude preselector (2) is reached,
the normal altitude alert is given and the flight guidance computer
does a normal level off switching from VFLCH to VASEL (3) to
VALT (4).
— An ATC clearance (5) is received to a lower altitude and the
altitude preselector is lowered (6). FLCH is pushed (5) and the
aircraft begins a descent.
— One thousand feet before the altitude preselector (6), the normal
altitude alert is given and the flight guidance computer does a
normal level off switching from VFLCH to VASEL to VALT (7).
D
VNAV Path Descent (VPATH)
The elements of a VNAV path descent profile are shown in
Figure 8--37.
Figure 8--37
VNAV Path Descent Profile
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
A VNAV path descent is engaged from VALT at any time when the
altitude preselector has been dialed down before the TOD point is
reached. The VNAV path descent mode is used to descend to a new
flight level at a calculated or prescribed angle (between 1_ and 6_).
The following steps apply:
— An altitude constraint is entered at a waypoint (1). The FMS
calculates an angle and TOD (2) for the path descent.
— One minute before reaching the TOD, a VTA is given (4) and the
vertical deviation scale is displayed on the PFD. When the
altitude preselector is not at a lower altitude, the message
RESET ALT SEL? is displayed.
— The altitude preselector is set to the ATC cleared altitude (3).
— At the TOD, the flight guidance computer switches from VALT to
VPATH and begins a descent (2).
— The flight guidance computer does a normal level off switching
from VPATH to VASEL (5) to VALT (1).
NOTE:
Load 25:
-
When on a VNAV Path descent and a flight plan change
creates a new VNAV Path that is above the aircraft, the
descent is continued up to 1/2 the descent angle.
-
When on a VNAV Path descent and flight plan change
creates a new VNAV Path that is below the aircraft, the
descent is continued up to the descent angle plus 1.5.
The VNAV angle is always displayed on MCDU for path descents.
The path is always followed except when the aircraft speed
approaches the following:
— VMO/MMO
— Landing gear or flap placard speed
— VREF.
VNAV tries to satisfy both the altitude preselector and the waypoint
constraint altitude. However, VNAV never flies through the altitude
preselector.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
VNAV Late Path Descent (VPATH)
A VNAV late path descent is shown in Figure 8--38.
Figure 8--38
VNAV Late Path Descent
This scenario can occur when ATC has not given descent clearance
by the time the TOD is reached. The steps are as follows:
— An altitude constraint is entered at a waypoint (1). The FMS
calculates an angle and TOD (2) for the path descent.
— One minute before reaching the TOD, a VTA is given (3) and the
vertical deviation scale is displayed on the PFD. When the
altitude preselector is not at a lower altitude, the message
RESET ALT SEL? is displayed.
— When past the TOD and more than 500 feet above the path, the
flight guidance computer remains in VALT.
— The altitude preselector is set (4) to the ATC cleared altitude.
— Push the FLCH button (5) to begin descent. The flight guidance
computer transitions to VFLCH to begin the descent. When the
aircraft is past the TOD but less than 500 feet from the path when
the selector is set lower, the FMS switches directly to VPATH.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— When the path is intercepted, the flight guidance computer
switches to VPATH (6).
— The flight guidance computer does a normal level off switching
from VPATH to VASEL to VALT (1).
D
VNAV Early Descent to Capture Path (VPATH)
An early descent to capture a path is shown in Figure 8--39.
Figure 8--39
VNAV Early Descent to Capture Path
This scenario is typical, should ATC instruct a descent before the
established TOD point is reached. The steps are as follows:
— An altitude constraint is entered at a waypoint (1). The FMS
calculates an angle and TOD (2) for the path descent.
— The altitude preselector is set to the ATC cleared altitude (3).
— Push the FLCH button (4) to begin the descent. The flight
guidance computer switches to VFLCH to begin the descent.
NOTE:
Embraer suggests that a vertical DIRECT--TO is the
preferred method of recovering from an early
descent.
— As the path is approached, the vertical deviation is displayed on
the EFIS. When the path is intercepted, the flight guidance
computer switches to VPATH (5).
— The flight guidance computer does a normal level off, switching
from VPATH to VASEL to VALT (1).
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
VNAV Early Descent Using DIRECT--TO (VPATH)
The VNAV early path descent using vertical DIRECT--TO is shown
in Figure 8--40.
Figure 8--40
VNAV Early Path Descent Using Vertical DIRECT--TO
The following steps apply:
— An altitude constraint is entered at a waypoint (1). The FMS
calculates an angle and TOD (2) for the path descent.
— The altitude preselector is set (3) to the ATC cleared altitude (4).
— A vertical direct--to is performed (5) to the constrained waypoint
(1). The FMS calculates the new angle and the flight guidance
computer transitions to VPATH.
— The flight guidance computer does a normal level off, switching
from VPATH to VASEL (6) to VALT (1).
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
D
VNAV Late Descent Using DIRECT--TO (VPATH)
A VNAV late path descent using vertical DIRECT--TO is shown in
Figure 8--41.
Figure 8--41
VNAV Late Path Descent Using Vertical DIRECT--TO
In this scenario, descent clearance is not received before the TOD
is reached. The following applies:
— An altitude constraint is entered at a waypoint (1). The FMS
calculates an angle and TOD (2) for the path descent.
— One minute before reaching the TOD, a VTA is given (3) and the
vertical deviation scale is displayed on the EFIS. When the
altitude preselector is not at a lower altitude, the message
RESET ALT SEL? is displayed.
— At the TOD (2), the flight guidance computer remains in VALT
and remains level through the TOD.
— The altitude preselector is set (4) to the ATC cleared altitude (5).
— A vertical direct--to is performed (6) to the constrained waypoint
(1). The FMS calculates the angle and the flight guidance
computer transitions to VPATH.
— The flight guidance computer does a normal level off, switching
from VPATH to VASEL to VALT (1).
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
SPEED COMMAND
The FMS is capable of controlling the aircraft speed during departure,
climb, cruise, descent, approach, and go--around. The speed is either
controlled automatically or manually. The automatic speed command
(FMS) contains two submodes: automatic and waypoint constraint. In
the speed command mode (MAN), the pilot enters the desired aircraft
speed manually on the guidance control panel. The autothrottle then
controls the aircraft to the manually--entered speed.
The FMS gives speed protection for FMS modes. This speed protection
is designed to prevent the aircraft from flying too slow or too fast. Refer
to Speed Protection, on page 8-66, for additional information.
General Speed Command Rules
D
The current speed command is displayed on page 1 of the ACTIVE
FLT PLAN. This is shown in Figure 8--42.
D
A CAS and MACH are both displayed when climbing or descending.
Otherwise, the cruise speed command (either CAS or a MACH) is
displayed.
D
The active speed command, whichever is the lowest value between
CAS and MACH, is shown in large characters.
D
The active speed command is also displayed on EFIS.
Figure 8--42
ACTIVE FLT PLAN 1/7
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Automatic
As the name implies, the automatic speed command mode is the most
automated mode. The FMS automatically changes the speed
command throughout the flight to accommodate aircraft configuration
and phase of flight. This automatically controlled speed command is
used by the autopilot or autothrottle. The following speed schedules for
the automatic speed command are configured on the PERFORMANCE
INIT 1/3 page:
D
Departure
D
Climb
Cruise
D
Descent
D Approach
D
D
Go--around.
The automatic speed command for a typical flight changes as follows:
D
When the FD is in T.O. mode, the FMS generates V2 until V2 is
reached, then ramps up to V2 + 10, and then stays at V2 + 10 until
the vertical mode is changed.
D
During departure, the speed command is set to the departure speed
schedule selected during initialization. The departure speed
schedule is designed to maintain the aircraft speed below the
class D airspace speed limit. The default departure area is 4 NM
from the departure airport and less than 2,500 feet AGL.
D
Once the aircraft is clear of the departure area, the speed command
transitions to the climb speed schedule selected during initialization.
The climb speed command is limited by the speed/altitude limit
defined during initialization. Once above the speed/altitude limit, the
target is the lower value of the CAS/MACH climb speed schedule.
Changes to MACH are automatic.
D
As the aircraft levels off at the cruise altitude, as defined in the
initialization, the speed command changes to cruise. Only one value
of CAS or MACH is displayed.
The speed command transitions to cruise when the aircraft is in
VALT or altitude hold and the aircraft altitude equals the
PERFORMANCE INIT cruise altitude. When the aircraft levels off
at an altitude below the PERFORMANCE INIT value for cruise
altitude, the speed command continues to be the climb speed
command. Manually entering the lower cruise altitude on the PERF
DATA 1 page is necessary to enable the FMS to transition to the
cruise speed command.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step climbs use the cruise speed command when the altitude
changes are 5,000 feet or less. Climbs greater than 5,000 feet use
the climb speed commands.
D
When the aircraft begins descending below the cruise altitude, the
speed command changes to the descent speed schedule and the
descent CAS/MACH target is displayed. The descent speed
command is used during any intermediate level offs. When the
aircraft nears the speed/altitude limit, the speed command
anticipates the speed limit and slows the aircraft prior to reaching the
altitude.
D
Nearing the destination, the speed command changes to the
approach speed schedule defined during initialization. The default
values for the transition to approach speed are 15 radial nautical
miles from the destination or 5 miles from the first approach
waypoint. Lowering the landing gear or flaps also changes the speed
command to the approach speed schedule.
D
When the flight director transitions to go--around, the speed
command changes to the go--around speed schedule defined during
initialization. When the go--around speed command is active,
modification of the active flight plan or selection of a new approach
results in the FMS transitioning from go--around to the approach
speed schedule. When the active flight plan destination is changed
while the go--around speed schedule is active, the speed command
transitions from go--around to climb speed schedule.
Waypoint Speed Constraint
The FMS gives the ability to cross a waypoint at a specified speed. This
is referred to as a waypoint speed constraint. A waypoint speed
constraint is retrieved with a procedure (SID/STAR/approach) or is
entered by the pilot.
Waypoint speed constraints are treated differently by the FMS
depending on the phase of flight. Waypoint speed constraints in the
climb phase of flight results in the FMS applying the speed constraint
to all legs prior to the waypoint. The climb phase of flight is defined as
the legs of the flight plan prior to the TOC. When sequencing the
waypoint, the FMS attempts to return to the automatic speed schedules
when no other waypoint speed constraint exists.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Waypoint speed constraints in the cruise or descent phase of flight
results in the FMS applying the speed constraint to all legs after the
waypoint. As the aircraft approaches the waypoint, the FMS anticipates
the speed constraint so that the aircraft crosses the waypoint at the
speed constraint. The cruise phase of flight is defined as the legs of the
flight plan past the TOC and prior to the TOD. The descent phase of
flight is defined as the legs of the flight plan past the TOD.
To insert a waypoint speed constraint, follow Procedure 8--3.
Step
Procedure 8--3 Inserting a Waypoint Speed
Constraint
1
Completely initialize the PERFORMANCE INIT pages.
2
Enter the speed constraint into the scratchpad followed by
a slash ( / ). The entered speed is either a CAS or MACH.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
3
Procedure 8--3 Inserting a Waypoint Speed
Constraint (cont)
Push the right line select key adjacent to the lateral
waypoint on the ACTIVE FLT PLAN page. For example,
Figure 8--43 shows a speed constraint of 120 knots
desired for waypoint FGT. The speed constraint was
entered into the scratchpad (e.g., 120/) and then
line--select 2R was pushed.
Figure 8--43
ACTIVE FLT PLAN 5/7
To remove a waypoint speed constraint, follow Procedure 8--4.
Step
Procedure 8--4 Removing a Waypoint Speed
Constraint
1
Push the DEL key.
2
Push the right line select key adjacent to the lateral
waypoint on the ACTIVE FLT PLAN page.
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Flight Plan
8-65
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Speed Protection
The FMS gives two types of speed protection, automatic transition from
VPATH to VFLCH (referred to as speed reversion) and latched speed.
The FMS automatically transitions from VPATH to VFLCH for the
following conditions:
D
VMO/MMO -- During a VPATH descent, when CAS becomes greater
than VMO +10 knots. The transition is canceled when the airspeed
decreases to VMO +2 knots.
D
Speed/Altitude Limit -- During a VPATH descent with autothrottles
engaged, the FMS outputs an altitude target equal to the speed limit
altitude when the aircraft speed exceeds the speed constraint (e.g.,
250 knots at 10,000 feet) by more than 9 knots. Under these
conditions, the FMS levels the aircraft at the speed limit altitude until
the aircraft speed is 6 knots greater than the speed limit. The FMS
then requests a VFLCH descent down to the altitude preselector
request when the aircraft is more than 250 feet off the vertical profile,
otherwise VPATH is requested.
When autothrottles are not engaged or the aircraft is not equipped
with autothrottles, the FMS continues the descent through the
speed/altitude limit. The pilot is responsible for controlling the speed
of the aircraft to meet the speed/altitude limit.
Speed/altitude limit protection is also given during VFLCH descents.
Under these conditions, the FMS slows the aircraft to the speed limit
when approaching the altitude associated with the speed limit.
D
Landing Gear or Flap Placard Speed -- During a VPATH descent,
the aircraft speed exceeds the landing gear or flap placard speed by
10 knots.
D
VREF -- During a VPATH descent and the aircraft speed is less than
VREF by 10 knots.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The second speed protection is latched speed mode. The FMS enters
the latched speed mode during automatic transitions from one
submode of VNAV to another. The latched speed mode is also entered
when a significant difference is between the actual aircraft speed and
the speed command. When entering the latched speed mode, the FMS
shows LATCHED at 1R of the ACTIVE FLT PLAN page. This is shown
in Figure 8--44.
Figure 8--44
ACTIVE FLT PLAN 1/7 Page
The latched, speed--protection conditions are as follows:
1. When during altitude capture, changes are made to a speed
mode descent and the command speed is not within 5 knots of
the current airspeed. The command speed is deleted and the
current airspeed is LATCHED and shown as the command
speed.
2. When during descent or climb, the pilot--entered constraint
speed exceeds VMO or MMO, the pilot--entered speed is deleted
and VMO/MMO is displayed. Pilot entered speeds in excess of
current VMO/MMO are converted to VMO/MMO.
3. A latched speed occurs at the last BOD when the current speed
command is more than 5 knots above the current airspeed. This
is also true when the BOD altitude constraint is deleted.
4. A latched speed occurs when the altitude preselector is dialed
while in VASEL to a BOD and the current target is greater than
5 knots more than the current speed.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
5. When VNAV has transitioned out of VPATH and the current
airspeed is not within 5 knots of the speed command.
6. When VNAV is in VPATH and the CAS becomes greater than VMO
+ 10 knots, VNAV changes to VFLCH and latches to VMO.
The LATCHED SPEED mode is removed by entering *DELETE* from
the scratchpad to line--select 1R on page 1 of the ACTIVE FLT PLAN.
VNAV APPROACH TEMPERATURE COMPENSATION
VNAV approach temperature compensation is an FMS option function
and is not available unless enabled. The following page entries specific
to the temperature compensation functionality are not displayed when
the VNAV approach temperature compensation function is not enabled.
For VNAV approaches, the flight crew has the option of selecting VNAV
temperature compensation to assure the FMS meets obstacle
clearance standards by the published altitude constraints. The VNAV
temp compensation function adjusts all FMS waypoint altitude
constraints for the defined approach, approach transitions, and missed
approach segments of the flight plan to compensate for nonstandard
day temperatures.
The flight crew configures the FMS for three states of VNAV approach
temperature compensation:
D
OFF (assumes standard day temperature)
D
COLD applies temperature compensation only when approach is
flown in COLD conditions (0 to --50 degrees DISA (deviation ISA))
D
HOT/COLD applies temperature compensation when approach is
flown in any temperature condition (limited to --50 to 70 degrees
DISA). This configuration is an option and must be enabled
separately from COLD.
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Procedure 8--5 is an example of the steps necessary for configuring the
FMS for the VNAV approach temperature compensation mode.
Step
Procedure 8--5 FMS Temperature Compensation
Configuration
1
Select MAINTENANCE from page 2 of NAV INDEX.
2
Select SETUP from page 2 of FMS X MAINTENANCE.
3
Select FLIGHT on FMS SETUP.
4
Go to Page 2 of FLIGHT CONFIG pages.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
5
Procedure 8--5 FMS Temperature Compensation
Configuration (cont)
The FLIGHT CONFIG page layout is shown in Figure 8--45.
Figure 8--45
FLIGHT CONFIG 2/2
LSK 3L indicates the current temperature compensation
mode is OFF and the pilot can choose changes by selecting
the LSK 3R.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
6
Procedure 8--5 FMS Temperature Compensation
Configuration (cont)
Selecting LSK 3R for changes to the temperature
compensation mode shows the TEMP COMP CONFIG
page, as in Figure 8--46.
Figure 8--46
TEMP COMP CONFIG 1/1
7
NOTE:
D
Select LSK 1L to switch OFF temperature compensation
mode.
D
Select LSK 2L to set temperature compensation mode to
COLD.
D
Select LSK 3L to set the temperature compensation mode
to HOT & COLD.
The
VNAV
approach
temperature compensation
functionality, as an option, is enabled as COLD only or HOT
& COLD. When enabled as COLD, only the previously
discussed procedures remain the same with the exception
that the HOT & COLD prompt is not available.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The FMS determines the compensated altitude constraint values
automatically once an outside air temperature value has been entered
on the LANDING page and an arrival has been strung into the active
flight plan. However, pilot confirmation by the MOD flight plan is
required before the altitude compensation is applied to the active
waypoints.
Procedure 8--6 is an example of the steps necessary for defining and
activating the VNAV temperature compensation values in the active
flight plan. (This procedure assumes an arrival has already been strung
into the active flight plan.)
Step
1
Procedure 8--6 Review and Insert Temp Comp Alt
Constraints Into FLT Plan
The LANDING 1/2 page, as shown in Figure 8--47, is
displayed by pushing the LANDING prompt on the PERF
INDEX page.
Figure 8--47
LANDING 1/2
On the LANDING page, enter/verify the correct outside air
temperature (OAT) for the destination airport.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
2
Procedure 8--6 Review and Insert Temp Comp Alt
Constraints Into FLT Plan (cont)
The --22C TEMP COMP 1/2 page, shown in Figure 8--48,
is displayed by pushing the TEMP COMP prompt on the
LANDING page.
Figure 8--48
--22C MOD TEMP COMP 1/2
The proposed altitudes for each of the arrival flight plan
constraints are displayed in reverse video on the MOD
TEMP COMP page.
Note that the temperature compensation is applied only to
the altitude constraints from the navigation database. No
changes are applied to performance computed values or
the pilot--entered constraints.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
3
Procedure 8--6 Review and Insert Temp Comp Alt
Constraints Into FLT Plan (cont)
Select INSERT prompt to insert the temperature
compensated values into the FLIGHT PLAN.
A MOD FLT PLAN page, shown in Figure 8--49, is created
with database values of the arrival altitude constraints.
Figure 8--49
MOD FLT PLAN 6/9
Note again that temperature compensated values are
displayed in reverse video.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
Procedure 8--6 Review and Insert Temp Comp Alt
Constraints Into FLT Plan (cont)
4
Select ACTIVATE to apply the changes in the ACTIVE
FLIGHT PLAN, as shown in Figure 8--50.
Figure 8--50
ACTIVE FLT PLAN 6/9
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Flight Plan
8-75
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
The pilot is able to calculate a temperature compensated approach
MDA on the last page in the string of the TEMP COMP pages. The last
page of the TEMP COMP page is accessed by pushing the NEXT
function key when viewing the TEMP COMP page, shown in
Figure 8--46, until the last page is displayed. The default page of the
MDA TEMP COMP page is shown in Figure 8--51.
Figure 8--51
MDA TEMP COMP Page
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
LSK 1L is displayed with dashes. LSK 1R is blank when a published
approach MDA has not been entered at LSK 1L. The published
approach MDA altitude is entered in feet by the pilot at LSK 1L. When
a valid entry is made at LSK 1L, an FMS computed COMP MDA is
displayed in feet at 1R, as shown in Figure 8--52. Invalid entries are not
permitted and attempts to do so are annunciated to the pilot with an
INVALID ENTRY scratchpad message. An entry is considered invalid
when a number outside the range 0 to 9999 is entered.
Figure 8--52
--22C TEMP COMP 2/2
The compensated MDA, when it exists, is displayed opposite the
uncompensated MDA at 1R. When an uncompensated MDA does not
exist then the compensated MDA field is blank.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Procedure 8--7 is an example of the steps necessary for removing
existing values of temperature compensated arrival altitude constraints
from the active flight plan.
Step
1
Procedure 8--7 Remove Temperature
Compensation
Select the LANDING prompt from the PERF INDEX page
to show the LANDING 1/2 page, shown in Figure 8--53.
Figure 8--53
LANDING 1/2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
2
Procedure 8--7 Remove Temperature
Compensation (cont)
Select TEMP COMP on the LANDING page. Select the
REMOVE prompt, as shown in Figure 8--54, from the
TEMP COMP review page.
Figure 8--54
--22C TEMP COMP 1/2
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
3
Procedure 8--7 Remove Temperature
Compensation (cont)
A MOD FLT PLAN shown in Figure 8--55, is created with
the database values of the arrival altitude constraints.
Figure 8--55
MOD FLT PLAN 6/9
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step
4
Procedure 8--7 Remove Temperature
Compensation (cont)
Select ACTIVATE to apply the changes in the ACTIVE
FLIGHT PLAN page, as shown in Figure 8--56.
Figure 8--56
ACTIVE FLT PLAN 6/9
The TEMP COMP review page is accessed either through the
LANDING page or from the FLIGHT PLAN pages. For the TEMP
COMP access prompt to be available on the flight plan pages, the
following conditions must be met:
D
The active TEMP COMP CONFIG mode is COLD or HOT and
COLD
D
The aircraft is within 30 NM of the destination
D
An approach has been activated
D
Valid OAT (on the Landing page) is entered.
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Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
CLEARING OF FLIGHT PLANS
Activating a stored flight plan clears the previous active flight plan.
Activating a stored flight plan while in flight is permitted, but the pilot is
required to confirm the present active flight plan is to be replaced.
Whether on the ground or in flight, a stored flight plan or portion of a
flight plan is inserted into the active flight plan as a string of waypoints
starting at the point of insertion. Flight plans are also cleared one
waypoint at a time using the DEL key.
While on the ground, entering a new origin after some or all of the flight
plan has been defined, is permitted. When the new origin is already a
waypoint in the flight plan, the waypoints before the first appearance of
the new origin are deleted. When the new origin is not already a
waypoint in the flight plan, the whole flight plan is deleted. Deleting the
origin clears the entire flight plan. This applies to both active and stored
flight plans.
Another action performed on the ground that results in clearing the
active flight plan is to activate the previously inactive database on the
NAV IDENT page of the MCDU. See page 6-1 for additional details.
Flight Plan
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
9.
Progress
INTRODUCTION
This section describes the progress functions of the flight management
system (FMS).
The PROGRESS pages are accessed by pushing the progress
(PROG) function key. These pages summarize important flight
parameters and relationships to the flight plan.
PROGRESS PAGES
D
PROGRESS 1/3 -- Figure 9--1 shows the progress of the flight to the
takeoff (TO) waypoint and the destination as well as the current
navigation status.
Figure 9--1
PROGRESS 1/3
— 1L, 2L, and 3L -- These lines show the distance--to--go (DTG),
estimated time en route (ETE), and estimated fuel remaining for
the TO and NEXT waypoints and the destination. Pilot--entry of
any active flight plan waypoint is permitted at 1L or 2L. DTG,
ETE, and estimated fuel remaining is displayed for the entered
waypoint. No entry is permitted on 1R, 2R, and 3R.
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Progress
9-1
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 5L and 5R -- These lines show the current navigation mode of
the FMS. In this example, the FMS is navigating using global
positioning system (GPS) as the primary navigation sensor. The
required accuracy of the navigation mode for the current phase
of flight is reflected in the required navigation performance (RNP)
value (NM). Estimate position of uncertainty (EPU) values
indicate estimated navigation accuracy of the current navigation
mode (NM). When EPU becomes larger than RNP, UNABLE
RNP is displayed in the scratchpad. In addition, the navigation
(NAV) radios are tuned to the NAVAID INW (frequency 112.60).
Refer to Tuning NAV Radios, on page 6-118, for information on
tuning the NAV radios.
— 6L and 6R -- These prompts give access to the NAV 1 and NAV 2
pages. These pages list the 10 closest NAVAIDs to the aircraft.
Refer to Tuning NAV Radios, on page 6-118, for information on
tuning the NAV radios.
D
PROGRESS 2/3 -- Figure 9--2 shows the current VNAV commands
being transmitted to the flight guidance computer (FGC).
Figure 9--2
PROGRESS 2/3
— 1L -- The current speed and altitude targets are displayed on this
line.
— 2L -- The current predicted distance and time--to--go to the
top--of--climb (TOC) is displayed on this line.
Progress
9-2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 2R -- The current fuel quantity is displayed on this line.
— 3L -- The current predicted distance and time--to--go to the TOD
is displayed on this line.
— 3R -- The current aircraft gross weight is displayed on this line.
— 6L -- This prompt gives access to the RNP (required navigation
performance) page. Refer to Section 7, Required Navigation
Performance (RNP), for additional information on the RNP page.
— 6R -- This prompt gives access to the VNAV DATA page.
D
PROGRESS 3/3 -- Figure 9--3 shows the PROGRESS 3/3 page.
Figure 9--3
PROGRESS 3/3
— 1L -- The current crosstrack (XTK) error relative to the active leg
of the flight plan is displayed on this line. A 0.01 NM resolution
is used when the crosstrack error is less than 1 NM. Larger
crosstrack errors are displayed using a 0.1 NM resolution. No
entry is permitted.
— 1R -- This line permits pilot--entry of offset. Procedure 9--1
describes how to enter and remove an offset.
— 2L and 2R -- Aircraft track, drift and heading are displayed on this
line. The heading shown is from the high priority heading source.
In normal operations, this is (inertial reference system) IRS 1 for
FMS 1 and IRS 2 for FMS 2.
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Progress
9-3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 3L and 3R -- The FMS computed winds and groundspeed are
displayed on this line.
— 6L -- This prompt gives access to the AIR DATA page. Refer to
page 9-7 for additional information on the AIR DATA page.
— 6R -- This prompt gives access to the FLIGHT SUMMARY page.
Refer to page 6-188 for additional information on the FLIGHT
SUMMARY page.
VNAV DATA
Figure 9--4 shows the VNAV Data page.
Figure 9--4
VNAV DATA 1/1
— 1L -- Shows VNAV figure of merit.
— 1R -- Shows deviation from path.
— 2L -- Shows distance and time to top--of--climb.
— 2R -- Shows top--of--climb altitude.
Progress
9-4
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
— 3L -- Shows distance and time to top--of--descent (TOD) and/or
bottom--of--descent (BOD). When the next descent path type is
smoothing or the aircraft is past the TOD, then BOD is displayed
above the TOD. Otherwise, the TOD is displayed above the
BOD. When the next descent path type is smoothing, then
SMOOTHING is displayed in large cyan font right justified to
column 17 of the TOD data. When the aircraft flies past the TOD
without descending, PAST is displayed in large green font right
justified to column 17 of the TOD data.
— 3R -- Shows TOD and/or BOD altitude.
— 6L -- Gives access to PERFORMANCE INIT page 1.
— 6R -- Gives access to PROGRESS page 2.
Lateral Offset
Lateral offsets are entered on the PROGRESS page 3. The entry is
described in Procedure 9--1.
Step Procedure 9--1 Lateral Offset Entry
1
Select PROGRESS page 3.
2
Enter lateral offset into the scratchpad. Enter direction (L or R)
and distance in nautical miles.
3
Enter the offset by pushing line--select 1R.
NOTE:
When a valid offset is active a magenta OFFSET is displayed on
the PFD.
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Progress
9-5
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Step Procedure 9--1 Lateral Offset Entry (cont)
4
The PROGRESS page is shown in Figure 9--5.
Figure 9--5
PROGRESS 3/3
DETAILS -- Lateral offsets cannot be entered while flying
any of the following:
D SIDs, STARs, approaches
D Patterns
D In the terminal area (30 NM from origin, 30 NM from
destination)
D
In the polar region.
Offsets are automatically canceled for the following:
Course changes greater than 90_
D SIDs, STARs, approaches
D Patterns
D Intercepts.
D
An OFFSET CANCEL NEXT WPT message is displayed
before offset is automatically canceled.
5
Progress
9-6
To manually cancel the lateral offset waypoint, push the
DEL key and line--select *DELETE* to 1R.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Air Data
The AIR DATA page is shown in Figure 9--6. This page is accessed from
PROGRESS page 3/3. The FMS shows and uses the active ADS
selected for display on the EFIS. In typical operations, FMS 1 shows
and uses ADS 1. FMS 2 shows and uses ADS 2. When the copilot
selects ADS 1, FMS 2 shows and uses ADS 1 data. The ADS data
source is displayed as part of the title.
Figure 9--6
AIR DATA 1 1/1
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Progress
9-7
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Blank Page
Progress
9-8
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
10. Direct/Intercept
INTRODUCTION
This section describes the direct and intercept functions of the flight
management system (FMS).
The DIRECT and INTERCEPT functions are accessed by up--selecting
a waypoint onto 1L on the ACTIVE FLT PLAN page. Three prompts are
inserted on the ACTIVE FLT PLAN pages. The three prompts, shown
in Figure 10--1, are as follows:
1. CANCEL (6L)
2. Intercept course (INTC CRS) (5R)
3. ACTIVATE (6R).
Figure 10--1
MOD FLT PLAN 1/4
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Direct/Intercept
10-1
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
LATERAL DIRECT--TO
Lateral DIRECT--TO flight plan entries gives the pilot the ability to fly
direct to a particular fix or to intercept a course to any waypoint. The fix
is part of the active route or is offpath. A lateral DIRECT--TO is
accomplished by entering a waypoint in the scratchpad of the ACTIVE
FLT PLAN page and upselecting it to 1L. The lateral DIRECT--TO
operation is performed either on the ground or in the air. Deleting 1L on
the active flight plan page clears the existing flight plan. The following
are examples of valid, entered waypoints:
D
Any waypoint, airport, navigational aid (NAVAID), or navigation
database (NDB) contained in the NAV database
D
Any fix defined in the active or modified flight plan, missed approach,
or alternate flight plan excluding conditional legs
D
A valid place/bearing/distance (PBD) waypoint
D
An along--track waypoint
D
A latitude/longitude (lat/long) waypoint or lat/long reporting point
D
A course intersection waypoint.
Once an entry is made in 1L and a duplicate waypoint exists, a
DIRECT--TO page is displayed, as shown in Figure 10--2 that contains
the following:
D
DIRECT (1L) -- The FMS provides navigation to fly direct--to the
desired waypoint without removing waypoints.
NOTE:
A discontinuity is inserted after the desired waypoint followed
by the previous waypoint sequence.
D
ACTIVE (2L) -- The FMS provides navigation to fly direct--to a
waypoint in the active flight plan deleting all preceding waypoints.
D
MISSED APPROACH (3L) -- The FMS provides navigation to fly
direct--to a waypoint in the selected missed approach procedure
deleting all preceding waypoints.
D
ALTERNATE (4L) -- The FMS provides navigation to fly direct--to a
waypoint in the alternate flight plan deleting all preceding waypoints.
NOTE:
Not all line select keys (LSKs) (1L--4L) are available when the
DIRECT--TO page is displayed. More than one LSK is
available when a duplicate waypoint is in the flight plan (i.e.,
the same waypoint is located in both the missed approach
and alternate procedures).
Direct/Intercept
10-2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Figure 10--2
DIRECT TO 1/1
The pilot selects the correct flight plan that the direct--to is applied. The
purpose of the DIRECT--TO page is to show the list of direct--to options
populated depending on the flight plan areas present in the direct--to
waypoint (Active, Missed Approach, or Alternate). The pilot chooses
the flight plan area that the direct--to operation is performed. Once an
area is chosen, a modified flight plan is created.
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Direct/Intercept
10-3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
This MOD FLT PLAN page, shown in Figure 10--3, permits the pilot to
review, activate, or cancel changes.
Figure 10--3
MOD FLT PLAN 1/4
D
Lateral DIRECT--TO -- To perform a lateral direct--to, a direct--to
waypoint is copied to the scratchpad from the flight plan waypoints
or entered manually in the scratchpad. The waypoint in the
scratchpad is inserted in the flight plan as the TO waypoint on the
FLT PLAN page. When the entered waypoint exists in the primary,
missed approach, or alternate flight plan, the DIRECT TO page is
displayed and supplies a selectable prompt for each flight plan that
the waypoint exists. In addition, the DIRECT TO page provides the
selectable prompt DIRECT, that inserts the waypoint in the primary
flight plan without removing any waypoint in the flight plan between
the aircraft and the direct--to waypoint. Once a selection is made on
the DIRECT TO page, a modified flight plan is created. The modified
flight plan gives the crew the ability to review changes on the FMS
map displays prior to actuation.
When a direct--to is performed to a waypoint not in the primary,
missed approach, or alternate flight plan, the DIRECT TO page is
not displayed. The direct--to waypoint is inserted into the primary
flight plan and a modified flight plan is immediately created. This
operation is identical to the scenario where DIRECT is selected from
the DIRECT TO page.
Direct/Intercept
10-4
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D
DIRECT--TO Recovery -- Waypoints cannot be recalled when
deleted by sequencing, or waypoints deleted when a lateral
DIRECT--TO was entered. These waypoints must be entered in the
scratchpad and then up--selected to the correct positions in the flight
plan. The first waypoint must be entered in 1L and another
DIRECT--TO activated.
VERTICAL DIRECT-- TO
Airline vertical DIRECT--TO flight plan entries give the pilot the ability
to fly direct to a particular altitude prediction at a defined waypoint.
A vertical DIRECT--TO is performed by down--selecting the constraint
from the right side of the page into the scratchpad and re--entering the
constraint (unchanged) into the same data field (line select), as shown
in Figure 10--4.
Figure 10--4
ACTIVE FLT PLAN 6/9
When the pilot selects a vertical DIRECT--TO, all intermediate vertical
constraints are removed from the flight plan and the aircraft transitions
into a climb/descent mode towards the selected constraint. This is the
case when the altitude preselector is positioned correctly.
Once an entry has been made, a modified flight plan is created.
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Direct/Intercept
10-5
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
This MOD FLT PLAN page, shown in Figure 10--5, permits the pilot to
review changes and activate or cancel. For CLIMB flight phase, the
FMS transitions to vertical flight level change (VFLC) for the
DIRECT--TO. For CRUISE/DESCENT phase the FMS transitions to
vertical path (VPATH).
Figure 10--5
MOD FLT PLAN 6/9
A vertical DIRECT--TO is only permitted when the following conditions
are met:
D
The entered value is an altitude constraint, not a predicted altitude
or when airline vertical DIRECT--TO is enabled, the entered value
can be a predicted altitude.
D
The constraint is compatible with the phase of flight (e.g., climb
constraint during CLIMB).
D
The constraint is not to the missed approach.
D
The altitude preselect is positioned to permit the climb/descent.
When the vertical DIRECT--TO is not permitted for the previously
discussed conditions, the scratchpad message INVALID DIRECT--TO
is displayed.
COURSE INTERCEPT
The FMS gives the ability for the pilot to fly a heading, by way of
automatic flight control system (AFCS) heading select, to intercept a
pilot--specified course into the pilot--selected waypoint.
Direct/Intercept
10-6
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The course intercept function inserts an extended course leg into the
selected TO waypoint and disengages LNAV, when engaged. Heading
select mode is flown with LNAV armed until the extended course leg is
intercepted. LNAV engagement onto the extended course leg is based
on course capture criteria.
D
When an off--path waypoint is desired, enter the desired waypoint
into the scratchpad and line--select the waypoint to 1L on page 1.
DIRECT is displayed as the FROM waypoint in 1L. The intercept
field is dashed. Enter a course value (0 to 360 degrees). Select
ACTIVATE at 6R. This completes the intercept.
D
When the waypoint is in the active flight plan, enter the desired
waypoint in the scratchpad or use the associated LSK to put the
waypoint in the scratchpad, as shown in Figure 10--6. Line--select
the waypoint to 1L on page 1. At 5R, the FMS uses the previous
inbound course to the waypoint as the default course. Alternatively,
the pilot manually enters a new course. Select ACTIVATE at 6R.
This completes the intercept.
Figure 10--6
ACTIVE FLT PLAN 1/4
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Once the fix is down--selected, DIRECT is displayed at 1L. The fix has
to be up--selected to 1L, that places it at 2L. When this occurs, intercept
course (INTC CRS) is displayed at 5R with a computed intercept
course/radial and the flight plan changes to MOD FLT PLAN, as shown
in Figure 10--7.
On activation of the INTERCEPT, the flight director (FD) drops to basic
lateral mode (ROLL). The pilot must manually select the heading mode
to begin flying vectors to intercept the entered course into the
DIRECT--TO waypoint by turning the heading select (HDG SEL) knob
on the FD guidance panel. The LNAV is disengaged when armed while
flying the heading selected mode. Arm LNAV for re--engagement when
the engagement criteria for the course to a fixed waypoint (CF) leg into
the selected waypoint is met.
NOTE:
At any time, the operation is aborted by selecting cancel at
6L, that returns the original active flight plan.
Figure 10--7
MOD FLT PLAN 1/3
Direct/Intercept
10-8
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Next, select ACTIVATE at 6R, shown in Figure 10--7, to update the flight
plan and to return to the active flight plan page, shown in Figure 10--8.
Figure 10--8
ACTIVE FLT PLAN 1/3
ARC INTERCEPT
The FMS gives the ability for the pilot to fly a heading, by way of AFCS
heading select, to intercept an arc leg. The arc leg to be intercepted is
chosen by performing a DIRECT--TO to the waypoint terminating the
arc leg. Then, instead of activating the DIRECT--TO to the waypoint,
selection of an ARC prompt drops LNAV and a heading--select leg is
available for flying an intercept to the arc leg.
When an arc intercept is selected, the arc leg leading into the selected
DIRECT--TO waypoint remains in the flight plan. LNAV disengages and
heading--select mode is flown with LNAV armed until the arc leg is
intercepted. LNAV engagement onto the arc leg is based on
course--capture criteria.
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Direct/Intercept
10-9
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
DIRECT--TO ABEAM POINTS
When a lateral direct--to is selected, as shown in Figure 10--9, the
ABEAM PTS> prompt is displayed on LSK 4R of the MOD FLT PLAN
page. The abeam points function provides the ability for the FMS to
compute and identify points abeam of the flight plan waypoints that are
removed from the flight plan as a result of a direct--to.
Figure 10--9
MOD FLT PLAN -- ABEAM PTS
When the ABEAM PTS> prompt has been selected, the FMS examines
the active flight plan waypoints between the aircraft and the direct--to
fix. The FMS then determines the point abeam of those flight plan
waypoints as projected onto the direct--to flight plan leg, and when less
than 700 NM, inserts those as PBD waypoints transferring any speed
and altitude constraint from the original waypoint. Wind and
temperature information is only transferred when the abeam point is
less than 100 NM from the original waypoint. The FMS flies direct--to
the first abeam point.
The abeam points do not alter the path over the ground. The abeam
points do have the characteristics of any flight plan waypoint. The
abeam points are displayed on the map and MCDU with all the flight
plan waypoint data.
Direct/Intercept
10-10
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APPROACH INTERCEPT (VECTORS)
The FMS permits vectored--approaches to be executed.
Vectored--approach transitions permit intersection of an extended
course leg into the flight plan. The extended leg is along the original
inbound course to the final approach fix (FAF). When a
vectored--approach transition is entered, a FLY VECTORS TO
INTERCEPT is included in the flight plan. Vectored--approach
transitions are incorporated into the flight plan during preflight or
immediately activated during flight. Figure 10--10 shows an approach
transition at LSK 3L and an ACT VECTORS selection at LSK 6L for
immediate activation during flight.
Figure 10--10
ACTIVE FLT PLAN 1/4 -- Vector Transition
Selection of a vectored--approach transition during preflight includes a
FLY VECTORS TO INTERCEPT segment into the flight plan
immediately prior to the FAF. When sequencing, the fix prior to the FLY
VECTORS TO INTERCEPT, LNAV disengages. Heading--select mode
is flown and when LNAV is armed, the extended--approach intercept is
captured.
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Direct/Intercept
10-11
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Blank Page
Direct/Intercept
10-12
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
11. Multifunction Control and
Display Unit (MCDU) Entry
Format
INTRODUCTION
This section describes the correct entry format used by the
multifunction control and display unit (MCDU).
Each entry made to the MCDU must be checked for correct syntax or
format at the time the entry is line--selected from the scratchpad.
NOTE:
Leading zeros and zeros after a decimal are not required.
LIST OF ENTRIES AND DEFINITIONS
Table 11--1 lists the requirements for each type of entry.
Table 11--1
MCDU Entry Format
Entry
AGL (Above Ground
Level)
Format
D
D
D
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Entry in feet up to 4 digits
Leading zeros not required
Range from 0 to 9,999.
Multifunction Control Display Unit (MCDU) Entry Format
11-1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 11--1 (cont)
MCDU Entry Format
Entry
Airport Identifiers
Format
The flight management system (FMS)
uses four--character International Civil
Aviation Organization (ICAO) or
ICAO--format airport identifiers. When
a U.S. airport has a 3--letter identifier
in the Jeppesen charts, it is normally
prefixed with a K in the database.
Alaskan and Hawaiian airports with a
3--letter identifier are normally prefixed
with a P. Canadian airports with
3--letter identifiers are normally
prefixed with a C. Airports with
numbers in the identifier (such as P07)
are also included in the navigation
database. Any other entry on an
airport line is assumed to be a
NAVAID, an intersection or a
pilot--defined waypoint. Runway data,
including SIDs, STARs and
approaches are available only with an
airport from the Jeppesen database.
Multifunction Control Display Unit (MCDU) Entry Format
11-2
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Table 11--1 (cont)
MCDU Entry Format
Entry
Airway
Format
D
Entry format is either start.airway.end
or airway.end
Where:
Start = entry waypoint onto airway
Airway = airway name
End = exit waypoint of airway
D
When format airway.end is used, the
entry waypoint onto airway must be in
active flight plan and airway must be
inserted into active flight plan following
the waypoint
D
Airway is always followed by a decimal
point
It is permitted to enter an airway into
the active flight plan when the entry
and exit waypoint are adjacent
waypoints in the flight plan. In this
case, enter the airway into the
scratchpad (followed by a decimal
point) and place it after the entry
waypoint in the active flight plan.
D
Alternate Destination
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D
The name is one to five alphanumeric
characters
D
First character cannot be a dash (--).
Multifunction Control Display Unit (MCDU) Entry Format
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 11--1 (cont)
MCDU Entry Format
Entry
Altitude (Any Altitude
Entry)
Angle
Bank Factor
Format
D
Limited to certified ceiling when aircraft
database (ACDB) is valid
D
D
Entry in feet up to five digits. FMS
interprets entries of 3 digits as flight
level entries in locations requiring an
altitude entry
Entry in flight levels (FL)
D
Negative altitude permitted
D
Automatic conversion to flight levels
above transition altitude
D
Range from FL000 to FL600, --1,300
to 60,000 feet.
D
Entry in degrees and tenths of
degrees. Decimal required only when
entering tenths
D
Range from 1.0 to 6.0.
D
Entry is whole degrees
Range from 0 to 15.
D
Barometer (BARO)
Set
D
Entry in millibars or inches of mercury
(decimal required)
D
Leading zero not required
D
Range from 16.00 to 32.00 (in. Hg),
542 to 1,083 (millibars).
Call Sign
D
Valid entries are one to 10 characters.
Celsius
(CONVERSION
page format)
D
Entry range is from --999.9_ to 999.9_
in 0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
D
Entry in feet up to four digits
D
Range is from 0 to 9,999.
Clearway
Multifunction Control Display Unit (MCDU) Entry Format
11-4
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Table 11--1 (cont)
MCDU Entry Format
Entry
Format
Company Route
Identifier
D
Entry is 1 to 10 characters.
Contingency Fuel
D
Entry is pounds or kilograms
depending on configuration
D
Entry is four to six digits
D
Range is from 1,000 to 999,999.
D
D
Entry is one to four digits
Range is from 0 to 2,359
Leading zeros are not required.
D
Entry in day month year (no spaces)
D
D
Day is one or two digits
Month is three--letter abbreviation
D
Year is two digits.
D
The name is one to five alphanumeric
characters
D
First character cannot be a dash (--).
D
The name is one to five alphanumeric
characters
D
First character cannot be a dash (--).
Elevation
D
Entry format is identical to the altitude
entry format defined on page 11-4.
Fahrenheit
(CONVERSION
page format)
D
Entry range is from --999.9_ to 999.9_
in 0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
Feet (CONVERSION
page format)
D
Entry range is from 0 to 999,999.9 feet
in 0.1 increments (decimal required for
tenths).
Flight ID
D
Use one to eight alphanumeric
characters.
Coordinate Universal
Time (UTC)
Date
Destination
Direct--To Waypoint
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D
Multifunction Control Display Unit (MCDU) Entry Format
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 11--1 (cont)
MCDU Entry Format
Entry
Flight Plan Name
(Any Entry)
Frequency (NAV)
Format
D
D
Use six to 10 alphanumeric characters
First character cannot be a dash (--)
D
When QABC--QCDF(x) format is used,
QABC and QCDF are automatically
used as the origin and destination of
the stored flight plan.
D
The minimum entry is two digits
A decimal is not required when tenths
and hundredths are zero
D
D
D
Leading digit (1) is not required
Range is 108.00 to 117.95 MHz;
133.30 to 134.25 MHz; 134.40 to
135.95 MHz in 0.05 increments.
NOTE: Not all radios are capable of this range.
Fuel Flow
Fuel Weight
Gallons
D
Entry is pounds or kilograms
depending on configuration
D
Range is from 0 to 99,999.
D
Entry is pounds or kilograms
depending on configuration
D
Entry is one to six digits
D
Range is from 0 to 999,999.
D
Entry range is from 0 to 999,999.9
GAL in 0.1 increments (decimal
required for tenths)
D
A decimal is not required when tenths
position is zero.
Multifunction Control Display Unit (MCDU) Entry Format
11-6
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Table 11--1 (cont)
MCDU Entry Format
Entry
Hold Inbound
Course/Direction
Hold Leg Distance
Format
D
Entry of one to three digits is required
for course
D
Entry of L or R is for turn direction
D
Slash ( / ) is required when making
both entries or turn direction only
D
The range of course is 0 to
360 degrees in increments of 1.
D
The minimum entry is one digit
Range is 1.0 to 20.0 NM in 0.1
increments.
D
Hold Leg Time
D
D
The minimum entry is one digit
Range is 0.5 to 3.0 minutes in 0.1
increments.
Instrument Landing
System (ILS)
Identifier
D
Intercept
Radial/Course
D
International
Standard
Atmosphere (ISA)
Deviation
D
Entry is degrees, up to two digits and
negative sign when required
D
Range is from --59_ to +20_ Celsius.
Kilograms
(CONVERSION
page format)
D
Entry range is from 0 to 999,999.9 KG
in 0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
D
Entry range is from 0 to 999,999.9 KM
in 0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
Kilometers
(CONVERSION
page format)
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D
D
The minimum entry is one character
The maximum entry is four characters.
The minimum entry is one digit
Range is from 0 to 360 degrees in 1
increments.
Multifunction Control Display Unit (MCDU) Entry Format
11-7
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 11--1 (cont)
MCDU Entry Format
Entry
Knots
(CONVERSION
page format)
Latitude
Format
D
Entry range is from 0 to 999.9 KTS in
0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
D
The first character must be N or S
Degrees range from 0 to 90
Minutes range is from 0.0 to 59.99 in
0.01 increments
Example of entries:
Display
Entry
N0
N0000.00
N1
N0100.00
N12
N1200.00
N123
N1230.00
N1234
N1234.00
N1234.5
N1234.50
N1234.56
N1234.56.
D
D
D
Latitude/Longitude
Entry of both latitude and longitude is
made by combining the latitude and
longitude entry with no space between
(Example: N50W50).
Latitude/Longitude/
Altitude Constraint
D
Similar to latitude/longitude, but with
the addition of an altitude constraint
D
The altitude constraint entry format is
identical to the altitude entry format
defined on page 11-4.
D
Entry range is from 0 to 999,999.9 L in
0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
Liters
(CONVERSION
page format)
Multifunction Control Display Unit (MCDU) Entry Format
11-8
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Table 11--1 (cont)
MCDU Entry Format
Entry
Longitude
Format
D
D
D
D
Meters
(CONVERSION
page format)
Meters/Second
Nautical Miles
(CONVERSION
page format)
Nondirectional
Beacons
The first character must be E or W
Range of degrees is from 0 to 180
Range of minutes is from 0 to 59.99 in
0.01 increments
Example of entries:
Display
Entry
W0
W00000.00
W1
W00100.00
W12
W01200.00
W123
W12300.00
W1234
W12340.00
W12345
W12345.00
W12345.6
W12345.60
W12345.67
W12345.67.
D
Entry range is from 0 to 999,999.9 M
in 0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
D
Entry range is from 0 to 999.9 M/S in
0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
D
Entry range is from 0 to 999,999.9 NM
in 0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
All nondirectional beacons in the NAV
database are accessed by appending
the NB suffix to the beacon identifier
D The required entry is five characters
NOTE: When the NDB also has a waypoint
identifier, it is in the NAV database only
under the waypoint name.
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Multifunction Control Display Unit (MCDU) Entry Format
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Table 11--1 (cont)
MCDU Entry Format
Entry
Oceanic Waypoints
Format
D
These waypoints are named according
to ARINC 424 navigation database
specification
D
Southern hemisphere uses the letters
S or W
D
Northern hemisphere uses the letters
N or E
D
Latitude always precedes longitude
D
Only the last two digits of longitude are
used
D
Placement of the letter designator (N,
S, E, W) in the string of five characters
indicates the value of the longitude
one--hundredths digit
D
The letter in the last position indicates
longitude is less than 100
The letter in the third position indicates
longitude is 100 or greater
D
D
D
Letters are used for position
designation as follows:
Letter Lat
Lon
N
North West
E
North East
S
South East
W
South West
Examples:
N 52 00/W 075 00 = 5275N
N 75 00/W 170 00 = 75N70
S 50 00/E 020 00 = 5020S
N 50 00/E 020 00 = 5020E
S 52 00/W 075 00 = 5275W.
NOTE: All oceanic waypoints cannot be active in
the navigation database.
Offset (lateral)
D
The minimum entry is L or R plus one
digit
D
Range is 0.1 to 30.0 NM in 0.1
increments.
Multifunction Control Display Unit (MCDU) Entry Format
11-10
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Table 11--1 (cont)
MCDU Entry Format
Entry
Origin
Outside Air
Temperature
Place/Bearing/
Distance (P/B/D)
Format
D
The name is one to five alphanumeric
characters
D
First character cannot be a dash (--).
D
Entry is in degrees up to two digits and
negative sign when required
D
Range is from --80_ to 54_ Celsius
D
Range is from --112_ to 129_
Fahrenheit.
D
Place is any defined waypoint name
Bearing entry minimum is one digit
Distance minimum entry is one digit
D
D
D
Bearing range is from 0 to
360 degrees in 0.1 increments
(decimal required for tenths)
D
Bearing is true by placing T after the
number (e.g., PXR/090T/30)
Distance range is from 0 to 9,999.9
NM in 0.1 increments (decimal
required for tenths).
D
Place/Bearing/
Distance/Altitude
Constraint
(P/B/D/ALT)
D
D
Similar to P/B/D, but with the addition
of an altitude constraint
The altitude constraint entry format is
identical to the altitude entry format
defined on page 11-4.
Place/Bearing/Place/
Bearing (P/B/P/B)
D
Place is any defined waypoint name
D
Bearing entry minimum is one digit
Bearing range is from 0 to
360 degrees in 0.1 increments
(decimal required for tenths)
D
D
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Bearing is true by placing T after the
number (e.g., PXR/090T/30).
Multifunction Control Display Unit (MCDU) Entry Format
11-11
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Table 11--1 (cont)
MCDU Entry Format
Entry
Format
Place/Bearing/Place/
Bearing/Altitude
Constraint
(P/B/P/B/ALT)
D
D
Similar to P/B/P/B, but with the
addition of an altitude constraint
The altitude constraint entry format is
identical to the altitude entry format
defined on page 11-4.
Place//Distance
(P//D)
D
Place is any defined waypoint name
D
Distance entry minimum is one digit
Distance range is from 0 to 9,999.9
NM in 0.1 increments (decimal
required for tenths).
D
Place//Distance/
Altitude Constraint
(P//D/ALT)
D
Pounds
(CONVERSION
page format)
D
Entry range is from 0 to 999,999.9 LB
in 0.1 increments (decimal required for
tenths)
D
A decimal is not required when tenths
position is zero.
Procedure Turn
Outbound Dist
D
D
The minimum entry is one digit
Range is 0.1 to Boundary Dist -- 4 NM
in 0.1 increments.
Procedure Turn
Outbound Time
D
The minimum entry is one digit
D
Range is 0.1 to (Boundary Dist -- 4
NM)/groundspeed in 0.1 increments.
Procedure Turn Out
Angle
D
The turn out angle is prefixed with the
turn out direction L or R
D
The turn out angle range is 20 to
90 degrees in 1 increments.
D
Entry is one or two digits
Range is from 1 to 32.
Pseudo--Random
Noise (PRN)
D
D
Similar to P//D, but with the addition of
an altitude constraint
The altitude constraint entry format is
identical to the altitude entry format
defined on page 11-4.
Multifunction Control Display Unit (MCDU) Entry Format
11-12
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Table 11--1 (cont)
MCDU Entry Format
Entry
QFE/QNH
Quadrant
Radial
Format
D
Entry in inches of Mercury,
millibars/hectopascals, or millimeters
D
Entry range is from 16.00 to 32.00 in
Hg, 542 to 1084 mB, and 407 to
813 mm
D
A decimal is not required when all
zeros follow decimal point.
D
The minimum entry is one alpha
character
D
Possible entries are N, NE, E, SE, S,
SW, W, NW.
D
The minimum entry is one digit
Range is from 0.0 to 360 in 0.1
increments.
D
Radial Distance
D
D
Minimum entry of one digit
Range from 1.0 to 999.9 NM in 0.1
increments.
Radial Inbound and
Outbound Radials
D
D
Minimum entry of one digit
Range from 0.0 to 360.0 in 0.1
increments.
Required Navigation
Performance
D
Entry in tenths. Range .01 to 30.00.
Reference Waypoint
D
The name is from one to five
alphanumeric characters
D
First character cannot be a dash (--).
Reserve Fuel
(Minutes)
D
Entry is in minutes up to three digits
Range is from 0 to 999 minutes.
Reserve Fuel
D
Entry is pounds or kilograms
depending on configuration
D
Entry is one to six digits
D
Range is from 0 to 999,999.
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D
Multifunction Control Display Unit (MCDU) Entry Format
11-13
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 11--1 (cont)
MCDU Entry Format
Entry
Runway Elevation
Format
D
Entry is in feet up to five digits and
negative sign when required
D
Range is from --2,000 to 19,999 feet.
D
D
Entry is in degrees or runway numbers
Range is from 0 to 360, or 00 to 36
runway number.
D
Entry is Airport.Runway
D
Range for airport name is from 1 to 5
alphanumeric characters
D
The runway is the runway number with
a suffix option of L, R, or C
D
Range for runway number is from 01
to 36.
Runway Length
D
Entry is in feet from 2,000 to 16,000.
Runway Slope
D
Entry can have a minus sign (--)
Range is from --2.0% to 2.0%.
Runway Heading
Runway Identifier
D
Runway Stopway
D
D
Runway Threshold
D
D
Specific Weight
Entry is in feet up to four digits
Range is from 0 to 9,999.
Entry is in feet up to four digits
Range is from 0 to 9,999.
D
Entry range is from 1.000 to 9.999
LB/GAL (--.1198 to 1.1982 KG/L) in
0.001 increments (decimal required for
tenths)
D
A decimal is not required when all
numbers following are zero.
Multifunction Control Display Unit (MCDU) Entry Format
11-14
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Table 11--1 (cont)
MCDU Entry Format
Entry
Speed (any
CAS/MACH entry)
Format
D
Limited to VMO/MMO when aircraft
database (ACDB) is valid
D
Minimum entry for CAS is two digits
D
Minimum entry for MACH is decimal
plus one digit
D
D
Range of CAS is from 75 to 450 kts
Range of MACH is from .30 to .95 in
0.01 increments.
Speed (any
groundspeed entry)
D
Minimum entry is two digits
D
Range from 75 to 750 kts.
Step Increment
D
Entry in feet up to five digits
Range is from 0 to 30,000 in
increments of 1,000
D
Stopway
D
Entries less than 1,000 are interpreted
as thousands.
D
Entry is in feet up to four digits
Range is from 0 to 9,999.
D
Temperature
Temporary Waypoint
D
Entry is in degrees and negative sign,
when required
D
Range from --80_ to 54_ Celsius
D
Range from --112_ to 129_ Fahrenheit.
Active flight plan entries that create
temporary waypoints:
D Coordinates
D Place/Bearing/Distance
D
Place/Bearing/Place/Bearing
D
Place/Distance
Intercept function
Refer to page 8-3 for additional details
about temporary waypoints.
D
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Multifunction Control Display Unit (MCDU) Entry Format
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 11--1 (cont)
MCDU Entry Format
Entry
Threshold
Format
D
D
VIA.TO
Entry is in feet up to four digits
Range is from 0 to 9,999.
The VIA.TO prompt is used in flight
planning. A variety of entries are
possible with the prompt. The same
entries are made to the flight plan
without the prompt (such as when
adding waypoints). The following is a
list of possible entries:
D Airway.Waypoint
VOR Identifier
D
Flight Plan Name.Waypoint
D
D
Flight Plan Name
Waypoint
D
Temporary Waypoint.
D
The minimum entry is one character
The maximum entry is three
characters.
D
Waypoint Name
Weight (any weight
entry)
D
The name is one to five alphanumeric
characters
D
First character cannot be a dash (--).
D
Entry is pounds or kilograms
depending on configuration
D
Entry is one to six digits
D
Range is from 0 to 999,999.
Multifunction Control Display Unit (MCDU) Entry Format
11-16
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Table 11--1 (cont)
MCDU Entry Format
Entry
Wind (any wind
entry)
Format
D
Entry is made in the form of
direction/speed
D
The minimum entry for direction is one
digit
The minimum entry for speed is one
digit
The range of direction is 0 to
359 degrees
The range of speed is 0 to 250 kts.
D
D
D
Zero Fuel Weight
(ZFW)
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D
Entry is pounds or kilograms
depending on configuration
D
Entry is four to six digits
D
Range is from 1,000 to 999,999.
Multifunction Control Display Unit (MCDU) Entry Format
11-17
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Blank Page
Multifunction Control Display Unit (MCDU) Entry Format
11-18
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
12. Messages
INTRODUCTION
This section defines the scratchpad messages associated with the
flight management system (FMS).
The FMS generates messages that alert the pilot to certain conditions.
The messages are displayed in the scratchpad and light the message
(MSG) light on the primary flight display (PFD). Any entry already in the
scratchpad is placed in a stack. The CLEAR key clears a message and
shows the next message or entry from the stack. Correcting whatever
resulted in the message clears some of the messages.
MESSAGE LIST AND DEFINITIONS
Table 12--1 contains an alphabetical list of all messages. The list
includes the type of message and a brief explanation of the message.
Table 12--1
FMS Message
Message
Definition
ACDB CONFIG
MISMATCH
The APM fmsPerfConfigld is invalid or
does not match with the aircraft type.
AIRCRAFT DB
SYNCHRONIZED
An attempt has been made to crossload
an aircraft database to an FMS where the
ACDB already matches. (Not on Load 23.)
ACTIVE MODE IS
MAG HDG
The magnetic heading has been
automatically selected.
ACTIVE MODE IS
TRUE HDG
The true heading has been automatically
selected.
ADC 1 FAILED
The FMS senses an ADC failure.
ADC 2 FAILED
AIRCRAFT DB REQD The pilot must load an aircraft database
before selecting the FULL PERF mode.
ALREADY EXISTS
A duplicate entry has been entered into a
list and is not permitted.
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Messages
12-1
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
ALT CONSTRAINT
DELETE
This message indicates that an altitude
constraint has been automatically deleted
from a flight plan waypoint.
APPROACH CLIMB
LIMITED
This message is displayed when the
landing calculations are approach climb
limited.
ATC NOT AVAILABLE This message is displayed when air traffic
services (ATS) future air navigation
system (FANS) datalink is not configured
on the aircraft.
ATT/HDG 1 FAILED
ATT/HDG 2 FAILED
The FMS is no longer receiving heading
and attitude data for the identified unit.
BACK COMPLETE
This message indicates you have returned
as far back as possible.
BRG/CRS MUST BE
IN TRUE
The bearing entry must be in true (entered
xxxT) because the reference waypoint is
outside the coverage of the magnetic
variation table.
BUSY--REENTER
LAST CHG
This message indicates that a change to
the custom database was attempted when
the cross--side had locked the custom
database for a change it is making.
CAPTURE DISK IS
FULL
The disk in the data loader is full.
CHECK ALT
CONSTRAINT
The pilot must check altitude constraints
for a conflict between type of constraints
(CLB or DES) and current flight mode
(climbing or descending).
CHECK ALTN FUEL
This message uses the same logic as the
CHECK DEST FUEL message but using
the alternate destination predicted fuel
instead of the primary destination.
CHECK ATT/HDG
CONFIG
More than one input port has been
configured with the same ASCB ATT/HDG
sensor number.
Messages
12-2
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Table 12--1 (cont)
FMS Message
Message
Definition
CHECK BARO SET
The aircraft has passed the transition
altitude by more than 1,000 feet or is
leveling and the baro set has not been
adjusted to the proper value. This
message is shown during climbs and
descents.
CHECK DATA LOAD
(xx)
The attempted data loader operation has
failed. The failure reason is indicated by
the value xx. (See Table 13--1 for failure
codes.)
CHECK DEST FUEL
The destination fuel equals zero.
CHECK DMU
The FMS has been waiting for a flight plan
from the DMU for over 60 seconds.
CHECK GPS
CONFIG
More than one input port has been
configured with the same GPS sensor
number OR multiple GPSs are configured
and one of the sensors has an SDI of 0.
CHECK GPS
POSITION
The position from the identified GPS
sensor is more than 10 NM from the FMS
position.
CHECK GPS 1
POSITION
CHECK GPS 2
POSITION
CHECK GPS 3
POSITION
CHECK IRS CONFIG
More than one input port has been
configured with the same IRS sensor
number OR multiple IRSs are configured
and one of the sensors has an SDI of 0.
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Messages
12-3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
CHECK IRS
POSITION
CHECK IRS 1
POSITION
Definition
The position from the identified IRS sensor
is more than 10 NM from the FMS
position.
CHECK IRS 2
POSITION
CHECK IRS 3
POSITION
CHECK IRS 4
POSITION
CHECK LANDING
SPEEDS
Indicates landing speeds have not been
entered on the Landing page.
CHECK LOADED
WIND/TEMP
This message indicates there was a
problem with some of the
wind/temperature data that was loaded
with the flight plan when it was activated.
CHECK RADIO
CONFIG
The on--side radio has been configured to
an illegal configuration.
CHECK RESERVE
FUEL
The planned reserve fuel is equal to or
less than the reserve fuel required.
CHECK ALTN
RESERVE FUEL
This message uses the same logic as the
CHECK RESERVE FUEL message but
using the alternate destination predicted
fuel instead of the primary destination.
CHECK SPD/
ALTITUDE LIMIT
The upcoming speed and/or altitude
constraint must be checked and proper
action taken in order to meet the
constraints.
CHECK SPEED
CONSTRAINT
In cruise or descent in VNAV, the aircraft is
approaching a waypoint that has a speed
constraint when the FMS predicts that
(based on current speed and deceleration)
the constraint speed is exceeded.
Messages
12-4
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Table 12--1 (cont)
FMS Message
Message
Definition
CHECK T.O. DATA
The Takeoff VSPEEDS are not entered, there
is a flap miscompare, or the takeoff
configuration is not as planned by the
FMS.
CHECK VOR/DME
POSITION
The position from the identified VOR/DME
is more than 10 NM from the FMS
position.
CHECK *PD
PLACEMENT
The waypoint was inserted someplace
other than the exact spot indicated by the
entry.
COMPARE FMS
POSITIONS
The positions of the FMSs have a
difference greater than 5 NM. The
systems continue to operate normally.
COMPARE FUEL
QUANTITY
During airline operation, the FMS fuel
quantity, decremented by fuel flow and the
sensed fuel quantity, differ by more than
2% of the zero fuel weight (ZFW), or 2.5%
of basic operating weight (BOW) during
Lineage operation.
CONFIG DATA
INVALID
Configuration module failed at power--up.
CROSSWIND
EXCEEDS 28 KTS
Indicates the entered wind, as resolved
with runway heading, results in exceeding
the crosswind limit.
CUSTOM DB
SYNCHRONIZED
An attempt has been made to crossload a
custom database to an FMS where the
CDB already matches.
DATA BASE
OUT-OF-DATE
On power--up, or on completion of NAV
database loading, the NAV database is not
current to the date entered in the FMS.
DATALOADER IN
USE
Indicates that the dataloader is being
used.
DATALOADER
UPDATE NEEDED
Indicates that the dataloader needs an
update for the requested function.
DB TRANSFER
ABORTED
Indicates that transfer of the database has
been aborted.
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Messages
12-5
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
DB TRANSFER
COMPLETE
Indicates that transfer of the database has
been completed.
DB TRANSFER IN
PROGRESS
Indicates that transfer of the database is in
progress.
DISK IS NOT
FORMATTED
Indicates that the disk in the dataloader
has to be formatted.
DISK IS WRITE
PROTECTED
Indicates that the disk in the loader is write
protected.
DME 1 FAILED
Indicates that the FMS senses a DME
failure for the identified unit.
DME 2 FAILED
DUPLICATE FLT
PLAN NAME
A stored flight plan already exists with the
entered flight plan name.
END OF FLIGHT
PLAN
Indicates the last defined waypoint. It does
not apply to the destination waypoint.
ENDING WPT NOT
FOUND
The ending waypoint of an airway or flight
plan cannot be found.
ENTERING POLAR
REGION
The polar region at 85_ North or South
has been entered.
EO PERF UNAVAIL
Indicates that engine out performance is
not available.
EXCEEDS CEILING
ALTITUDE
This message is displayed when the
cruise altitude exceeds the recommended
performance altitude.
EXCEEDS CERT
CEILING
This message is displayed when the
entered altitude is above the certified
ceiling for the aircraft.
EXCEEDS MAX
GROSS WEIGHT
The gross weight exceeds the maximum
ramp weight in the aircraft database.
The maximum weight used to trigger this
message is the aircraft types design
maximum weight. The maximum weight
can be different from the operational
weight limitation of the AFM.
Messages
12-6
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Table 12--1 (cont)
FMS Message
Message
EXCEEDS MAX
LANDING WT
Definition
The projected landing weight exceeds the
maximum landing weight.
The maximum weight used to trigger this
message is the aircraft types design
maximum weight. The maximum weight
can be different from the operational
weight limitation of the AFM.
EXCEEDS MAX
TAKEOFF WEIGHT
This message is displayed when takeoff
weight exceeds the maximum allowable.
In this case, takeoff data is computed at
the maximum allowable takeoff weight.
The maximum weight used to trigger this
message is the aircraft types design
maximum weight. The maximum weight
can be different from the operational
weight limitation of the AFM.
EXCEEDS P
ALTITUDE LIMIT
This message is displayed when the
pressure altitude limit is exceeded.
EXCEEDS WIND
LIMITS
This message is displayed when the wind
limits for takeoff or landing are exceeded.
EXITING POLAR
REGION
The aircraft is leaving the polar region at
84_ North or South.
FILE NOT FOUND
The requested file is not on the disk.
FLT PLAN CHANGED The fix location at which a pattern is
defined is different from when it was
defined in the stored flight plan.
FLT PLAN
RECEIVED
A flight plan has been received.
FLIGHT PLAN FULL
The flight plan is full and is displayed when
the pilot attempts to enter more than 100
waypoints in a flight plan.
FLT PATH ANGLE
TOO STEEP
The VNAV flight path angle exceeds the
limit (6 deg).
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Messages
12-7
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
FMS X ACTIVITY
FAILURE
The FMS showing this message is unable
to receive FMS X transmissions. FMS X
can be powered down or it may not be
producing fresh data on the ASCB.
FMS 1 (2) TIMEOUT
FMS 1 (2) is not available.
FMS POSITIONS
DIFFERENT
The FMS positions differ by 10 nautical
miles or more.
FN NOT AVAILABLE
This message is displayed when there is
no special function defined by or available
from the FMS.
FPL AUTO LOAD
DISABLED
Automatic loading of the active flight plan
to the warm spare FMS has been
disabled. This occurs when the warm
spare FMS is coupled to the flight director.
FPL CONTAINS
INVALID WPT
The stored flight plan has undefined or
invalid waypoints.
FPL STORAGE FULL The storage area for flight plans is full.
FULL PERF UNAVAIL A numerical fault has occurred in the
active predictions and the FULL PERF
mode is not available.
GPS FAILED
GPS 1 FAILED
Indicates that inputs from the identified
GPS have failed.
GPS 2 FAILED
GPS 3 FAILED
GPS RAIM ABOVE
LIMIT
The RAIM value is above the limit for the
current phase of flight.
GPS RAIM
UNAVAILABLE
RAIM is not being generated by the GPS
receiver.
HIGH PCDR TURN
GRD SPD
The groundspeed exceeds the limit for the
defined procedure turn.
HIGH HOLDING GRD The groundspeed exceeds the limits for
SPD
the FAA permitted size of holding pattern.
Messages
12-8
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Table 12--1 (cont)
FMS Message
Message
INDEPENDENT
OPERATION
Definition
The system reverted to independent
operation.
INTERSECTION NOT PD waypoint does not intersect the active
FOUND
flight plan.
INVALID AIRCRAFT
DB
The aircraft database has been corrupted
and has been cleared and initialized.
INVALID COMPANY
DB
The company route database has been
corrupted. Reload the database.
INVALID CUSTOM
DB
The custom DB has been corrupted and
has been cleared and initialized.
INVALID DELETE
Indicates invalid entry of the named
parameter.
INVALID DIRECT TO
Indicates invalid entry of the named
parameter.
INVALID ENTRY
Entry is not in the correct format.
INVALID NAV DB
The navigation database is invalid and is
not useable. Reload the database.
INVALID NOTAM
LIST
Indicates that the NOTAM is invalid and
has been cleared.
INVALID OBSTACLE
ENTRY
The obstacle distance and/or elevation
entry results in the limits of a table used in
the calculation of obstacle clearance to be
exceeded.
IRS FAILED
The FMS senses the identified IRS has
failed.
IRS 1 FAILED
IRS 2 FAILED
IRS 3 FAILED
IRS 4 FAILED
ISA DEV EXCEEDED The entered temperature has resulted in
the ISA deviation to be exceeded at the
altitude.
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Messages
12-9
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
LABEL CANNOT BE
CHANGED
Indicates that the label specified in the
aircraft database is a required label for the
aircraft and cannot be changed.
LANDING CLIMB
LIMITED
This message is displayed when the
landing calculations are landing climb
limited.
LANDING OUT OF
LIMITS
This message is displayed anytime the
landing calculation is out of limits after the
initial calculation.
LAST LEG
The active leg is the last leg of the flight
plan and the TO waypoint is not the
destination.
LIST FULL
Entry into a list is not permitted because
the list is full.
MULTI FMS LOAD
UNAVAIL
This message indicates that it is not
possible to load the navigational database
to all FMSs.
NAV DB
SYNCHRONIZED
An attempt has been made to crossload a
navigation database to an FMS where the
NDB already matches. (Not on Load 23.)
NAV X FAILED
A VOR frequency of the NAV radio does
not match what the FMS expects the
frequency to be.
NO ACTIVE FPL
There is no active flight plan when
requesting a flight plan.
NO CROSSING
POINT FOUND
No crossing points are found for the
CROSSING POINTS page.
NO CRS TO ARC
INTERCEPT
No intercept to the arc is found for the
input definition.
NO DISK INSTALLED No disk is installed in the dataloader.
NO FLIGHT PLAN
Messages
12-10
Origin or origin/destination is entered on
the FLIGHT PLAN LIST page and there is
no flight plan with the same origin or
origin/destination.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
NO INPUT
ALLOWED
No input is permitted.
NO POSITION
SENSORS
The DR light is turned on.
NO PRESENT
POSITION
An action is requested that requires
present position.
NO REQUIRED
SENSORS
The DEGRAD light is turned on.
NO UPLINK FPL
AVAIL
A flight plan has not been received when
requesting to load a flight plan.
NOT A NAVAID
An entry was made that requires a
NAVAID and the entry is other than a
NAVAID.
NOT AN AIRPORT
An entry was made that required an airport
name and other than an airport name was
entered.
NOT IN DATA BASE
The pilot requested some data not in the
database and cannot be pilot--defined.
OAT/ISA LIMIT
EXCEEDED
This message is displayed when the
sensed OAT or ISA deviation exceeds the
limit.
OBSTACLE DIST
CONFLICT
This message indicates that an entry of an
obstacle distance is less than an entry of
stopway or clearway.
NOT ON INTERCEPT The current course and the entered
CRS
intercept course to the DIRECT--TO
waypoint do not intersect.
OFFSET CANCEL
The offset has been canceled.
OFFSET CANCEL
NEXT WPT
The offset is canceled at the next waypoint
in the flight plan. This message is cleared
by pilot--action or is automatically cleared
when the offset is canceled.
ORBIT RADIUS/GS
CONFLICT
The groundspeed is too high to fly the orbit
at the defined radius.
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Messages
12-11
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
PERF CEILING
LIMITED
This message indicates that the initial
cruise altitude is above the computed
ceiling altitude and performance is being
limited to the computed ceiling altitude.
PERF--VNAV
UNAVAILABLE
The pilot requested a performance/VNAV
function before sufficient data had been
entered.
RADIALS DO NOT
INTERSECT
The radials defined for the intercept
function do not cross.
PREV NOT
ALLOWED
This message indicates that selection of
the previous page is not permitted.
QRH 1 (2) TIMEOUT
QRH not available.
RAIM WILL EXCEED
LIMIT
RAIM at the time requested, exceeds the
limit for the phase of flight.
RE--LOGON TO ATC
CENTER
This message indicates that an ATC logon
message was sent from the aircraft, but
ATC did not respond within the required
time or the logon was not successful.
REGIONAL NDB
ONLY
Loading a worldwide navigation database
was attempted on an FMS that accepts a
regional NDB only.
RESET ALT SEL?
The FMS is commanding a change of
altitude but the altitude selector has not
been reset. The aircraft cannot change
altitude until the selector has been reset.
RTA UNAVAILABLE
AT <XXX>
The RTA cannot be achieved at a given
waypoint.
RUNWAY NOT
FOUND
The database does not contain the
entered runway at the designated airport.
SE PERF UNAVAIL
Indicates that single engine performance
is not available.
Messages
12-12
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
SET IRS MAG HDG
Indicates that IRS (X) has to have the
SET IRS 1 MAG HDG magnetic heading set.
SET IRS 2 MAG HDG
SET IRS 3 MAG HDG
SET IRS 4 MAG HDG
SINGLE OPERATION There is a problem between the FMS that
precludes full communication between the
systems.
SINGLE/
INDEPENDENT
REQD
The operating mode has to be single or
independent before accessing the CLEAR
CDB page.
STORED FPL PERF
UNAVAIL
A numerical fault is in the stored flight plan
predictions.
TAKEOFF OUT OF
LIMITS
This message is displayed anytime the
takeoff calculation is out of limits after the
initial calculation.
TEMP COMP
ACTIVE
The message TEMP COMP ACTIVE is
displayed in the MCDU scratchpad
simultaneously with the VTA when
approaching the first waypoint with
temperature compensation. The message
is canceled automatically when the
waypoint is sequenced.
TO ENTRIES
INHIBITED
This message indicates no entries are
made to takeoff. This happens when
making an entry to takeoff and power has
been advanced for takeoff.
TO WEIGHT
LIMITED
The current gross weight is between the
maximum takeoff weight and the
maximum ramp weight for the aircraft and
the takeoff gross weight used by the
takeoff and landing function has been
limited to the maximum takeoff weight for
the aircraft.
UNABLE HOLD
CHANGE
The pilot attempted to change the holding
pattern definition while in holding and not
on the inbound leg.
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Messages
12-13
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
UNABLE MANUAL
CLOCKSET
This message indicates that the FMS time
and date is being slaved to outside time
and date (e.g., GPS or aircraft) and cannot
be changed.
UNABLE NEXT ALT
The aircraft is unable to meet the altitude
constraint.
UNABLE OFFSET
An attempt was made to insert an offset
during holding, a STAR, or a SID.
UNABLE PCDR
TURN CHANGE
Changing the procedure turn definition is
inhibited after sequencing onto the
procedure turn.
UNABLE *PD
PLACEMENT
The PD waypoint has been restricted from
placement in the flight plan.
UNABLE APPROACH An attempt is made to change the lateral
MOD
path between the FAF and the MAP.
UNABLE MASTER
TIME RQST
Indicates that the FMS is not the master of
the time and is not able to change the date
or time.
UNABLE PATH
INTERCEPT
Indicates that the descent path cannot be
intercepted.
UNABLE TO SEND
DOWNLINK
The FMS has been waiting for a network
acknowledge for a linked message for
5 minutes.
UNABLE TUNE
REQUEST
The pilot entered a frequency while the
radios were in the manual mode.
UNABLE CBD
XLOAD IN PROG
The pilot has tried to enter a new
waypoint, etc. while the database was in
the process of cross loading.
USED BY ACTIVE
FPL
The pilot tried to delete a waypoint from
storage that is used in the active flight
plan.
USED BY OFFSIDE
ACT FPL
The pilot attempted to delete a waypoint
from storage that is used in the offside
active flight plan.
Messages
12-14
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 12--1 (cont)
FMS Message
Message
Definition
USING CURRENT
GS/FF
Indicates the current PERF mode.
V1VR CNST OUT OF
BOUNDS
One of the inputs to the table used to
calculate V1VR ratio is outside the limits of
the table.
VERT DIR OVER
MAX ANG
The angle computed during a VERTICAL
DIRECT TO exceeds the limit. In this
case, the angle is set to the maximum limit
(6_).
VERT DIR UNDER
MIN ANG
The angle computed during a VERTICAL
DIRECT TO is under the limit. In this case,
the angle is set to the minimum limit (1_)
and descent is started at that time.
VGP UNAVAILABLE
Vertical glide path is unavailable.
VNAV--PERF
UNAVAILABLE
Vertical navigation performance is
unavailable.
VOR 1 FAILED
The FMS senses the identified VOR has
failed.
VOR 2 FAILED
WAYPOINT NOT
FOUND
The entered waypoint cannot be found.
When this results when attempting to
enter an airway into a flight plan, the
waypoint is not part of the referenced
airway.
WEIGHT DEFAULT -LBS
Indicates that the weight option has
defaulted to pounds. Normally the result of
the configuration module being invalid or
not read.
WHAT--IF PERF
UNAVAIL
A numerical fault has occurred in the
WHAT--IF predictions.
WIND EXCEEDED
AT CRZ ALT
The wind entered at altitude has caused
the wind at the cruise altitude to be
exceeded.
WPT STORAGE
FULL
The storage area for pilot--defined
waypoints is full.
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Messages
12-15
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Blank Page
Messages
12-16
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
13. Maintenance
INTRODUCTION
This section defines the dataloader fault codes that are displayed on the
multifunction control and display unit (MCDU).
DATALOADER FAULT CODES
When the MCDU shows a message of CHECK DATA LOAD (XX) after
an attempted disk operation, the numeric value in the XX position is
interpreted using the dataloader fault codes listed in Table 13--1.
Table 13--1
Dataloader Fault Codes
Code
Error Title
Description
01
OPEN CMD NO
RESPONSE
Check electrical connections. Either
the FMS cannot talk to the dataloader
(the red drive activity light does not
go on) or the FMS does not hear the
response from the dataloader (the
drive light turns on).
02
STATUS CMD NO
RESPONSE
See 01
03
ILLEGAL DB FILE
HEADER
The database disk file (db.bn ) is not
a legal database file.*
04
READ CMD NO
RESPONSE
The dataloader was unable to open
and read data on the disk.
05
GET 1ST FP
RECORD FAILED
The data in a flight plan file
(sperry.dat) is incorrectly formatted.
06
FP_RECORD
TOO LONG
See 05
07
NO DISK
No disk is installed in the dataloader.
08
STATUS CMD
OPEN FAILED
The disk does not contain the needed
file, or there was a disk read error
while attempting to open the file.
09
CRC REM NE 0 IS The database disk was produced
ILLEGAL
improperly, or the data in a file has
been modified.*
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Maintenance
13-1
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 13--1 (cont)
Dataloader Fault Codes
Code
Error Title
Description
0A
DB SIZE IN
HEADR GT EE
SIZE
The stored FMS database flash
memory is too small for the size of
the database being downloaded.*
0B
DB SIZE IN HDR
NE FILE SIZE
See 09*
0C
DB SIZE OR
SERIAL NBR EQ
0
The FMS contains an illegal serial
number, or an incorrect stored FMS
flash memory size.*
0D
DB SIZE IN
HEADER IS ODD
The FMS flash memory size was
initialized improperly -- it must be an
even number.*
0E
SERIAL NUM
LOCKOUT
The FMS being downloaded is not
authorized to download this NAV
database.*
0F
NM0 FILE CRC
LOCKOUT
The FMS serial number authorization
file has been corrupted.*
10
BAD ZFW VALUE
The flight plan file contains an illegal
zero fuel weight value.{
11
BAD FUEL VALUE The flight plan file contains an illegal
fuel value.{
12
BAD CARGO
VALUE
The flight plan file contains an illegal
cargo weight value.{
13
BAD
PASSENGERS
VALUE
The flight plan file contains an illegal
passenger count.{
14
BAD INITIAL
CRUISE
The flight plan file contains an illegal
initial cruise altitude.{
15
BAD CRUISE
SPEED
The flight plan file contains an illegal
cruise speed.{
16
BAD CRUISE
WIND
The flight plan file contains an illegal
cruise wind.{
17
BAD CRUISE
FUEL FLOW
The flight plan file contains an illegal
fuel flow.{
Maintenance
13-2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 13--1 (cont)
Dataloader Fault Codes
Code
Error Title
Description
18
BAD NUM
WAYPOINTS
The syntax of the waypoint count is
illegal or the waypoint count does not
match the actual number of
waypoints.{
19
NUM WPTS OUT
OF RANGE
The flight plan file contains a
waypoint count less than 2 or greater
than 50.{
1A
BAD NUM ALT
WPTS
The flight plan file contains an illegal
number of waypoints in the alternate
flight plan.{
1B
NUM ALTS OUT
OF RANGE
The flight plan file contains an illegal
number of alternate destinations.{
1C
ODD NUM BYTES The dataloader transmitted an illegal
IN BLOCK
data record length.*
1D
NM0 FILE
HEADER
LOCKOUT
The database disk contains a serial
number file that does not match the
database file.*
1E
GET IDENT
FAILED
The flight plan file contains an illegal
waypoint identifier.{
1F
GET LATITUDE
FAILED
The flight plan file contains an illegal
waypoint latitude.{
20
GET LONGITUDE
FAILED
The flight plan file contains an illegal
waypoint longitude.{
21
GET SPD
CONSTR FAILED
The flight plan file contains an illegal
waypoint speed constraint.{
22
GET FL CONSTR
FAILED
The flight plan file contains an illegal
waypoint flight level constraint.{
23
GET SPOT WIND
FAILED
The flight plan file contains an illegal
waypoint spot wind value.{
24
GET SPOT TEMP
FAILED
The flight plan file contains an illegal
waypoint temperature value.{
25
GET METERO FL
FAILED
The flight plan file contains an illegal
meteorological flight level.{
26
DM FIRST GET
RECORD FAILED
Unused error code.
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Maintenance
13-3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 13--1 (cont)
Dataloader Fault Codes
Code
Error Title
Description
27
DM RECORD
GET 80 CHARS
A record in the currently open disk file
contains more than 80 bytes.
28
READ FILE NOT
OPEN
A read file command was sent to the
dataloader before a file was
successfully opened.
29
READ
ATTEMPTED AT
EOF
A read file command was sent to the
dataloader but the current open file
does not contain any more data.
2A
COMMAND IN
WORK
Internal status command from
dataloader – should not be seen by
an operator.
2B
UNKNOWN OP
CODE
An illegal command was sent to the
dataloader.
2C
DISK ERROR
DURING READ
A disk read error was encountered.
Check the disk for errors and try
another disk in the dataloader.
2D
DISK ERROR
DURING WRITE
See 2C
2E
DISK WRITE
PROTECTED
The write protect tab on the disk is
preventing the dataloader from writing
to the disk.
2F
DISK IS FULL
There is no more free space on the
disk for writing data files.
30
WRITE CMD NO
RESPONSE
The dataloader is not responding to
the FMS write request.
31
CLOSE CMD NO
RESPONSE
The dataloader is not responding to
the FMS open file command.
32
STATUS CMD
ILLEGAL VALUE
The dataloader sent an undecodable
status response to the FMS.
33
DEBUG
MONITOR NO
RESPONSE
Unused
34
DISK IS NOT
FORMATTED
The inserted disk is not formatted
correctly.
35
FORMAT CMD
NO RESPONSE
The dataloader did not respond to the
FMS format disk command.
Maintenance
13-4
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Table 13--1 (cont)
Dataloader Fault Codes
Code
Error Title
Description
36
DATALOADER
An FMS operation requires a newer
UPDATE NEEDED dataloader.
37
ILLEGAL CHARS Unused
IN READ BUFFER
38
PREV READ
BUFFER
OVERFLOW
Internal software error (buffer
overflowed) -- probably a software
error.
3A
ILLEGAL OPEN
RO FILE
Unable to open for write access a file
that is marked read only.
3B
ILLEGAL DIR
SIZE RETURNED
Internal software error -- returned
directory size is too large.
3C
INCORRECT
CUST FILE SIZE
The stored custom database file has
been corrupted.
3D
WRONG CUST
VERSION ON
DISK
The stored custom database file
version does not match the current
FMS version.
3E
WRONG NAV
VERSION ON
DISK
The NAV database disk is not
compatible with the current FMS
version (or the file is corrupted).
3F
WRONG PERF
VERSION ON
DISK
The stored learning curve data files
are not compatible with the current
FMS version.
40
REGIONAL NDB
ONLY
The FMS is configured to only accept
a regional NDB.
80
ASYNC OPEN
CMD NO
RESPONSE
Unused
81
ASYNC DL
STOPPED
RESPONDING
In asynchronous download mode, the
dataloader stopped responding to the
FMS.
82
ASYNC RCV QUE
OVERFLOW
Internal software error.
83
ASYNC GT10
UNUSED
PACKETS
The asynchronous dataloader is
sending data packets out of
sequence. This is due to excessive
line noise.
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Maintenance
13-5
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 13--1 (cont)
Dataloader Fault Codes
Code
Error Title
Description
84
UNKNOWN
ASYNC PACKET
Internal software error.
85
NO ASYNC DATA
RCVD
See 01 (this error number is seen
instead of 01 when the FMS has
been updated with the new
asynchronous download mode).
86
ASYNC CMD NO
RESPONSE
Unused
87
ASYNC CMD BAD Unused
RESPONSE
90-9F
ASYNC PACKET
CHECK ERRORS
Data errors are being received from
the dataloader and the retransmit
count has been exceeded. This is
due to excessive line noise.
F1
FLASH SETUP
ERROR
The FMS flash memory devices are
defective, or have exceeded their
rated erase/write cycles.
F2
FLASH CHANGE
ERASE ERROR
The FMS flash memory devices are
defective, or have exceeded their
rated erase/write cycles.
F3
FLASH WRITE
ERROR
The FMS flash memory devices are
defective, or have exceeded their
rated erase/write cycles.
*
{
These codes are associated with the navigation database disks. Contact
local Honeywell support for assistance.
These codes are associated with errors in flight plan format requirements.
Contact the flight plan provider for assistance.
Maintenance
13-6
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
MCDU PARALLAX ADJUSTMENT
The MCDU is adjusted for parallax. This feature is used when the
MCDU is mounted in the cockpit such that the pilot does not have a
direct viewing angle to the MCDU. When this occurs, the line--select
prompts display out of alignment with the physical line select keys. This
is called parallax. Pushing PARALLAX (5R) on the MCDU
MAINTENANCE page accesses the PARALLAX ADJUST page. This
is shown in Figure 13--1.
Figure 13--1
PARALLAX ADJUST 1/1
— 1L -- Push the UP prompt to vertically adjust the MCDU display
upward.
— 2L – Push the LEFT prompt to horizontally adjust the MCDU
display to the left.
— 2R -- Push the RIGHT prompt to horizontally adjust the MCDU
display to the right.
— 6L -- Push the DOWN prompt to vertically adjust the MCDU
display downward.
— 6R -- Pushing the RETURN prompt returns the display to the
SYSTEM SETUP 1/1 page or to the last page being viewed when
the navigation computer (or performance computer, when
installed) is operating. Pushing RETURN also saves the system
status for recall on subsequent flights.
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Maintenance
13-7
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
FMS OPERATION MODE PROBLEMS
The FMS is capable of three different operating modes: DUAL,
INDEPENDENT, and SINGLE. The FMS attempts to operate in DUAL
at all times. When the FMS is unable to operate in DUAL mode, the FMS
shows either INDEPENDENT OPERATION or SINGLE OPERATION
in the scratchpad. The pilot then goes to the OP MODE PROBLEMS
page to view the error message. Table 13--2 lists possible error
messages and descriptions.
Table 13--2
Operation Mode Problem Messages
Displayed
Error
Resulting
Operating Mode
for the Differing
FMS
Description
SW
PROGRAM
SINGLE
The software version differs
between the FMSs. SINGLE
operation is the only operating
mode available for the FMS
with a different SW load.
CONFIG PIN
SINGLE
The configuration pins (or
configuration module) required
for DUAL and INDEPENDENT
operating modes are not
identical. The following items
are compared between FMSs:
S SDI setting discretes
S Performance computer
installed discrete
S Overspeed protection
disabled discrete
S Version B ASCB discretes
S Fuel flow config. discretes
S Operational mode discretes
S Radio type discretes
S Pounds/Kilograms discretes
Verify that the configuration
settings are identical between
FMSs.
Maintenance
13-8
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Table 13--2 (cont)
Operation Mode Problem Messages
Displayed
Error
Resulting
Operating Mode
for the Differing
FMS
Description
CUSTOM DB
INDEPENDENT
The custom database is not
identical between two FMSs.
DUAL is not permitted unless
the custom databases are
identical. Crossload the custom
database from one FMS to the
other. The message is
removed. Refer to page 6-182
for additional details on
crossloading the custom
database.
NAV DB
INDEPENDENT
The navigation database is not
identical between two FMSs.
DUAL is not permitted unless
the navigation databases are
identical. Crossload the custom
database from one FMS to the
other. The message is then
removed.
PPOS DIFF
INDEPENDENT
The FMS positions between
two FMSs differ by more than
10 NM. DUAL is not permitted
unless the positions are within
10 NM. Reinitialize the FMS
positions within 10 NM to
return to DUAL. Refer to
page 6-81 for additional details
on position initialization on the
ground. Refer to page 6-85 for
additional details on updating
the FMS position while
airborne.
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Maintenance
13-9
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 13--2 (cont)
Operation Mode Problem Messages
Displayed
Error
Resulting
Operating Mode
for the Differing
FMS
Description
DB CYCLE
INDEPENDENT
The selected cycle of the
navigation database differ
between two FMSs. DUAL is
not permitted unless the cycles
are identical between two
FMSs. Refer to page 6-1 for
additional details on how to
select the navigation database
cycle.
MODE DIFF
SINGLE
The FMSs have attempted to
operate in DUAL, or
INDEPENDENT. Due to a
problem, one FMS is operating
in the desired mode while the
other FMS continues to
operate in a different mode.
This could be due to an ASCB
problem. Verify that the ASCB
is operational and properly
connected to the FMS.
PRIORITY
SINGLE
There is not one unique master
FMS within the selected DN
pair. This could be due to SDI
strapping being identical
between the FMS operating
pair. Verify the SDI strapping
for both FMSs.
SYNC ERR 1
SINGLE
Internal software fault relating
to a power--up problem. When
this problem is encountered,
please report the problem to
Honeywell.
Maintenance
13-10
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 13--2 (cont)
Operation Mode Problem Messages
Displayed
Error
Resulting
Operating Mode
for the Differing
FMS
Description
SYNC ERR 2
SINGLE
The FMS attempted to share
data with another FMS, but
could not. Check whether
ASCB is operational. Check
whether backplane
connections are operational.
Otherwise, it can be an internal
FMS software fault. When this
problem is encountered,
please report the problem to
Honeywell.
DUAL INOP
SINGLE
DUAL operation is prohibited
because excessive transitions
to SINGLE operation have
occurred within a specified
time interval. Verify that the
ASCB is operational and
properly connected to the
FMS.
ASCB INOP
SINGLE
The FMS detects that the
ASCB is not operational. DUAL
and INDEPENDENT operating
modes are not permitted under
this condition. Verify that the
ASCB is operational and
properly connected to the
FMS.
ASCB
CONFIG
SINGLE
The inter--system
communication database
(ESCAPE) is incorrect. The
database or FMS software has
to be reloaded.
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Maintenance
13-11
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Table 13--2 (cont)
Operation Mode Problem Messages
Displayed
Error
Resulting
Operating Mode
for the Differing
FMS
Description
FMS1 INOP
SINGLE
The FMS showing this
message is unable to receive
FMS1 transmissions on the
ASCB. Verify that the ASCB is
operational and properly
connected to the FMS.
FMS2 INOP
SINGLE
The FMS showing this
message is unable to receive
FMS2 transmissions on the
ASCB. Verify that the ASCB is
operational and properly
connected to the FMS.
Maintenance
13-12
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Acronyms and Abbreviations
Acronyms and abbreviations used in this guide are defined as follows:
TERMS
DEFINITION
ACARS
ACDB
ACFT, Actf
ACT
ADC
ADF
ADS
AFCS
AFM
AFN
AGL
AIP
ALT
ALTN
ANG
AOC
AOG
APM
APPR, APRCH
APU
AR
ARINC
ARP
ASCB
ASYNC
ATC
ATO
ATS
ATT
ATTCS
AUTO
AVG
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Aircraft Communications Addressing and
Reporting System
aircraft database
aircraft
activate,
active
air data computer
automatic direction finder
air data system,
automatic dependent surveillance
automatic flight control system
Aircraft Flight Manual
ATS facilities notification
above ground level
airport improvement program
alternate,
altitude
alternate
angle
airline operational communication
aircraft--on--ground
aircraft personality module
approach
auxiliary power unit
authorization required
Aeronautical Radio Inc.
airport reference point
avionics standard communications bus
asynchronous
air traffic control
actual time over
Aerospace Technical Support,
air traffic services
attitude
automatic takeoff thrust control system
automatic
average
Acronyms and Abbreviations
Abbrev-- 1
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
AWY
airway
BAC, BC
BARO
BITE
BKUP
BOD
BOSC
BOW
BRG
BRT
back course
barometric
built--in test equipment
backup
bottom--of--descent
bottom of step climb
basic operating weight
bearing
bright
C
CDB
CDI
CDU
CERT
CF
CHG
CLB
CLR
CMD
CMF
CNTRL
COM, COMM
COMP
CONFIG
CONSTR
CRC
CRS
CRZ
CUST
Celsius,
center,
climb
calibrated airspeed
crew alerting system
custom database
course deviation indicator
control display unit
certified
course to a fixed waypoint
change
climb
clear
command
communication management function
control
communication
compensation
configuration
constraint
Customer Response Center
course
cruise
custom
D
DA
decent
decision altitude
CAS
Acronyms and Abbreviations
Abbrev-- 2
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Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
DB
DEL
DES
DESEL
DEST
DEV
DF
DGRAD
DIFF
DIS, DIST
DISA
DL
DLK
DLS
DME
DMU
DR
DTG
database
delete
descent
deselect
destination
deviation
direction finder
degrade
different
distance
deviation ISA
dataloader,
download
datalink
data loading system
distance measuring equipment
data management unit
dead reckoning
distance--to--go
E
ECEF
EDS
EFC
EFIS
EGPWS
ELEV
END
ENGR
ENRT
EO
EOSID
EPR
EPU
ERR
ETA
ETD
ETE
ETOPS
ETP
East
earth--centered earth--fixed
electronic display system
expect further clearance
electronic flight instrument system
enhanced ground proximity warning system
elevation
endurance
engineering
en route
engine out
engine out standard instrument departure
engine pressure ratio
estimated position uncertainty
error
estimated time of arrival
estimated time of departure
estimated time en route
extended operations
equal time point
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Acronyms and Abbreviations
Abbrev-- 3
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
F
FAA
FAF
FANS
FCRS
FD
FF
FGC
FGS
FL
FLCH
FLT
FMS
FOM
FP, FPL, FPLN
FPA
FR
FREQ
ft
FTS
Fahrenheit,
flyover
Federal Aviation Administration
final approach fix
future air navigation system
front course
flight director
fuel flow
flight guidance computer
flight guidance system
flight level
flight level change
flight
flight management system
figure--of--merit
flight plan
flight path angle
from
frequency
feet/foot
Flight Technical Services
GAL
GCC
GNSS
GPS
GPS--D
GRD
GS, GSPD
gallon
Global Customer Care
global navigation sensor system
global positioning system
GPS with SBAS
ground
groundspeed
H
HA
HDG
HFOM
HINT
HSI
hold
high altitude
heading
horizontal figure of merit
horizontal integrity limit
horizontal situation indicator
IAF
IAP
initial approach fix
instrument approach procedure
Acronyms and Abbreviations
Abbrev-- 4
A28-- 1146-- 179
REV 8 Sep 2016
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
IAS
ICAO
ID, IDENT
INOP
INTC
IRS
ISA
indicated airspeed
International Civil Aviation Organization
identifier,
identification
initial fix
instrument landing system
instrument meteorological conditions
inches of mercury
inbound
information
initialization,
initialize
inoperative
intercept
inertial reference system
International Standard Atmosphere
kg, KG
KM
kts, KTS
kilograms
kilometer
knots
L
LA
LAN
LAT, Lat
lat/long
LB/GAL
LBS
LCD
LDA
LDG
LIM
LNAV
LOC
LON, Lon
LRC
LSK
left,
liters
low altitude
local area network
latitude
latitude/longitude
pounds per gallon
pound(s)
liquid crystal display
landing directional aid
landing
limit
lateral navigation
localizer
longitude
long--range cruise
line select key
M
meters
IF
ILS
IMC
in. Hg
INBD
INFO
INIT
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Acronyms and Abbreviations
Abbrev-- 5
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
M/S
MAG
MAN
MAP
MAU
MAX
mB
MCDU
MDA
METERO
MFD
MGT
MHz
MIN
MLS
mm
MMO
MOD
meters per second
magnetic
manual
missed approach point
modularized avionics unit
maximum
millibars
multifunction control display unit
minimum descent altitude
meteorological
multifunction display
management
megahertz
minimum
microwave landing system
millimeter
maximum operating Mach
modification,
modify
modular radio cabinet
message
mean sea level
maximum reserve
MRC
MSG
MSL
MXR
N
NAV
NAVAID
NB
NBR, NO, NUM
ND
NDB
NOTAM
NT
NW
North
navigation
navigation aid
nondirectional beacon
number
navigation display
navigation database,
nondirectional beacon
Northeast
nautical miles,
navigation mode
notice to airmen
NAVAID tuning
Northwest
OAT
outside air temperature
NE
NM
Acronyms and Abbreviations
Abbrev-- 6
A28-- 1146-- 179
REV 8 Sep 2016
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
OEM
OP
OPT
ORG
OUTBD
original equipment manufacturer
operation
optimum
origin
outbound
P
PERF
PFD
PLN
PNR
PNS
POS
PPOS
PRED
PREV
PRN
PROG
PSA
PT
PT NO RET
PTS
pressure,
procedure
place//distance
place//distance//altitude
place/bearing
place/bearing/distance
place/bearing/distance/altitude
place/bearing/place/bearing
place/bearing/place/bearing/altitude
precision approach path indicator
personal computer
procedure
Personal Computer Memory Card International
Association
performance
primary flight display
plan
point of no return
primary navigation source
position
present position
predictive
previous
pseudo--random noise
progress
preselected altitude
procedure turn
point of no return
points
QFE
QNH
QUAD
queens field elevation (atmosphere pressure)
sea level standard atmosphere pressure
quadrant
P//D
P//D//ALT
P/B
P/B/D, PBD
P/B/D/ALT
P/B/P/B
P/B/P/B/ALT
PAPI
PC
PCDR
PCMCIA
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Acronyms and Abbreviations
Abbrev-- 7
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
R
RAIM
RCVD
REF
REM
REQ, REQD
REQST
RET, RTN
REV
RF
RMA
RNAV
RNG
RNP
RO
RTA
RTE
RW
right
receiver autonomous integrity monitor
received
reference
remaining
required
request
return
reverse
radius to a fix
return material authorization
area navigation
range
required navigation performance
read only
receiver transmitter antenna
route
runway
S
SBAS
SDF
SDI
SE
South
satellite based augmentation system
simplified directional facility
source destination identifier
single engine,
Southeast
select,
selector
standard instrument departure
space
speed
spares exchange
service
standard terminal arrival route
satellite vehicle number
software,
Southwest
synchronization
SEL
SID
SP
SPD
SPEX
SRVC
STAR
SVN
SW
SYNC
Acronyms and Abbreviations
Abbrev-- 8
A28-- 1146-- 179
REV 8 Sep 2016
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
T
T/O, TO
TACAN
TAS
TCS
TEMP
TERM
TF
THRSHLD
TOC
TOD
TOGA
terminal,
true,
tune
takeoff
tactical air navigation
true airspeed
touch control steering
temperature
terminal
track to a fixed waypoint
threshold
top--of--climb
top--of--descent
takeoff/go--around
U
UNAVAIL
UR
UTC
use
unavailable
unrestricted
universal time coordinated
V1
V2
Vac
VALT
Vap
VAP
VAR
VASEL
VASI/PAPI
takeoff decision speed
minimum takeoff safety speed
VPN accelerator card
vertical altitude
average path velocity
final approach speed
variation
vertical altitude select
visual approach slope indicator/precision
approach path indicator
vertical
vertical flight level change
vertical figure--of--merit
final segment climb speed
vertical glide path
very high frequency
vertical integrity limit
maximum operating velocity
vertical navigation
very high frequency omni--directional range
VERT
VFLC, VFLCH
VFOM
VFS, Vfs
VGP
VHF
VINT
VMO
VNAV
VOR
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Acronyms and Abbreviations
Abbrev-- 9
Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
TERMS
DEFINITION
VORTAC
VPATH
VR
VRE, VREF
Vrf
VS, VSPEED
VTA
combined VOR and TACAN stations
vertical path
rotation speed
reference approach speed
visual reference flight
vertical speed
vertical track alert,
vertical track annunciator
W
W/T
WGS
WORLD3
WPT, WPTS
WT
West
wind/temperature
World Geodetic System
worldwide coverage
waypoint(s)
weight
XTK
crosstrack
Z
ZFW
Zulu
zero fuel weight
Acronyms and Abbreviations
Abbrev-- 10
A28-- 1146-- 179
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Honeywell International Inc. Do not copy without express permission of Honeywell.
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index
A
Abbreviations, Abbrev--1
Above ground level (AGL), 11-1
Accessing any FMS function, 3-15
Acronyms, Abbrev--1
Additional definition of optimum
altitude, 5-22
Additional details about (PRN),
6-113
Additional details about ceiling
altitude, 5-26
Additional details about cruise
altitude, 5-25
Additional details about default
descent angle, 5-42
Additional explanation of fuel
quantity and fuel flow, 5-75
Aerospace Technical Support
(ATS), 1-5
Air data, 9-7
Air traffic control (ATC), 6-37
Aircraft performance management,
2-2
Airport identifiers, 11-2
Airports, 6-20
Airway, 8-15
Airway entry, 4-14
Alphanumeric keys, 3-3
Alternate destination, 8-7
Alternate flight plan, 4-74
Alternate origin, 8-7
Alternate waypoints, 8-7
Annunciators, 3-15
approach (APPR), 3-17
dead reckoning (DR), 3-15
degraded (DGRAD), 3-16
lateral offset (OFFSET), 3-18
lateral track alert (WPT), 3-17
message (MSG), 3-16
required navigation performance
(RNP), 3-18
terminal (TERM), 3-17
vertical track alert (VTA), 3-17
Approach, 4-70, 6-72
Minneapolis, MN ILS 30L, 4-6
Approach intercept (vectors), 10-11
APPROACH MINIMA TYPE page,
7-9
Arc intercept, 10-9
Arrival, 4-57, 6-61
approach, 6-72
missed approach, 6-78
Automatic, 8-62
Automatic speed command, 8-7
Autotune, 6-123
B
Brightness control, 3-19
Build a flight plan by entering
waypoints, 8-14
additions and deletions to the
flight plan, 8-20
airway, 8-15
clearing of flight plans, 8-21
flight plan names, 8-15
temporary waypoint, 8-14
vertical entries, 8-16
altitude, 8-17
angle, 8-18
constraint type, 8-17
speed, 8-18
vertical speed, 8-18
VNAV offset, 8-21
waypoint, 8-14
C
Calling up a company route, 8-23
Clear (CLR) key, 3-5
Clearance revisions, 4-56
Clearing of flight plans, 8-82
Climb, 4-55, 5-37
Climb constraints, 8-7
Color assignments, 3-3
Common waypoints, 8-48
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Index
Index-- 1
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
Company route (RTE) key, 3-11
Conversion, 6-126
weight/volume, 6-129
Course intercept, 10-6
Creating flight plans, 8-9
build a flight plan by entering
waypoints, 8-14
recall stored flight plan, 8-10
store a flight plan and activate,
8-13
Creating routes, 8-22
calling up a company route, 8-23
flight plan changes to
procedures or airways, 8-36
loading a route from datalink,
8-24
manually building a route, 8-25
Crossing points, 6-174
crossing radial, 6-177
equal time point, 6-179
latitude/longitude crossing,
6-178
point abeam, 6-176
point of no return, 6-181
present position (PPOS) direct,
6-175
Crossing radial, 6-177
Crossloading custom or aircraft
database, 6-182
Cruise, 5-38
Cruise altitude, 8-8
Current groundspeed/fuel flow
(GS/FF) method, 5-24
Custom database, 6-34
Customer support, 1-5
Aerospace Technical Support
(ATS), 1-5
Flight Technical Services (FTS),
1-6
Global Customer Care (GCC),
1-5
Honeywell online technical
publications web site, 1-7
online access for technical
publications, 1-6
Index
Index-- 2
D
Database, 2-2, 6-19
airports, 6-20
FMS database, 6-33
instrument landing systems,
6-30
intersections, 6-31
multiple waypoints, 6-32
NAVAIDs, 6-28
pilot--defined waypoints, 6-32
runways, 6-25
undefined waypoints, 6-33
Datalink, 6-39
datalink address configuration,
6-49
datalink flight plan, 6-40
datalink flight plan review, 6-42
datalink reports, 6-44
datalink winds, 6-45
datalink winds aloft, 6-47
flight plan address, 6-50
position report address, 6-52
winds address, 6-51
Datalink address configuration,
6-49
Datalink flight plan, 6-40
Datalink flight plan review, 6-42
Datalink reports, 6-44
Datalink winds, 6-45
Datalink winds aloft, 6-47
Dataload, 6-182
crossloading custom or aircraft
database, 6-182
dataloading, 6-187
Dataloader fault codes, 13-1
Dataloading, 6-187
navigation database updating,
6-188
Defining stored flight plans, 6-7
Definition of terms, 8-1
alternate destination, 8-7
alternate origin, 8-7
alternate waypoints, 8-7
automatic speed command, 8-7
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
Definition of terms (cont)
climb constraints, 8-7
cruise altitude, 8-8
descent constraints, 8-8
discontinuities, 8-6
Flight plan, 8-1
flight plan capacity, 8-1
FROM waypoint, 8-5
initial cruise altitude, 8-8
leg sequencing, 8-5
modified flight plan, 8-1
modified RTE pages, 8-2
origins and destinations, 8-5
primary/alternate independence,
8-2
RTE pages, 8-2
RTE pages capacity, 8-2
runway extension waypoints, 8-4
speed limit, 8-7
speed schedule, 8-7
temporary waypoints, 8-3
TO waypoint, 8-5
top--of--climb (TOC), 8-7
top--of--descent (TOD), 8-8
VNAV offset waypoints, 8-1
waypoint names, 8-3
Delete key, 3-6
Deleting stored flight plans, 6-10
Departure, 6-53
runways, 6-55
San Jose, CA ALTAM6, 6-54
Departure selection, 4-38
engine--out range (EO RANGE),
4-46
engine--out standard instrument
departure (EOSID), 4-43
flight plan discontinuities, 4-42
Descent, 4-56, 5-40
additional details about default
descent angle, 5-42
Descent constraints, 8-8
Direct access prompts/function
selects, 3-5
Direct--to abeam points, 10-10
Direct/intercept
approach intercept (vectors),
10-11
arc intercept, 10-9
course intercept, 10-6
direct--to abeam points, 10-10
introduction, 10-1
lateral direct--to, 10-2
vertical direct--to, 10-5
Discontinuities, 8-6
E
Early/late descent (DES NOW),
8-42
En route, 4-56
Engine--out range (EO RANGE),
4-46
Engine--out standard instrument
departure (EOSID), 4-43
Equal time point, 6-179
F
Failed sensors, 6-161
FIX INFO page
abeam, 6-36
bearing/distance from, 6-35
ETA, DTG, ALT, 6-36
Fix information (INFO), 6-35
Flight complete, 4-74
Flight management system (FMS)
Honeywell product support, 1-4
introduction, 1-1
system description, 2-1
Flight plan, 8-1
clearing of flight plans, 8-82
creating flight plans, 8-9
build a flight plan by entering
waypoints, 8-14
recall stored flight plan, 8-10
store a flight plan and
activate, 8-13
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Honeywell International Inc. Do not copy without express permission of Honeywell.
Index
Index-- 3
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
Flight plan (cont)
creating routes, 8-22
calling up a company route,
8-23
flight plan changes to
procedures or airways,
8-36
loading a route from datalink,
8-24
manually building a route,
8-25
definition of terms, 8-1
introduction, 8-1
lateral navigation (LNAV), 8-36
general LNAV rules, 8-36
LNAV submodes, 8-37
speed command, 8-61
automatic, 8-62
general speed command
rules, 8-61
speed protection, 8-66
waypoint speed constraint,
8-63
vertical navigation (VNAV), 8-37
common waypoints, 8-48
early/late descent (DES
NOW), 8-42
general VNAV rules, 8-38
VNAV operation in flight,
8-47
VNAV operational scenarios,
8-53
VNAV special operations,
8-52
VNAV submodes, 8-40
VNAV approach temperature
compensation, 8-68
Flight plan (FPL) key, 3-9
Flight plan address, 6-50
Flight plan capacity, 8-1
Flight plan changes to procedures
or airways, 8-36
Flight plan discontinuities, 4-42
Flight plan list, 6-5
defining stored flight plans, 6-7
Index
Index-- 4
deleting stored flight plans, 6-10
Flight plan names, 8-15
Flight plan select, 6-10
Flight planning, 2-2
Flight summary, 6-188
Flight Technical Services (FTS),
1-6
Flyover pattern, 6-156
FMS database, 6-33
custom database, 6-34
navigation database, 6-33
tailored database, 6-34
FMS operation mode problems,
13-8
FMS position update, 6-85
FMS sensor deselection, 7-13
FMS sensor selection, 7-12
FMS sensors, 7-12
FMS sensor deselection, 7-13
FMS sensor selection, 7-12
FMS setup pages, 6-165
FROM waypoint, 8-5
Fuel, reserve, 5-17
Fuel management, 5-74
additional explanation of fuel
quantity and fuel flow, 5-75
Full performance method, 5-7
Function keys, 3-6
company route (RTE) key, 3-11
flight plan (FPL) key, 3-9
menu, 3-14
navigation (NAV) key, 3-8
paging (PREV)/(NEXT) keys, 3-9
performance (PERF) key, 3-7
progress (PROG) key, 3-10
radio, 3-13
G
General LNAV rules, 8-36
General speed command rules,
8-61
General VNAV rules, 8-38
Global Customer Care (GCC), 1-5
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
GPS, Almanac, 6-108
H
High latitude flying, 6-135
polar region: IRS equipped
aircraft, 6-135
Holding pattern, 6-138
Honeywell online technical
publications web site, 1-7
Honeywell product support, 1-4
I
In--flight considerations, 7-3
APPROACH MINIMA TYPE
page, 7-9
RNP approaches, 7-6
RNP minimums selection, 7-8
RNP scratchpad messages,
7-11
Initial cruise altitude, 8-8
Instrument landing system (ILS),
6-30
Intersections, 6-31
Introduction, customer support, 1-5
Aerospace Technical Support
(ATS), 1-5
Flight Technical Services (FTS),
1-6
Global Customer Care (GCC),
1-5
Honeywell online technical
publications web site, 1-7
online access for technical
publications, 1-6
IRS
Align mode, 6-97
Status, 6-96
L
Landing, 4-70, 5-42
Lateral direct--to, 10-2
Lateral navigation (LNAV), 2-2,
8-36
general LNAV rules, 8-36
LNAV submodes, 8-37
LNAV capture, 8-37
Lateral offset, 9-5
Latitude/longitude crossing, 6-178
Leg sequencing, 8-5
Line select keys, 3-5
direct access prompts/function
selects, 3-5
transfer line data to scratchpad,
3-5
transfer scratchpad data to line
fields, 3-5
List of entries and definitions, 11-1
LNAV, 8-36
LNAV submodes, 8-37
LNAV ARM, 8-37
LNAV capture, 8-37
Loading a route from datalink, 8-24
M
Maintenance, 6-158
dataloader fault codes, 13-1
failed sensors, 6-161
FMS operation mode problems,
13-8
FMS setup pages, 6-165
introduction, 13-1
MCDU parallax adjustment, 13-7
operating modes, 6-158
return to service, 6-164
true/magnetic selection, 6-163
Manual tuning, 6-126
Manually building a route, 8-25
MCDU display, 3-3
color assignments, 3-3
viewing angle, 3-3
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Index
Index-- 5
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
MCDU parallax adjustment, 13-7
Menu function key, 3-14
Message list and definitions, 12-1
Messages
introduction, 12-1
message list and definitions,
12-1
Missed approach, 4-73, 6-78
Modified flight plan, 8-1
Modified RTE pages, 8-2
Multifunction control and display
unit (MCDU), 3-2
accessing any FMS function,
3-15
alphanumeric keys, 3-3
annunciators, 3-15
brightness control, 3-19
clear (CLR) key, 3-5
delete (DEL) key, 3-6
function keys, 3-6
line select key (LSK), 3-5
MCDU display, 3-3
scratchpad, 3-4
Multifunction control display unit
(MCDU) entry format
introduction, 11-1
list of entries and definitions,
11-1
Multiple patterns, 6-157
Multiple waypoints, 6-32
N
NAV tuning, 6-125
NAVAIDs, 6-28
Navigation
air traffic control (ATC), 6-37
arrival, 6-61
approach, 6-72
missed approach, 6-78
conversion, 6-126
crossing points, 6-174
crossing radial, 6-177
equal time point, 6-179
Index
Index-- 6
latitude/longitude crossing,
6-178
point abeam, 6-176
point of no return, 6-181
present position (PPOS)
direct, 6-175
database, 6-19
airports, 6-20
FMS database, 6-33
instrument landing systems,
6-30
intersections, 6-31
multiple waypoints, 6-32
NAVAIDs, 6-28
pilot--defined waypoints, 6-32
runways, 6-25
undefined waypoints, 6-33
datalink, 6-39
datalink address
configuration, 6-49
datalink flight plan, 6-40
datalink flight plan review,
6-42
datalink reports, 6-44
datalink winds, 6-45
datalink winds aloft, 6-47
flight plan address, 6-50
position report address, 6-52
winds address, 6-51
dataload, 6-182
crossloading custom or
aircraft database, 6-182
dataloading, 6-187
dataloading, navigation
database updating, 6-188
departures, 6-53
fix information (INFO), 6-35
flight plan list, 6-5
defining stored flight plans,
6-7
deleting stored flight plans,
6-10
flight plan select, 6-10
flight summary, 6-188
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
Navigation (cont)
FMS database
custom database, 6-34
navigation database, 6-33
tailored database, 6-34
high latitude flying, 6-135
polar region: IRS equipped
aircraft, 6-135
introduction, 6-1
maintenance, 6-158
failed sensors, 6-161
FMS setup pages, 6-165
operating modes, 6-158
return to service, 6-164
true/magnetic selection,
6-163
navigation (NAV) index, 6-3
navigation identification, 6-1
notices to airmen, 6-115
patterns, 6-136
flyover pattern, 6-156
holding pattern, 6-138
multiple patterns, 6-157
pattern definition, 6-136
pattern review, 6-137
procedure turn, 6-153
pilot waypoint list, 6-13
position initialization, 6-81
additional details about
pseudo random noise
(PRN), 6-113
FMS position update, 6-85
predictive receiver
autonomous integrity
monitor (RAIM), 6-107
required navigation
performance, 6-105
sensor status pages, 6-95
VOR/DME page, 6-114
position sensors, 6-78
sensors being used by the FMS,
6-116
position sensor deselection,
6-117
tuning NAV radios, 6-118
autotune, 6-123
manual tuning, 6-126
NAV tuning, 6-125
Navigation (NAV) index, 6-3
Navigation (NAV) key, 3-8
Navigation database, 6-33
Navigation database updating,
6-188
Navigation display, 2-3
Navigation identification, 6-1
Navigation mode, 6-78
Notices to airmen, 6-115
O
Online access for technical
publications, 1-6
Operating modes, 6-158
dual, 6-158
independent, 6-158
requirements, 6-159
single, 6-158
Operational example
alternate flight plan, 4-74
approach, 4-70
arrival, 4-57
climb, 4-55
departure selection, 4-38
engine--out range (EO
RANGE), 4-46
engine--out standard
instrument departure
(EOSID), 4-43
flight plan discontinuities,
4-42
descent, 4-56
en route, 4-56
flight complete, 4-74
introduction, 4-1
KPHX to KMSP flight route, 4-2
landing, 4-70
Minneapolis, MN ILS 30L
approach, 4-6
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Index
Index-- 7
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
Operational example (cont)
Minneapolis, MN KASPR2
arrival, 4-5
missed approach, 4-73
performance data, 4-35
performance initialization, 4-24
position initialization, 4-9
predeparture, 4-7
power--up, 4-8
route (RTE) planning, 4-11
airway entry, 4-14
waypoint entry, 4-13
takeoff, 4-49
Origins and destinations, 8-5
P
Paging (PREV)/(NEXT) keys, 3-9
Pattern definition, 6-136
Pattern review, 6-137
Patterns, 6-136
entry geometry, 6-138
flyover pattern, 6-156
formats, 6-136
holding pattern, 6-138
multiple patterns, 6-157
pattern definition, 6-136
pattern review, 6-137
procedure turn, 6-153
Performance
climb, 5-37
cruise, 5-38
descent, 5-40
additional details about
default descent angle, 5-42
fuel management, 5-74
additional explanation of fuel
quantity and fuel flow, 5-75
introduction, 5-1
landing, 5-42
performance data, 5-24
additional details about
ceiling altitude, 5-26
Index
Index-- 8
additional details about
cruise altitude, 5-25
performance index, 5-1
performance index
organization, 5-3
performance initialization, 5-4
additional definition of
optimum altitude, 5-22
current groundspeed/fuel
flow (GS/FF) method, 5-24
full performance method, 5-7
pilot speed/fuel flow
(SPD/FF) method, 5-23
switching performance
methods, 5-24
performance plan, 5-30
recommended entries, 5-33
wind and temperature model
blending, 5-32
wind and temperature model
entries, 5-33
wind and temperature pages,
5-31
wind and temperature
performance planning,
5-34
stored flight plan, 5-60
stored flight plan data, 5-72
stored flight plan
performance initialization,
5-60
takeoff, 5-34
WHAT--IF flight plan, 5-44
what--if data, 5-56
what--if performance
initialization, 5-44
Performance (PERF) key, 3-7
Performance data, 4-35, 5-24
additional details about ceiling
altitude, 5-26
additional details about cruise
altitude, 5-25
Performance index, 5-1
performance index organization,
5-3
A28-- 1146-- 179
REV 8 Sep 2016
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
Performance index organization,
5-3
Performance initialization, 4-24, 5-4
additional definition of optimum
altitude, 5-22
current groundspeed/fuel flow,
5-4
current groundspeed/fuel flow
(GS/FF) method, 5-24
full performance, 5-4
full performance method, 5-7
pilot speed/fuel flow, 5-4
pilot speed/fuel flow (SPD/FF)
method, 5-23
switching performance methods,
5-24
Performance plan, 5-30
recommended entries, 5-33
wind and temperature model
blending, 5-32
wind and temperature model
entries, 5-33
wind and temperature pages,
5-31
wind and temperature
performance planning, 5-34
Pilot speed/fuel flow (SPD/FF)
method, 5-23
Pilot waypoint list, 6-13
Pilot--defined waypoints, 6-32
Place/Bearing/Distance (P/B/D),
11-11
Point abeam, 6-176
Point of no return, 6-181
Polar region, IRS equipped aircraft,
6-135
Position initialization, 4-9, 6-81
additional details about pseudo
random noise (PRN), 6-113
FMS position update, 6-85
predictive receiver autonomous
integrity monitor (RAIM), 6-107
required navigation
performance, 6-105
sensor status pages, 6-95
VOR/DME page, 6-114
Position report address, 6-52
Position sensor deselection, 6-117
Position sensors, 6-78
navigation mode, 6-78
Power--up, 4-8
Predeparture, 4-7
power--up, 4-8
Predictive RAIM, 6-107
Preflight considerations, 7-2
Present position (PPOS) direct,
6-175
Primary/alternate independence,
8-2
Procedure turn, 6-153
Hot Springs, AR ILS Rwy 5,
6-152
Progress
introduction, 9-1
progress pages, 9-1
air data, 9-7
lateral offset, 9-5
VNAV data, 9-4
Progress (PROG) key, 3-10
Progress pages, 9-1
air data, 9-7
lateral offset, 9-5
VNAV data, 9-4
R
Radio function key, 3-13
RAMPX waypoint, 4-9, 6-82
Recall stored flight plan, 8-10
Recommended entries, 5-33
Required navigation performance,
6-105
Required navigation performance
(RNP)
FMS sensors, 7-12
FMS sensor deselection,
7-13
FMS sensor selection, 7-12
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Index
Index-- 9
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
Required navigation performance
(RNP) (cont)
in--flight considerations, 7-3
APPROACH MINIMA TYPE
page, 7-9
RNP approaches, 7-6
RNP minimums selection,
7-8
RNP scratchpad messages,
7-11
introduction, 7-1
preflight considerations, 7-2
Return to service, 6-164
Reverse video, 1-1
RNP approaches, 7-6
RNP minimums selection, 7-8
RNP scratchpad messages, 7-11
Route (RTE) planning, 4-11
airway entry, 4-14
waypoint entry, 4-13
RTE pages, 8-2
RTE pages capacity, 8-2
Runway extension waypoints, 8-4
Runways, 6-25
S
Satellite deselection, 6-110
Scratchpad, 3-4
Sensor status pages, 6-95
Sensors being used by the FMS,
6-116
position sensor deselection,
6-117
Speed command, 8-61
automatic, 8-62
general speed command rules,
8-61
speed protection, 8-66
waypoint speed constraint, 8-63
Speed limit, 8-7
Speed protection, 8-66
Index
Index-- 10
Speed schedules, 5-7, 8-7
arrival, 5-7
climb, 5-7
cruise, 5-7
departure, 5-7
descent, 5-7
Step climb, 5-39
Store a flight plan and activate,
8-13
Stored flight plan, 5-60
stored flight plan data, 5-72
stored flight plan performance
initialization, 5-60
Stored flight plan data, 5-72
Stored flight plan performance
initialization, 5-60
Switching performance methods,
5-24
System components
flight management system
(FMS), 3-1
introduction, 3-1
multifunction control and display
unit (MCDU), 3-2
accessing any FMS function,
3-15
alphanumeric keys, 3-3
annunciators, 3-15
brightness control, 3-19
clear (CLR) key, 3-5
delete (DEL) key, 3-6
function keys, 3-6
line select key (LSK), 3-5
MCDU display, 3-3
scratchpad, 3-4
System description
aircraft performance
management, 2-2
database, 2-2
flight planning, 2-2
introduction, 2-1
lateral navigation (LNAV), 2-2
navigation, 2-1
navigation display, 2-3
vertical navigation (VNAV), 2-2
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
T
Tailored database, 6-34
Takeoff, 4-49, 5-34
Temporary waypoint, 8-14
Temporary waypoints, 8-3
TO waypoint, 8-5
Top--of--climb (TOC), 8-7
Top--of--descent (TOD), 8-8
Transfer line data to scratchpad,
3-5
Transfer scratchpad data to line
fields, 3-5
True/magnetic selection, 6-163
Tuning NAV radios, 6-118
autotune, 6-123
manual tuning, 6-126
NAV tuning, 6-125
U
Undefined waypoints, 6-33
V
VASEL, VNAV altitude select, 8-38
Vertical direct--to, 10-5
Vertical entries, 8-16
altitude, 8-17
angle, 8-18
constraint type, 8-17
speed, 8-18
vertical speed, 8-18
Vertical navigation, common
waypoints, 8-48
Vertical navigation (VNAV), 2-2,
8-37
general VNAV rules, 8-38
VNAV operation in flight, 8-47
VNAV operational scenarios,
8-53
VNAV special operations, 8-52
VNAV submodes, 8-40
altitude capture (VASEL),
8-41
early/late descent (DES
NOW), 8-42
vertical glide path mode
(VGP), 8-44
VNAV altitude hold (VALT),
8-41
VNAV arm (VNAV) , 8-40
VNAV flight level change
(VFLCH), 8-40
VNAV path (VPATH), 8-41
Viewing angle, 3-3
VNAV
common waypoints, 8-48
vertical direct--to, 8-48
VNAV approach temperature
compensation, 8-68
VNAV data, 9-4
VNAV offset waypoints, 8-1
VNAV operation in flight, 8-47
VNAV operational scenarios, 8-53
VNAV special operations, 8-52
VNAV submodes, 8-40
altitude capture (VASEL), 8-41
vertical glide path mode (VGP),
8-44
VNAV altitude hold (VALT), 8-41
VNAV arm (VNAV) , 8-40
VNAV flight level change
(VFLCH), 8-40
VNAV path (VPATH), 8-41
VOR/DME page, 6-114
W
Waypoint, 8-14
Waypoint entry, 4-13
Waypoint names, 8-3
Waypoint speed constraint, 8-63
WHAT--IF data, 5-56
WHAT--IF flight plan, 5-44
what--if data, 5-56
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Index
Index-- 11
Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000
Index (cont)
WHAT--IF flight plan (cont)
what--if performance
initialization, 5-44
What--if performance initialization,
5-44
Wind and temperature model
blending, 5-32
Wind and temperature model
entries, 5-33
Wind and temperature pages, 5-31
Wind and temperature
performance planning, 5-34
Winds address, 6-51
Index
Index-- 12
A28-- 1146-- 179
REV 8 Sep 2016
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