MD-11/MD-10 FLIGHT MANUAL
PUBLICATION TITLE
REVISION NUMBER
MD-11/MD-10 Flight Manual
42
PUBLICATION NO.
PUBLICATION DATE
P-00011562
08 December 2004
HIGHLIGHTS
1-1-0-2
MD-10-10 MLGW revised.
1-1-0-8
Wind Limits revised.
1-1-0-18
Deleted See Engine Ignition reference.
1-1-0-19
Deleted See Engine Ignition reference.
1-1-0-19
Deleted See Engine Ignition reference.
1-1-0-19
Added FedEx delay value.
1-1-0-19
Add Emergency Access Code reference.
1-1-0-21
Add statement to clarify ops in QFE environment.
1-1-0-22
PROF limit added.
3-0-0-1
Added QRH section reference.
3-0-0-2
Revised definition of PF - pilot flying definition.
3-0-0-2
Revised legend terminology and definition for PM - Pilot monitoring versus pilot not flying.
3-0-0-2
Added note pertaining to PM versus PNF usage and attrition.
3-0-0-3
PNF changed to PM globally from pages 3-0-0-3 through 3-0-0-8.
3-0-0-4
PNF changed to PM throughout checklist flow tables.
3-0-0-4
Added ANTI-ICE to standard after start F/O flow.
3-0-0-6
Normal checklist changed for PNF to PM.
3-0-0-6
Added “Altimeters” to after takeoff checklist flow.
3-0-0-7
Added to Normal Checklist. "PF - Spoilers" to Before Landing checklist flow. "Debrief" to Shutdown checklist flow.
3-2-0-2
AML/EAML review item reference revised.
3-2-0-8
Incorporation of CVFDR bulletin material into CFM.
3-2-0-10
Deleted "Smoke" from switch nomenclature.
The attached data has been authorized for use and approved for distribution by the appropriate authority. Each
manual holder is required by FAR 121.137 to keep manuals current.
Questions about distribution or
missing pages:
E-Mail requests to Technical Information Services/CUSTOMER
REQUEST using Bulletin Board “MANUAL/ORDERS,” or call TIS
at 901 224-6006.
To request a revision to the
manual:
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manuals. Select “manuals”, “Suggest a content change to a flight
publication” and complete the online form.
Questions about content:
Contact MD-11/MD-10 Technical Support, Comat 38118/MEM/TN0135, 901 224-5355.
Remove and insert pages affected by this revision according to the enclosed List of Effective Pages (LEP). Ensure that pages deleted by this revision are removed from your manual.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1 of 6
MD-11/MD-10 FLIGHT MANUAL
HIGHLIGHTS
PUBLICATION TITLE
REVISION NUMBER
MD-11/MD-10 Flight Manual
42
PUBLICATION NO.
PUBLICATION DATE
P-00011562
08 December 2004
3-2-0-11
Revised FSC fuel transfer - H fuel distribution.
3-2-0-16
Added step to check the Flap/Slat Handle mechanical link.
3-2-0-19
Deleted note pertaining to GROUND PROX.
3-2-0-19
Revised Flight Deck Preparation procedure - AUTO BRAKE.
3-3-0-1
F/O response revised.
3-3-0-1
Note added to before start checklist clarifying clearview window interlock operation.
3-4-0-1
Typographical error correction.
3-4-0-2
Typographical error correction to alert description.
3-4-0-4
Revised tow bar ground crew communications.
3-5-0-1
"and brief" added.
3-5-0-1
Anti-Ice criteria revised to match AFM limitation.
3-5-0-1
New after start checklist item "windshield anti-ice" added.
3-5-0-1
"also" added.
3-5-0-1
Added a verification procedure step to MD-11 APU.APU Air after start checklist.
3-5-0-1
Added a verification procedure step to MD-11 APU.APU Air after start checklist.
3-6-0-1
Revised before takeoff checklist - flight controls - SD terminology for consistency.
3-6-0-1
Clarification that WAGS will function after an engine failure.
3-6-0-3
Revised before takeoff checklist - FCP - expansion.
3-6-0-3
Added CAUTION to before takeoff checklist FCP procedure.
3-7-0-1
PNF acronym to PM globally in amplified after takeoff checklist.
3-7-0-1
Corrected typo 1-2 RMP to 2-3 RMP in Hydraulic Manual procedure.
3-7-0-1
New expansion verbiage.
3-7-0-1
New after takeoff expanded checklist item "Altimeters".
3-9-0-1
Approach checklist - transition altitude changed to transition level.
3-9-0-1
Approach checklist - PNF changed to PM.
3-9-0-1
Approach checklist - Navaids - PNF changed to PM.
3-10-0-1
Added before landing checklist Spoiler PF command and response.
3-10-0-1
Added before landing checklist - FLAPS - PF duty and response.
3-11-0-1
APU procedures revised.
3-11-0-1
Statement added preceding MANUAL procedure.
3-11-0-1
Revised procedures to perform oxygen pressure check.
3-13-0-2
Added IRCD FDAS panel disarm to shutdown checklist.
2 of 6
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
MD-11/MD-10 FLIGHT MANUAL
PUBLICATION TITLE
REVISION NUMBER
MD-11/MD-10 Flight Manual
42
PUBLICATION NO.
PUBLICATION DATE
P-00011562
08 December 2004
3-13-0-2
Added Debrief step to shutdown checklist.
2-0-0-1
"cycled" corrected to "reset".
2-0-0-2
Deleted sentence that referenced black hatched boarders.
2-0-0-3
Paragraph deleted (no longer valid).
2-0-0-8
Note added.
2-0A-2-10
Add statement to perform MANUAL DOOR TEST.
2-0A-2-12
Tail Cone added to description.
2-0A-2-
Added GPWS FAULT alert.
2-0A-2-28
Spelling correction.
2-0A-4-7
Added decision item "Aircraft on Ground".
2-1A-2-1
Font of title resized for standardization.
2-1A-2-4
Deletes the word "fully" from the spoilers statement.
2-1A-2-11
Table title revised.
2-1A-2-17
Deletes the word "fully" from the spoilers statement.
2-1A-4-13
Step added to accomplish Engine Shutdown In Flight checklist.
2-1A-4-24
Step added to disconnect electrical power.
2-1A-4-25
Step added to disconnect electrical power.
2-2A-3-19
Notes added.
2-2A-4-4
Added new procedure (Fuel Leak).
2-3A-3-3
Note added.
2-3A-3-14
Reference Speeds added for 15/RET and 25/RET.
2-3A-3-16
Reference Speeds added for 15/RET and 25/RET.
2-3A-3-18
Reference Speeds added for 15/RET and 25/RET.
2-3A-3-19
Reference Speeds added for 15/RET and 25/RET.
2-3A-3-21
Reference Speeds added for 15/RET and 25/RET.
2-3A-3-22
Reference Speeds added for 15/RET and 25/RET.
2-3A-3-24
Consequences reference added.
2-3A-4-14
Legend changed from ILS 2 to MMR 2.
2-3A-4-6
Legend changed from ILS 1 to MMR 1.
2-3A-5-11
MMR circuit breakers added. Were previously listed as ILS breakers.
2-3A-5-11
Multifunction Printer added.
2-4A-1-3
Added "Use trim system sparingly (short periods only)." statement.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
HIGHLIGHTS
3 of 6
MD-11/MD-10 FLIGHT MANUAL
HIGHLIGHTS
PUBLICATION TITLE
REVISION NUMBER
MD-11/MD-10 Flight Manual
42
PUBLICATION NO.
PUBLICATION DATE
P-00011562
08 December 2004
2-4A-1-9
Added "Use trim system sparingly (short periods only)" statement.
2-4A-1-15
Added "Use trim system sparingly (short periods only)" statement.
2-5A-3-1
O/RET corrected to 0/EXT.
2-5A-3-5
Flap/Slat handle instructions revised.
2-5A-3-5
Steps added.
2-5A-3-5
Note added.
2-5A-3-6
Steps added.
2-5A-3-12
Reference Speeds added for 15/RET and 25/RET.
2-5A-4-1
New procedure added "Flight Controls Jammed or Restricted".
2-7A-3-2
Note upgraded to Caution.
2-8A-1-1
Note deleted.
2-8A-1-1
Step added.
2-8A-1-1
Cabin Air Smoke switch changed to Cabin Air switch.
2-8A-1-2
Procedural step revised.
2-8A-2-1
Note deleted.
2-8A-2-1
Step added to purge mask and goggles.
2-8A-4-1
Notes deleted. Steps added for Oxygen Masks and Crew/Courier Communications.
2-8A-4-1
Notes relocated to follow the step to "Establish cabin rate".
2-8A-4-2
PNF changed to PM
2-9A-4-4
"Cracked" added to decision statements.
2-10A-3-3
Note revised.
2-12A-2-11
Note added.
2-12A-2-11
PNF changed to PM.
2-13A-2-4
New steps added.
2-13A-2-4
Deleted "In the event of secondary emergency egress".
2-15A-3-1
Spelling correction.
2-16A-1-6
Cargo Door Manual Test added.
2-16A-1-7
Checklist revised to include communications, and APU considerations.
2-16A-1-14
PNF changed to PM.
2-7B-2-1
Standardize "Oxygen Mask" text.
2-7B-3-2
Note upgraded to Caution.
2-7B-3-12
Cabin Inflo Lo added as Level 2 Alert procedure.
4 of 6
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
MD-11/MD-10 FLIGHT MANUAL
PUBLICATION TITLE
REVISION NUMBER
MD-11/MD-10 Flight Manual
42
PUBLICATION NO.
PUBLICATION DATE
P-00011562
08 December 2004
HIGHLIGHTS
2-8B-1-1
Note deleted.
2-8B-1-1
Step added.
2-8B-1-1
Cabin Air Smoke switch changed to Cabin Air switch.
2-8B-1-1
"After 1 minute" statement added.
2-8B-1-4
Associated Flow Switch changed to Fwd Flow Switch.
2-8B-2-1
Note deleted.
2-8B-2-1
Step added to purge mask and goggles.
2-8B-4-1
Notes deleted.
2-8B-4-1
Steps added for Oxygen Masks and Crew/Courier Communications.
2-8B-4-1
Packs step deleted.
2-8B-4-1
Speed step deleted.
2-9B-3-1
This section reissued to correct an editorial link that was generating unnecessary Index entries.
2-9B-4-4
"Cracked" added to decision statements.
2-9B-4-5
Note added.
2-11B-4-1
Spelling correction.
2-12B-2-6
Glideslope reference corrected to 3.0.
2-12B-2-8
Value changed from 5.5 to 5.0.
2-12B-2-8
Added glideslope value.
2-12B-2-10
Note added to clarify that the Captain does not need to call for the checklist after a GPWS maneuver.
2-12B-2-10
Note added.
2-12B-2-10
Revised in accordance with Boeing’s recommended procedure.
2-12B-2-10
PNF changed to PM.
2-12B-2-10
"And aggressive" deleted.
2-13B-2-3
Revised to provide separate steps for ENG FIRE and APU FIRE handles.
2-13B-2-3
New steps added.
2-13B-2-3
Cockpit Door step revised.
2-13B-2-3
Deleted "In the event of secondary emergency egress".
2-14B-2-1
Note revised.
2-16B-1-6
Cargo Door Manual Test added.
2-16B-1-7
Checklist revised to include communications, APU, and BLEED AIR considerations.
2-16B-1-22
PNF changed to PM.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
5 of 6
MD-11/MD-10 FLIGHT MANUAL
HIGHLIGHTS
PUBLICATION TITLE
REVISION NUMBER
MD-11/MD-10 Flight Manual
42
PUBLICATION NO.
PUBLICATION DATE
P-00011562
08 December 2004
2-16B-1-22
6 of 6
PNF changed to PM.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
MD-11/MD-10
Flight
Manual
044-a.jpg
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
Cover-2
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Undated
MD-11/MD-10 FLIGHT MANUAL
LEP
Insert latest changed pages.
Destroy superseded pages.
LIST OF EFFECTIVE PAGES
Revision Number 42
Highlights-1 thru Highlights-6 ........ 08 December 2004
4-6-1-1 thru 4-6-1-24 ............................. 29 May 2002
Cover-1 and Cover-2.................................... Undated
4-6-2-1 thru 4-6-2-22 ................... 28 November 2001
LEP-1 thru LEP-8 ........................ 08 December 2004
4-7-1-1 and 4-7-1-2 ....................... 28 February 2000
RevRec-1 and RevRec-2 ............................. Undated
4-8-1-1 and 4-8-1-2 ....................... 28 February 2000
0-0-0-1 thru 0-0-0-4 ..................... 03 December 2003
4-9-1-1 and 4-9-1-2 ....................... 28 February 2000
Contents-1 thru Contents-4 ......... 08 December 2004
4-10-1-1 and 4-10-1-2 ................... 28 February 2000
1-1-0-1 thru 1-1-0-26 ................... 08 December 2004
4-11-1-1 thru 4-11-1-4 ..................... 30 October 2002
Contents-1 thru Contents-4 ......... 08 December 2004
4-12-1-1 and 4-12-1-2 ................... 28 February 2000
3-0-0-1 thru 3-0-0-8 ..................... 08 December 2004
4-13-1-1 and 4-13-1-2 ................... 28 February 2000
3-1-0-1 thru 3-1-0-6 .............................. 20 June 2001
4-14-1-1 thru 4-14-1-10 ................... 30 October 2002
3-2-0-1 thru 3-2-0-26 ................... 08 December 2004
4-15-1-1 and 4-15-1-2 ................... 28 February 2000
3-3-0-1 and 3-3-0-2 ..................... 08 December 2004
4-16-1-1 thru 4-16-1-46 ................... 30 October 2002
3-4-0-1 thru 3-4-0-4 ..................... 08 December 2004
4-16-2-1 thru 4-16-2-36 ................... 30 October 2002
3-5-0-1 and 3-5-0-2 ..................... 08 December 2004
4-16-3-1 thru 4-16-3-28 ................. 28 February 2000
3-6-0-1 thru 3-6-0-4 ..................... 08 December 2004
4-16-4-1 thru 4-16-4-28 ................. 28 February 2000
3-7-0-1 and 3-7-0-2 ..................... 08 December 2004
4-16-5-1 thru 4-16-5-12 ................. 28 February 2000
3-8-0-1 and 3-8-0-2 ..................... 08 December 2004
4-16-6-1 and 4-16-6-2 ................... 28 February 2000
3-9-0-1 and 3-9-0-2 ..................... 08 December 2004
4-17-1-1 and 4-17-1-2 .......................... 20 June 2001
3-10-0-1 and 3-10-0-2 ................. 08 December 2004
4-18-1-1 thru 4-18-1-4 ................... 28 February 2000
3-11-0-1 and 3-11-0-2 ................. 08 December 2004
4-19-1-1 and 4-19-1-2 .......................... 20 June 2001
3-12-0-1 and 3-12-0-2 .......................... 20 June 2001
4-20-1-1 and 4-20-1-2 .......................... 20 June 2001
3-13-0-1 and 3-13-0-2 ................. 08 December 2004
Contents-1 thru Contents-4 ............. 30 October 2002
3-14-0-1 and 3-14-0-2 .......................... 20 June 2001
5-0-2-1 thru 5-0-2-40 ....................... 30 October 2002
Contents-1 thru Contents-16 ........... 30 October 2002
5-0-3-1 thru 5-0-3-6 ............................... 29 May 2002
4-1-1-1 thru 4-1-1-6 ......................... 30 October 2002
Contents-1 and Contents-2 .................. 20 June 2001
4-2-1-1 and 4-2-1-2 ....................... 28 February 2000
6-1-1-1 thru 6-1-1-10 ..................... 28 February 2000
4-3-4-1 thru 4-3-4-10 ..................... 28 February 2000
Contents-1 and Contents-2 ............. 30 October 2002
4-3-6-1 and 4-3-6-2 .............................. 20 June 2001
7-0-1-1 thru 7-0-1-14 ....................... 30 October 2002
4-3-7-1 thru 4-3-7-4 ......................... 30 October 2002
7-0-2-1 thru 7-0-2-10 ....................... 30 October 2002
4-3-8-1 thru 4-3-8-24 ............................ 20 June 2001
Contents-1 thru Contents-6 ................... 29 May 2002
4-4-1-1 and 4-4-1-2 ....................... 28 February 2000
7-1-1-1 thru 7-1-1-6 ......................... 30 October 2002
4-5-1-1 and 4-5-1-2 .............................. 20 June 2001
7-1-2-1 thru 7-1-2-10 ....................... 30 October 2002
Reproduction of information or illustrations contained in this publication is
not permitted without written permission of FedEx Express Corporation.
08 December 2004
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
LEP-1
LEP
MD-11/MD-10 FLIGHT MANUAL
Insert latest changed pages.
Destroy superseded pages.
LIST OF EFFECTIVE PAGES
7-1-3-1 thru 7-1-3-6 ......................... 30 October 2002
2-4A-3-1 thru 2-4A-3-10 ................ 8 December 2000
7-1-4-1 and 7-1-4-2 ......................... 30 October 2002
Contents-1 and Contents-2 ......... 08 December 2004
7-1-5-1 thru 7-1-5-26 ....................... 30 October 2002
2-5A-3-1 thru 2-5A-3-22 .............. 08 December 2004
7-1-6-1 thru 7-1-6-4 ......................... 30 October 2002
2-5A-4-1 thru 2-5A-4-12 .............. 08 December 2004
7-1-7-1 and 7-1-7-2 .............................. 20 June 2001
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 ............. 30 October 2002
2-6A-3-1 thru 2-6A-3-8 ................ 08 December 2004
7-2-1-1 thru 7-2-1-24 ....................... 30 October 2002
2-6A-4-1 thru 2-6A-4-16 .............. 08 December 2004
Contents-1 and Contents-2 ............. 30 October 2002
Contents-1 and Contents-2 ......... 08 December 2004
7-3-1-1 and 7-3-1-2 ............................... 29 May 2002
2-7A-1-1 thru 2-7A-1-8 .................... 30 October 2002
Contents-1 and Contents-2 ............. 30 October 2002
2-7A-2-1 and 2-7A-2-2..................... 30 October 2002
7-4-1-1 and 7-4-1-2 ....................... 28 February 2000
2-7A-3-1 thru 2-7A-3-12 .............. 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
2-0-0-1 thru 2-0-0-12 ................... 08 December 2004
2-8A-1-1 thru 2-8A-1-6 ................ 08 December 2004
2-0-1-1 and 2-0-1-2 ............................... 29 May 2002
2-8A-2-1 thru 2-8A-2-10 .............. 08 December 2004
2-0A-2-1 thru 2-0A-2-30 .............. 08 December 2004
2-8A-4-1 and 2-8A-4-2................. 08 December 2004
2-0A-3-1 and 2-0A-3-2 ................ 03 December 2003
Contents-1 and Contents-2 ......... 08 December 2004
2-0A-4-1 thru 2-0A-4-14 .............. 08 December 2004
2-9A-3-1 thru 2-9A-3-4 ................ 28 November 2001
Contents-1 and Contents-2 ......... 08 December 2004
2-9A-4-1 thru 2-9A-4-6 ................ 08 December 2004
2-1A-1-1 thru 2-1A-1-4 .................... 30 October 2002
Contents-1 and Contents-2 ......... 08 December 2004
2-1A-2-1 thru 2-1A-2-18 .............. 08 December 2004
2-10A-3-1 thru 2-10A-3-4 ............ 08 December 2004
2-1A-3-1 thru 2-1A-3-10 .............. 03 December 2003
2-10A-4-1 and 2-10A-4-2............. 03 December 2003
2-1A-4-1 thru 2-1A-4-32 .............. 08 December 2004
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 and Contents-2 ......... 08 December 2004
2-11A-1-1 and 2-11A-1-2............... 8 December 2000
2-2A-1-1 and 2-2A-1-2 .................. 8 December 2000
2-11A-4-1 and 2-11A-4-2............. 03 December 2003
2-2A-3-1 thru 2-2A-3-30 .............. 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
2-2A-4-1 thru 2-2A-4-12 .............. 08 December 2004
2-12A-2-1 thru 2-12A-2-12 .......... 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
2-12A-3-1 and 2-12A-3-2............... 8 December 2000
2-3A-3-1 thru 2-3A-3-32 .............. 08 December 2004
2-12A-4-1 thru 2-12A-4-4 ............ 03 December 2003
2-3A-4-1 thru 2-3A-4-14 .............. 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
2-3A-5-1 thru 2-3A-5-14 .............. 08 December 2004
2-13A-2-1 thru 2-13A-2-4 ............ 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 .................. 20 June 2001
2-4A-1-1 thru 2-4A-1-18 .............. 08 December 2004
2-14A-2-1 and 2-14A-2-2................. 30 October 2002
Reproduction of information or illustrations contained in this publication is
not permitted without written permission of FedEx Express Corporation.
LEP-2
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LEP
Insert latest changed pages.
Destroy superseded pages.
LIST OF EFFECTIVE PAGES
Revision Number 42
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 ......... 03 December 2003
2-15A-3-1 and 2-15A-3-2 ............ 08 December 2004
8-6A-1-1 thru 8-6A-1-4 ......................... 20 June 2001
2-15A-4-1 thru 2-15A-4-6 ............ 03 December 2003
8-6A-2-1 and 8-6A-2-2 ......................... 20 June 2001
Contents-1 and Contents-2 ......... 08 December 2004
8-6A-3-1 thru 8-6A-3-10 ....................... 20 June 2001
2-16A-1-1 thru 2-16A-1-20 .......... 08 December 2004
8-6A-4-1 and 8-6A-4-2 ................ 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
8-1A-1-1 thru 8-1A-1-44 .............. 03 December 2003
8-7A-1-1 thru 8-7A-1-4 ......................... 20 June 2001
Contents-1 and Contents-2 ......... 03 December 2003
8-7A-2-1 thru 8-7A-2-6 .................. 8 December 2000
8-2A-1-1 thru 8-2A-1-10 ....................... 20 June 2001
8-7A-3-1 thru 8-7A-3-8 .................. 8 December 2000
8-2A-2-1 thru 8-2A-2-8 ................ 03 December 2003
8-7A-4-1 and 8-7A-4-2 ................ 03 December 2003
8-2A-3-1 thru 8-2A-3-10 ....................... 20 June 2001
8-7A-5-1 thru 8-7A-5-16 .............. 03 December 2003
8-2A-4-1 thru 8-2A-4-4 ................ 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 thru Contents-4 ......... 03 December 2003
8-8A-1-1 thru 8-8A-1-14 .............. 03 December 2003
8-3A-1-1 thru 8-3A-1-12 ....................... 20 June 2001
8-8A-2-1 and 8-8A-2-2 ................ 03 December 2003
8-3A-2-1 thru 8-3A-2-4 ......................... 20 June 2001
8-8A-3-1 thru 8-8A-3-10 .............. 03 December 2003
8-3A-3-1 and 8-3A-3-2 ......................... 20 June 2001
8-8A-4-1 and 8-8A-4-2 ................ 03 December 2003
8-3A-4-1 thru 8-3A-4-6 ......................... 20 June 2001
Contents-1 and Contents-2 ......... 03 December 2003
8-3A-5-1 thru 8-3A-5-6 .................. 8 December 2000
8-9A-1-1 thru 8-9A-1-8 ......................... 20 June 2001
8-3A-6-1 thru 8-3A-6-10 ....................... 20 June 2001
8-9A-2-1 and 8-9A-2-2 ......................... 20 June 2001
8-3A-7-1 thru 8-3A-7-8 ................ 03 December 2003
8-9A-3-1 thru 8-9A-3-4 ......................... 20 June 2001
8-3A-8-1 thru 8-3A-8-4 ......................... 20 June 2001
8-9A-4-1 and 8-9A-4-2 ................ 03 December 2003
8-3A-9-1 and 8-3A-9-2 ................ 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 thru Contents-4 ......... 03 December 2003
8-10A-1-1 thru 8-10A-1-10 .......... 03 December 2003
8-4A-1-1 thru 8-4A-1-16 ....................... 20 June 2001
8-10A-2-1 and 8-10A-2-2 .............. 8 December 2000
8-4A-2-1 and 8-4A-2-2 .................. 8 December 2000
8-10A-3-1 thru 8-10A-3-14 .......... 03 December 2003
8-4A-3-1 thru 8-4A-3-20 .............. 03 December 2003
8-10A-4-1 and 8-10A-4-2 ............ 03 December 2003
8-4A-4-1 and 8-4A-4-2 .................. 8 December 2000
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
8-11A-1-1 thru 8-11A-1-8 ..................... 20 June 2001
8-5A-1-1 thru 8-5A-1-4 .................. 8 December 2000
8-11A-2-1 and 8-11A-2-2 ............ 03 December 2003
8-5A-2-1 thru 8-5A-2-4 .................. 8 December 2000
8-11A-3-1 thru 8-11A-3-24 ............ 8 December 2000
8-5A-3-1 thru 8-5A-3-8 .................. 8 December 2000
8-11A-4-1 and 8-11A-4-2 ............ 03 December 2003
8-5A-4-1 and 8-5A-4-2 ................ 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
Reproduction of information or illustrations contained in this publication is
not permitted without written permission of FedEx Express Corporation.
08 December 2004
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8-16A-13-1 thru 8-16A-13-32 ............... 20 June 2001
8-12A-2-1 and 8-12A-2-2 ..................... 20 June 2001
8-16A-14-1 thru 8-16A-14-14 ............... 20 June 2001
8-12A-3-1 thru 8-12A-3-8 ..................... 20 June 2001
8-16A-15-1 and 8-16A-15-2......... 03 December 2003
8-12A-4-1 thru 8-12A-4-4 ............ 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 and Contents-2 .................. 20 June 2001
8-17A-1-1 thru 8-17A-1-8 ..................... 20 June 2001
8-13A-1-1 thru 8-13A-1-6 .............. 8 December 2000
8-17A-2-1 and 8-17A-2-2...................... 20 June 2001
8-13A-2-1 and 8-13A-2-2 .............. 8 December 2000
8-17A-3-1 thru 8-17A-3-16 ................... 20 June 2001
8-13A-3-1 thru 8-13A-3-4 .............. 8 December 2000
8-17A-4-1 and 8-17A-4-2............. 03 December 2003
8-13A-4-1 and 8-13A-4-2 .............. 8 December 2000
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
8-18A-1-1 thru 8-18A-1-4 ............ 03 December 2003
8-14A-1-1 thru 8-14A-1-6 ............ 03 December 2003
8-18A-2-1 and 8-18A-2-2...................... 20 June 2001
8-14A-2-1 and 8-14A-2-2 .............. 8 December 2000
8-18A-3-1 thru 8-18A-3-14 .......... 03 December 2003
8-14A-3-1 and 8-14A-3-2 ..................... 20 June 2001
8-18A-4-1 and 8-18A-4-2............. 03 December 2003
8-14A-4-1 and 8-14A-4-2 ............ 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 and Contents-2 .................. 20 June 2001
8-19A-1-1 thru 8-19A-1-6 ..................... 20 June 2001
8-15A-1-1 and 8-15A-1-2 ..................... 20 June 2001
8-19A-2-1 thru 8-19A-2-6 ..................... 20 June 2001
8-15A-2-1 and 8-15A-2-2 .............. 8 December 2000
8-19A-3-1 thru 8-19A-3-12 .......... 03 December 2003
8-15A-3-1 thru 8-15A-3-4 .............. 8 December 2000
8-19A-4-1 and 8-19A-4-2............. 03 December 2003
8-15A-4-1 and 8-15A-4-2 .............. 8 December 2000
Contents-1 and Contents-2 .................. 20 June 2001
Contents-1 thru Contents-8 ......... 03 December 2003
8-20A-1-1 and 8-20A-1-2............... 8 December 2000
8-16A-1-1 thru 8-16A-1-16 .............. 30 October 2002
8-20A-2-1 and 8-20A-2-2............... 8 December 2000
8-16A-2-1 thru 8-16A-2-18 ................... 20 June 2001
8-20A-3-1 and 8-20A-3-2............... 8 December 2000
8-16A-3-1 thru 8-16A-3-4 ................ 30 October 2002
8-20A-4-1 and 8-20A-4-2............... 8 December 2000
8-16A-4-1 thru 8-16A-4-40 .............. 20 October 2002
Contents-1 and Contents-2 ......... 08 December 2004
8-16A-5-1 thru 8-16A-5-4 ..................... 20 June 2001
2-0-0-1 thru 2-0-0-12 ................... 08 December 2004
8-16A-6-1 thru 8-16A-6-8 ..................... 20 June 2001
2-0-1-1 and 2-0-1-2 ............................... 29 May 2002
8-16A-7-1 thru 8-16A-7-24 ................... 20 June 2001
2-0B-2-1 thru 2-0B-2-30 .............. 08 December 2004
8-16A-8-1 thru 8-16A-8-10 ................... 20 June 2001
2-0B-3-1 and 2-0B-3-2................. 08 December 2004
8-16A-9-1 thru 8-16A-9-18 ................... 20 June 2001
2-0B-4-1 thru 2-0B-4-14 .............. 08 December 2004
8-16A-10-1 and 8-16A-10-2 ................. 20 June 2001
Contents-1 and Contents-2 ......... 08 December 2004
8-16A-11-1 thru 8-16A-11-16 ............... 20 June 2001
2-1B-1-1 thru 2-1B-1-4 ................ 08 December 2004
8-16A-12-1 thru 8-16A-12-12 ............... 20 June 2001
2-1B-2-1 thru 2-1B-2-18 .............. 08 December 2004
Reproduction of information or illustrations contained in this publication is
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MD-11/MD-10 FLIGHT MANUAL
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2-10B-3-1 and 2-10B-3-2 ............ 08 December 2004
2-1B-4-1 thru 2-1B-4-24 .............. 08 December 2004
2-10B-4-1 and 2-10B-4-2 ............ 03 December 2003
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
2-2B-1-1 and 2-2B-1-2 .................. 8 December 2000
2-11B-1-1 and 2-11B-1-2 .............. 8 December 2000
2-2B-3-1 thru 2-2B-3-26 .............. 08 December 2004
2-11B-3-1 and 2-11B-3-2 ............ 08 December 2004
2-2B-4-1 thru 2-2B-4-10 .............. 08 December 2004
2-11B-4-1 and 2-11B-4-2 ............ 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
2-3B-3-1 thru 2-3B-3-34 .............. 08 December 2004
2-12B-2-1 thru 2-12B-2-12 .......... 08 December 2004
2-3B-4-1 thru 2-3B-4-14 .............. 03 December 2003
2-12B-3-1 and 2-12B-3-2 .............. 8 December 2000
2-3B-5-1 thru 2-3B-5-14 .............. 03 December 2003
2-12B-4-1 and 2-12B-4-2 .............. 8 December 2000
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
2-4B-1-1 thru 2-4B-1-20 .............. 08 December 2004
2-13B-2-1 thru 2-13B-2-4 ............ 08 December 2004
2-4B-3-1 thru 2-4B-3-12 ................ 8 December 2000
Contents-1 and Contents-2 .................. 20 June 2001
Contents-1 and Contents-2 ......... 08 December 2004
2-14B-2-1 and 2-14B-2-2 ................ 30 October 2002
2-5B-3-1 thru 2-5B-3-20 .............. 03 December 2003
Contents-1 and Contents-2 ......... 08 December 2004
2-5B-4-1 thru 2-5B-4-14 .............. 08 December 2004
2-15B-3-1 and 2-15B-3-2 ............ 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
2-15B-4-1 thru 2-15B-4-10 .......... 03 December 2003
2-6B-3-1 thru 2-6B-3-8 ................ 03 December 2003
Contents-1 and Contents-2 ......... 08 December 2004
2-6B-4-1 thru 2-6B-4-20 .............. 08 December 2004
2-16B-1-1 thru 2-16B-1-28 .......... 08 December 2004
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 ......... 03 December 2003
2-7B-1-1 thru 2-7B-1-8 .................... 30 October 2002
8-1B-1-1 thru 8-1B-1-26 .............. 03 December 2003
2-7B-2-1 and 2-7B-2-2 .................... 30 October 2002
8-1B-2-1 thru 8-1B-2-4 .................. 8 December 2000
2-7B-3-1 thru 2-7B-3-14 .............. 08 December 2004
8-1B-3-1 thru 8-1B-3-30 .............. 03 December 2003
2-7B-4-1 and 2-7B-4-2 .................... 30 October 2002
8-1B-4-1 and 8-1B-4-2 .................. 8 December 2000
Contents-1 and Contents-2 ......... 08 December 2004
Contents-1 and Contents-2 .................. 20 June 2001
2-8B-1-1 thru 2-8B-1-6 ................ 08 December 2004
8-2B-1-1 thru 8-2B-1-4 ......................... 20 June 2001
2-8B-2-1 thru 2-8B-2-8 ................ 08 December 2004
8-2B-2-1 thru 8-2B-2-6 .................. 8 December 2000
2-8B-4-1 and 2-8B-4-2 ................ 08 December 2004
8-2B-3-1 thru 8-2B-3-14 ................ 8 December 2000
Contents-1 and Contents-2 ......... 08 December 2004
8-2B-4-1 thru 8-2B-4-4 .................. 8 December 2000
2-9B-3-1 and 2-9B-3-2 ................ 08 December 2004
Contents-1 and Contents-2 ......... 28 November 2001
2-9B-4-1 thru 2-9B-4-6 ................ 08 December 2004
8-3B-1-1 thru 8-3B-1-12 .............. 28 November 2001
Contents-1 and Contents-2 ......... 08 December 2004
8-3B-2-1 and 8-3B-2-2 .................. 8 December 2000
Reproduction of information or illustrations contained in this publication is
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08 December 2004
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8-3B-4-1 and 8-3B-4-2 .................. 8 December 2000
8-10B-1-1 thru 8-10B-1-6 ............ 03 December 2003
Contents-1 thru Contents-4 ......... 03 December 2003
8-10B-2-1 and 8-10B-2-2............... 8 December 2000
8-4B-1-1 thru 8-4B-1-16 .............. 03 December 2003
8-10B-3-1 thru 8-10B-3-12 ............ 8 December 2000
8-4B-2-1 and 8-4B-2-2 .................. 8 December 2000
8-10B-4-1 and 8-10B-4-2............... 8 December 2000
8-4B-3-1 thru 8-4B-3-20 ................ 8 December 2000
8-10B-5-1 and 8-10B-5-2............... 8 December 2000
8-4B-4-1 and 8-4B-4-2 .................. 8 December 2000
Contents-1 thru Contents-4 ......... 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
8-11B-1-1 thru 8-11B-1-8 ..................... 20 June 2001
8-5B-1-1 thru 8-5B-1-4 .................. 8 December 2000
8-11B-2-1 and 8-11B-2-2............. 03 December 2003
8-5B-2-1 thru 8-5B-2-4 .................. 8 December 2000
8-11B-3-1 thru 8-11B-3-24 ............ 8 December 2000
8-5B-3-1 thru 8-5B-3-8 .................. 8 December 2000
8-11B-4-1 and 8-11B-4-2............... 8 December 2000
8-5B-4-1 and 8-5B-4-2 ................ 03 December 2003
Contents-1 and Contents-2 ......... 03 December 2003
Contents-1 and Contents-2 .................. 20 June 2001
8-12B-1-1 thru 8-12B-1-10 .............. 30 October 2002
8-6B-1-1 thru 8-6B-1-4 .................. 8 December 2000
8-12B-2-1 and 8-12B-2-2............... 8 December 2000
8-6B-2-1 and 8-6B-2-2 .................. 8 December 2000
8-12B-3-1 thru 8-12B-3-8 .............. 8 December 2000
8-6B-3-1 thru 8-6B-3-10 ....................... 20 June 2001
8-12B-4-1 thru 8-12B-4-4 ............ 03 December 2003
8-6B-4-1 and 8-6B-4-2 .................. 8 December 2000
Contents-1 and Contents-2 .................. 20 June 2001
Contents-1 and Contents-2 .................. 20 June 2001
8-13B-1-1 thru 8-13B-1-6 .............. 8 December 2000
8-7B-1-1 thru 8-7B-1-4 .................. 8 December 2000
8-13B-2-1 thru 8-13B-2-4 .............. 8 December 2000
8-7B-2-1 thru 8-7B-2-4 .................. 8 December 2000
8-13B-3-1 thru 8-13B-3-6 .............. 8 December 2000
8-7B-3-1 thru 8-7B-3-8 .................. 8 December 2000
8-13B-4-1 and 8-13B-4-2............... 8 December 2000
8-7B-4-1 and 8-7B-4-2 .................. 8 December 2000
Contents-1 and Contents-2 .................. 20 June 2001
Contents-1 and Contents-2 ......... 03 December 2003
8-14B-1-1 thru 8-14B-1-4 .............. 8 December 2000
8-8B-1-1 thru 8-8B-1-4 ................ 03 December 2003
8-14B-2-1 and 8-14B-2-2............... 8 December 2000
8-8B-2-1 and 8-8B-2-2 .................. 8 December 2000
8-14B-3-1 thru 8-14B-3-4 .............. 8 December 2000
8-8B-3-1 thru 8-8B-3-16 .............. 03 December 2003
8-14B-4-1 and 8-14B-4-2............... 8 December 2000
8-8B-4-1 and 8-8B-4-2 .................. 8 December 2000
Contents-1 and Contents-2 .................. 20 June 2001
Contents-1 and Contents-2 ......... 03 December 2003
8-15B-1-1 and 8-15B-1-2............... 8 December 2000
8-9B-1-1 thru 8-9B-1-4 .................. 8 December 2000
Contents-1 and Contents-2 .................. 20 June 2001
8-9B-2-1 and 8-9B-2-2 ......................... 20 June 2001
8-16B-1-1 and 8-16B-1-2...................... 20 June 2001
8-9B-3-1 thru 8-9B-3-6 .................. 8 December 2000
Contents-1 and Contents-2 ......... 03 December 2003
8-9B-4-1 and 8-9B-4-2 ................ 03 December 2003
8-17B-1-1 thru 8-17B-1-4 ............ 03 December 2003
Reproduction of information or illustrations contained in this publication is
not permitted without written permission of FedEx Express Corporation.
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LEP
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LIST OF EFFECTIVE PAGES
Revision Number 42
8-17B-2-1 and 8-17B-2-2 .............. 8 December 2000
8-17B-3-1 thru 8-17B-3-10 .......... 03 December 2003
8-17B-4-1 and 8-17B-4-2 ............ 03 December 2003
Contents-1 and Contents-2 .................. 20 June 2001
8-18B-1-1 and 8-18B-1-2 .............. 8 December 2000
Contents-1 and Contents-2 ......... 03 December 2003
Digitally signed by Jim Searcy
cn=Jim Searcy, ou=Memphis FSDO,
o=FAA, c=US
Date: 2004.11.15 12:58:35 -06'00'
Reason: I am approving this document
Memphis
8-19B-1-1 thru 8-19B-1-6 ................ 30 October 2002
8-19B-2-1 thru 8-19B-2-4 .............. 8 December 2000
8-19B-3-1 thru 8-19B-3-12 .............. 30 October 2002
8-19B-4-1 and 8-19B-4-2 ............ 03 December 2003
Contents-1 and Contents-2 .................. 20 June 2001
8-20B-1-1 and 8-20B-1-2 .............. 8 December 2000
8-20B-2-1 and 8-20B-2-2 .............. 8 December 2000
8-20B-3-1 and 8-20B-3-2 .............. 8 December 2000
8-20B-4-1 and 8-20B-4-2 .............. 8 December 2000
Index-1 thru Index-44.................. 08 December 2004
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not permitted without written permission of FedEx Express Corporation.
08 December 2004
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LIST OF EFFECTIVE PAGES
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
This manual was published by the Publications Department. Please log revisions to the manual as they re
inserted, indicating the date of the revision and the date it is inserted in the manual. If any revisions or pages are
missing, contact Publishing Support Centers/MEM for additional copies immediately. Please do not remove
pages from this manual unless directed per a revision.
REVISION RECORD
Rev No.
Issue
Date
Date In- Initials Rev No. Issue Date In- Initials Rev No. Issue Date In- Initials
serted
Date serted
Date serted
1
36
71
2
37
72
3
38
73
4
39
74
5
40
75
6
41
76
7
42
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8
43
78
9
44
79
10
45
80
11
46
81
12
47
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13
48
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14
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15
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16
51
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30
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Undated
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Undated
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 0-0-0
INTRODUCTION
PURPOSE
The MD-11/MD-10 Company Flight Manual (CFM) applies to all Federal Express MD-11 and MD-10 airplanes and contains information required to operate
the aircraft. The manual provides aircraft general
knowledge, characteristics, normal, and abnormal/
emergency operating procedures.
The pilot's basic flying experience is recognized;
therefore not all basic flight principles are included.
This manual governs the conduct of flight operations
for all MD-11 and MD-10 flights. Multiple emergencies, adverse weather, terrain, or other extenuating
circumstances may require modification of any procedures presented in this manual.
The manual is printed in three volumes. The List of Effective Pages (LEP) includes all volumes. Volume 1
pertains to both MD-11 and MD-10 aircraft, and contains chapters 1, 3, 4, 5, 6, and 7. Volume 2 pertains
only to MD-11 aircraft, and contains chapters 2 and 8.
Volume 3 pertains only to MD-10 aircraft, and contains chapters 2 and 8. Each MD-11 aircraft library
contains a minimum of Volumes 1 and 2. Each MD-10
aircraft library contains a minimum of Volumes 1 and
3.
FAR COMPLIANCE
The MD-11/MD-10 Flight Manual has been developed
exclusively by Flight Operations department of Federal Express for the cargo version of the MD-11/MD-10
airplane. The content of this manual is the responsibility of the Manager, Flight Standards and Technical
Support, MD-11/MD-10, who coordinates its revision
and review and is listed on the Publications Sign-off
Authority matrix as having approval authority.
FAA approval is displayed as a data block on the List
of Effective Pages (LEP).This feature employs watermarks as a validation of the electronic approval, an
actual signature is not displayed. The paper version
will appear with an Adobe Acrobat logo or a checkmark watermark displayed in addition to the date,
time, place, and identification of the FAA signature.
The intranet web page http://flightweb.pilot.fe-
dex.com/ for the electronic (PDF) CFM is slightly different. The watermark may not display on some
electronic documents. If displayed, it will appear as a
yellow question mark (?). This is a standard depiction
for the electronic (PDF) format and does NOT indicate the signature as invalid. For both the electronic
and paper documents, a gray or red (X) is used when
a document is not valid. The absence of a gray or red
(X) indicates that the document is valid.
Authority for the manual is provided under FAR Part
121.141 (b) in accordance with FAR Part 121.133.
The following chapters of this manual are approved by
the FAA as containing information equivalent to the
appropriate chapters of the FAA Approved Flight Manual (AFM).
CHAPTER 1 - LIMITATIONS
CHAPTER 2 - EMERGENCY AND ABNORMAL PROCEDURES
CHAPTER 3 - NORMAL PROCEDURES
CHAPTER 5- PERFORMANCE
The Airport Performance Laptop Computer (APLC) is
approved by the FAA as containing the remaining performance information equivalent to that included in the
FAA Approved Airplane Flight Manual.
FAR 121.141 requires that the FAA Approved Airplane Flight Manual, or an equivalent manual, be carried on board each airplane. This manual, in
conjunction with the Airport Performance Laptop Computer, satisfies the requirement of an equivalent manual.
This manual incorporates all procedures and limitations (normal, abnormal, and emergency) required by
Supplemental Type Certificates (STCs) issued and installed on Federal Express MD-11/MD-10 airplanes.
Unusual operations or configurations are prohibited
unless specifically approved and provided herein. Except as provided under Parts 91/121 of the Captain’s
emergency authority, no crewmember may deviate
from the provisions of this manual. Approval shall be
obtained from the Chief Pilot when questionable oper-
03 December 2003 Copyright© 2003, Federal Express Corporation, Memphis TN 38194. All rights reserved.
0-0-0-1
INTRODUCTION
MD-11/MD-10 FLIGHT MANUAL
ations are contemplated and where not specifically
permitted by this manual.
APPLICABILITY
Where the procedures in this manual differ from those
contained in the FAA Approved Airplane Flight Manual for this airplane, Federal Express has determined
that equivalent safety is provided by such alternate
procedures and assumes full responsibility for this determination.
The airplane must be operated in compliance with the
limitations contained in the Limitations chapter of the
FAA Approved Airplane Flight Manual. All pertinent
limitations imposed upon the operation of the airplane, its systems, and equipment by the FAA Approved Airplane Flight Manual have been included in
this manual.
When operations are scheduled and certain airplane
system components are unserviceable, the airplane
must be operated in accordance with the limitations
stated in this manual and as amended by the MD-11/
MD-10 Minimum Equipment List (MEL). Maintenance
shall install placards at appropriate locations in the airplane advising of unserviceable equipment. Under
some circumstances, crew members may be required
to install placards designating certain equipment inoperative.
FLIGHT CREW INFORMATION FILES
(FCIF)
The Director of Operations maintains two types of
Flight Crew Information Files (FCIFs) which can be
used to disseminate information when operational
needs dictate a change to procedures or policies and
there is insufficient advance notice to issue a bulletin.
These FCIFs may be followed by a bulletin and when
applicable a manual revision. These FCIFs are:
•
VITAL - Information that may affect flight safety or regulatory compliance and is applicable
to the operation of all FedEx aircraft.
•
AIRCRAFT SPECIFIC - Information that may
affect flight safety or regulatory compliance
and is applicable to the operation of a specific
airplane type.
Flight crews and GOC specialists must review the Vital and appropriate Aircraft FCIFs (where available) at
the beginning of each duty period.
0-0-0-2
BULLETINS
Bulletins are included in the Bulletin section of this
manual to clarify, standardize or temporarily change
existing procedures or policies, or to provide new information immediately that cannot be delayed until the
next scheduled revision. Bulletins are issued as MD11/MD-10 Flight Manual bulletins and may apply to all
sections of this manual.
Compliance with policies and procedures presented in
bulletins is mandatory for all affected personnel. When
the intent of a bulletin has been incorporated in this
manual or the information in a bulletin is no longer
necessary or applicable, the bulletin will be deleted.
REVISIONS
Revisions to this manual are issued on a quarterly basis and will be made by the responsible departments.
Company-generated Engineering Orders (EOs). Engineering Change Orders (ECOs), and Airplane Change
Orders (ACOs) are also included as revisions to the
manual wherever and whenever they affect airplane or
system operation from a crewmember’s standpoint.
Though specific departments have been tasked to revise the manual, errors cannot be corrected unless
their existence is known. Therefore, it is essential that
each manual user do his part. Comments, corrections, and questions are welcomed. These should be
given to the airplane’s Manager, Flight Standards and
Technical Support for evaluation. Alternatively, changes to the manual may be submitted to Flight Operations Pr ocedur es or Ai r Operations Pr ocedur e
Publications using either a Publication/Form Change
Request (P/FCR), FedEx-M-194 or a Manual Change
Recommendation Form, FedEx M-1915. All forms received will be routed to the Manager, Flight Standards and Technical Support for evaluation.
Temporary Revisions
Due to the requirement to make changes to specific
chapters and/or sections of the MD-11/MD-10 Company Flight Manual, Temporary Revisions will become a
process for dealing with such conditions and requirements.
Temporary Revisions are defined as follows:
Temporary Revisions (TRs) implement Company
Flight Manual changes that cannot be delayed until
the next scheduled revision. TRs are printed on yellow paper with holes punched on both sides of the
page so they may be inserted facing the affected CFM
page.
Copyright© 2003, Federal Express Corporation, Memphis TN 38194. All rights reserved.
03 December 2003
MD-11/MD-10 FLIGHT MANUAL
A List of Effective TRs will be placed in front of the
Publication Transmittal page.
•
Revision Record - The Revision Record is a
log the user should update after receiving a
revision. Upon inserting a revision, the user
completes the entry on the Revision Record
for that revision number.
•
Bulletins - A List of Effective Bulletins (LEB) is
followed by all effective bulletins, the most recent bulletin listed first.
•
Introduction to the manual - This chapter describes the purpose of the manual, specifics
about the manual, the distribution process,
and revision procedures.
•
Chapters - The text or body of the manual.
Tabs separate each chapter so the user can
easily turn to the chapter of interest.
DISTRIBUTION
New or revised material, accompanied by a Publication Transmittal, is sent by the Information Support
Centers to every manual holder. The Publication
Transmittal gives revision highlights and instructions
for filing new/revised pages. For additional information regarding manual distribution, contact the Information Support Centers.
Bulletins are issued without a Publication Transmittal
in order to reduce production/print demands.
CHANGE INDICATORS
A heavy black vertical line (change bar) to the left of
the change identifies changed, added, or deleted material on an existing page. An asterisk (*) before the
page reference on the List of Effective Pages (LEP) at
the front of the manual identifies any page that has
been added, changed, or deleted in the current revisions. An asterisk before a bulletin title on the List of
Effective Bulletins (LEB) identifies a bulletin that has
been added or deleted.
If a new section is added to the manual, it is treated as
an original issue with no change bar.
INTRODUCTION
-
Subchapter - A part of a chapter usually
with its own heading. Denoted by the second digit from the left in the page number.
-
Section - A part of a Subchapter. Denoted by the third digit from the left in the
page number.
PAGE FORMAT
The following page format applies:
•
A chapter that has undergone such extensive revision
as to be completely reissued will not have change
bars.
Manual Title - The title of the manual appears
along the top of the page beside the Company logo.
•
Change bars are not normally shown in the Quick Reference Handbook (QRH). Changes to QRH procedures may be reviewed for study purposes in the
applicable Chapter 2A or 2B of the CFM.
Chapter Title - The title of the chapter appears, centered, below the manual title. (The
chapter title appears on Tables of Contents
and the first page of text only.)
•
Text.
•
Page Number - Pages are numbered within
each chapter on the bottom outside edge of
the page.
•
Page Date - The current revision date is located on the bottom inside edge of this page.
MANUAL ARRANGEMENT
The MD-11/MD-10 Flight Manual contains the following material, listed in order:
•
Title Page
•
List of Effective Pages (LEP) - The LEP is issued with every revision of the manual to document each page number and its effective
date. This provides documentation of effectivity as well as a means to insert a revision. Revisions ar e inser ted into the manual by
consulting the LEP and inserting or deleting
the pages identified by an asterisk.
STYLE
This manual takes a “positive” approach and normally
states what the pilot can do. It is organized into several independent chapters, enabling the user to read the
manual as a complete volume or to use it as a reference document.
03 December 2003 Copyright© 2003, Federal Express Corporation, Memphis TN 38194. All rights reserved.
0-0-0-3
MD-11/MD-10 FLIGHT MANUAL
INTRODUCTION
DEFINITIONS
PROPRIETARY
Under the Rules of Construction in Part 1 of the FARs,
the following definitions apply to the words “shall,”
“may,” and “include:”
This document is the property of Federal Express Corporation. Any disclosure of its content is given in confidence. It shall not be reproduced in whole or in part,
nor used in any way except with specific approval and
permission of the Director of Operations, Federal Express.
“shall” - used in an imperative sense. It is construed and understood to mean binding or mandatory.
“may” - used in a permissive sense. It means the
method or desire is not mandatory.
“include” - means “includes, but is not limited to.”
Additionally, the words “must” and “should” are used
to simplify wording, sentence structure, and applicability in certain situations. “Must” shall be construed as
imperative, “should” as permissive.
The use of Notes, Cautions, and Warnings is described as follows:
NOTE
Operating methods, procedures, and
techniques which are essential to highlight. They are printed in lower-case type
and preceded by the word NOTE in bold
upper case.
CAUTION
Operating procedures and techniques
which, if not strictly observed, may result
in damage to or destruction of equipment. They are entered in lower-case
type and preceded by the caution symbol in bold upper case.
WARNING
Operating procedures and techniques
which, if not strictly observed, may result
in injury to personnel or loss of life. They
are entered in lower-case type and preceded by the warning symbol in bold upper case.
GENDER REFERENCE
The pronouns “he” and “his” apply to both male and
female users.
0-0-0-4
Copyright© 2003, Federal Express Corporation, Memphis TN 38194. All rights reserved.
03 December 2003
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 1-1
TABLE OF CONTENTS
LIMITATIONS
General........................................................................................................................................................ 1-1-0-1
KINDS OF AIRCRAFT OPERATION .......................................................................................................... 1-1-0-1
MINIMUM FLIGHT CREW........................................................................................................................... 1-1-0-1
WEIGHT AND BALANCE............................................................................................................................ 1-1-0-2
CENTER GEAR.............................................................................................................................. 1-1-0-2
ANTI-SKID INOPERATIVE............................................................................................................. 1-1-0-2
ONE WHEEL BRAKE INOPERATIVE............................................................................................ 1-1-0-3
MINIMUM FLIGHT WEIGHT .......................................................................................................... 1-1-0-3
OVER-WEIGHT LANDINGS .......................................................................................................... 1-1-0-3
CENTER OF GRAVITY .................................................................................................................. 1-1-0-3
SPEED LIMITATIONS................................................................................................................................. 1-1-0-4
TAXI SPEEDS ................................................................................................................................ 1-1-0-4
MAXIMUM DESIGN MANEUVERING SPEED - VA ...................................................................... 1-1-0-5
MAXIMUM OPERATING LIMIT SPEED - VMO ............................................................................. 1-1-0-5
MD-11 ................................................................................................................................ 1-1-0-5
MD-10 ............................................................................................................................... 1-1-0-6
FUEL DUMP ................................................................................................................................... 1-1-0-6
STRUCTURAL LIMIT SPEEDS...................................................................................................... 1-1-0-6
FLIGHT ENVELOPE ................................................................................................................................... 1-1-0-7
TEMPERATURE LIMITS ................................................................................................................ 1-1-0-7
OPERATIONAL ALTITUDES ......................................................................................................... 1-1-0-7
ACCELERATION LIMITS .............................................................................................................. 1-1-0-8
WIND LIMITATIONS ................................................................................................................................... 1-1-0-8
ENGINE WIND LIMITS AT TAKEOFF POWER ............................................................................. 1-1-0-8
WIND ADDITIVE ON APPROACH................................................................................................. 1-1-0-8
TAKEOFF/LANDING WIND LIMITS ............................................................................................... 1-1-0-9
SYSTEM LIMITATIONS .............................................................................................................................. 1-1-0-9
POWER PLANTS ........................................................................................................................... 1-1-0-9
STANDARD TAKEOFF THRUST LIMITS ......................................................................... 1-1-0-9
STAGE III NOISE CERTIFICATION.................................................................................. 1-1-0-9
ENGINE EGT .................................................................................................................. 1-1-0-10
08 December 2004
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1Contents-1
MD-11/MD-10 FLIGHT MANUAL
TOC
REVERSE THRUST ....................................................................................................... 1-1-0-13
ENGINE IGNITION ......................................................................................................... 1-1-0-13
FUEL SYSTEM ............................................................................................................................ 1-1-0-13
FUEL LOADING.............................................................................................................. 1-1-0-13
FUEL TEMPERATURE................................................................................................... 1-1-0-14
FUEL DENSITY .............................................................................................................. 1-1-0-14
FUEL DENSITY .............................................................................................................. 1-1-0-15
FUEL MANAGEMENT .................................................................................................... 1-1-0-15
FUEL TYPE SUBSTITUTION ......................................................................................... 1-1-0-16
BALLAST FUEL .............................................................................................................. 1-1-0-16
ZERO-FUEL WEIGHT .................................................................................................... 1-1-0-16
FUEL TEMPERATURE SENSING ................................................................................. 1-1-0-17
HYDRAULIC ................................................................................................................................ 1-1-0-17
YAW DAMPERS ............................................................................................................. 1-1-0-17
ELEVATOR LOAD FEEL ................................................................................................ 1-1-0-17
SPOILERS ...................................................................................................................... 1-1-0-17
ANTI-SKID INOPERATIVE ............................................................................................. 1-1-0-17
LONGITUDINAL STABILITY AUGMENTATION SYSTEM
(LSAS) (MD-11) ............................................................................................................. 1-1-0-17
AIR ............................................................................................................................................... 1-1-0-17
PNEUMATIC SUPPLY SYSTEM .................................................................................... 1-1-0-17
UNPRESSURIZED FLIGHT ........................................................................................... 1-1-0-18
SYSTEM CONTOLLER TEST (MD-11) .......................................................................... 1-1-0-18
FLIGHT CONTROLS ................................................................................................................... 1-1-0-18
FIRE AND SMOKE ...................................................................................................................... 1-1-0-18
ENGINE/APU FIREX ...................................................................................................... 1-1-0-18
ICE AND RAIN ............................................................................................................................ 1-1-0-18
ICING CONDITIONS ...................................................................................................... 1-1-0-18
ENGINE ANTI-ICE .......................................................................................................... 1-1-0-18
WING ANTI-ICE .............................................................................................................. 1-1-0-19
TAIL ANTI-ICE (MD-11) .................................................................................................. 1-1-0-19
WINDSHIELD HEAT ....................................................................................................... 1-1-0-19
WINDSHIELD DEFOG.................................................................................................... 1-1-0-19
WINDSHIELD WIPERS .................................................................................................. 1-1-0-19
DOORS........................................................................................................................................ 1-1-0-19
MAIN CARGO DOOR ..................................................................................................... 1-1-0-19
DOOR ARMING HANDLES ............................................................................................ 1-1-0-19
1-1Contents-2
Copyright© 2004, Federal Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
TOC
INTRUSION RESISTANT COCKPIT DOOR (IRCD) (IF
INSTALLED AND OPERABLE) ...................................................................................... 1-1-0-19
APU .............................................................................................................................................. 1-1-0-20
INSTRUMENTS............................................................................................................................ 1-1-0-20
ACARS ............................................................................................................................ 1-1-0-20
ONBOAD MAINTENANCE TERMINAL (OMT) ............................................................... 1-1-0-20
CENTRALIZED FAULT DISPLAY SYSTEM (CFDS) ..................................................... 1-1-0-20
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)........................................... 1-1-0-20
PREDICTIVE WINDSHEAR SYSTEM (PWS)................................................................. 1-1-0-20
WEATHER RADAR (WxR) .............................................................................................. 1-1-0-20
REACTIVE WINDSHEAR ALERT AND GUIDANCE SYSTEM
(WAGS) .......................................................................................................................... 1-1-0-20
GROUND PROXIMITY WARNING SYSTEM WITH TERRAIN
AWARENESS (ENHANCED GPWS, IF INSTALLED) ................................................... 1-1-0-20
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
(TCAS)............................................................................................................................ 1-1-0-21
VOR SYSTEMS ACCURACY.......................................................................................... 1-1-0-21
AUTOFLIGHT............................................................................................................................... 1-1-0-22
FLIGHT MANAGEMENT SYSTEM ................................................................................. 1-1-0-22
MD-11 and MD-10 with VIA 902 ...................................................................................... 1-1-0-22
All Aircraft ........................................................................................................................ 1-1-0-22
AUTOPILOT/FLIGHT DIRECTOR SYSTEM ................................................................... 1-1-0-22
AUTOMATIC LANDINGS ................................................................................................ 1-1-0-22
NON-PRECISION APPROACHES ............................................................................................... 1-1-0-22
OXYGEN SYSTEM ...................................................................................................................... 1-1-0-23
OXYGEN DURATION ..................................................................................................... 1-1-0-23
REQUIRED AIRBORNE EQUIPMENT FOR INSTRUMENT APPROACHES
(See MEL for dispatch requirements)....................................................................................................... 1-1-0-24
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1Contents-3
TOC
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
1-1Contents-4
Copyright© 2004, Federal Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 1-1-0
LIMITATIONS
GENERAL
Authority for the limitations that follow is the MD-11 FAA Approved Airplane Flight Manual, MDC-K0011 and
MDC-K0041 and the MD-10 Approved Airplane Flight Manuals, MDC-97K1130 and MDC-97K1110. If a discrepancy occurs between the FAA Approved Airplane Flight Manual and the limitations listed here, the FAA Approved Airplane Flight Manual (AFM) limitations apply. All limitations apply to MD-11, MD-10-30 and MD-10-10
aircraft unless listed specifically for the appropriate series.
This section of the FedEx MD-11/MD-10 Company Flight Manual (CFM) contains limitations and specifications
applicable to the operation of the airplane and its various systems. This manual contains all FAA approved limitations as well as those specified by Federal Express. Crewmember compliance is required for all limitations.
KINDS OF AIRCRAFT OPERATION
Aircraft are certificated in the transport category (FAR 25), for the following kinds of operation (both day and
night) when the required equipment is installed and approved as required by the appropriate Federal Aviation
Regulations:
•
VFR
•
IFR
•
Icing conditions
•
Extended over-water
MINIMUM FLIGHT CREW
Two (2) pilots appropriately qualified.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1-0-1
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
WEIGHT AND BALANCE
Maximum Weight (lbs.) with All Gear Extended
2
AIRCRAFT
TAXI
START OF
TAKEOFF
IN-FLIGHT (LANDING
FLAPS)
LANDING
ZERO
FUEL
MD-11(630.5
AIRCRAFT)1
633,000
630,500
484,500
481,500
451,300
MD-11(625.5
AIRCRAFT)
628,000
625,500
484,500
481,500
451,300
MD-10-30 (580.0
AIRCRAFT)
583,000
580,000
439,000
436,000
414,000
MD-10-30 (572.0
AIRCRAFT)
575,000
572,000
427,000
424,000
401,000
MD-10-30 (565.0
AIRCRAFT)
568,000
565,000
427,000
424,000
401,000
MD-10-10
443,000
440,000
378,000
FLAPS 35 363.5
355,000
FLAPS 50 375.03 4
1All MD-11s have a 630,500 Maximum Takeoff Gross Weight (MTOGW) with heavy (H) fuel distribution. If noti-
fied that light (L) fuel distribution is required, MTOGW is 625,500 lbs.
2See Fuel System (this Chapter) for fuel density considerations.
3For landings at gross weights above 363,500 to 375,000 lbs., a Flaps 50° landing must be made. This is a
brake performance limitation.
4For landings with APU operating, Maximum Landing Gross Weight (MLGW) is 373,500 lbs. This is a Stage III
noise certification limitation.
CENTER GEAR
These aircraft are normally operated with the center gear extended for takeoff and landing. Special performance
data and weight limitations are required for operation with the center gear retracted.
Maximum Weight (lbs.) with Center Gear Retracted
AIRCRAFT
TAXI
START OF
TAKEOFF
IN-FLIGHT (LANDING
FLAPS)
LANDING
ZERO FUEL
MD-11
448,000
445,000
403,000
400,000
370,000
MD-10-30
443,000
440,000
424,000
363,500
350,000
ANTI-SKID INOPERATIVE
Antiskid Inoperative
AIRCRAFT
MAXIMUM TAXI
WEIGHT
MAXIMUM
TAKEOFF
WEIGHT
IN-FLIGHT
(LANDING
FLAPS)
LANDING
ZERO FUEL
MD-11
621,000
618,000
n/a
n/a
n/a
MD-10-30
503,000
500,000
424,000
411,000
391,000
1-1-0-2
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
ONE WHEEL BRAKE INOPERATIVE
One Wheel Brake Inoperative
AIRCRAFT
MAXIMUM TAXI
WEIGHT
MAXIMUM
TAKEOFF
WEIGHT
IN-FLIGHT
(LANDING FLAPS)
LANDING
ZERO FUEL
621,000
618,000
n/a
n/a
n/a
MD-11
MINIMUM FLIGHT WEIGHT
Minimum Flight Weight
AIRCRAFT
MINIMUM FLIGHT WEIGHT
MD-11
257,000
MD-10-30
254,000
MD-10-10
236,000
OVER-WEIGHT LANDINGS
Manual Landing
Report all landings above normal max gross landing weight by AML entry. Specify the gross weight and rate of
descent at landing. Maintenance will inspect the airplane prior to the next flight.
Automatic Landing
MD-11 Automatic Landings above 481,500 lbs. are prohibited.
CENTER OF GRAVITY
(MD-11 Center of Gravity Limits (Wt. vs. CG) (Gross weight in 1,000 lbs.)
WEIGHT
LIMITS
242
260
273
451.3
467
469
473
560
608.5
612.5
618
625.5
630.5
FWD -% MAC
12.0 12.0 12.0
12.0
12.2 12.5 12.3 12.3
12.3
12.3
15.0
16.1
18.1
AFT -% MAC
31.5 31.1 34.0
34.0
34.0 34.0 34.0 34.0
29.7
28.8
27.3
25.5
26.8
520
583
MD-10-30 (580,000 Aircraft) Center of Gravity Limits (Wt. vs. CG)
(Gross weight in 1,000 lbs.)
WEIGHT LIMITS
240
264
280
414
431
448
460
465
500
FWD -% MAC
8.0
8.0
8.0
8.0
8.2
8.3
11.5
12.0
10.2
10.1
9.9
AFT -% MAC
25.0
25.2
29.0
29.0
29.0
29.0
29.0
28.9
28.1
27.7
23.6
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1-0-3
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
MD-10-30 (572,000 Aircraft) Center of Gravity Limits (Wt. vs. CG)
(Gross weight in 1,000 lbs.)
WEIGHT LIMITS
240
256
266
273
401
416
433
442
446
460
469
575
FWD -% MAC
8.0
8.0
8.0
8.0
8.0
8.3
11.5
11.7
11.3
11.0
10.3
9.7
AFT -% MAC
25.0
25.2
28.5
29.0
29.0
29.0
29.0
29.0
29.0
29.0
29.3
20.6
416
433
442
446
460
469
568
MD-10-30 (565,000 Aircraft) Center of Gravity Limits (Wt. vs. CG)
(Gross weight in 1,000 lbs.)
WEIGHT LIMITS
240
256
266
273
401
FWD -% MAC
8.0
8.0
8.0
8.0
8.0
8.3
11.5
11.7
11.3
11.0
10.3
9.9
AFT -% MAC
25.0
25.2
28.5
29.0
29.0
29.0
29.0
29.0
29.0
29.0
29.3
21.2
MD-10-10 Center of Gravity Limits (Wt. vs. CG) (Gross weight in 1,000 lbs.)
WEIGHT LIMITS
220
239
254
317
350
368
378
423
440
FWD -% MAC
8.0
8.0
8.0
8.0
9.8
11.6
13.5
15.9
16.9
AFT -% MAC
27.0
27.1
30.8
30.8
30.8
30.8
30.8
30.8
29.0
SPEED LIMITATIONS
Tire Speeds
CONDITION
LIMIT
MD-11
204 Kts
MD-10-30
204 Kts
MD-10-10
195 Kts
TAXI SPEEDS
The following maximum taxi and turn speeds should be monitored on the PFD.
Maximum Taxi Speeds (All)
Type of Turn
Maximum Speed
Turns of 90°
10 Kts
Turns of 45°
15 Kts
High Speed Turnoff
20 Kts
Straight ahead, greater than or equal to 400,000 lbs
20 Kts
Straight ahead, less than 400,000 lbs
25 Kts
Observe these maximum speeds to help reduce excessive tire sidewall flexing which causes tire wear and excessive heat buildup.
1-1-0-4
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
MAXIMUM DESIGN MANEUVERING SPEED - VA
Maximum Design Maneuvering Speed - VA
(Table 1 of 2)
Altitude
SL
2000
4000
5000
6000
8000
10000
15000
20000
22000
MD-11
316
320
326
330
333
336
337
337
330
327
MD-10-30
310
312
314
315
317
319
321
327
334
338
MD-10-10
248
249
249
249
250
250
252
255
260
262
Confine full application of rudder or aileron controls, as well as maneuvers that involve angles of attack near
stall, to speeds below the design maneuvering speed VA.
Maximum Design Maneuvering Speed - VA
(Table 2 of 2)
Altitude
24000
25000
25700
30000
33000
33700
35000
40000
42000
43200
MD-11
329
331
333
308
295
293
284
252
240
234
MD-10-30
342
343
339
317
300
296
288
257
245
n/a
MD-10-10
265
268
269
280
288
285
278
252
240
n/a
Confine full application of rudder or aileron controls, as well as maneuvers that involve angles of attack near
stall, to speeds below the design maneuvering speed VA.
MAXIMUM OPERATING LIMIT SPEED - VMO
The maximum operating speed VMO /M MO may not be deliberately exceeded in any regime of flight (climb,
cruise, or descent.)
VLO landing gear retraction and VLO landing gear extension are the maximum speeds for which retraction and
extension of the aircraft landing gear can be safely flown.
The landing gear extended speed, VLE, is the maximum speed at which the aircraft can be safely flown with the
gear extended.
MD-11
NOTE
For the following two MD-11 tables, the transition between the two speed ranges begins when the
tip tank fuel is below 90% and decreases linearly until the tip tanks are 60% full.
VMO, Wing Tip Fuel Tanks 90% Full or More (MD-11)
Altitude
SL
5000
10000
25700
30000
35000
40000
43200
MD-11
350
357
365
365
334
299
266
248
MMO = 0.87 Mach
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1-0-5
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
VMO/MMO, Wing Tip Fuel Tanks 60% Full or Less (MD-11)
AIRCRAFT
MD-11
SEA LEVEL TO 30,704
ABOVE 30,704
VMO = 320 KIAS
MMO = 0.85 Mach
MD-10
Maximum Operating Limit Speed - VMO (KIAS) (MD-10)
Altitude
SL
5000
10000
15000
20000
24800
27800
35000
40000
42000
MD-10-30
350
362
375
375
375
375
347
302
270
257
MD-10-10
340
340
340
340
340
340
340
291
259
248
MMO = 0.88 Mach MD-10-30 & MMO = 0.85 Mach MD-10-10
FUEL DUMP
Maximum Fuel Dump Speed
AIRCRAFT
BELOW 28,000 FT
ABOVE 28,000 FT
None
None
MD-10-30
325 KIAS
0.82 Mach
MD-10-10
None
None
MD-11
STRUCTURAL LIMIT SPEEDS
Maximum Slat Operating Speed (KIAS/MACH)
Condition
MD-11
Slats Extended (Takeoff)1
Slats Extended (Land)1
Autoslat Extended
280/.55
280/.55
280/.55
2
MD-10-30
270/.51
214/.51
270/.75
MD-10-30
260/.51
214/.51
270/.75
MD-10-10
260/.51
214/.51
260/.75
1. “Takeoff” means flaps less than 35°. “Land” means flaps 35° or more.
2. Applicable to MD-10-30 Aircraft with an authorized MTOGW 572,000 and above.
MD-11 Maximum Flap Operating Speed - VFE (KIAS/MACH)
Flap Position
0 TO 15.0
15.1 TO 20.0
20.1 TO 25
MD-11
255/.51
240/.51
220/.51
28
35
50
35*
50*
210/.51 190/.51 175/.51 187/.51 158/.51
*Gear Retracted
MD-10 Maximum Flap Operating Speed - VFE (KIAS/MACH)
Flap Position
0 TO 5.0
5.1 TO 15.0
15.1 TO 25.0
25.1 TO 35
35.1 TO 50
1
MD-10-30
270/.51
250/.51
210/.51
185/.51
170/.51
MD-10-30
260/.51
250/.51
210/.51
185/.51
170/.51
1-1-0-6
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
MD-10 Maximum Flap Operating Speed - VFE (KIAS/MACH) (Continued)
Flap Position
0 TO 5.0
5.1 TO 15.0
15.1 TO 25.0
25.1 TO 35
35.1 TO 50
MD-10-10
260/.51
250/.51
210/.51
185/.51
170/.51
1. Applicable to MD-10-30 Aircraft with an authorized MTOGW 572,000 and above.
Landing Gear Limit Speed (KIAS/MACH)
Conditions
Landing Gear
Retraction (VLO)
Landing Gear
Extension (VLO)
Landing Gear
Extended (VLE)
All Aircraft
230/.70
260/.70
300/.70
Alt Landing Gear Alt Landing Gear
Extended
Extension
260/.70
230/.70
FLIGHT ENVELOPE
TEMPERATURE LIMITS
MD-11 Operational Temperature Limits
TAKEOFF & LANDING
EN ROUTE
ALTITUDE (FT.)
TEMPERATURE
ALTITUDE (FT.)
TEMPERATURE
-2000 TO 2500
-52.5° C to 50° C
Sea Level
-54° C to 50° C
10,000
-54° C to 35° C
43,200
-82° C to -36° C
Temperature limits vary linearly between altitudes shown.
MD-10 Operational Temperature Limits
TAKEOFF & LANDING
EN ROUTE
ALTITUDE (FT.)
TEMPERATURE
ALTITUDE (FT.)
TEMPERATURE
-1000 TO 2500
-54° C to 50° C
Sea Level
-54° C to 50° C
10,000 (MD-10-30)
-54° C to 35° C
42,000
-82° C to -33° C
8,500 (MD-10-10)
-54° C to 38° C
42,000
-82° C to -33° C
Temperature limits vary linearly between altitudes shown.
OPERATIONAL ALTITUDES
Operational (Altitudes are pressure altitudes)
Maximum Altitudes and Slope
CONDITIONS
MAX OPERATING
ALTITUDE (FT.)
MAXIMUM T/O
ALTITUDE (FT.)
MAX SLOPE T/O /
LNDG
MD-11
43,200
10,000
±2%
MD-10-30
42,000
10,000
±2%
MD-10-10
42,000
8,500
±2%
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1-1-0-7
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
ACCELERATION LIMITS
Flight Maneuvering Load Acceleration Limits
CONDITIONS
FLAPS UP/SLATS
RETRACTED
FLAPS AND SLATS
EXTENDED
FLAPS OR SLATS
EXTENDED
ALL AIRCRAFT
+2.5g to -1.0g
+2.0g to 0.0g
+2.0g to 0.0g
The positive maneuvering limit load factors limit the angle of bank in turns and the severity of pull-up maneuvers.
WIND LIMITATIONS
NOTES
Apply the most restrictive wind limit for a given circumstance.
For actual takeoff and landing, the reported wind including gusts is controlling.
ENGINE WIND LIMITS AT TAKEOFF POWER
Engine wind limits at takeoff power are more restrictive than the airframe wind limits. The engine draws a large
volume of air at high power, and the compressor needs undisrupted airflow to avoid compressor stalls. At low
airspeed and high power, the engine may compressor stall due to airflow disruption caused by non-uniform inflow from ambient wind.
Use a rolling takeoff whenever practical, by smoothly increasing power as the aircraft accelerates for takeoff.
A rolling takeoff's airspeed reduces the adverse flow of the wind, avoiding most takeoff compressor stalls.
A static takeoff (applying high thrust with little or no aircraft movement) increases the possibility of compressor
stall, particularly if the ambient wind is not directed into the engine nacelle.
For MD-11GE and MD-10-30, a static takeoff may only be considered when:
•
No wind, or
•
Headwind within ± 45 degrees of aircraft heading, and not to exceed 25 knots (MD-11) or 23 knots (MD10-30) of crosswind.
•
For winds outside the above values, a rolling takeoff is required (MD-11GE and MD-10-30) and the
PERF/APLC output will display a “ROLLING TAKEOFF REQD” message.
For MD-11PW static takeoff, at power settings in excess of 1.1 EPR, engine instabilities may be experienced
while static or at low speeds. The occurrence of instabilities results in a noticeable rumble and is a function of
wind direction and velocity. Exceeding 1.1 EPR below 10 knots may result in inlet airflow separation.
WIND ADDITIVE ON APPROACH
Adjust VAPP for wind. VAPP is VREF plus a wind additive. Maximum wind additive is 20 knots. Wind additive is the
greater of:
•
5 knots.
•
1/2 the steady wind in excess of 20 knots.
•
Gust factor.
1-1-0-8
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
TAKEOFF/LANDING WIND LIMITS
MD-11/MD-10 WIND LIMITS (knots)
CONDITIONS
MD-11
MD-10
31 Knots
31 Knots
Max Static TKO Xwind
23
23
Max TKO/LND Tailwind
10
10
Max TKO/LND Crosswind with Rwy
Braking Action (or equivalent) Poor
10
10
Autoland Crosswind
15
15
Autoland Headwind
25
25
CAT II/III Crosswind
10
10
Max Rolling TKO/LND Xwind
(See TAKEOFF above)
SYSTEM LIMITATIONS
POWER PLANTS
Takeoff performance is based on setting Takeoff Power (GE - N1 or PW - EPR) by 80 KIAS. After 80 KIAS, do
not adjust the throttles except to prevent exceeding engine limits.
STANDARD TAKEOFF THRUST LIMITS
MD-11GE limitations in this section apply to the General Electric CF6-80C2D1F engines.
MD-11PW limitations in this section apply to the Pratt and Whitney PW4462 engines.
MD-10-30 limitations in this section apply to the CF6-50C2 engine.
MD-10-10 limitations in this section apply to the CF6-6D engine.
Standard Takeoff Thrust shall be used routinely to reduce engine operating temperatures, thus prolonging engine life. However, Standard Takeoff Thrust procedures are NOT authorized if any of the following conditions exist.
Noise abatement procedures require the use of Maximum Takeoff Thrust.
The Performance Computer defaults to Maximum Takeoff Power for takeoff for the following items, when entered:
•
Anti-skid inoperative.
•
Engine anti-ice on at airport pressure altitudes above 6,000 feet.
•
A wet, cluttered or icy runway.
•
Windshear.
•
Any wheelbrake(s) inoperative.
STAGE III NOISE CERTIFICATION
The MD-11/MD-10 noise levels comply with standards of ICAO Annex 16, Aircraft Noise.
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1-1-0-9
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
ENGINE EGT
All GE Powered Aircraft - Make AML entry if EGT exceeds 750° C during start.
All PW Powered Aircraft - Make AML entry if EGT exceeds 535° C during start.
EGT Limits
AIRCRAFT
MAX CONTINUOUS
ACCELERATION
EGT
LIMIT
TIME
LIMIT
EGT
LIMIT
TIME
LIMIT
EGT
LIMIT
TIME
LIMIT
EGT
LIMIT
TIME
LIMIT
7501,2
None
9602
5 Minutes
9254
None
9602
None
750-8703
40 Seconds
MD-11PW
5355,2
None
6502
5 Minutes6
6254
None
6502
None
MD-10-30
1,2
945
5 Minutes
910
4
None
960
2
2 Minutes
910
5 Minutes
8804
None
9252
2 Minutes
MD-11GE
MD-10-10
STARTING
750
None
750-9007
40 Seconds
7501,2
None
750-9007
40 Seconds
TAKEOFF
All temperatures listed in the table are degrees Centigrade
1. GE - If the EGT exceeds 750° C for more than 40 seconds, or rises rapidly above 750° C and is likely to
exceed 870° C, terminate the start by moving the FUEL Lever to off.
2. EAD red line display.
3. MD-11 GE - If the EGT is between 820° C and 870° C for less than 40 seconds, maintenance action must be
taken prior to the next start. One start is allowed in the 820° C to 870° C range. Advise maintenance of the
temperature reached and request approval for delayed inspection and availability of maintenance at the next
station. Repetitive starts where the EGT exceeds 750° C but does not exceed 820° C for 40 seconds are
cause for corrective action.
4. EAD amber line display.
5. PW - Inflight start is limited to 650° C with no time limit. (EAD red line display).
6. During Takeoff, engines may operate up to 10 minutes at up to 650° EGT with one engine inoperative.
7. MD-10: Normal EGT is 750° C. Maximum EGT is 900° C. EGT peaks between 750° C and 900°C are limited
to 40 seconds. If EGT exceeds 750° C for more than 40 seconds, or rises rapidly above 750° C and is likely
to exceed 900° C, terminate the start by moving FUEL Lever to OFF. One start is allowed in the 800° C to
900° C range and the intended flight may be completed before maintenance action. Advise maintenance of
temperature reached and duration. Request approval for delayed inspection and availability of maintenance
at the next stop.
1-1-0-10
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
Engine RPM
AIRCRAFT
MAXIMUM N1
MAXIMUM N2
MD-11GE
117.5
112.5
MD-11PW
111.4
105.6
MD-10-30
119.5
109.5
MD-10-10
111.0
101.0
Oil System
AIRCRAFT
MAX
CONTINUOUS
OPERATION
HIGH CAUTION
RANGE AND
TIME LIMIT
LOW OIL
PRESSURE
CAUTION
BAND
MIN. OIL
PRESSURE
MIN. OIL
TEMPERATURE
FOR TAKEOFF
MD-11GE
160° C
160° C-175° C
for 15 Minutes
10-34 psid
9.5 psid
n/a
MD-11PW
163° C
163° C-177° C
for 20 Minutes
n/a
70 psid
50°C
MD-10
160° C
160° C-175° C
for 15 Minutes
10-34 psid
10.0 psid
n/a
AIRCRAFT
CYCLE TIME
COOLING
CYCLE
STARTER REENGAGEMENT
MAX N2
ENGAGEMENT
ALL AIRCRAFT
Limit cycle
time to 5 minutes maximum.
Cool 30 seconds for each
minute
used1,2.
Reengage starter at the lowest practical N2 rpm in order to reduce potential for starter crash engagements.
Recommended reengagement is with
N2 at 0%, but under all normal conditions reengagement should not be
above 15% N2. Under emergency
conditions such as engine fire indication, reengagement may be made
with N2 rpm as high as 20%.
Do not engage
the starter when
N2 is above
20%.
Starter Limits
1. GE - After two (2) 5-minute operations and a cooling period, a 10 minute cooling period is required between
additional 5-minute starter operations.
2. PW - After two (2) 5-minute operations and a cooling period, a 10 minute cooling period is required between
additional 5-minute starter operations. After a third starter operation, a 30 minute cooling period is required.
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1-1-0-11
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
Engine Overspeed/Overtemperature Limits
AIRCRAFT
MD-11GE
OVERSPEED / OVERTEMPERATURE RANGE
N1
N2
EGT
OVERSPEED
RANGE
OVERSPEED
RANGE
OVERTEMP
RANGE
RECOMMENDED PILOT ACTION
(Based on conditions for a brief period)
117.6%
123.5%
to 112.6%
113.0%
t o 961° C to 970° C Reset thrust and continue engine operation to landing.
123.6%
125.5%
to 113.1%
113.5%
t o 971° C to 979° C Reduce to idle. Use higher thrust only
at the pilot’s discretion.
Above 125.5%
Above 113.5%
Above 979° C
Precautionary Shutdown.
MD-11 PW
N/A
N/A
N/A
N/A
MD-10-30
119.6%
125.0%
to 109.6%
111.3%
Above 125.0%
MD-10-10
111.1%
116.0%
Above 111.3%
to 101.1%
103.0%
Above 116.0%
t o 961°C to 1000°C Reset thrust and continue normal engine operation to landing.
Above 1000° C
Reduce to idle. Use higher thrust only
at pilots discretion.
t o 926°C to 965° C
Reset thrust and continue normal engine operation to landing
Above 103.0%
Above 965°C
Reduce to idle. Use higher thrust only
at pilots discretion.
NOTES
If the aircraft systems normally provided by the engine are required, the engine may be operated at
minimum thrust at the pilot’s discretion.
If any engine conditions are abnormal in minimum thrust, a precautionary shutdown should be considered.
All overspeed and/or overtemperature occurrences must be recorded in the Aircraft Maintenance
Logbook (AML) (magnitude and duration) and reported to maintenance.
1-1-0-12
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
REVERSE THRUST
FUEL SYSTEM
Use of reverse thrust is prohibited in flight.
FUEL LOADING
Do not use reverse thrust to back the aircraft.
The fuel fill schedule applies only to the quantity of
fuel in each tank upon completion of fueling.
ENGINE IGNITION
Use Ignition OVRD for heavy rain or moderate/severe
turbulence.
Ignition OVRD may be used at any time at the discretion of the Captain.
When full wing tank fuel is not required, load all three
main tanks equally to the desired quantity.
For greater fuel loads:
•
For MD-11 aircraft operated at a MTOGW of
630,500 lbs, load all three main tanks equally
until tanks 1 and 3 are full, then load fuel into
tank 2 until it is full. Once the main tanks are
full, if the remaining fuel to be loaded is less
than 9,000 lbs, load all of the remaining fuel
into the upper aux tank. If more than 9,000 lb
of fuel remains to be loaded after the main
tanks are full, then load 100 lb of fuel into the
tail tank for every 750 lb of fuel into the aux
tanks. Aux tank fuel should be loaded into the
upper aux tank until it is full, then the rest of
the fuel is loaded into the lower aux tank. (See
Chp. 4 for FSC-Manual procedure).
•
For MD-11 aircraft operated at a MTOGW of
625,500 lbs, load all three main tanks equally
until tanks 1 and 3 are full, then load fuel into
tank 2 until it is full, then load fuel into the upper aux tank until it is full, then load fuel into
the lower aux tank until it is full. Load any additional fuel into the tail tank.
•
For MD-10 aircraft, load the three main tanks
evenly until 1 and 3 are full, then continue
loading tank 2. On series -30 aircraft, add any
additional required fuel to the upper aux tank
until full, then put any remaining fuel in the
lower aux tank.
The OVRD position has no time limit although excessive use will reduce service life.
Select engine ignition OVRD ON whenever conditions
call for use of the engine or engine and airframe antiice. Maintain OVRD ON for the duration of the icing
conditions.
The loading of fuel in each tank must be in accordance with the structural and usable fuel values
shown for each aircraft in the following tables:
Usable Fuel (@6.7 Lbs/Gal)
Tank
Tank 1
Tank 2
Tank 3
Upper Aux
Tank
Lower Aux
Tank
Tail Tank
Total
MD-11
40,700
65,400
40,700
87,100
11,000
13,400
258,300
MD-10-30
40,704
65,438
40,704
87,106
11,005
N/A
244,957
MD-10-10
40,704
65,438
40,704
N/A
N/A
N/A
146,846
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1-1-0-13
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
FUEL TEMPERATURE
Allowable Fuel Temperature Range at Takeoff
Aircraft
Minimum Temp Maximum Temp
All Aircraft
-40°F (-40°C)
+122°F (+50°C)
FUEL DENSITY
Allowable Fuel Density Range
Aircraft
Allowable Fuel Density Range lbs/gal
MD-11
6.0 to 7.1
MD-10
6.3 to 7.1
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Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
FUEL DENSITY
The MTOGW must be reduced 2,500 lbs for each 0.1
lbs/gal of fuel density below 6.5 lbs/gal when:
•
MD-11 aircraft are operated at a MTOGW of
630,500 lbs and a takeoff CG equal to or forward of 23.5% MAC.
•
MD-11 aircraft are operated at a MTOGW of
625,500 lbs and a takeoff CG equal to or forward of 22% MAC.
•
MD-10 takeoff CG is equal to or forward of
22% MAC.
MD-11 Fuel Density vs. MTOGW
FUEL
DENSITY
MTOGW 625,500
MTOGW 630,500
6.5
625,500
630,500
6.4
623,000
628,000
6.3
620,500
625,500
6.2
618,000
623,000
6.1
615,500
620,500
6.0
613,000
618,000
MD-10-30 Fuel Density vs. MTOGW
FUEL
DENSITY
MTOGW
580,000
MTOGW
572,000
MTOGW
565,000
6.5
580,000
572,000
565,000
6.4
577,500
569,500
562,500
6.3
575,000
567,000
560,000
MD-10-10 Fuel Density vs. MTOGW
FUEL
DENSITY
MTOGW 440,000
6.5
440,000
6.4
440,000
6.3
440,000
LIMITATIONS
all three Main tanks are equal. Fuel is then used
equally from each tank. The fuel quantity in the Tail
tank is controlled automatically by the fuel system
controller (FSC).
Lower Aux tank and Tail tank transfer pumps must be
OFF for takeoff and landing.
With an operative fuel quantity indication system, fuel
remaining in the fuel tanks when the quantity indication reaches ZERO is not usable in flight.
The maximum lateral fuel imbalance is 2,500 lbs.
When operating aircraft at a MTOGW of 630,500 lbs
on the ground with a total of 9,000 lbs or more of fuel
in the Aux and Tail tanks, manage the fuel system to
maintain a ratio of approximately 7.5 to 1 between the
Aux tank quantity and Tail tank quantity.
MD-10-30 Fuel will be transferred from the Upper Auxiliary tank to each Main tank, keeping them full. Simultaneously, fuel will be transferred from the Lower
Auxiliary tank, keeping the upper auxiliary tank full until the Lower Auxiliary tank is empty.
The Lower Aux tank transfer pumps must be off for
takeoff and landing. (See “MD-10” below).
MD-10 (All) Fuel will transfer from tank 2 to tanks 1
and 3 until all three Main tanks contain equal amounts
of fuel, then transfer will stop and fuel will be used
equally from each tank.
NOTE
If manual fuel transfer is necessary, delay start of transfer until after takeoff
when stabilized in climb.
The maximum lateral fuel imbalance between tank 1
and tank 3 is 2,500 lbs. (2,900 lbs. MD-10-10).
With an operative fuel quantity indication system, fuel
remaining in the fuel tanks when the quantity indication reaches ZERO is not usable in flight.
FUEL MANAGEMENT
DO NOT reset any tripped Fuel Pump circuit breakers.
MD-11 Fuel will be transferred from the Upper Aux
tank to each Main tank, keeping them full. Simultaneously, fuel will be transferred from the Lower Aux
tank, keeping the Upper Aux tank full until the Lower
Aux tank is empty. When the Upper Aux tank is empty, fuel will be transferred from Tank 2 to 1 and 3 until
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1-1-0-15
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
Ballast fuel may only be loaded into:
FUEL TYPE SUBSTITUTION
•
Fuel Freeze Temperature by Type
FUEL TYPE
FREEZE
TEMPERATURE
Jet A
-40° C
Jet A1
-47° C
Jet A50
-46° C
Jet B*
-50° C
JP-4*
-58° C
JP-5
-46° C
JP-8
-47° C
TS-1*
-50° C
RT*
-47° C
RP-3
-47° C
*Refer to Supplemental Procedures, Chapter 4, for operating restrictions.
BALLAST FUEL
All ballast fuel must be entered in the FMS FUEL INIT.
Refer to Supplemental Procedures Chapter 4.
Ballast fuel may not be loaded in more than one tank
at the same time.
Ballast fuel must remain in the appropriate tank.
MD-11 aircraft must be operated at a MTOGW of
625,500 lbs.; ensure Weight & Balance is computed in
light “L” mode.
MD-11
-
Upper Aux tank
-
Tail tank
When the Tail tank contains ballast fuel,
the two TAIL TANK BALLAST switches on
the cockpit maintenance panel must be
set to TRANS OFF. Tail fuel management (TFM) is not available and requires
FP/R adjustment.
The Tail tank can not contain both ballast
and usable fuel. It must be either all ballast or all usable.
•
MD-10-30
Upper Aux tank (75,000 lbs maximum)
ZERO-FUEL WEIGHT
The maximum zero-fuel weight is limited to the lower
of the weights determined from the APPROACH
CLIMB LIMITING WEIGHT and LANDING CLIMB
LIMITING WEIGHT charts at the takeoff conditions,
decreased by 42,300 pounds to account for the undumpable fuel. Under certain conditions (high altitude
hot temperature) a flashing MAXIMUM ZFW message
may appear on the Performance computer. This ZFW
is the maximum allowed for takeoff. If the actual ZFW
does not exceed the Performance Computer “MAX
ZFW” value, then takeoff is permitted.
Use normal fuel loading and management except as
modified below:
1-1-0-16
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
FUEL TEMPERATURE SENSING
All Aircraft
When tank 3 has less then 12,000 pounds of fuel, the
temperature reflects air temperature, not fuel temperature and is not subject to the AFM fuel temperature
limitation for takeoff.
MD-11
When the Tail tank contains less than 12,000 pounds
(5,000 pounds for aircraft N613FE and N615FE and
subsequent) of fuel, the temperature reflects air temperature, not fuel temperature and is not subject to the
AFM fuel limitation for takeoff.
HYDRAULIC
See Automatic Landings, this section, for hydraulic
system limits on AutoLand operations.
Hydraulic Quantity
AIRCRAFT
ALL AIRCRAFT
PNEUMATIC SUPPLY SYSTEM
MD-11
DO NOT interconnect two or more active engine
pneumatic supply systems.
The maximum recommended operation for any one
engine pneumatic supply in addition to lavatory/galley
vent and cargo heat and vent is:
•
Two air conditioning packs, unless AIRFOIL
ANTI-ICE or ENGINE CROSS BLEED START
is required.
•
If AIRFOIL ANTI-ICE is required, and one
BLEED system is inoperative:
-
ELEVATOR LOAD FEEL
-
SPOILERS
•
Use the speed brakes only in the 0° flap configuration
with or without slats extended.
Auto-Ground Spoilers (MD-11)
Special performance data for takeoff and landing is required when the auto-ground spoilers are inoperative.
LONGITUDINAL STABILITY AUGMENTATION
SYSTEM (LSAS) (MD-11)
Two LSAS channels must be operative for takeoff.
The two channels must originate from a common flight
control computer. (i.e., either left outboard and right inboard or left inboard and right outboard must be operational.)
One pack plus WING ANTI-ICE (one wing
only) and TAIL ANTI-ICE.
If AIRFOIL ANTI-ICE is required, and two
BLEED systems are inoperative:
-
Avoid/depart icing conditions.
-
One pack plus WING ANTI-ICE (both
wings) and TAIL ANTI-ICE while departing icing.
•
If ENGINE CROSS BLEED START is required, one pack.
•
ENG ANTI-ICE operation does not change
maximum recommended BLEED AIR usage.
ANTI-SKID INOPERATIVE
Special performance data for takeoff and landing is required when the antiskid is inoperative.
One pack plus WING ANTI-ICE (both
wings),
or
The ELEV FEEL switch must be in the AUTO position
except for an abnormal condition.
In-flight Speed Brakes
6 Gallons
AIR
YAW DAMPERS
A minimum of two channels must be operative for
takeoff and must originate from a common Flight Control Computer. (e.g. FCC 1 controls the lower rudder;
FCC 2 controls the upper rudder.)
SYSTEM 3 MINIMUM
HYDRAULIC QUANTITY
FOR DISPATCH
MD-10
Do not operate less than 2 air conditioning packs at
one time in flight with ECON ON.
Do not interconnect two or more active engine pneumatic supply systems, except for short periods during
transition from use of APU pneumatics or engine
cross bleed start.
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1-1-0-17
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
Maximum recommended operation for any one engine pneumatic supply in addition to lavatory vent, cargo heat and vent is as follows:
•
For engine cross bleed start - one pack.
•
For takeoff, go-around, or MCT power - one
pack plus wing anti-ice (both wings).
•
After power reduction below MCT - two packs,
or one pack plus wing anti-ice (both wings).
•
Engine anti-ice operation does not change
recommended bleed usage.
UNPRESSURIZED FLIGHT
For unpressurized flight the cabin pressure control
must be in MANUAL and the outflow valve between 1/
2 to 2/3 open.
Cabin Air Differential and Relief Pressure
Limitations
AIRCRAFT
ALL
MAX RELIEF
VALVE
DIFFERENTIAL
PRESSURE
MAX
DIFFERENTIAL
PRESSURE
DURING
TAKEOFF AND
LANDING
9.1 PSI
.5 Psi
ICE AND RAIN
ICING CONDITIONS
Icing conditions exist when the outside air temperature (OAT) on the ground and for takeoff, or total air
temperature (TAT) in-flight, is 6° C or below, and visible moisture in any form is present. Visible moisture
includes:
•
Clouds.
•
Fog with visibility of one mile or less.
•
Rain.
•
Snow.
•
Sleet
•
Ice Crystals.
Icing conditions also exist when the OAT on the
ground and for takeoff is 6° C or below when operating on ramps, taxiways or runways where the following may be present and may be ingested by the
engines or freeze on engines, nacelles, or engine sensor probes:
•
Surface snow.
•
Ice.
•
Standing water.
•
Slush.
SYSTEM CONTOLLER TEST (MD-11)
Do NOT switch the environmental system controller
(AIR) from auto to manual to auto during the preflight
test.
NOTE
ENGINE ANTI-ICE
These limitations apply both on the ground and in
flight. Engine anti-ice must be ON when any of the following are true:
•
An “ICE DETECTED” alert is displayed from
the ice detecting system. (MD-11)
•
When icing conditions are expected or encountered.
•
FLIGHT CONTROLS
During ground or flight operations when the
outside air temperature is 6°C or below, and
any of the following conditions are present:
See HYDRAULIC above.
-
Visible moisture is present.
-
OAT and dewpoint are within 3°C of each
other.
-
When operating on ramps, taxiways and/
or runways where slush/standing water
may impinge and freeze on exterior surfaces.
The AIR system preflight test is initiated
by pressing and holding the ANNUN LT
TEST button until the AIR SYS TEST
alert is displayed.
FIRE AND SMOKE
ENGINE/APU FIREX
An Engine/APU fire test must be manually conducted
prior to the first flight of the day.
1-1-0-18
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
-
•
If icing conditions exist on the ground after landing, the engine anti-ice will remain
on until the engines are shutdown.
In flight when TAT is 6°C or below and:
-
Visible moisture is present, or
-
When ice builds up on edges of the windshield and other visible portions of the aircraft.
WING ANTI-ICE
Do NOT operate the wing anti-ice system on the
ground.
Wing anti-ice should be ON when any of the following
are true:
•
•
An “ICE DETCTED” alert is displayed from the
ice detecting system. (MD-11)
In flight when icing conditions are expected or
encountered.
TAIL ANTI-ICE (MD-11)
Do NOT operate the tail anti-Ice system on the
ground.
Tail anti-ice should be ON when any of the following
are true:
•
•
An “ICE DETCTED” alert is displayed from the
ice detecting system.
In flight when icing conditions are expected or
encountered.
WINDSHIELD HEAT
LIMITATIONS
DOORS
MAIN CARGO DOOR
Before flight, verify that the external lockpin handle is
flush with the airplane fuselage. Visually verify the
latch lockpin is positioned past the cam as per the
placard.
DOOR ARMING HANDLES
The door arming handles must be in the slide armed
position before leaving the ramp and the door arming
handles must remain in the slide armed position until
the airplane reaches its final parking place. Verify that
the girt bar is in place.
INTRUSION RESISTANT COCKPIT DOOR (IRCD)
(IF INSTALLED AND OPERABLE)
An operational check of the Flight Deck Access System (FDAS) must be accomplished once each flight
day.
The automatic access time delay must be set between 30 and 60 seconds (FedEx delay set at 30 seconds).
If the doorbell mode is disabled, all normal requests to
enter the cockpit must be in accordance with FedEx
procedures (refer to FOM); any use of a door access
code is considered an emergency access request.
If the doorbell mode is enabled, any use of a door access code (Emergency Access Code) must result in
an immediate continuous aural alert and flashing of
the AUTO UNLK light.
There are no speed restrictions with the windshield
heat inoperative.
If the 28V DC BUS 2 or the door access system is deenergized, set the Flight Deck Access System (FDAS)
switch on the DCM to the UP position and use the
deadbolt to lock the door.
The windshield anti-ice selectors should be in NORM
for flight when the “ICE DETECTED” alert is displayed (MD-11) or when icing conditions are imminent.
The deadbolt position allowing access with a key is to
be used on the ground only (by maintenance).
The windshield anti-ice selectors should be in HIGH
only for the duration of moderate to heavy icing.
WINDSHIELD DEFOG
Windshield defogging should be operated for all flight
conditions.
WINDSHIELD WIPERS
Do NOT operate the windshield wipers at high speed
for more than 30 minutes or on a dry windshield.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1-0-19
LIMITATIONS
MD-11/MD-10 FLIGHT MANUAL
APU
APU Limitations
AIRCRAFT
OPERATING
CONDITION
MD-11/MD-10 STARTING,
GROUND, AND INFLIGHT
OPERATING LIMITS
MAX N1
MAX N2
MAX
START
EGT
MAX
CONTINUOUS
EGT
MINIMUM
APU OIL
QUANTITY
AFTER
START
110.0%
110.0%
MD-11
872°C
585° C
2 QTS
Do not use the APU for wing or tail anti-ice.
APU starter duty cycle is limited to two consecutive
start attempts. After 10 minutes of required cooling
time, two additional starts may be attempted followed
by a cooling period of 1 hour.
MD-10
585°C
REDUCED VERTICAL SEPARATION MINIMUMS
(RVSM)
Manual switching to the MD-11 alternate static system is prohibited for RVSM operation.
INSTRUMENTS
In RVSM airspace (and associated RVSM transition
areas), TCAS RA/TA mode will be used, if operative.
To avoid causing nuisance RAs, when within 2,000
feet vertically and 5 NM horizontally of other aircraft,
limit climb/descent rates to 1,000 fpm.
ACARS
PREDICTIVE WINDSHEAR SYSTEM (PWS)
Use of the ACARS is limited to the transmission and
receipt of messages which do not create an unsafe
condition if:
The Predictive Windshear System, if installed and operable, must be on for takeoff.
APU pneumatic use is limited to ground operations.
•
The message or parts of the message are delayed or not received,
WEATHER RADAR (WxR)
•
The message is delivered to the wrong recipient, or
The accuracy of the Turbulence Detection mode has
not been evaluated by the FAA and flight is not to be
predicated on its use.
•
The message content may be frequently corrupted.
REACTIVE WINDSHEAR ALERT AND GUIDANCE
SYSTEM (WAGS)
ONBOAD MAINTENANCE TERMINAL (OMT)
Use of the OMT keyboard and display is restricted to
ground operation only, by authorized maintenance
personnel.
CENTRALIZED FAULT DISPLAY SYSTEM (CFDS)
The CFDS is a maintenance system and is not designed to be used by the flight crew on the ground. If
airborne, the CFDS may be accessed to determine
sensor status and review faults.
During sustained banks of greater than 15°, the Honeywe ll W inds hear A ler t and G uidan ce S yste m
(WAGS) is desensitized and alerts resulting from encountering windshear conditions will be delayed.
GROUND PROXIMITY WARNING SYSTEM WITH
TERRAIN AWARENESS (ENHANCED GPWS, IF
INSTALLED)
WARNING
Navigation must not be predicated upon
the use of terrain awareness display.
1-1-0-20
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
In order to avoid unwanted alerts, the terrain awareness alerting and display functions must be inhibited
by selecting the terrain override switch to OVRD when
landing at an airport not contained in the GPWS airport terrain data base. The GPWS airport terrain data
base contains airports which have at least one hard
surface runway 3500 feet in length, or greater, which
have a published instrument approach procedure.
LIMITATIONS
(AGL) climbing, and less than 900 feet (AGL) descending.
VOR SYSTEMS ACCURACY
When the VORs are tuned and identified to the same
station inflight, the two indicated bearings should differ by no more than 4 degrees. If the difference is
greater than 4 degrees, an AML entry is required.
Terrain awareness features must be inhibited by the
terrain OVRD switch when the FMS NAV mode is IRS
ONLY NAVIGATION (IRS NAV indicated on the ND),
and the airplane is over land. This will eliminate false
terrain alarms.
The GPWS alerting and terrain display functions require barometric altitude referenced to Mean Sea Level (QNH). If altimeter settings referenced to field
elevation (QFE) are entered on either the Captain’s or
the First Officer’s altimeter, then GPWS terrain awareness alerting and display functions must be inhibited
by selecting the terrain override switch to OVRD. This
limitation does not apply to MD-11 with operative EGPWS equipped with GPS Position Updating (Geometric Altitude function).
TRAFFIC ALERT AND COLLISION AVOIDANCE
SYSTEM (TCAS)
Pilots are authorized to deviate from their current ATC
clearance to the extent necessary to comply with a
TCAS resolution advisory (RA). When a TCAS
“CLEAR OF TRAFFIC” voice message is annunciated, the pilot must promptly return to the previous ATC
clearance.
The pilot must not initiate evasive maneuvers using information from the traffic display only, or on a traffic
advisory (TA) only, without visually sighting traffic.
These displays and advisories are intended only for
assistance in visually locating traffic and lack the resolution necessary for use in evasive maneuvering.
Compliance with TCAS resolution advisories (RA) is
required unless the pilot considers it unsafe to do so.
However, maneuvers which are in the opposite direction of the RA are extremely hazardous, especially
RAs involving altitude crossing, and are prohibited unless it is visually determined to be the only means to
assure safe operation.
A target may occasionally drift on the outer boundary
of the TCAS display. This anomaly will not degrade
TA or RA functions.
All RA and TA aural messages are inhibited at a radio
altitude of less than 1100 feet above ground level
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1-0-21
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
AUTOFLIGHT
FLIGHT MANAGEMENT SYSTEM
For any approved thrust level, the (MD-11) FMS computed V1, VR , and V2 must be verified with AFM derived data (i.e. Performance Computer).
Before takeoff, any changes which affect V speeds require the V speeds to be recomputed and re-entered.
The accuracy of the FMS performance predictions
have not been demonstrated, therefore (for dispatch
purposes only), aircraft range calculations, fuel management, and engine out terrain clearance must not
be predicated on FMS information.
For ILS and IGS approaches, with an inoperative
glideslope, FMS PROF mode and its Vertical Deviation Indicator must not be used for descent after the
Final Approach Fix (FAF).
altitude as defined on the FMS TAKEOFF page under
the title ACCEL.
For aircraft with GPS not installed, deselected, or inoperative, it is required that, for NDB or VOR approaches, the appropriate bearing pointer or course
deviation indicator must be displayed on at least one
APPR or VOR display.
If the pilot modifies the FMS NAV Data Base Approaches, the modified approach must comply with
the approved published procedures.
AUTOPILOT/FLIGHT DIRECTOR SYSTEM
For nonprecision approaches, the autopilot must be
disengaged no lower than the applicable minimums
minus 50 feet.
Do not exceed 200 KIAS with Single Land or Dual
Land modes of the autopilot engaged.
FMS PROF mode must not be used in descent/approach below the Minimum Descent Altitude/Height
(MDA/H) or Decision Altitude/Height (DA/H).
AUTOMATIC LANDINGS
MD-11 and MD-10 with VIA 902
The minimum threshold crossing height is 47 feet.
Use of PROF mode for descent and/or approach operations is prohibited unless:
Three hydraulic systems must be operative for dual
land operations.
•
The airplane is on path and the FMA indicates THRUST [XXX] PROF, or
•
The indicated airspeed is below VMAX for the
airplane configuration by at least:
•
-
10 kts at indicated altitudes below 10,000
feet, or
-
15 kts at indicated altitudes of 10,000 feet
or above, or
Basic autoflight modes (e.g., LVL, CHG, V/S,
or FPA) are used to recapture the path when
the PROF mode is engaged and the airplane
is:
All Aircraft
See Wind Limits above.
Automatic Landings
The maximum altitude for AutoLand (SINGLE LAND
or DUAL LAND) is 8,000' msl.
SINGLE LAND AutoLands allow hydraulic system #1
or #2 to be inoperative.
DUAL LAND AutoLands require 3 operating hydraulic
systems. Hydraulic systems may operate via auxiliary
or reversible motor pumps.
MD-11
-
Above or below the path and the FMA indicates PITCH [XXX] IDLE, or
If an LSAS failure is annunciated en route, the failed
LSAS channel must remain in the OFF position for autoland operations.
-
Below the path and the FMA indicates
THRUST [XXX] V/S.
MD-11 automatic landings are prohibited at weights
greater than 481,500 lb.
All Aircraft
NON-PRECISION APPROACHES
Do not enter more than 100 waypoints into the FMS
ACT F-PLAN.
The FMS amber V MIN foot must not be used for setting any approach or landing target speeds if the aircraft has not transitioned through the acceleration
1-1-0-22
All non-precision approaches shall be flown coupled to
the AP. The highest level of automation shall be used.
The AP will be used until adequate visual reference is
established and when necessary to disconnect in order to complete the landing.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
OXYGEN SYSTEM
OXYGEN DURATION
100% Oxygen - Two 111 Cubic Ft. Crew System Bottles Used down to 50 PSIG
CABIN
ALTITUDE
CYLINDER PRESSURE (PSI) AT 70°F
100
300
500
700
900
1100
1300
1500
1700
SEA LEVEL
.2
1.1
2.1
3.0
3.9
4.8
5.8
6.7
7.6
10,000 FT
.4
1.8
3.2
4.6
6.0
7.4
8.8
10.2
11.6
20,000 FT
.8
2.9
5.1
7.2
9.3
11.4
13.6
15.7
17.8
25,000 FT
1.0
3.4
6.2
9.1
12.0
14.8
17.8
20.7
23.8
30,000 FT
1.2
4.5
8.2
11.9
15.5
19.3
23.0
26.8
30.7
30,000 FT. &
UP
1.4
6.1
11.1
16.2
21.1
26.4
31.6
36.8
42.1
ALL DURATIONS ARE IN MAN-HOURS
DIVIDE THE MAN-HOURS BY THE TOTAL PERSONS ON BOARD TO OBTAIN THE OXYGEN DURATION
FOR THE FLIGHT.
Diluted Oxygen - Two 111 Cubic Ft. Crew System Bottles Used Down to 50 PSIG
CABIN
ALTITUDE
CYLINDER PRESSURE (PSI) AT 70° F
100
300
500
700
900
1100
1300
1500
1700
SL TO 15,000
1.6
6.4
11.2
16.0
20.8
25.6
30.6
35.4
40.2
20,000 FT
1.2
5.2
9.2
13.2
17.0
21.0
25.0
29.0
33.0
25,000 FT
1.0
4.6
8.0
11.6
15.0
18.6
22.0
25.6
29.0
ALL DURATIONS ARE IN MAN-HOURS
DIVIDE THE MAN-HOURS BY THE TOTAL PERSONS ON BOARD TO OBTAIN THE OXYGEN DURATION
FOR THE FLIGHT.
100% Oxygen - Demand - One 11 Cubic Ft. Portable Crew Bottle
CABIN
ALTITUDE
100
300
CYLINDER PRESSURE (PSI) AT 70° F
SEA LEVEL
-
3.0
10,000 FT
1.2
20,000 FT
25,000 FT
500
700
900
1100
1300
1500
1700
6.0
8.4
10.8
13.8
16.2
19.2
21.6
5.4
9.6
13.8
18.0
22.2
26.4
30.0
34.8
2.4
9.0
15.0
21.6
28.2
34.8
40.8
47.4
54.0
3.0
11.4
19.8
28.8
37.2
45.6
54.0
63.0
71.4
30,000 FT
4.2
13.8
22.8
32.4
42.0
51.6
60.0
70.2
79.8
30,000 FT. &
UP
5.4
20.4
34.8
49.8
64.2
79.2
93.6
108.6
123.0
ALL DURATIONS ARE IN MINUTES
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1-0-23
MD-11/MD-10 FLIGHT MANUAL
LIMITATIONS
REQUIRED AIRBORNE EQUIPMENT FOR INSTRUMENT APPROACHES
(SEE MEL FOR DISPATCH REQUIREMENTS)
SYSTEM
CATEGORY
CATEGORY
CATEGORY
CATEGORY
I
I
II
III
FLIGHT
AUTOPILOT
AUTOPILOT
DUAL
DIRECTOR
LAND
1
1
1
1
Air Data Function
1
1
1
3
IRU Function
1
2
2
3
ANTI-SKID
0
0
1
1
AUTOPILOT
0
1
AUTOPILOT DISCONNECT BUTTONS
0
11
AUTO PITCH TRIM
0
02
1
1
1
02
2
02
ADC (MD-11)
ADIRU (MD-10)
AUTOTHROTTLE
1
1
0
1
1
AUTOTHROTTLE DISCONNECT BUTTONS
1
2
DEU (MD-11)
1
1
1
2
DU
1
1
4
4
parallel or
parallel or
parallel or
ELECTRICAL POWER
0
1
0
1
2
isolated
isolated
isolated
isolated
GENERATORS (BUSES)3
2
2
2
2(MD-11)
ENGINES (OPERATING)
2
2
ELEVATOR LOAD FEEL (ELF)
0
05
2
05
34
05
FLIGHT CONTROL COMPUTER (FCC)
1
1
1
2
FLIGHT DIRECTOR
1
(2 displays)
0
0
0
0
0
0
0
Nose Gear
Nose Gear
Nose Gear
3(MD-10)
FLAPS/SLATS
35/Ext or 50 Ext
FMC (MD-11)
GLIDESLOPE ANTENNA
or Radome
or Radome
or Radome
GO-AROUND (G/A) SWITCH
0
1
1
1
HYDRAULIC SYSTEMS
2
2
26
37
ILS RECEIVERS
Nose Gear
2(MD11),
3(MD10)
1
1
2
(2 displays)
IRU (MD-11)
1
LSAS COMPUTER CHANNELS (MD-11)
2
2
2
3
2
28
MARKER BEACON
4
0
1
1
MCDU
1
1
1
1
1
(#1 or #2)
(#1 or #2)
(#1 or #2)
(#1 or #2)
1
1
1
9
3(MD10)
(1 display)
(1 display)
(1 display)
(2 displays)
2(MD11),
RADIO ALTIMETERS
1-1-0-24
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
SYSTEM
LIMITATIONS
CATEGORY
CATEGORY
CATEGORY
CATEGORY
I
I
II
III
FLIGHT
AUTOPILOT
AUTOPILOT
DUAL
DIRECTOR
LAND
VIA (MD-10)
Display Function
Flight Management Function
1
1
0
WINDSHIELD WIPERS
010
YAW DAMPER/COMPUTER CHANNELS
0
0
0
10
0
1
2
0
0
2
2
2
4
1. PF must have operable disconnect button.
2. Aircraft must be manually trimmed and tracking the Glide Slope at the final approach speed prior to Autopilot
engagement.
3. (MD-11) DUAL LAND requires 2 generators (any combination except IDG2 + APU). (MD-10) DUAL LAND
requires 3 generators (all Engine Driven Generators, or No.1 + No.3 + APU). Use of APU may cause "NO
AUTOLAND" to display until 1,500' AGL DUAL LAND test.
4. Aircraft is certified to CAT III, DUAL LAND, with one engine inoperative. If Captain's emergency authority is
used, a CAT III approach may be safely conducted.
5. Must be set to final approach speed prior to autopilot engagement.
6. No.3 hydraulic system required for SINGLE LAND. (Pressure via RMPs and/or AUX pumps is permissible.)
HYD 3 ELEV OFF Alert must not be displayed.
7. HYD 3 ELEV OFF Alert must not be displayed.
8. Autoland may not be available.
9. Two radio altimeters required for autoland.
10. One is required if the visibility requires its use.
See Wind Limits and Automatic Landing sections (above) for additional restrictions.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
1-1-0-25
LIMITATIONS
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
1-1-0-26
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-0
TABLE OF CONTENTS
NORMAL PROCEDURES
General........................................................................................................................................................ 3-0-0-1
Manual Procedures ..................................................................................................................................... 3-0-0-1
System Tests.................................................................................................................................. 3-0-0-1
System Operation........................................................................................................................... 3-0-0-1
Normal Operating Procedures..................................................................................................................... 3-0-0-1
FUEL CONSERVATION.............................................................................................................................. 3-0-0-1
Crew Duties ................................................................................................................................................. 3-0-0-2
All Crewmembers ........................................................................................................................... 3-0-0-2
Captain ........................................................................................................................................... 3-0-0-2
First Officer ..................................................................................................................................... 3-0-0-2
Relief Flight Officer ........................................................................................................................ 3-0-0-2
Legend............................................................................................................................................ 3-0-0-2
Checklist Flows............................................................................................................................... 3-0-0-3
Use of Normal Checklist ................................................................................................................. 3-0-0-3
MCDU Operation ............................................................................................................................ 3-0-0-3
Standard Checklist Flows ............................................................................................................................ 3-0-0-4
EXTERIOR INSPECTION
Exterior Safety Check (C)............................................................................................................................ 3-1-0-1
Exterior Inspection (F) ................................................................................................................................. 3-1-0-3
INTERIOR INSPECTION
Cockpit Safety Check (C) ............................................................................................................................ 3-2-0-1
Cockpit Inspection (C) ................................................................................................................................. 3-2-0-2
Flight Deck Preparation (C) ......................................................................................................................... 3-2-0-5
Hyd Manual Pressure Test .......................................................................................................................... 3-2-0-9
Air Manual/MD-10...................................................................................................................................... 3-2-0-10
Fuel Manual............................................................................................................................................... 3-2-0-11
08 December 2004
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-0Contents-1
MD-11/MD-10 FLIGHT MANUAL
TOC
Cabin PressurizAtion Manual.................................................................................................................... 3-2-0-13
Cabin Inspection (F).................................................................................................................................. 3-2-0-20
Flight Deck Preparation (F)....................................................................................................................... 3-2-0-23
ACARS Preflight (F).................................................................................................................................. 3-2-0-24
Cabin Preparation (F) ............................................................................................................................... 3-2-0-24
BEFORE START (F)
Amplified Before Start Checklist ................................................................................................................. 3-3-0-1
Air Manual/MD-10 ....................................................................................................................................... 3-3-0-2
Fuel Manual ................................................................................................................................................ 3-3-0-2
PUSHBACK, TOW OUT, POWER OUT, ENGINE START
General ....................................................................................................................................................... 3-4-0-1
PushBack and Tow Out .............................................................................................................................. 3-4-0-1
Power Out ................................................................................................................................................... 3-4-0-1
Engine Start ................................................................................................................................................ 3-4-0-2
Cargo Door Test ............................................................................................................................ 3-4-0-2
Manual Door Test .......................................................................................................................... 3-4-0-2
Engine Start Considerations (All)................................................................................................... 3-4-0-2
Engine Start Considerations (MD-11) ............................................................................................ 3-4-0-2
Engine Start Considerations (MD-10) ............................................................................................ 3-4-0-2
Engine Start Procedures............................................................................................................................. 3-4-0-3
Ground Crew Disconnect............................................................................................................................ 3-4-0-4
AFTER START (F)
Amplified After Start Checklist .................................................................................................................... 3-5-0-1
Hyd Manual Pumps Test............................................................................................................................. 3-5-0-2
Air Manual/MD-10 ....................................................................................................................................... 3-5-0-2
BEFORE TAKEOFF (F)
Amplified Before Takeoff Checklist ............................................................................................................. 3-6-0-1
Hyd Manual................................................................................................................................................. 3-6-0-2
Air Manual/MD-10 ....................................................................................................................................... 3-6-0-2
3-0Contents-2
Copyright© 2004, Federal Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
TOC
AFTER TAKEOFF (PM)
Amplified After Takeoff (PM) Checklist........................................................................................................ 3-7-0-1
Hyd Manual ................................................................................................................................................. 3-7-0-1
Air Manual/MD-10........................................................................................................................................ 3-7-0-1
Fuel Manual................................................................................................................................................. 3-7-0-1
IN RANGE (PM)
Amplified In Range (PM) Checklist.............................................................................................................. 3-8-0-1
Fuel Manual................................................................................................................................................. 3-8-0-1
APPROACH
Amplified Approach Checklist...................................................................................................................... 3-9-0-1
BEFORE LANDING (PM)
Amplified Before Landing (PM) Checklist .................................................................................................. 3-10-0-1
AFTER LANDING (F)
Amplified After Landing (F) Checklist ........................................................................................................ 3-11-0-1
APU Manual/MD-10................................................................................................................................... 3-11-0-1
TWO ENGINE TAXI
Amplified Two Engine Taxi Checklist ........................................................................................................ 3-12-0-1
Procedure ..................................................................................................................................... 3-12-0-1
SHUTDOWN
General...................................................................................................................................................... 3-13-0-1
Hyd Manual ............................................................................................................................................... 3-13-0-2
Fuel Manual............................................................................................................................................... 3-13-0-2
POSTFLIGHT PROCEDURES
Amplified Postflight Procedures................................................................................................................. 3-14-0-1
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-0Contents-3
TOC
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
3-0Contents-4
Copyright© 2004, Federal Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-0-0
NORMAL PROCEDURES
GENERAL
This section contains detailed operating procedures
necessary for conducting a normal flight in a safe and
orderly manner. Strict adherence to these procedures
is required. These procedures are designed to be
used with all systems controllers operating in the automatic mode on the MD-11 and with the AIR system in
manual mode on the MD-10.
Procedures are listed in phase of flight sequence,
starting with inspection and preparation of the airplane for flight, and extending through post-flight duties at the destination.
Each checklist prepares the aircraft for the following
phase of flight. Perform the checklist in the given order, unless circumstances require an adjusted sequence. In that case, ensure that the intended checks
and settings are fully accomplished.
FUEL CONSERVATION
Our goal is to save fuel burn whenever possible without jeopardizing safety. A large number of small fuel
savings can accumulate into a very significant overall
fuel cost reduction.
•
MANUAL PROCEDURES
For a system operated in manual mode, crew procedures are in a shaded gray box. First, the crew member responsible is listed (C or F), then the item to be
checked, and finally the crew action or switch position
required.
Saving fuel begins with careful flight planning.
Minimize carrying excess fuel while considering destination, enroute and alternate weather, potential delays, and MEL/CDL items.
Depending upon flight time, 10% or more of
extra fuel is burned just carrying that extra fuel.
NOTE
A rough estimate of the amount of fuel
burned to carry extra fuel can be obtained by using a 4% per 1000 pounds of
fuel per hour of flight caculation. For example, to carry 10,000 pounds of fuel for
6 hours, one would burn 2400 pounds
carrying the additional fuel [.04 X 10,000
X 6 = 2400].
SYSTEM TESTS
Manual system test procedures appear in CFM Chapter 3 Interior Inspection and QRH Chapter 2-16A/216B - Miscellaneous. Use of the CFM or the QRH to
perform all manual system tests is recommended.
SYSTEM OPERATION
Manual system operation procedures appear in the
CFM Chapter 3 and in the laminated cockpit NORMAL CHECKLIST. Use either the abbreviated NORMAL CHECKLIST or the expanded CFM procedures
to perform all manual system operation procedures.
•
Delay APU use as much as practical before
engine start and after landing. Use ground
power when available. However, start the
APU no later than 20 minutes prior to scheduled departure or as required for environmental conditions.
NORMAL OPERATING
PROCEDURES
•
Select the most appropriate runway for takeoff and landing.
The Normal Operating Procedures checklist items are
amplified where necessary to provide more detailed
information. In some cases, additional amplification is
contained in Chapter 7 Training and Evaluation.
•
Use flex/standard thrust whenever operationally possible.
•
Use rolling takeoff whenever operationally
possible.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-0-0-1
NORMAL PROCEDURES
•
•
•
MD-11/MD-10 FLIGHT MANUAL
Use the FMS effectively. Entering cruise
winds, temperature, and descent winds will
help obtain the most accurate FMS calculations. Use ECON for climb, cruise and descent unless directed otherwise by ATC or
company procedure. Use PROF whenever
possible.
See FOM and Chapters 3 and 7.
Captain RFO: duties as directed by the Captain.
The First Officer RFO (when assigned as part of the
flight crew) completes the following:
Use 290 knot Policy Descent for all descents,
unless directed otherwise by ATC.
•
Exterior Inspection.
•
Cabin Inspection.
Fly Optimum Altitude. Step climb when necessary. Cruising 2000 feet above optimum altitude increases fuel burn by 1.4% (MD-11) or
2.0% (MD-10). Cruising 2000 feet below optimum altitude increases fuel burn by 0.6%
(MD-11) or 2.0% (MD-10).
•
Cabin Preparation.
•
Company in range report.
•
Other duties as directed by the Captain. (Assigned duties are always at the Captain’s discretion.)
•
Keep the airplane in trim.
•
Keep the airplane as clean as possible. On
takeoff, clean up on schedule. Delay extending drag devices as much as practical during
descent and approach. However, a stabilized
approach always has a higher priority than
fuel savings.
•
RELIEF FLIGHT OFFICER
If required, hold at the most fuel-efficient altitude available and in a clean configuration at
the FMS optimized holding speed.
CREW DUTIES
LEGEND
Symbols and abbreviations used in the checklist are:
C
Captain
F
First Officer
RFO
Relief Flight Officer
PF
Pilot Flying -The Pilot whose primary responsibility is to safely control the aircraft's flight path regardless of the level of
automation used.
PM/PNF
Pilot Monitoring/Pilot Not Flying - The Pilot whose primary responsibility is to monitor the aircr aft's flight path and the
actions of the PF to detect threats to safety and errors. The PM will communicate
information to counter and correct threats
and errors and assist the PF as necessary.
ALL CREWMEMBERS
Each crewmember is responsible for completing the
designated crew duties of this chapter. When able,
crew members will back each other up to ensure the
accurate accomplishment of normal procedures. All
crewmembers must alertly observe engine and system operations and call any malfunctions to the attention of the Captain. An adequate traffic watch shall be
maintained by all crew members during all phases of
flight, including taxi, except as necessary to accomplish in-cockpit duties.
NOTE
The terms and usage of PM and PNF are
interchangeable. As Chapters and sections of this CFM are revised, PNF will be
superseded by PM.
CAPTAIN
See FOM and Chapters 3 and 7.
All
FIRST OFFICER
ALL CAPS Items displayed in ALL CAPITAL LETTERS are alerts (i.e. ENG___FIRE), panel switch positions (i.e. ON) or
abbreviations as they appear on a panel
or systems display (i.e. 1-3 RMP).
See FOM and Chapters 3 and 7.
3-0-0-2
All crewmembers (and ACMs, if functioning as a part of the crew).
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
As Required
There may be more than one appropriate
configuration varying with condition.
glareshield (to avoid possible FMS anomalies due to
static electricity).
MCDU OPERATION
Normal Checklist Symbols
Accomplish only if system is in manual.
Accomplish amplified procedures on thru flights
Accomplish silently.
*
NORMAL PROCEDURES
Use the following guidelines for the operation of the
multifunction control and display units (MCDU) and
flight control panel (FCP). See also Chapter 7.
•
Actions requiring an input on one of the
MCDU’s for the Flight Management System
(FMS) are normally accomplished by the Pilot
Monitoring (PM). Any inputs which alter the
airplane flight profile should be verified by the
PF before execution.
•
When the AutoFlight mode is engaged, the
controls that affect the flight profile are positioned by the PF. If AutoPilot or AutoThrottles
are OFF, inputs to the flight control panel (except AutoPilot or AutoThrottle engagement)
should be made by the PM at the direction of
the PF. PF should verify all directed inputs
have been made and are correct.
11300003.eps
CHECKLIST FLOWS
Accomplish checklist flows by memory after the Captain or Pilot Flying calls for the appropriate checklist
and prior to the reading of the challenge and response items. The checklist flow consists of the physical positioning or activation of the switch or control in
preparation for the challenge and response. They provide the most efficient sequence in which to accomplish the checklist items.
USE OF NORMAL CHECKLIST
After completion of the normal procedures and flows
for a given task or phase of flight, a checklist is used
to verify that systems are correctly configured and/or
specific actions have been performed.
Checklists are initiated by the Captain or PF by calling for the checklist by name (e.g. “Before Start
Checklist”). The First Officer or Pilot Monitoring will
read the challenge except for the After Landing
Checklist which is accomplished silently by the First
Officer and the Shutdown Checklist which is accomplished silently by the Captain.
Verbal responses, when required, are given by the appropriate crewmember. When the checklist is complete in its entirety, the First Officer, or PM as
applicable, announces “_____ checklist complete.” Interrupted check lists shall be reviewed in their entirety
and resumed at the point of interruption.
The crewmember reading the checklist is responsible
for verifying that the items are completed.
•
When an item called for on the checklist is inoperative respond: “inoperative.”
•
When an item called for in the checklist is not
installed, respond: “not installed.”
Do not store the checklist, the FP/R, or any other
items in the slot between the FCP and the top of the
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-0-0-3
MD-11/MD-10 FLIGHT MANUAL
NORMAL PROCEDURES
STANDARD CHECKLIST FLOWS
In Range
The following are recommended standard flows for accomplishing items on the indicated checklist. They
provide the most efficient sequence in which to accomplish the checklist “do” items.
Captain
PM
2. Seat
sign
belt
3. Wing & runway turnoff
lights
First Officer
1. Ignition
2. Beacon
4. STATUS
page
3. AUX pump
Before Landing
After Start
Captain
First Officer
1. Windshield
anti-ice
Before Start (Below the Line)
Captain
PM
PM
First Officer
1. Thunderstorm lights
1. ANTI-ICE (if
required)
2. Annun LTS
BRT/DIM
2. APU
3. Radio panel
Captain
PM
First Officer
1. Autospoilers
2. ABS (if installed)
After Landing
Before Takeoff (Cleared To Configure)
Captain
PM
First Officer
Rudders
Captain
PM
1. CONFIG
page
2. Autospoilers
3. Flaps
4. Trim
5. Flight
trols
con-
1. Lights
2. APU
3. Spoilers
4. ABS
(if installed)
5. Flaps / Slats
6. WxR
7. Trim
8. Oxygen
After Takeoff
Captain
First Officer
PM
First Officer
1. Spoilers
2. ABS
(if installed)
3. Flap
tor
3-0-0-4
selec-
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
NORMAL PROCEDURES
Shutdown (After All Engines Shutdown)
Captain
PM
First Officer
1. Beacon
2. STATUS
page
3. MCDU
4. IRUs
5. EMER PWR
6. Anti-ice
7. Windshield
anti-ice
8. DEFOG
9. IGN OVRD
10.EMER LTS
11.NO
SMOKE
12.SEAT
BELTS
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-0-0-5
NORMAL PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
MD-11/MD-10 NORMAL CHECKLIST
BEFORE START
Aircraft log
Fuel quantity
BEFORE TAKEOFF
F
❋ Oxygen
CF
IRS
Altimeters
Status page
❋ Takeoff warning
❋ Radar
C
C
Reviewed
_______
Released with ______
Checked
Aligned
_______
Checked
Checked
Checked
Customs forms
F
On board (if req)
Aux pump
Parking brake
Windows
Doors
Beacon
Ignition
C
On
Set/Released
Closed & locked
Closed
On
A/B
C
F
C
CF
C
C
C
CF
C
C
C
Air Manual/MD-10 F
F
F
Fuel Manual
F
F
F
AFTER START
Anti-ice
APU/APU Air
Hyd Manual
F
F
F
F
F
Air Manual/MD-10 F
Bleeds
Isol valves
Packs
Off
On
Off
1,2,3 pumps
L/R aux trans
Tail tnk trans
On
Off
Off
F
F
Off/On
Off
Aux pumps
Off
1,2,3 L pumps
Off
1,2,3 R pumps Ck On
1,2,3 L pumps
On
Bleeds
Isol valves
Packs
F
C
ALL
_______
Checked
Armed
Checked
Zero, Zero, _______
Checked
Complete
Fastened
Spoilers
Flight controls
Trim
F
Hyd Manual
F
1-3,2-3 RMPs
Air Manual/MD-10
F
Bleeds
Packs
CF
F
C
Briefing
Seat belts
C
F
F
C
Flaps
On
Off
On
F
V Speeds
Radar
EAD
FCP
Lights
CF
C
CF
C
F
On/Off
On/Off
Checked
Off/On
Checked
_____ , _____
On
AFTER TAKEOFF
Gear
Flaps & slats
Spoilers
Auto brakes
Flap T.O. sel
EAD
On
PM
PM
Up & lights out
Up & retracted
Disarmed
Off/Not installed
15°/0° Stop
Checked
Hyd Manual
PM
1-3,2-3 RMPs
Off
Air Manual/MD-10
PM
Bleeds
Packs
On
On
PM
PM
PM
PM
PM
PM
Fuel Manual
PM
L/R aux trans Off/On
Tail tnk trans Off/On
Fill valves
Off/Arm
Tnk 2 trans
Off/On
CF
_______
PM
PM
PM
Altimeters
FedEx M-3187 12/04
m-3187p1.pdf
3-0-0-6
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
NORMAL PROCEDURES
MD-11/MD-10 NORMAL CHECKLIST
IN RANGE
AFTER LANDING
PM
APU
Altimeters
Windshld anti-ice
Seat belt sign
Wing&Rwy lights
Status page
Seat belts
CF
ALL
_______
On
On
On
Checked
Fastened
Hyd Manual
PM
1-3,2-3 RMPs
On
Fuel Manual
PM
L/R aux trans
Tail tnk trans
Off
Off
PM
PM
PM
PM
PM
APPROACH
Briefing
Altimeters
Minimums
Navaids
APU Manual/MD-10 F
PM
C
CF
CF
PM
BEFORE LANDING
PM
PM
As required
Spoilers
PM
PF
Auto brakes
Gear
PM
Armed
Checked
______/Not installed
Down, In, 4/3 Green
Checked
_______
Checked
PF
Flaps
PM
PF
*
Lights
Stab trim
Flaps & slats
Auto brakes
Spoilers
Radar
Oxygen pressure
F
F
F
F
F
F
F
F
Off/On
APU Power
Accomplish only if system is in manual.
Accomplish amplified procedures on thru flights.
Accomplish silently.
Select
As required
3°/2° ANU
Up & retracted
Off/Not installed
Retracted
Off
Checked
SHUT DOWN
Complete
_______
_______RA/BARO
Checked
Lights
PM
F
C
IRS
Emergency pwr
Anti-ice
Windshld anti-ice
Defog
Ignition override
Emergency lights
No smoking sign
Seat belt sign
Beacon
Fuel levers
Status page
C
C
Off
Off
Off
Off
Off
Off
Off
Off
Off
Off
Off
Checked
Hyd Manual
C
1-3,2-3 RMPs
Off
Fuel Manual
C
1,2,3 Pumps
Off
C
Complete/Deferred
Debrief
C
C
C
C
C
C
C
C
C
C
Legen d
FedEx M-3187 12/04
m-3187p2.pdf
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-0-0-7
NORMAL PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
3-0-0-8
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-1-0
EXTERIOR INSPECTION
EXTERIOR SAFETY CHECK (C)
The preflight inspection begins as soon as the crew
approaches the airplane. To preclude injury to personnel or damage to equipment, the following procedures
are normally accomplished by the Captain prior to application of electrical, hydraulic, and/or pneumatic
power to the airplane. These will ensure safe start-up
of the APU and airplane electrical, hydraulic, and
pneumatic components.
CAUTION
Visually check the airplane for maintenance personnel working. If any flight
control area is not clear or the main gear
doors are open, do not pressurize hydraulic system until cleared by maintenance.
CAUTION
MD-11 and MD-10-30 - Do not chock
the center gear; the center gear must
be free to travel with its strut during
loading/unloading or fueling/defueling.
Flight Control
Surface Area
Clear
Flap & Slat Position
Observe
Observe the position of the flaps and slats. Normally the flaps and slats should be up/retracted. If
any other conditions exist, contact maintenance
prior to the application of hydraulic power.
Main Gear Doors
Closed
If the main gear doors are not closed, contact
maintenance.
APU Exhaust/Intake
Nose
Secure
Area
Clear
Prevent CG problems with one of:
•
NLG tethered to ramp.
•
NLG tethered to tug (not to tow bar).
•
NLG attached to weight trailer.
•
Alternative loading methods:
-
Ballast pallet.
-
Sequential loading.
CAUTION
Do not tether across the NLG glideslope antenna reflectors (MD-11).
Wheels
Secure
Prevent aircraft rolling problems with one of:
•
L and/or R main wheels chocked.
•
Tug attached to NLG with tow bar.
20 June 2001
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
3-1-0-1
MD-11/MD-10 FLIGHT MANUAL
EXTERIOR INSPECTION
Exterior Inspection Flow
START
4
8
3
7
10
NR
NL
TIRE/WHEEL NUMBERING
9
2
6
1
5
MD-11 AND
MD-10-30 ONLY
11300004.eps
3-1-0-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
20 June 2001
MD-11/MD-10 FLIGHT MANUAL
EXTERIOR INSPECTION (F)
EXTERIOR INSPECTION
•
Avionics compartment cooling exhaust port Clear.
•
Left angle of attack sensor - Undamaged.
•
Oxygen blowout disc (green disc on the lower
left side) - Intact.
Nose Gear & Wheel Well Check
•
Forward avionics door closed - Handle stowed.
•
Tires - No damage, inflated.
•
•
Wheels - Undamaged, no missing mounting
nuts, hubcap secure.
Pitot tubes - Covers removed, unobstructed,
and undamaged.
•
Strut extension - Strut inner cylinder visible, no
leaks.
Radome - Latched/undamaged, lightning strips
intact.
•
TAT probe - Undamaged.
•
Glideslope antennas - Undamaged. (MD-11)
•
Right angle of attack sensor - Undamaged.
•
Nose gear steering cylinders, hydraulic lines,
control cables - Undamaged, no leaks.
•
Conditioned air ground connection doors Latched.
•
Landing/taxi lights and lens - Undamaged.
Lens may have minor blackening.
•
No. 3 pack inlet and exhaust area - Clear.
•
Right forward cabin door - Undamaged.
•
Gear pin - Removed.
•
Right landing light and lens - Undamaged.
•
Main cargo door hydraulic system reservoir,
pump and lines - No leaks.
•
No. 3 air conditioning compartment door Latched.
•
Wheelwell condition - Hydraulic lines, electrical conduits, control cables, view port undamaged, no leaks, insulation blanket secure.
•
ADG door - Closed.
•
Ground shift rod - Secure, not bent.
•
Antennas - Clean and undamaged.
•
Aft avionics compartment door - Closed/handle locked.
•
Static ports - Uncovered, undamaged, not deformed and free of foreign objects.
•
Nose tether - Attached at those ramp locations with tether capability. Weight trailer is an
approved substitute for the nose tether. Alternative loading methods, i.e., ballast pallet, sequential loading, is approved if a tether or
weight trailer is not available.
•
Mid cabin door - Undamaged.
•
Forward cargo door - Undamaged. If closed,
check the vent door and handle are flush, the
door lock pins “engaged” and visible; cargo
door control panel access closed and latched.
•
Cabin pressure relief valves - Checked and
flush. Appearance of a red indication under the
pressure relief valve flapper indicates the valve
has cycled and the door has not been reset,
contact maintenance.
Inspect the following areas for proper configuration
and acceptable conditions. If any conditions are in
question or airframe damage is noted, contact maintenance.
•
Nose Section
Check
Right Forward Fuselage Check
•
External power receptacle - Compartment and
door undamaged. The door must be latched if
not in use.
•
No. 1 and 2 pack inlet and exhaust area Clear.
•
Wing and runway turnoff lights/lens - Undamaged.
•
No. 1 and 2 air conditioning compartment
doors - Latched.
•
Overwing cabin door - Undamaged.
•
External ground pneumatic connection doors Latched.
•
Left landing light and lens - Undamaged.
•
Left forward cabin door - Undamaged.
20 June 2001
Lower Center Fuselage
Check
•
CAC door - Closed/handle flush.
•
Aux fuel tank level sticks - Flush/no leaks.
(MD-11 and MD-10-30)
•
Brake cooling air scoops - Clear.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
3-1-0-3
EXTERIOR INSPECTION
Right Wing and Engine
MD-11/MD-10 FLIGHT MANUAL
Check
•
Outboard flap - Undamaged, no leaks.
•
Inboard slat - Undamaged, retracted.
•
Inboard aileron - Undamaged, no leaks.
•
Access doors - Latched and fuel level sticks
flush with no leaks.
•
Inboard flap/fairings - Undamaged, no leaks.
•
Engine pylon and cowling doors - Undamaged, access door s c losed and latched,
strakes secure.
•
Engine inlet lip, acoustic panels, fan blades,
and nose dome - Secure, undamaged, uncovered.
•
MD-11 - FADEC and ice detector probes - Secure and undamaged.
•
PW - Engine inlet P2 probe uncovered and undamaged.
•
PW - Inboard and outboard engine static portsuncovered, undamaged and free of foreign objects.
•
Thrust reversers - Stowed and undamaged.
Red unlock indicators (if installed) not extended.
•
Engine tail section - Undamaged.
•
Refueling Door - Closed and three latches secured.
Right Landing Gear
•
Tires - No damage, inflated.
•
Strut fairing - Undamaged, secure.
•
Down lock mechanism and overcenter spring Secure.
•
Gear Support members - Undamaged.
•
Hydraulic lines - Secure, no leaks.
•
Strut extension - Strut inner cylinder visible, no
leaks.
•
Wheels - Undamaged, no missing mounting
nuts, hubcap secure.
•
Retract cylinder and anti-skid valves - No
leaks.
•
Gear pin- Removed.
•
Gear door handle - Up.
•
Wheelwell condition - Hydraulic lines, electrical conduits, control cables, view port undamaged, no leaks.
Center Landing Gear
CAUTION
If not secured with all three latches, the
refueling door may open with aerodynamic forces, get caught in the slats, and
cause extensive damage.
Check
Check
(MD-11 and MD-10-30)
•
Chocks - Not installed.
•
Tires - No damage, inflated.
•
Strut extension - strut inner cylinder visible, no
leaks.
•
Strut pressure gage - Indicating normal.
•
Outboard slats - Undamaged, retracted (may
have slight droop).
•
Gear pin - Removed.
•
Outboard fuel level sticks - Flush, no leaks.
•
Center gear doors and cooling ducts - Clear
and undamaged.
•
Fuel vent - No leaks.
•
•
Wing tip, winglet (if installed)- Undamaged,
static discharge masts secure.
Wheelwell condition - Hydraulic lines, electrical conduits, control cables, no leaks.
•
Navigation and hi-intensity lights/lens - Undamaged.
•
Outboard aileron and trailing edge - Undamaged.
•
Static discharge masts - Secure.
•
Fuel dump pipe - Clear, undamaged.
3-1-0-4
Right Aft Fuselage
Check
•
Lower collision light and antennas - Undamaged.
•
Center cargo door - Undamaged. If closed,
checked secure.
•
Drain masts, #3 VHF antenna and underside
of fuselage - Observe no evidence of tail strike.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
20 June 2001
MD-11/MD-10 FLIGHT MANUAL
•
Right aft cabin door - Undamaged secure.
Tail Section
Check
•
No. 2 engine inlet - Undamaged, uncovered.
•
Vertical stabilizer - Undamaged, no leaks.
•
Rudders - Undamaged.
•
Doors, vents and drain masts - Secured, dry
and clear.
•
Tail cone access door - Closed, hinge fairings
intact and secure.
•
Right horizontal stabilizer and elevator - Undamaged.
•
Inboard elevator section - Up/latched.
•
Aft tail cone latches - Secure.
•
Static discharge masts - Secure.
•
No. 2 engine cowling doors - Secured.
•
Fan reversers - Stowed and undamaged. Reverser unlock indicators (if installed) not extended.
•
Left horizontal stabilizer and elevator - Undamaged.
•
Tail tank fuel measuring sticks - Secured. (MD11)
•
Tail tank fuel vent - Clear. (MD-11)
Left Aft Fuselage
•
Main cargo door - Undamaged. If closed,
check secure.
•
Wing and turnoff lights/lens - Undamaged.
Check
•
Left aft cabin door - Undamaged, secure.
•
Aft cargo door - Undamaged. If closed, check
secure.
•
APU external fire control panel closed and
latched.
Left Landing Gear
EXTERIOR INSPECTION
Check
See right landing gear.
Left Wing and Engine
Check
See right wing and engine.
Left Forward Fuselage
Check
•
Static ports - Uncovered, undamaged, not deformed and free of foreign objects.
•
Overwing cabin door - Undamaged.
•
Cabin pressure outflow valve - Open and clear.
•
Potable water service panel - Secured.
20 June 2001
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
3-1-0-5
EXTERIOR INSPECTION
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
3-1-0-6
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
20 June 2001
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-2-0
INTERIOR INSPECTION
COCKPIT SAFETY CHECK (C)
Emergency Power SwitchOff
Verify that the EMER PWR switch is in the
OFF position. If the airplane is electrically powered verify EMER PWR OFF light is illuminated.
Fuel Dump Switch
Flap/Slat Handle
Verify that the flap handle position correctly reflects the actual position of the flaps/slats observed during the exterior safety inspection.
NOTE
If maintenance is being performed,
coordinate with ground maintenance
personnel before pressurizing any hydraulic system or moving any flight
control surface.
Off
Verify that the switch is off, covered and guarded. (Yellow hash marks visible on the side of
the switch.)
Windshield Wipers
Off
Landing Gear Lever
Down/In
Check
Fuel Levers
Off
Radar
Off
NOTE
If the airplane is electrically powered:
•
Check for four green lights (Three
green lights for MD-10-10).
•
Check that the center gear isolation
switch ON light is extinguished (MD-11
and MD-10-30).
WARNING
If the main gear red and green lights
are on simultaneously, consult maintenance prior to the application of hydraulic power.
Parking Brake
Released
Release parking brakes only if main gear is
chocked.
CAUTION
MD-11 and MD-10-30 aircraft must
not be uploaded, downloaded or fueled with the parking brakes set.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-1
INTERIOR INSPECTION
MD-11/MD-10 FLIGHT MANUAL
COCKPIT INSPECTION (C)
CAUTION
Contact maintenance if there are any discrepancies or
a question arises during the cockpit inspection.
Aircraft Log
DO NOT reset any tripped fuel pump
circuit breakers.
One reset of any other tripped circuit
breaker may be attempted only after
maintenance has determined the
cause of the trip and has determined
that the circuit breaker may be safely
reset.
On Board & Review
If the Aircraft Maintenance Log is absent,
check with a mechanic or call maintenance to
ensure it is safe to continue aircraft preflight.
Refer to FOM Chapter 4 for items to be reviewed.
Aircraft Publications
Indiscriminate pulling and resetting of
circuit breakers for systems or components may cause unanticipated results
because
of
system
interrelationships.
Stowed
Required publications:
•
CFM
•
MEL/CDL
•
DOT Emergency Response Handbook (cockpit door pouch).
Right Observer Life Vest Stowed
Check the view port on the back part of the
seat.
Desired Publications (Make EAML entry. Dispatch.):
•
Quick Reference Handbook (QRH) (2) (CFM
may substitute).
•
Normal Checklists (2) (CFM may substitute).
•
Navigation briefcase (at least one copy of each
navigation chart required for the flight must be
on board).
Performance Computer
Right Observer
Interphone
MIC
Place the microphone switch to the MIC position.
Right Observer Oxygen
Check
Check with same procedure as for the Captain
oxygen/smoke goggles in Flight Deck Preparation.
On Board
Check for a spare set of batteries (APLC).
Spare Bulbs
Circuit Breakers
Check
Observe all circuit breaker panels and verify
circuit breakers are set. (Some may be pulled
and placarded or collared as required).
Check
At least 50% present.
Aft Observer Oxygen
Check (if installed)
See right observer oxygen check (no radio
panel).
Aft Observer Life Vest
Stowed (if installed)
Located in the storage compartment under the
aft observer seat.
Gear Pins/Nose Steering
Bypass Pin
Check/Stowed
Four (three for MD-10-10) gear pins should be
stowed. (The nose wheel steering bypass pin
may not be present.)
Located in either the:
•
3-2-0-2
Life vest storage compartment under the aft
observer seat. (if installed)
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
•
Storage compartment above the coat closet.
Fire Extinguisher
Two pair (one rubber pair and one leather pair).
NOTE
If dangerous goods are not carried
(those required by regulation to be accessible in flight), dangerous goods
gloves are not required.
Demonstration Life Vest Stowed
Located in the storage compartment above the
coat closet, if required.
Stowed
Check the bottle pressure indicator is in the
green band, pin installed and the shear wire is
secure.
Dangerous Goods GlovesCheck/Stowed
Located in the storage compartment above the
closet.
INTERIOR INSPECTION
Portable Oxygen
Cylinder(s)
Check/Stowed
Check the following:
•
Oxygen pressure indicates a minimum of 1800
pounds.
•
Hose and mask are in good condition.
•
Diluter lever is in the DEMAND position.
Crash Axe
Stowed
Captain Lifevest
Stowed
Check the view port on the back of the seat.
NOTE
Use of a demonstration life vest is required for jumpseater briefing on extended overwater flights as defined by
the FOM. DO NOT open and use an
actual emergency life vest for the
jumpseater briefing.
Escape Rope (C)
Check/Stowed
Escape Rope (F)
Check/Stowed
First Officer Lifevest
Stowed
Check the view port on the back of the seat.
Protective Breathing
Equipment
Check/Stowed
•
Stowage case - undamaged (Do not open
stowage case for inspection).
•
Humidity indicator in view glass - blue in color.
•
Located in the compartment above coat closet.
Exemption Kit
Stowed
Located in the compartment above the coat
closet.
First Aid Kit
Stowed
Located in either the:
•
Shelf above the coat closet.
•
Floor of the coat closet.
Left Observer Oxygen
Check
See right observer oxygen check.
Left Observer Life Vest
Stowed
Located in the pouch at the base of the seat.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-3
INTERIOR INSPECTION
MD-11/MD-10 FLIGHT MANUAL
Captain’s Cockpit Flow
NOTE
MD-11 Panels depicted. Flow
directions are same for MD-10.
cpt_flow.ps
3-2-0-4
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
INTERIOR INSPECTION
FLIGHT DECK PREPARATION (C)
Electrical Power
Complete the Flight Deck Preparation prior to each
flight.
Before starting APU, perform an engine/APU fire
test. With EXT PWR available, start the APU (if required) no later than 20 minutes before block out.
MD-11 and MD-10 overhead panels are alike. Systems and components not installed on the MD-10
have “INOPERATIVE” placards or lights, and inoperative switches are covered by a black guard.
At en route stops (through flights) the Captain completes the flow to assure proper switch position and
configuration. The amplified procedures tests (e.g.,
annunciator lights, engine/APU fire test, etc.) are not
required to be accomplished. The Before Start checklist items marked with an asterisk (*) (oxygen, takeoff
warning and radar) will be checked per the amplified
procedures.
WARNING
If the cockpit is unpowered, complete the
following before applying electrical power (to avoid damage to equipment and injury to personnel):
Apply
CAUTION
DO NOT start the APU until the APU
intake and exhaust areas are clear.
APU (MD-11)
1. Push the APU PWR switch (ELEC panel).
The APU PWR AVAIL light blinks with the
APU in its start cycle.
2. When the start cycle is complete, observe
the following illuminate on the ELEC panel
and/or SD:
-
APU PWR AVAIL and ON lights.
-
AC TIE 1, 2 and 3 blue ARM lights.
-
GEN 1, 2, and 3 blue ARM lights.
-
EMER PWR OFF light (EMER PWR
switch not yet ON).
•
Exterior Safety Check.
•
Cockpit Safety Check.
•
Two items in Cockpit Inspection:
3. Observe the following lights extinguish:
-
-
AC 1, 2, and 3 OFF lights.
-
All BUS OFF lights for powered buses.
-
EAML Check & On Board (or coordinate with Mx).
Circuit Breakers - Check.
Battery Switch
CAUTION
On
Verify the BAT switch is on, guard is closed
and observe BAT BUS OFF light is extinguished.
NOTE
An aural warning sounds with the
BAT switch ON, if the aircraft is on the
ground, and AC buses are not powered.
The BAT CHARGING alert may display as a normal result of an APU
start. This alert should extinguish
within 2 to 5 minutes. Taxi is permissible, but do not takeoff with the BAT
CHARGING alert.
APU (MD-10)
CAUTION
After an unsuccessful APU start, do
not attempt another start until after
the APU shutdown cycle is complete.
1. Verify APU AIR switch is OFF.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-5
MD-11/MD-10 FLIGHT MANUAL
INTERIOR INSPECTION
2. Push the APU START/STOP switch (APU panel) and observe the ON light flashes.
5. External Power
If AC power is being supplied by an external
power source, EXT PWR AVAIL and ON lights,
GEN 1, 2, and 3 blue ARM lights and EMER
PWR OFF light will be illuminated.
The APU PWR AVAIL light on the electrical
panel blinks with the APU in the start cycle.
When the start cycle is complete, the START/
STOP ON and APU PWR AVAIL light illuminates steady.
When external power is no longer required, select/verify that the external power switch is off.
NOTES
NOTE
If the APU will not start, push the APU
START/STOP switch and observe the
OFF light illuminates. The OFF light
will extinguish after the 3 minute APU
shutdown cycle. Refer to Chp. 4 Supplemental Procedure - APU Operation
Control System Standby.
Do not allow the external power plug to
be removed until after the EXT PWR
switch is pressed and its ON light extinguishes.
Serviceables
•
MD-11 - Engine oil quantity should indicate at
least 17 quarts within 30 minutes after engine
shutdown. If less than 17 quarts, contact maintenance to determine if adequate oil quantity
was present when checked within 30 minutes
after shutdown.
•
MD-10 - Engine oil quantity: 12 quarts domestic, 17 quarts international.
•
MD-11 - Check tire pressure and brake temperature indications are displayed in white.
CAUTION
The BAT CHARGING alert may be display as a normal result of an APU
start. This alert should extinguish within 2 to 5 minutes. Taxi is permissible,
but DO NOT takeoff with the alert displayed (MD-10).
3. Verify the APU GEN RESET OFF light is extinguished.
NOTE
Tire pressure 11% below normal causes a
TIRE PRES LO alert before takeoff.
NOTE
If the electrical system is in manual
and the APU GEN RESET OFF light is
illuminated, push and release the
switch. Observe the OFF light extinguishes. If the light remains illuminated, call maintenance.
4. Verify APU PWR AVAIL light on electrical panel is illuminated. Push the APU PWR switch
and observe ON light illuminates. The AC and
DC 1, 2, and 3 off lights extinguish. AC TIE 1,
2, and 3 ARM lights illuminate. All BUS OFF
lights for powered buses will extinguish.
NOTE
If APU PWR AVAIL light is no longer illuminated or APU PWR ON light will
not illuminate verify normal APU operation.
3-2-0-6
Check
Tire pressure difference of 15% between
tires on one axle causes a TIRE PRES
DIFF alert before takeoff.
Normal (not mandatory) tire pressures
are:
•
-
Nose Gear - 180 psi.
-
Main Gear - 210 psi.
-
Center Gear - 176 psi.
MD-10-30 - Check brake temperature indications (if installed) are displayed in white.
STATUS Page
Check
Push the STATUS switch and review all items on
the status page. Consult the MEL and/or maintenance for all items not covered in the AML.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
NOTE
The MAINT column of the STATUS
page on the system display (SD) is intended to alert maintenance personnel to items requiring maintenance
action. Some MAINT alerts, however,
may require the flight crew to verify
proper maintenance action has been
taken.
5. All 8s appear in the display windows on the
FCP and the Communication Radio Panels
(CRPs).
6. Scan the instrument panel for flight director
and EIS source switching lights, PFDs, NDs,
EAD, and SD testing.
7. Verify the AIR SYSTEM TEST alert is displayed on the EAD and release the ANNUN LT
TEST button.
The MANF lights on the overhead panel will remain on for approximately 50 seconds.
WARNING
If Level-1 alerts display, refer to
Chapter 2-0 for the Level-1 Action
Code.
If the AIR MANF TST FAIL, AIR SYS
TEST FAIL, or ENG DUCT TST FAIL
alerts are displayed do not pressurize
the airplane's pneumatic system.
IRU Mode Selectors
Verify IRU Mode Selector Switches are OFF.
•
Place the IRU Mode selectors to NAV.
NOTE
During flight Deck Preparation, the IRU
MODE selectors should be initially set to
the OFF position. If in NAV, place all three
mode selectors to OFF for more than 5
seconds and select NAV as prescribed
above.
Test
WARNING
If the AIR MANF TST FAIL alert displ ay s, do n ot p re ss ur iz e the air plane’s pneumatic system.
NAV
•
Annunciator Lights/
Air System
INTERIOR INSPECTION
•
Observe the flashing master warning lights and
aural warnings indicating the cabin and cargo
fire test.
1. MD-11 - Verify the AIR system is in automatic
mode (unless deferred).
Verify the trim air OFF light is extinguished.
2. Push and hold the ANNUN LT test button.
3. Verify the aural overspeed warning sounds.
4. Scan all panels. Observe all annunciator lights
illuminate except:
-
GLY EXT PWR - (aft OVHD) (INOP).
-
MAINT INTPH ON - (fwd OVHD).
-
MIC and IDENT ON - (Pedestal).
-
Parking Brake Light (MD-10) - (Pedestal)
-
Engine and APU fire indications - (OVHD,
GCP and pedestal).
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-7
MD-11/MD-10 FLIGHT MANUAL
INTERIOR INSPECTION
NOTES
NOTE
If moving the IRU selectors to NAV
does not initiate the test, or CRG
FIRE TST FAIL alert is displayed on
the EAD, press and hold the CARGO
FIRE MANUAL TEST switch until
CARGO FIRE TEST Level - 0 Alert is
displayed on EAD. If the CARGO
FIRE TEST level - 0 Alert will not initiate or if a subsequent CRG FIRE
TST FAIL alert is displayed, contact
maintenance.
These switches are only active if their
associated temperature selector is in
the MAN position.
Cargo Temperature
MD-11
Set the CARGO TEMP FWD and CARGO TEMP
AFT selectors to an appropriate temperature.
NOTE
MD-10-30 — During the test on some
aircraft, the “CRG FLO FWD DISAG”
alert may be illuminated.
MD-10 — During the test, the AFT
HEAT light will not illuminate. Aft Heat
Detectors are not installed in the MD10. The Cargo Fire Panel is a common part number for MD-11/MD-10
ai r cr a ft. O n t he MD -1 0, th e A FT
HEAT light will illuminate during the
Annunciator Lights Test but not during the Cargo Fire Test.
CVFDR/CVR
Test
CVFDR
Press and hold CVR TEST button and observe CVR FAIL and FDR FAIL indicators illuminate.
Release the button and observe the indicators
extinguish. (After release the indicators may
remain illuminated from 1 to 5 seconds.)
As Required
An erroneous CRG TEMP CTR OFF
alert will display when the AFT CARGO TEMP selector is moved to the
full cold position.
MD-10
Verify CARGO HEAT switch is in NORM.
NOTE
FWD CARGO TEMP selector is on
upper maintenance panel.
FADEC Mode Panel
Check (MD-11)
•
Ensure that the FADEC SELECT ALTN ENG
1, ENG 2 and ENG 3 lights are extinguished.
•
If any of the FADEC mode lights are illuminated contact maintenance.
•
Verify ENG IGN OFF light is illuminated, and
the ENG IGN A, B and OVRD switch lights are
extinguished.
CVR
Press and hold the CVR TEST button and observe the STATUS LED illuminates green.
Release the button and observe STATUS LED
extinguishes.
Gen Bus Fault Reset
Check
Ensure the BUS___ FAULT lights are not illuminated. If illuminated, contact maintenance.
Trim Air Panel
Set (MD-10)
Verify all three switches are in the center position.
NOTE
If the overboost bar on the throttle quadrant has been activated, the FADEC system will switch to ALTN mode during
engine start. If this occurs, reset FADEC
as required.
Engine Fire Handles
Stowed/Lights Out
Verify the fire handles are stowed and plastic covers are closed. Observe the ENG fire handle lights
and the AGT___LOW lights are extinguished.
Hydraulic Control Panel Check
3-2-0-8
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
WARNING
HYD MANUAL PRESSURE TEST
(Continued)
Before performing a HYD PRESS test
or pressurizing any hydraulic system
verify that all control surfaces are
clear.
•
Verify HSC-AUTO.
•
Push the HYD PRESS TEST switch.
C
C
On
1-3 RMP
Off
Push 1-3 RMP switch and observe the ON light extinguishes and SYS 1 pressure decreases.
C
2-3 RMP
On
Push 2-3 RMP switch and observe the ON light illuminates and SYS 2 pressure indication displays
in white.
CAUTION
If it is necessary to terminate the hydraulic pressure test before it is complete,
push the HYD PRESS TEST switch. Terminating the check by any other means
may cause the HSC to lock up, requiring
maintenance action.
C
2-3 RMP
Off
Push the 2-3 RMP switch and observe the ON light
extinguishes and SYS 2 pressure decreases.
C
AUX Pump 1
Off
Push AUX PUMP 1 switch and observe the ON
light extinguishes and SYS 3 pressure indication is
displayed in white.
•
Check the EAD for alerts.
•
Upon completion of the test, verify that no hydraulic alerts are displayed.
•
If the hydraulic pressure test fails, re-test the
system. If the test fails again, contact maintenance.
If the hydraulic system MANUAL light is illuminated, the system is being operated in the manual
mode or an automatic HYD PRESS test is not possible. Perform the hydraulic manual test procedure.
HYD MANUAL PRESSURE TEST
Hydraulic
System Display
1-3 RMP
Push 1-3 RMP switch and observe the ON light illuminates and observe the SYS 1 pressure indication is displayed in white.
Observe the test light illuminates and the HYD
PRES TEST alert appears on the EAD.
C
INTERIOR INSPECTION
Select
C
AUX Pump 2
Off
Push AUX PUMP 2 switch and observe the ON
light extinguishes and SYS 3 pressure decreases.
ELEC Control Panel
Check
•
Check the SMOKE ELEC/AIR selector is in
NORM.
•
Check DRIVE DISC 1, 2 and 3 and CAB BUS
switches are guarded and all lights are extinguished.
•
Move EMER PWR selector to ARM and verify
the OFF light is extinguished. ON light illuminates during emergency test. After the test, ensure that EMER PWR TST FAIL alert is not
displayed.
Select the hydraulic system display on the SD.
C
AUX Pump 1
On
Push AUX PUMP 1 switch and observe the ON
light illuminates and SYS 3 pressure indication is
displayed in white.
C
AUX Pump 2
On
Push AUX PUMP 2 switch and observe the ON
light illuminates.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-9
MD-11/MD-10 FLIGHT MANUAL
INTERIOR INSPECTION
CAUTION
NOTE
EMER PWR ON light will illuminate up to
30 seconds. If the emergency power light
does not illuminate, verify the BAT switch
is ON, Engine FUEL Levers are OFF and
all buses are powered by external or APU
electrical power. Reinitiate preflight check
by moving EMER PWR selector from OFF
to ARM. If the emergency power test fails,
EMER PWR TST FAIL alert will be displayed on the EAD.
A manifold failure during APU operation could result in structural damage
to the airplane.
The ESC will not automatically shut
down the APU load bleed valve for a
manifold failure.
External Pneumatic Source
Refer to Chp. 4 Supplementary Procedures.
CAUTION
BAT CHARGING alert is displayed when
the battery is not sufficiently charged. Taxi
is permitted but do not take off with a BAT
CHARGING alert.
External Conditioned Air
No crew action is required.
AIR MANUAL or MD-10
See AIR MANUAL/MD-10 procedure, which
assumes that air is supplied by the APU:
There are no ELEC-MAN tests.
AIR MANUAL/MD-10
If the APU is supplying AC power, the GEN 1, 2
and 3 blue ARM lights and the AC Tie 1, 2 and 3
blue ARM lights will illuminate. All other lights
should be off.
C
If EXT PWR is supplying AC power, the GEN 1, 2
and 3 blue ARM lights will illuminate.
When external power is no longer required, select/
verify that the external power switch is off.
NOTE
Do not allow the external power plug
to be removed until after the EXT
PWR switch is pressed and its ON
light extinguishes.
Check
•
Check for normal configuration.
•
Check the CABIN AIR switch is guarded.
•
Check that the NO MASKS switch is guarded.
Air Conditioning
As Required
Before applying conditioned air ensure that the
cabin press control panel is in the automatic mode
and the CABIN PRESS (outflow) valve is open.
APU (MD-11)
Select
Select the AIR synoptic page.
C
APU
Start
See “Electrical Power Apply” above.
C
APU AIR
On
Push the APU AIR switch on the AIR panel to open
the APU isolation valve.
C
Isol Valves
On
Push the 1-2 and 1-3 ISOL switches. Observe the
DISAG lights illuminate briefly, and that the 1-2 and
1-3 ISOL and APU AIR ON lights illuminate.
C
AIR Panel
AIR Synoptic
Packs
On
MD-11
Push each pack switch and observe that the
FLOW and OFF lights on the AIR panel are extinguished.
MD-10
Push each PACK switch and observe OFF lights
extinguish.
On the ground, to help control noise levels, operating 1 or 2 PACKS is acceptable.
Press the APU AIR switch on the air system
control panel.
3-2-0-10
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
INTERIOR INSPECTION
AIR MANUAL/MD-10
FUEL MANUAL
(Continued)
(Continued)
C
Temperature
Adjust
Adjust zone temperatures by using the cockpit,
courier and cargo temperature selectors. When
conditions stabilize check the air system display for
appropriate temperatures.
Fuel Panel
Check
Verify FSC-AUTO.
If FSC-AUTO, selecting manual turns on the 1, 2
and 3 pumps, AUX TANKS L and R TRANS
pumps (if installed) and TAIL TANK TRANS pumps
(MD-11). Tank 2 TRANS PUMP will remain in its
previously selected position.
Switching from auto to manual and immediately activating pump switches does not give the Fuel System Controller (FSC) manual reversion logic
enough time to coordinate pump sequence.
If the pumps get out of sequence, select auto, then
manual, and allow at least four (4) seconds for the
FSC to coordinate the pump sequence before selecting any pumps.
C
ALL Aircraft
If Fuel System is in Manual, comply with FSC Manual fuel distribution procedure in Chp. 4. Perform the following FUEL MANUAL preflight check
after fueling is complete:
FUEL MANUAL
C
Fuel Synoptic
Check
Push each tank pump switch and verify that the
OFF light extinguishes and that the LOW lights illuminate briefly.
On the fuel SD, verify that each pump indicates ON
and that no pump indicates low pressure.
Push each tank pump switch to OFF and observe
the OFF light illuminates and that the fuel SD indicates each tank pump is off.
C
Fill Valves
Check
Push and hold tank 1 and 3 FILL switches to ARM
and observe ARM lights illuminate and remain
armed while the switch is held. On the fuel SD, observe the fill valve spigots are displayed.
If the FILL switches remain armed, push the tank 1
and 3 fill switches to disarm and observe the ARM
lights extinguish. On the fuel SD, observe the fill
valve spigots are no longer displayed.
NOTE
MD-11
After c ompletion of refueling, if the aircr aft
MTOGW is 630.5, the FSC may automatically
transfer fuel to the tail tank to comply with H fuel
distribution and achieve the 7.5/1.0 Aux/Tail ration.
Boost Pumps
Tank 1 and 3 fill valves will remain armed after the switch is released and spigots will remain displayed if tank 2 contains more than
40,000 lbs.
C
Xfeeds
Check
Push each XFEED switch to ON and observe the
ON light illuminates; DISAG light illuminates momentarily as the valve transitions to ON. Observe
that the crossfeed valves are open on the Fuel SD.
Push each XFEED switch off and observe that the
ON light extinguishes, the DISAG light will illuminate momentarily as the valve transitions to off (ON
light extinguishes). Observe that the crossfeed
valves are closed on the fuel SD.
Select
Select the fuel system synoptic page.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-11
INTERIOR INSPECTION
MD-11/MD-10 FLIGHT MANUAL
FUEL MANUAL
FUEL MANUAL
(Continued)
(Continued)
Trans Pumps
C
Check
Push tank 1, 2 and 3 TRANS switches to ON. Observe each LOW light illuminates momentarily and
ON lights illuminate steady.
On the fuel SD, observe tank 1, 2 and 3 TRANS
switches indicate ON and no pump indicates LOW
pressure.
Push 1, 2 and 3 TRANS switches OFF and observe ON lights extinguish. On the fuel SD, observe each pump indicates off.
AUX Trans Pumps (if installed)
C
Check
C
Tail Tank Trans/ALT Pumps (MD-11)Check
If the tail tank contains usable fuel, push the TAIL
TANK TRANS and ALT Pump switches to ON and
observe the associated LOW light illuminates momentarily and ON light illuminates steady. On the
fuel SD, observe each pump indicates ON, no
pump indicates LOW pressure and the upper AUX
fill valve spigot is shown ARMED/OPEN.
Push the TAIL TANK TRANS and ALT Pump
switches OFF and observe the ON lights extinguish. On the fuel SD, observe each pump indicates off.
If the AUX tanks contain usable fuel, push AUX
tanks L and R TRANS switches to ON. Observe
each LOW light illuminates momentarily and ON
light illuminates steady.
Fuel Dump, Emergency
On the fuel SD, observe each pump indicates on
and no pump indicates LOW pressure for a tank
that contains usable fuel. Observe the upper AUX
fill valve spigot is shown ARMED/OPEN.
Ensure that the fuel dump, fuel dump EMER STOP
and MANF drain switches are guarded.
Push tank 2 FILL switch to ARM and observe ARM
light illuminates. On the fuel SD, observe that the fill
valve spigot is displayed.
Stop and Manifold Drain
Switches
Engine/APU Fire Test
Guarded
Test
MD-11 - Push and hold the ENG/APU fire test button (OVHD).
MD-10
NOTE
•
Verify engine 1, 2, and 3 loops and APU loops
switches are in BOTH (unless deferred).
Tank 2 fill valve will not remain armed without an auxiliary transfer pump.
•
Simultaneously push and hold LOOPS A TEST
and LOOPS B TEST switches.
ALL - observe all ENG and APU fire indications:
Push the AUX tanks L and R TRANS switches OFF
and observe the ON lights extinguish and the ARM
light for the tank 2 fill switch extinguishes when both
L and R TRANS switch ON lights are no longer illuminated.
On the fuel SD, observe that each pump indicates
off and the fill valve spigot for tank 2 is no longer
displayed.
3-2-0-12
•
MD-10 - all loop lights illuminate.
•
3 engine fire handle lights.
•
APU fire handle light.
•
3 engine FUEL Levers illuminate.
•
Master warning lights flash (with AC power).
•
Fire bell sounds accompanied by an attention
tone and voice warning. (with AC power).
•
ENG 1, 2, 3 FIRE and APU FIRE alerts display on the EAD (with AC power).
•
Push either master warning light to extinguish
both lights and silence the aural warnings (with
AC power).
•
Release the ENG/APU FIRE or the LOOPS A
and B test switches.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
INTERIOR INSPECTION
•
If the EIS is operational, fire messages display
during the test.
CABIN PRESSURIZATION
MANUAL
•
Master warning light and fire bell will not operate and fire alerts will not display on EAD and
SD unless normal or emergency AC power is
available.
(Continued)
•
If Engine/APU fire test is completed using only
battery power, the test must be repeated after
AC buses are powered.
Automatic Flight System
Control Panel (AFSCP)
C
Outflow Valve
10:30 Position
Position the cabin outflow valve indicator to
the10:30 position.
Taxi and takeoff with this configuration
After Takeoff
C
Auto
Cabin Pressure System
Select Switch
Push
Verify that the FLAP LIMIT and ELEV FEEL selectors are in the automatic mode and all lights are
extinguished.
Push the cabin pressure system select switch and
observe the manual light extinguishes.
Cabin Pressurization
Anti-Ice/Windshield
Set
Cabin Pressure Controller - Auto
Control Panel
Check
Cabin Outflow Valve - Open.
Ensure that all anti-ice and defog switch lights are
extinguished.
Ditching Switch - guarded, extinguished.
Fuel Used Reset Button Reset
CAUTION
During preflight, if the cabin outflow
valve does not indicate full open with
the cabin pressure system in automatic, the cabin pressure system may
be locked in the flight mode. If this occurs notify maintenance and verify at
least one cabin door remains open to
prevent pressurization of the airplane
on the ground. If maintenance is unable to restore the system to the
ground mode, the following Manual
procedure may be used. (See MEL):
CABIN PRESSURIZATION
MANUAL
C
Cabin Pressure System
Select Switch
If required, press and hold the fuel used reset button to reset the fuel used indications on the fuel
synoptic to zero.
NOTE
If fuel used reset button is reset after
the engine is started, a FUEL QTY/
USED CHK alert may display in flight.
Emergency Light Switch Arm & Test
•
Move the EMER LT switch to ARM.
•
Verify EMER LTS DISARM alert is not displayed.
•
Push and hold the TEST switch until the
EMER LTS TST PASS alert is displayed.
•
Release the TEST switch to ARM.
•
Observe the alert is not displayed. (EMER LTS
DISARM alert will display with the switch
moved ON or OFF).
Verify Manual
Verify the cabin pressure system select switch is in
manual mode.
No Smoke Switch
Off
Seat Belt Switch
Auto
Exterior Lights
Set
Verify NAV lights are ON, L and R LDG LT., NOSE
LT., wing & runway turnoff, BCN and HI-INT lights
are OFF. Logo lights should be ON.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-13
INTERIOR INSPECTION
MD-11/MD-10 FLIGHT MANUAL
Glareshield Control PanelCheck
Source Input Select Panel
•
(SISP) on Captains
Set the outer baroset control knob to QNH.
Observe the barometric reading on the Primary Flight Display (PFD). Select IN or HP, as applicable, with the IN/HP changeover button and
rotate the inner baroset control knob to the desired setting.
Auxiliary Panel
Set
•
Ensure that the EIS source selector is on 1
and all lights are extinguished.
•
Select EIS source selector to AUX and observe CAPT ON AUX light illuminated and that
AUX DEU (AUX VIA for MD-10) powers DUs
1, 2 and 3. Return the EIS source selector to
position 1 and observe CAPT ON AUX light
extinguishes.
•
Set the minimums knob to radio altitude position and confirm RA 200 is indicated on the
PFD.
•
Select DATA and TRFC and observe DATA
and TRFC are displayed on the ND.
•
Select ADF 1 and ADF 2 and observe that the
blue ADF 1 pointer and the green ADF 2 pointer are displayed on the ND.
Primary Flight Display (PFD)
Select VOR 1 and VOR 2 and observe that the
blue VOR 1 pointer and the green VOR 2
pointer are displayed on the ND.
and System Display (SD) Check
•
•
Confirm the IAS/MACH display window is set
to 250. Confirm the HDG/TRK display window
reads HDG and displays the actual airplane
heading. Confirm the bank angle selector is in
AUTO, and the AFS OVRD OFF switches are
up. Select FEET or METER and set FCP altitude as desired. Select V/S or FPA.
❋ Oxygen System
Push the INT volume control knob on the audio control panel and adjust the INT volume.
•
Adjust cockpit speaker volume.
•
Verify:
•
•
Engine & Alert Display (EAD)
•
Verify that the PFD, ND, EAD and SD have no
fault indications and displays are correct.
•
Verify standby compass freedom and swing.
•
Verify ND compass is in MAG heading.
•
Observe that the roll mode annunciator displays TAKEOFF.
•
Observe the time in GMT window is correct.
Cyan elapsed time display will be reset when
V 2 is confirmed/entered for the next flight.
Time may be reset from the maintenance panel (MD-11) or the MCDU (MD-10).
Checked
•
•
Navigation Display (ND)
-
Dilution Lever - 100% position.
-
Emergency pressure control - NORMAL.
NOTE
If the IRS is not aligned ND compass
headings are not available.
The AutoPilot FMA box remains amber
until V speeds are confirmed/entered and
the IRS is aligned.
Press the Comm Panel INT/RADIO switch to
INT. Simultaneously press and hold the oxygen PRESS TO TEST AND RESET lever and
the oxygen EMERGENCY pressure switch.
Listen for the oxygen flow sound through the
overhead speaker and at the same time observe the oxygen flow indicator displays a yellow cross.
Release the press-to-test reset lever, the
emergency pressure control knob, the microphone switch and observe the oxygen flow indicator turns black and oxygen flow ceases.
Static Air Selector
Norm (MD-11)
The AutoThrottle FMA box remains amber until the engines are started.
Gear Handle
Down/In
•
MD-11 and MD-10-30 aircraft - Verify that the
gear handle is down and in with four green
lights displayed and CTR GEAR NORM/UP
light extinguished.
•
MD-10-10 aircraft - Verify that the gear handle
is down and in with three green lights displayed.
Ensure that the static air selector is in NORM.
3-2-0-14
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
•
Select CONFIG synoptic, verify four/three
green lights are illuminated and verify that the
configuration display is complete (i.e., no
blanked out sections).
NOTE
(MD-11 and some MD-10-30)
A blanked out portion of the tires/brakes
display indicates a component failure in
the brake temperature monitor/tire pressure indicating (BTM/TPI) system. If any
portion of the display is blanked out call
maintenance and refer to MEL.
INTERIOR INSPECTION
Standby Altimeter,
Airspeed Indicator and
Attitude Indicator
Check
Set QNH (QFE, if applicable) on standby altimeter.
Observe the standby attitude indicator is erect and
there are no flags. Pull to cage, if necessary.
Anti-Skid (MD-10)
Test
•
Verify ANTI-SKID OFF/ARM switch in ARM
(ANTI-SKID NO TEST alert may display).
•
Press and release ANTI-SKID TEST button;
observe ANTI-SKID TEST alert displays and
extinguishes (10 to 30 seconds).
•
Pull the gear handle out of the down detent but
not up.
Anti-skid test failure displays ANTI-SKID __ FAIL
alert. Retest and/or call Mx.
•
Observe the gear lights indicate red on both instrument panel and in SD.
Spoilers
•
Release the gear handle to the down detent
and observe that all gear indications return to
green.
•
(MD-11 and MD-10-30)
Verify that the center gear isolation switch is
normal.
If the red center gear light is on while the CTR
GEAR NORM/UP switch is UP, maintenance
may have extended the center gear with the
maintenance gear handle in the right wheelwell.
If the CTR GEAR NORM/UP (blue light) switch
is in UP, and the center gear is up and locked,
the center gear lights will be off.
•
(MD-11)
Tire pressures displayed on the SD are influenced by numerous conditions including tire
and ambient temperature, aircraft weight, and
a programmed pressure range selected by
maintenance. The BTM/TPI computer takes all
conditions into consideration to determine if a
limitation has been exceeded. If a TIRE PRES
LO or TIRE DIFF PRES alert illuminates, notify maintenance.
Retracted
Observe that the spoiler handle is forward and retracted.
❋ Takeoff Warning System Check
1. (MD-11) Ensure that the FADEC bar on the
throttle quadrant has not been activated.
If activated, reposition the FADEC bar to the
normal position by pulling the bar back toward
the throttle quadrant. After engine start, reset
the FADEC system if required.
2. Move throttle 1 full forward and listen for the
takeoff warning horn to sound. Move throttle 1
to the idle position and observe that the takeoff warning horn is silenced.
3. Move throttle 2 and 3 full forward and observe
the takeoff warning horn sounds. Move throttles 2 and 3 to idle and observe the takeoff
warning horn is silenced.
NOTE
(MD-10)
When any two throttles are moved forward most alerts will be removed from
EAD and SD.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-15
MD-11/MD-10 FLIGHT MANUAL
INTERIOR INSPECTION
NOTE
(MD-10-30)
The warning horn will not indicate improper flap takeoff settings between
0°/EXT and 5°/EXT or between 20°/
EXT and 25°/Ext, which includes the
22°/EXT gate.
Aileron & Rudder Trim
Zero
Verify that the aileron and rudder trim are set to zero.
ADG Release Handle
Check
Verify the ADG release handle is full down and the
shear wire secure.
IRS/FMS
Initialize
Flap/Slat Handle (MD-10)
Mechanical Link
Check
Captain’s duty, except as indicated. For detailed
description, see Chp. 4.
Verify that the knurl bolt for the flap/slat mechanical link is secure.
1. REF-
Flap T.O. SEL Indicator
•
MD-11 Select 25°.
•
MD-10-30 Select 20°.
•
MD-10-10 Select 12°.
Fuel Levers
Set
Off
Verify that the FUEL Levers are OFF.
System Display
Press A/C STATUS. Verify:
-
Aircraft model.
-
Configuration [DEF AIL (MD11, if activated)].
-
Engine type.
-
Nav Dbase currency.
-
PERF FACTOR - +0.0, or as required by
MEL/CDL fuel burn penalty.
2. INIT-
Control Panel (SDCP)
Check
Push to cancel any cue lights that have the light
bar illuminated, observe the system displayed on
the SD as each switch is pushed and verify the
condition of each system is acceptable for flight. If
conditions allow, return out of position switches indicated on the alert list to normal operating position.
Enter / Verify / Activate:
-
FROM/TO airports.
-
ALTN airport, if desired.
CAUTION
MD-10 Pilot entered ALTN fuel (large
font) on the WEIGHT INIT page is retained, even after end of flight. Ensure ALTN fuel entry is cleared, or
desired ALTN fuel is entered.
Communications Radio
Panel (CRP)
Set
•
Select #1 VHF on the #1 CRP.
•
Select #2 VHF on the #2 CRP.
•
Select #3 VHF on the #3 CRP. Confirm that
ACARS is displayed in the active window.
Audio Control Panel (ACP)Set
Lat/Long for IRS Pos - verify against published ARP or gate Lat/Long (+/- 2 minutes lat/long; see Chp. 4):
Set frequencies and volumes.
-
FP/R departure airport, or
-
Jepp. x-9 page or
-
Jepp. 10-10 page.
❋ Weather Radar
-
Select Test
If necessary, press both Wx Brt knobs to obtain a
WX message in both ND Radar message boxes:
•
RNG (xx)
The FMS source for the offered IRS Pos
is:
•
TEST
-
3-2-0-16
-
(With GNS) - Aircraft position from
GPS satellite fix.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
-
NOTE
(No GNS) - Airport ARP from FMS
Nav Dbase.
-
INITIALIZE*.
-
C 200.
-
FLT NO.
-
CRZ LEVEL(S).
-
TEMP/WIND.
INTERIOR INSPECTION
If the active flightplan contains a very
large number of waypoints, e.g. CDG SFS, it is not recommended to copy
the active flight plan into the secondary. If copied, FMS performance will
be slowed and may lead to an automatic clearing of the secondary by the
FMS.
3. PERFPage tile to the PRESELECT DES page. Verify or enter a POLICY descent speed of 290
knots in line 2L.
4. F-PLN-
8. INITEnter / Verify:
-
Enter:
-
Departure RWY and SID (may be delayed until later in preflight).
FP/R filed waypoints and routes.
-
FUEL INIT data:
-
BLST FUEL, if required, or CLR.
-
FUEL TYPE.
-
FUEL FREEZE TEMP.
WEIGHT INIT data:
5. PLAN-
CAUTION
Select:
-
ND PLAN (GCP).
-
F-PLN (MCDU).
Slew and verify:
Flight plan legs on ND appear proper, with no
unexplained breaks or spikes (may be checked
during F-PLN waypoint entry).
6. MENUFO - Select:
-
STANDBY F-PLN*.
-
F-PLN.
CAPT - Challenge each waypoint from the FP/
R.
FO - Verify each waypoint from the STANDBY
F-PLN.
MD-10 Pilot entered ALTN fuel (large
font) on the WEIGHT INIT page is retained, even after end of flight. Ensure ALTN fuel entry is cleared, or
desired ALTN fuel is entered.
-
Verify/Accept UFOB when fueling is
complete.
-
Enter ZFW, TOCG, ZFWCG when
W&B is available.
-
Compare FMS computed TOGW to
W&B TOGW.
-
MD-11 Technique: Compare (W&B)
WEIGHT INIT TOCG to (FMS) CG on
Secondary Engine SD, ± 2 units, after FSC fuel transfer is complete.
CAPT/FO - Select: <FMC 1/2.
F/O - Press PROG tile. Challenge DEST DTG
miles.
NOTE
CAPT - Verify DTG against FP/R distance to
destination.
The following checks require IRUs in
NAV Mode (for a complete preflight of
PWS, TCAS, EGPWS, ABS, and AP).
7. SEC F-PLNCOPY ACTIVE (if desired).
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-17
MD-11/MD-10 FLIGHT MANUAL
INTERIOR INSPECTION
❋ Weather Radar/PWS
Test, Off
•
OFF Mode switch - turn WxR OFF.
WxR test pattern appears in an ND when all of the
following occur:
Radar test failure indications:
•
Lack of proper test patterns.
•
IRUs in NAV Mode (aligned).
•
WxR or PWS fail messages in the ND.
•
WxR Brt switch (respective) - Pushed to select
WX (not TERRAIN).
•
Level-1 alert PREDICTIVE WINDSHEAR FAIL.
•
WxR Brt switch (respective) - Rotated sufficiently toward “bright”.
XPDR/TCAS
•
WxR Mode - Select TEST.
WxR test pattern is three concentric colored rings
filling the ND (top to bottom: red, yellow, and
green). PWS (if installed) test pattern is one windshear icon (red, black, and yellow) at ND center.
When the WxR test pattern appears, perform the
following test procedure for WxR and PWS. Observe both the Capt and the F/O NDs and PFDs
(PWS displays and annunciations appear only if
PWS installed):
Test, TA/RA
Set and test the transponder for ATC and TCAS (if
installed) function simultaneously:
•
ALT RPTG - ON.
•
XPDR/TCAS - TA/RA (XPDR if TCAS is inoperative or not installed).
•
TEST switch - Press until PASS appears in
code window.
•
NDs - Display of four TCAS threat levels with
data tags.
•
PFDs - TCAS red and green V/S stripes.
•
NDs - WxR test pattern and PWS test pattern.
•
•
WxR Brt switch - Adjust brightness as desired
for test and flight.
Aural - “TCAS TEST” and “TCAS TEST
PASS”.
•
XPDR Select switch - Repeat test for alternate
transponder.
•
•
PFDs - Top left corner of the PFD (approx. 10
o’clock position, beneath the speed FMA):
(PWS) WINDSHEAR AHEAD flashes amber
three times followed by red three times.
Aural - (PWS) “MONITOR RADAR DISPLAY,
GO AROUND WINDSHEAR AHEAD, WINDSHEAR AHEAD, WINDSHEAR AHEAD.”
NOTE
(PWS) If satisfactory aural annunciations
not observed: WxR Mode - select WX and
immediately reselect TEST.
XPDR test fail indication: Code window displays
“F” and a two digit code (enter code in EAML).
TCAS test fail indications: Lack of ND or PFD display, or “TCAS TST FAIL” annunciation.
GPWS
Test
Test the GPWS (EGPWS, if installed) for Capt and
F/O displays.
For EGPWS installation:
•
WX BRT switches - Verify/select both WX BRT
switches to the same selection (i.e., both selected to display Radar or both selected to display TERRAIN on the ND).
•
TERRAIN OVRD switch - Check OFF (not illuminated).
•
GAIN switch - CAL position.
•
TILT switch - As desired.
•
IDENT switch - Extended (not selected).
•
STAB switch - Depressed (selected).
For GPWS or EGPWS installation:
•
SYS switch - Press to begin test for alternate
system.
•
GPWS FLAP OVRD/TEST switch - Move momentarily to TEST position.
•
GPWS -
NOTE
(PWS) ND test pattern only will display for
alternate system, without aural annunciation.
3-2-0-18
-
PFD altitude FMA - Red GROUND PROX.
-
BELOW GS / GS INHIBIT switchlights Flash ON.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
•
Aural - “GLIDESLOPE, WHOOP WHOOP
PULL UP”.
EGPWS -
PFD altitude FMA - Red GROUND PROX.
-
BELOW GS / GS INHIBIT switchlights Flash ON.
-
Aural - “GLIDESLOPE, WHOOP WHOOP
PULL UP, TERRAIN TERRAIN, WHOOP
WHOOP PULL UP”.
-
ND - Nine blocks of TAD color patterns.
INTERIOR INSPECTION
NOTES
If the arm-disarm switch will not stay in
the ARM, rotate the auto brake selector to OFF. Call maintenance.
There is no restriction to the use of
brakes or check of primary flight controls with automatic brake system in
takeoff and armed. However, movement of the spoiler handle aft will
cause automatic brakes to apply at the
minimum landing rate after a slight delay.
NOTE
If desired (although not required) to
check all of the aural and visual
warnings, hold the GPWS switch until “SINK RATE” is heard on the cockpit speakers. The test will continue
when the switch is released.
ABS Mode
T.O. (If installed)
MD-11
Set for T/O and begin ABS self test:
•
ABS Mode - T.O.
•
ABS DISARM lights - OFF (may illuminate for
approximately 3 seconds during ABS self test).
•
EAD - Cyan Level - 0 AUTO BRAKE T/O alert
appears.
PFD AP - OFF BOX
WHITE
After V-speeds are confirmed/entered, the AP - Off
box progresses from amber to white, indicating the
APs are available for use. If the AP - Off box in the
PFD remains amber then the APs are not available, and may not be available after takeoff. See
MEL section 22 for Autopilots.
NOTE
If the aircraft is powered up with the
A F S s w i t c he s O F F a nd t he A F S
switches are later turned ON, the APs
will fail their built in test (BIT) and display an amber box. The APs BIT may
be retested only by unpowering the
aircraft busses and repowering.
The automatic brake system will not arm if IRU’s 1
and 2 are not fully aligned or if brake pressure is
low. If ABS DISARM lights remain illuminated,
check BRAKE PRESS. If BRAKE PRESS is low,
momentarily turn on AUX HYD PUMP 1 to pressurize brake system 2 and reselect ABS T.O. If ABS
fails to arm a second time, call maintenance.
MD-10 (If ABS installed)
1. Select T.O. position on AUTO BRAKE selector and verify ABS DISARM light on glareshield
extinguishes.
2. Select ABS arm-disarm switch to ARM.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-19
INTERIOR INSPECTION
MD-11/MD-10 FLIGHT MANUAL
CABIN INSPECTION (F)
Net / Smoke Curtain cargo barrier -
Check the general condition of the cabin. Check the
following required emergency equipment.
•
Net hardware attachment points.
•
Check smoke curtain integrity.
•
Haz can fire bottle hoses connected to Haz
can fittings.
•
Unused fire bottle hoses (if any) stowed clear
of egress routes.
CAUTION
Entry doors must be fully closed, fully
open, or, if necessary for ventilation, customs, or ramp awareness, raised no
higher than 8 inches (to prevent head injury during entry/exit).
Escape Slide Arming
Lever Latches
Disarmed & Locked
Verify that the escape slide arming levers for both
entry doors are disarmed and that both latches are
in the locked position.
Rigid cargo barrier (RCB) •
RCB access door undamaged.
•
Haz can fire bottle hoses connected to RCB
connector, and from the RCB to Haz can fittings.
•
Unused fire bottle hoses (if any) connected to
the spare "unused" fitting on RCB.
Galley (if installed)
•
Verify that the galley doors and drawers are
secure and catering supplies are stowed.
•
Verify coffee pot and hot cup are secure.
Verify the chiller switch is on if catering is on
board.
Escape Slide Bottle
Pressure Lights
Test
Secure
•
One on each door escape slide cover. (The
door may have to be lowered to access the
light.)
•
•
Push the light cover, observe the light illuminates, release the light cover, and observe the
light extinguishes.
Only required to be installed on non-RCB aircraft
which have either a galley or a lavatory aft of door
1R. (These aircraft have raft storage box or locker
just aft of the cockpit entry door.)
Door Emergency
Bottle Gauges
One in ceiling aft of each forward cabin entry
door 1R and 1L.
•
Observe the gauge indicates in the green
band.
Fire Extinguishers
These aircraft require the additional
Life Raft because the door mounted
Slide Raft could become obstructed
by the lavatory or galley in an emergency situation.
For all other aircraft, the Slide Rafts
installed in Doors 1L and 1R meet
FAR Overwater Flight Dispatch requirements.
Check
•
Three mounted forward of the cargo net/solid
bulkhead with the hoses attached to fire extinguishers.
•
Check the condition of the hoses.
•
Ensure that the bottle pressure indicator is in
the green band, pin installed and the shear
wire is unbroken.
Check
Protective Breathing
Equipment (PBE)
(if installed)
Check/Stowed
•
Stowage case should be undamaged (Do not
open the stowage case for inspection.)
•
Humidity indicator in view glass should appear
blue in color.
Check for wear and proper configuration.
3-2-0-20
Stowed
NOTES
Check
•
Cargo Barrier
Life Raft (if installed)
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
Goggles (if installed)
Stowed
Oxygen Masks (if installed)Check
•
Stowed and in good condition.
•
Check for proper oxygen flow and selector positions.
Courier Call Bell
(if installed)
Check
Press the call button and listen for the flight deck
call bell.
INTERIOR INSPECTION
NOTES
Access to an unoccupied (but locked)
cockpit may be gained by entering the
3-digit access code and waiting for
the lapse of the time delay.
With power applied to the system,
when the FDAS switch is in the OFF
position, the LOCK FAIL light on the
cockpit door control panel will be illuminated.
Courier Seats (if installed)Check
Seats must be full upright and full forward. If occupied, headrest extension must be installed for takeoff and landing.
Courier Seat
Interphone System
Check
Life Vests (if installed)
Stowed
Crew Rest Area (CRA)
(if installed)
Check
•
Oxygen - Check bottle pressure in full band.
•
Bunks - No pillows or blankets stored (use
storage bin).
•
Reading lights - Off.
•
Safety lock - LOCK.
WARNING
After use of CRA, remove pillows and
blankets from the bunk and turn off both
reading lights to prevent heat damage,
smoke, and possible fire.
FDAS OPERATIONAL
CHECK (If installed)
Accomplish
Steps for this check are found on the FDAS placard.
The red guarded FDAS switch will normally be selected to the OFF (UP) position during ground operations to allow for cockpit access during preflight
operations.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-21
INTERIOR INSPECTION
MD-11/MD-10 FLIGHT MANUAL
First Officer’s Cockpit flow
NOTE
MD-11 Panels depicted. Flow
directions are same for MD-10.
foflow.eps
3-2-0-22
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
FLIGHT DECK PREPARATION (F)
•
Complete the Flight Deck Preparation prior to each
flight.
Aircraft Log
Review
If the IRS is not aligned ND compass
headings are not available.
The AutoPilot FMA box remains amber
until V speeds are confirmed/entered and
the IRS is aligned.
International
Check
The AutoThrottle FMA box remains amber until an engine is started.
Check the kit for alternate and ETP airport
plates on international legs.
Performance Computer
Observe the time in GMT window is correct.
Cyan elapsed time display will be reset when
V 2 is confirmed/entered for the next flight.
Time may be reset from the maintenance panel (MD-11) or the MCDU (MD-10).
NOTE
Check for deferred and open write ups. Refer to
the MEL for limitations or special procedures imposed by deferred items. Verify the aircraft landing
category status on the CAT II/IIIA/B status page.
Jeppesen Kit
INTERIOR INSPECTION
Check
Check the Performance Computer for proper operation.
Static Air Selector
Glareshield Control PanelCheck
Source Input Select Panel
•
(SISP) on F/O
Set the outer baroset control knob to QNH.
Observe the barometric reading on the primary flight display (PFD). Select IN or HP, as applicable, with the IN/HP changeover button and
rotate the inner baroset control knob to the desired setting.
•
Set the minimums knob to the radio altitude
position and confirm RA 200 is indicated on
the PFD.
•
Select DATA and TRFC and observe DATA
and TRFC are displayed on the ND.
•
Select ADF 1 and ADF 2; observe the blue
ADF 1 and the green ADF 2 pointers display
on the ND.
•
Select VOR 1 and VOR 2; observe the blue
VOR 1 and the green VOR 2 pointers display
on the ND.
Engine & Alert Display (EAD)
System Display (SD)
Navigation Display (ND)
Ensure that the static air selector is in NORM.
Auxiliary Panel
Set
•
Ensure that the EIS source selector is on 2
and all lights are extinguished.
•
Select EIS source selector to AUX and observe FO ON AUX light illuminated and that
AUX DEU [AUX VIA (MD10 only)] powers DUs
4, 5 and 6. Return the EIS source selector to
position 2 and observe FO ON AUX light extinguishes.
Crew Oxygen Pressure
Check
•
Observe the oxygen quantity gauge. If less
than 1610 psi is indicated, check the bottle
Pressure versus Temperature chart below.
•
Move and hold the OXY QTY/LINE PRESS
switch to LINE PRESS position and check that
line pressure is present.
•
Repeat for all system bottles.
Minimum Oxygen Pressure vs. Temperature
and Primary Flight
Display (PFD)
Norm (MD-11)
Check
•
Verify that the PFD, ND, EAD and SD have no
fault indications and displays are correct.
•
Verify ND compass is in MAG heading.
•
Observe that the roll mode annunciator displays TAKEOFF.
Cockpit Temp °F
-10
Minimum Pressure
1275 1330 1385 1440 1500 1555 1610
10
30
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
50
70
90
110
3-2-0-23
INTERIOR INSPECTION
Oxygen System
MD-11/MD-10 FLIGHT MANUAL
Checked
ACARS PREFLIGHT (F)
•
Push the INT volume control knob on the audio control panel and adjust the INT volume.
See Chapter 4, Supplementary Procedures.
•
Adjust the cockpit speaker volume.
CABIN PREPARATION (F)
•
Verify:
The inspection of the cabin area prior to departure
should include but not be limited to the following
items:
•
•
•
-
Dilution Lever - 100% position.
-
Emergency pressure control - NORMAL.
Press the Comm Panel INT/RADIO switch to
INT. Simultaneously press and hold the oxygen PRESS TO TEST AND RESET lever and
the oxygen EMERGENCY pressure switch.
Jumpseat Briefing
Listen for the oxygen flow sound through the
overhead speaker and at the same time observe the oxygen flow indicator displays a yellow cross.
Inspect the dangerous goods IAW FOM Chapter
10 and Dangerous Goods Loading Form 390 A.
Release the press-to-test reset lever, the
emergency pressure control knob, the microphone switch and observe the oxygen flow indicator turns black and oxygen flow ceases.
Audio Control Panel
Set
Brief
Brief all jumpseat occupants IAW FOM Chapter 2.
Dangerous Goods
Cargo Barrier
Inspect
Check
Check for wear and proper configuration.
Net / Smoke Curtain cargo barrier •
Net hardware attachment points.
•
If smoke curtain is installed, check its integrity.
•
Haz can fire bottle hoses connected to Haz
can fittings.
•
Unused fire bottle hoses (if any) stowed clear
of egress routes.
Set and adjust the audio control panel as desired.
Rigid cargo barrier (RCB) •
Main cargo deck access door securely closed.
•
Haz can fire bottle hoses connected to RCB
connector, and from the RCB to Haz can fittings.
•
Unused fire bottle hoses (if any) connected to
the spare "unused" fitting on RCB.
Luggage/Loose Items
Stowed
•
Luggage net - fastened (if installed).
•
Storage doors - latched.
Galley Area (if installed) Secured
•
Loose items - stowed or secured.
•
Doors - latched.
Cabin Doors
Arm
Arm cabin door slides.
3-2-0-24
•
Door control lights - extinguished.
•
Slide mode verification indicators - ARMED
placards in view.
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
Lights
INTERIOR INSPECTION
As Required
Cabin Lights (main cargo deck) - OFF for taxi and
flight unless needed by cargo attendants (so that a
failed fluorescent ballast can not cause a cabin
smoke alert).
Cockpit Door
Closed and Locked
IRCD FDAS (if installed) NORM
Select FDAS switch down in NORM (Armed) position and close the red switch guard.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-2-0-25
INTERIOR INSPECTION
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
3-2-0-26
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-3-0
BEFORE START (F)
AMPLIFIED BEFORE START
CHECKLIST
The Captain calls for the “Before Start Checklist” at his
discretion, following the completion of the Flight Deck
Preparation. The checklist should be completed to the
line and held at the line until ready for pushback.
Aux pump
C
On
Push AUX HYD PUMP 1 switch on the ABS panel
to ON. Observe brake system 2 pressure indicates
in the white band.
Parking brake
C
Set/Released
Aircraft log
C
Reviewed
If no pushback is to be made, verify the parking
brake is set.
Fuel quantity
F
_______
Released with _____
Windows
C
F/O states the fuel quantity on board as shown on
the secondary engine display
❋ Oxygen
CF
Checked
IRS
C
Aligned
Verify IRS is aligned before moving airplane. NO
TAXI will be replaced by O TAXI (zero TAXI) on
both the Captain’s and First Officer’s PFD. IRS
NAV OFF lights will be extinguished.
Altimeters
CF
_______
Verify altimeters set and announce the current altimeter setting.
Status page
C
NOTE
DFDR displays until inflight.
C
Checked
Check takeoff warning prior to each takeoff.
❋ Radar
C
Checked
Check radar prior to each takeoff.
The F/O advises the Captain “Down to the Line.”
Customs forms
Closed & locked
Verify clearview windows are closed (carriage is
against forward bumper) and the window lock latch
is down, forward, and locked in the detent.
NOTE
Although an interlock is designed to
prevent incomplete closure, at certain
degrees of window frame closure, the
interlock can be defeated and the
locklatch will lock down while the rear
window frame is not fully closed, so a
visual check of the carriage against
forward bumper and window locklatch down is required.
Checked
Verify displayed alerts are appropriate.
❋ Takeoff warning
CF
Doors
C
Closed
Verify the DOOR OPEN alert is not displayed.
At stations without designated personnel, the flight
crew performs the exterior doors check.
NOTE
Prior to airplane movement, verify that
the cabin doors are armed. At no time
will one cabin door be armed and the
other disarmed. Cabin doors shall rema i n a r me d u nt il t he ai r pl an e is
parked at the final parking spot.
On board (if required)
Beacon
C
On
F/O ensures the following customs forms are on
board prior to each international departure:
Ignition
C
A/B
F
•
General Declaration.
•
US Customs forms (if appropriate).
Select system A for the Captain’s leg and system B
for the First Officer’s leg.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-3-0-1
MD-11/MD-10 FLIGHT MANUAL
BEFORE START
On all MD-10 aircraft or on MD-11 aircraft with AIRMANUAL, select the AIR synoptic page and complete
the following procedure. Once the manual procedure
is complete, verify on the AIR synoptic page that the
AIR system is configured for start.
If FSC-MANUAL, select the FUEL SD and complete
the following procedure. Once the manual procedure
is complete, verify on the FUEL SD that the fuel system is configured for start.
FUEL MANUAL
AIR MANUAL/MD-10
F
F
Bleeds
Off
Push the bleed air 1, 2, & 3 switches to OFF.
F
Isol valves
On
F
Packs
Off
Push the pack 1, 2, and 3 switches and observe
the pack FLOW lights are extinguished and pack
OFF lights are illuminated
NOTE
On
Push the tank 1, 2, and 3 pump switches and verify the tank 1, 2, and 3 pump OFF lights are extinguished.
F
Push the APU air, 1-2, and 1-3 ISOL switches and
verify ON lights are illuminated.
1,2,3 pumps
L/R aux trans (if installed)
Off
Verify L and R TRANS pumps of the upper and
lower AUX tanks are off. (blue ON lights are extinguished)
F
Tail tnk trans (MD11 only)
Off
Verify tail tank transfer pump is off. (blue ON light is
extinguished)
For start with an external air source, the
APU air switch should be OFF.
3-3-0-2
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-4-0
PUSHBACK, TOW OUT, POWER OUT, ENGINE START
GENERAL
This section describes the procedures used to move the aircraft from a parking gate to the taxiway and start the
engines. Many different scenarios are possible. Refer to Jeppesen salmon colored pages for specific airport procedures that require flight crews to modify established flight manual standard procedures.
Complete the following items prior to engine start or pushback:
•
Before Start checklist down to the line.
•
Captain’s Before Start flow.
As a minimum, flight crews may pushback if the Before Start Checklist is complete down to the line and
the ignition, rotating beacon and the hydraulic AUX pump (Captain’s Before Start flow) are on. The Before Start Checklist must be complete prior to engine start.
•
ATC/Ramp Tower clearance for engine start/pushback (if required).
•
Establish communication with maintenance ground crew.
PUSHBACK AND TOW OUT
Crew Communications and Duties During PushBack/Tow Out
Ground Crew
“All doors checked locked.”
Captain
Verify DOOR OPEN alert is not displayed.
Acknowledge.
“Ready to push, release the parking brake.”
Release the parking brake.
“Cleared to push, brakes released.”
“Cleared to start engines.”
“Starting engines.”
POWER OUT
Crew Communications and Duties During Power Out
Ground Crew
“All doors checked locked.”
Captain
Verify DOOR OPEN alert is not displayed.
Acknowledge.
“Set brakes.”
“Brakes set.”
“Cleared to start engines.”
“Starting engines.”
“Steering reconnected.”
Acknowledge.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-4-0-1
P. B./T. O., P. O AND E. S.
MD-11/MD-10 FLIGHT MANUAL
ENGINE START
are paralleled or when only the APU generator or external power is powering the generator buses.
CARGO DOOR TEST
When a CRG DOOR TST FAIL alert is displayed or a
cargo door is opened after engine start, a manual cargo door test must be performed prior to takeoff. All
cargo doors must be closed before a manual test is attempted.
MANUAL DOOR TEST
C
Cargo Door Test Switch
Push
Push and hold the cargo door test switch until the
CARGO DOOR TEST alert is displayed.
C
EAD
Check
CAUTION
If pre-start oil quantity is:
•
(GE) 21 quarts or more.
•
(PW) 26 quarts or more.
and there is no drop (oil “gulp”) after the
engine stabilizes at idle, a shutdown is
required. At any time, an increase in oil
quantity, accompanied by an increase in
oil temperature, fluctuation or decrease
in oil pressure, or fuel/oil fumes in the
cabin are observed, a precautionary engine shutdown should be considered.
If the CARGO DOOR TEST FAIL alert is displayed after the manual test is complete, notify maintenance.
ENGINE START CONSIDERATIONS (ALL)
Normally, coordinate clearance to start with maintenance ground crew over interphone (if interphone is
available).
Engines should be operated at idle power for a minimum of 5 minutes before takeoff. Power required for
normal taxiing, including short power applications is
considered equivalent to idle power for warm-up purposes.
ENGINE START CONSIDERATIONS (MD10)
During extreme cold conditions, oil pressure peaks to
full scale may occur. If oil pressure remains above the
normal range after oil temperature stabilizes, engine
should be shut down and cause investigated.
A fuel flow of over 700 pph may cause a hot start.
Normal fuel flow during start is approximately 550 pph.
When making starts at low ambient temperatures (below 0°F), long acceleration times (up to 2 minutes)
from lightoff to idle can be expected and are acceptable provided the EGT indication is within limits.
Strong tailwinds may cause the APU or the engine to
overheat during engine start. Consideration should be
given to positioning the airplane to minimize the effects of tailwind prior to engine start, or start only one
engine with APU pneumatics and crossbleed for subsequent engine starts.
ENGINE START CONSIDERATIONS (MD11)
A nuisance TR__FAIL alert may display during engine start when the generator buses are powered from
different unparalleled sources, such as external power and an engine driven generator(s), or the APU generator and the engine driven generator(s). The alert
should be considered valid when all generator buses
3-4-0-2
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
P. B./T. O., P. O AND E. S.
ENGINE START PROCEDURES
Crew Communications and Duties During Engine Start
Captain
First Officer
Select the secondary engine page.
Note the prestart oil quantity.
Announce “Start _____” (engine # to be started).
Pull and release the appropriate engine start switch.
Observe that the start switch light illuminates
The normal engine starting sequence is No. 3, No. 1,
No. 2. Captain may direct the F/O to start a subsequent
engine after the previous engine displays:
• EGT peak (start redline removed), or
• Start Valve closed (ENG START switch light off), if
the Captain monitors previous start EGT peak.
NOTE
The START AIR PRES LO alert may annunciate. If the pressure is 17 PSI or greater, continue the start and closely monitor the RPM and
EGT for a possible Hung or Hot start.
Move Fuel Lever to ON at:
• 20% N2, or maximum starter motoring N2
achieved, whichever occurs first, but
• Not less than 15% N2.
CAUTION
During engine start, after the FUEL Lever is
moved to the ON position, an erratic fuel flow
spike indication may be displayed for 3-5 seconds. While observing the EGT, monitor the fuel
flow for return to normal start value.
Observe:
Same as Captain.
• Normal fuel flow indication.
• EGT rise within 25 seconds after the FUEL Lever
is raised.
• At 45% to 52% the engine START Switch pops in
and the switch light extinguishes.
• N1 and N2 stabilize at ground idle RPM.
• EGT and engine oil pressure gages indicate in the
normal range.
CAUTION
GE - If no N1 rotation 30 seconds after reaching
N2 idle, shut down the engine.
PW - If no N1 rotation by 40% N2, shut down engine and investigate cause.
Announce “start valve closed” after the engine START
Switch pops in and the switch light extinguishes.
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3-4-0-3
P. B./T. O., P. O AND E. S.
MD-11/MD-10 FLIGHT MANUAL
Crew Communications and Duties During Engine Start (Continued)
Captain
First Officer
MD-11 - Observe a decrease in oil quantity after start
(oil “gulp”). Normal gulp:
• (GE) - 4 to 6 quarts.
• (PW) - 7 to 12 quarts.
See “Engine Start Considerations” above.
Physically ensure FUEL Levers are securely locked in
the ON position. (MD-10)
GROUND CREW DISCONNECT
Crew Communications and Duties During Disconnect
Ground Crew
“Set brakes.”
Captain
“Brakes set.”
When the pushback procedure is complete, set the
parking brake as commanded by the ground crew.
“Tow bar disconnected, steering bypass pin removed.” Acknowledge
After the EGT for the last engine started has peaked
(Start EGT redline is removed):
“Cleared to disconnect.”
“Disconnecting, exiting to your left/right, watch for my Give hand signal to acknowledge or turn taxi light on/
all clear signal.” (Signal all clear in darkness by using a off as required.
lighted wand.)
Point/signal direction of taxi or to marshaller.
3-4-0-4
After the ground crew has disconnected, the cockpit attention signal to the ground crew to reconnect is to
flash the landing/taxi lights three or more times.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-5-0
AFTER START (F)
AMPLIFIED AFTER START
CHECKLIST
The Captain calls for the “After Start Checklist” when:
•
EGT for the last engine peaks (EGT start redline removed), and
•
Ground crew has clearance to disconnect.
The Captain and First Officer accomplish the flow
items and follow the checklist.
Anti-ice
C
Before takeoff in icing conditions, immediately preceed takeoff with a static engine run-up to 60% N1
for 30 seconds. Observe all EAD engine parameters for normal operation.
APU/APU Air
•
Verify the OFF light in the APU start/stop
switch is illuminated and then extinguishes.
APU shutdown will not occur until 90 seconds
after APU AIR switch is placed to off.
If icing conditions are present, expected, or
forecast during takeoff below 1,500’ AGL, engine and airfoil anti-ice shall be used.
•
If windshield anti-ice is required, the F/O positions:
WINDSHIELD ANTI-ICE - ON/NORM
•
•
If engine anti-ice is required, the F/O positions:
-
ENG IGN - OVRD.
-
ENG__ANTI-ICE - ON.
If airfoil anti-ice is also required, the F/O positions:
-
WING ANTI-ICE - ON.
-
TAIL ANTI-ICE (MD-11) - ON.
MD-10
Push APU START/STOP switch. (APU panel)
Off/On
After all engines are started;
Off
Push AIR APU switch OFF and observe ON light
extinguishes.
The Captain shall determine and brief the need
for engine and/or airfoil anti-ice.
If no visible moisture is present, but the OAT is
6° C or below, and the OAT and dew point are
within 3° C of each other, engine anti-ice shall
be used.
F
NOTE
APU OFF light will remain illuminated until APU is shutdown and doors are closed.
•
MD-11
Allow 3 minutes after initiation of APU shutdown for the APU FSO NOT CLSD alert to extinguish. If the alert remains displayed after
this period, consider the alert valid and call
maintenance.
If APU was started using APU START/STOP
switch, APU must be shutdown using the same
switch.
Verify the OFF light in the APU start/stop
switch is illuminated and then extinguishes.
NOTE
APU OFF light will remain illuminated until APU is shutdown and doors are closed.
During ground operation in icing conditions, advance each engine to approximately 60% N 1 for
approximately 30 seconds after each 15 minute
period. This will clear ice from the bullet nose spinner and fan blades. If surface conditions or congestion does not permit 60% N 1 , then advance
throttles as high as practical when conditions permit. Do not exceed 60% N1 to avoid FOD.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-5-0-1
MD-11/MD-10 FLIGHT MANUAL
AFTER START
If HSC-MANUAL, complete the following procedure:
HYD MANUAL PUMPS TEST
Aux Pumps
F
On all MD-10 aircraft and MD-11 aircraft with AIRMANUAL, complete the following procedures:
AIR MANUAL/MD-10
Off
F
• Select HYD SD.
Bleeds
On
• Verify HYD AUX pumps and RMPs are off.
Push the BLEED air 1, 2, and 3 switches and observe OFF lights extinguish.
• Verify HYD pressure in the normal range.
F
F
1,2,3 L pumps
Off
Push L PUMP switch for hydraulic system 1, 2, and
3 and observe respective pumps have been commanded OFF.
F
1,2,3 R pumps
Ck On
Verify R PUMP for hydraulic system 1, 2, and 3
have been commanded ON and system pressure
indicates in the normal range.
F
1,2,3 L pumps
On
Push L PUMP switch for hydraulic system 1, 2, and
3 and observe respective L pumps have been commanded ON and R pumps indicate ARM after a delay of approximately 20 seconds.
3-5-0-2
Isol valves
Off
Push the 1-2 and 1-3 ISOL switches on the AIR
panel and observe the ON lights extinguish and the
DISAG lights are not illuminated.
F
Packs
On
MD-11
Push the pack 1, 2, and 3 switches and observe
pack FLOW lights and pack OFF lights are extinguished.
MD-10
Push the pack 1, 2, and 3 switches and observe
OFF lights are extinguished.
Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-6-0
BEFORE TAKEOFF (F)
AMPLIFIED BEFORE TAKEOFF
CHECKLIST
The Captain states “Cleared to configure” when clear
of congested areas; the First Officer and Captain accomplish the flow items. The Captain then calls for the
“Before Takeoff Checklist”, the checklist is completed
down to the line.
Flaps
•
F
_______
C
Checked
C - Verify the handle position and the position
of flaps/slats on the PFD.
NOTE
The failure of a damper does not affect normal functioning of the flight
control system.
•
The F/O selects the CONFIG SD.
•
The Captain, while holding the nose gear
steering wheel, moves the rudder pedals full
left and full right while observing the corresponding green indication of the rudder boxes.
•
The F/O moves the control wheel at a moderate rate smoothly to full forward and full aft,
then neutral while observing corresponding
green indication of the elevator boxes.
•
The F/O rotates the control wheel at a moderate rate smoothly to full left and full right (approximately 135 degrees). Observe green
aileron and spoiler boxes indicating full deflection. Rotate the wheel to the neutral position
and observe the indicator returns to the neutral configuration without Captain’s assistance.
NOTE
Tolerances on the Dial-A-Flap selector
are ± 2° between PFD, SD, and the selected position.
•
F - State the flap setting on MCDU TAKEOFF
page.
Spoilers
F
Armed
Flight controls
CF
Checked
CAUTION
Rapid movement of the control column during gr ound flight control
check can produce maximum surface
deflection rates not attainable in flight
when surfaces have airloads to overcome. This rapid movement may result in an elevator damper failure. In
order to prevent a damper failure, the
elevator control check should be accomplished at a moderate rate. Following are suggested minimum times:
•
Neutral to full down - 2 seconds
•
Full down to full up - 4 seconds
•
Full up to neutral - 2 seconds
If the aileron green box display DOES NOT appear on the CONFIG SD with F/O control wheel rotation, the Captain may perform the rotation on his
control wheel, or both the F/O and the Captain may
rotate their control wheels simultaneously. Any procedure that results in a green box is acceptable for
flight. If the F/O control wheel remains unable to
generate an aileron green box, takeoff and make
an EAML entry. The aircraft is acceptable for dispatch; Mx has minor inspections to perform.
Any test that does not result in the appropriate display of GREEN BOXES requires maintenance prior to takeoff.
NOTES
•
On MD-11 aircraft with deflected ailerons a delay of 30 seconds after flaps
are selected to the takeoff range may
be required before green aileron boxes will be displayed at full deflection.
•
On MD-11 aircraft with deflected ailerons, the aileron symbols on the CONFIG synoptic will be displayed
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-6-0-1
MD-11/MD-10 FLIGHT MANUAL
BEFORE TAKEOFF
symmetrically deflected down when
the control wheel is level. Additionally,
there will be a noticeable increase in
force required to rotate the control
wheel through the final two-thirds of
travel. This increase in force is evidence that one or both of the downward moving ailerons have reached
full travel. Green aileron and spoiler
boxes will be displayed at full deflection.
Trim
F
C
Zero, Zero, _______
Checked
Do not set takeoff STAB trim until all engines are
stabilized at idle. The F/O states the actual trim
settings. The Captain and F/O check that actual
STAB trim agrees with FMS TAKEOFF page and/
or PERF computer predicted STAB trim.
Briefing
C
AIR MANUAL/MD-10
F
Bleeds
On/Off
F
Packs
On/Off
NOTE
Normal configuration for takeoff (MD-10 and
MD-11) with AIR-MANUAL is bleeds/packs
ON. Performance may require bleeds/packs
OFF. Consider possible effects on takeoff
performance (PERF) calculations.
Normal PACKS ON takeoff:
MD-11 Push TO/APP key on FMS MCDU to access takeoff page. Push LSK 2L and observe ON
in large font.
Verify PACKs 1, 2 and 3 and BLEEDs 1, 2 and 3
switches are ON and OFF lights are extinguished.
Complete
The Captain briefs changes to the takeoff briefing
not previously briefed.
Seat belts
ALL
Fastened
The F/O verifies that all cockpit occupants’ seat
belts and harnesses are fastened for takeoff.
NOTE
For non-standard PACK/BLEED configurations, and ECON off operation, verify required packs, bleeds and isolation valves
are selected as required.
The F/O advises: “Down to the Line.”
If a PACKS OFF takeoff is desired:
The Captain calls “Below the line” when cleared to
taxi into position on the runway.
Push operating PACKS and BLEED AIR 1, 2 and 3
switches and verify OFF lights are illuminated.
NOTES
If HYD-MANUAL, complete the following procedure:
HYD MANUAL
F
1-3,2-3 RMPs
On
Power should be advanced within 20 seconds
of selecting BLEEDS OFF to prevent “AIR
SYSTEM OFF” alerts.
If WING ANTI-ICE is required, takeoff should
be accomplished with BLEEDS ON, PACKS
OFF.
Push the 1-3 and 2-3 RMPs ON for takeoff.
V Speeds
On all MD-10 aircraft, and MD-11 with AIR-MANUAL, complete the following procedure:
The Captain and First Officer will verify V speeds
for the takeoff runway are displayed on their respective PFDs. If V-speeds disappear from the
PFD speed tape:
3-6-0-2
CF
Checked
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
•
Throttles idle.
•
Go to AUTO THRUST LIMITS page.
•
Cycle thrust limits AUTO to MANUAL to AUTO.
•
Confirm/Enter proper V-speeds.
Radar
C
BEFORE TAKEOFF
Off/On
If Weather Radar is required for departure, turn on
Weather Radar and adjust tilt and ND range as required.
If PWS is installed, turn on Weather Radar.
EAD
CF
Checked
Confirm green box annunciated.
Review EAD for alerts prior to taking the active
runway for departure.
Confirm that all displayed items are understood
and/or have been briefed.
FCP
C
_____ , _____
State the departure clearance heading or track
(and roll mode if appropriate) and clearance altitude. Verify proper settings in FCP windows (and
FMA if applicable). Example: “358, 5000”; “358
Track, 5000”; or “358 NAV ARMED, 5000”.
CAUTION
If NAV was briefed and armed for
takeoff, do not select HDG hold. Selecting HDG hold cancels NAV ARM.
Lights
F
On
Use taxi lights IAW the FOM. When cleared for
takeoff and aligned with runway centerline, turn ON
all other exterior lights:
•
L and R LNG LT.
•
L and R WING & RUNWAY TURNOFF.
•
HI-INT.
08 December 2004 Copyright© 2004, FedEx Express Corporation, Memphis TN 38118. All rights reserved.
3-6-0-3
BEFORE TAKEOFF
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
3-6-0-4
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-7-0
AFTER TAKEOFF (PM)
AMPLIFIED AFTER TAKEOFF (PM)
CHECKLIST
FUEL MANUAL
The PF calls for “Slats retract, After Takeoff Checklist”. The PM accomplishes the flow items and completes the checklist.
PM
Gear
Flaps & slats
Spoilers
Auto brakes
Flap T.O. sel
PM
PM
PM
PM
PM
Up & lights out
Up & retracted
Disarmed
Off/Not installed
15°/0° Stop
MD-11 Rotate the flap T/O selector to 15°.
MD-10 Rotate the flap T/O selector to 0° (mechanical stop).
EAD
PM
Checked
Off/On
Push the AUX tanks L TRANS and R TRANS pump
switches to ON if fuel in tank.
When the associated pumps LO alert is displayed,
push the appropriate TRANS switch(es) to OFF.
PM
Tail tnk trans (MD11)
Off/On
Push tail tank TRANS pump switch to ON if fuel in
tank.
When the associated pumps LO alert is displayed,
push the appropriate TRANS switch(es) to OFF.
PM
Check EAD for alerts and status.
L/R aux trans (If installed)
Fill valves
Off/Arm
Place fill valves to ARM as required.
If HYD-MANUAL, complete the following procedure:
PM
Tnk 2 trans
Off/On
Push the tank 2 TRANS pump switch to ON.
HYD MANUAL
When tank 2 quantity equals tanks 1 and 3, push
the tank 2 TRANS pump switch to OFF.
PM
1-3,2-3 RMPs
Off
Push/verify the 1-3 and 2-3 RMP switches and observe the pumps are OFF and the ON/DISAG lights
are extinguished.
On all MD-10 aircraft, and MD-11 aircraft with AIRMANUAL, and when a PACKS OFF takeoff is performed, complete the following procedures.
AIR MANUAL/MD-10
PM
Bleeds
PM advises “Down to the line”.
Altimeters
CF
_______
When passing 18,000 feet (or , if the transition altitude is below 18,000 feet and when cleared above
transition altitude), set altimeters to QNE 29.92/
1013. If final altitude is below transition altitude,
state altimeter setting.
On
Push/verify bleed air 1, 2, and 3 switches and observe the OFF switch lights are extinguished.
PM
Packs
On
Push/verify PACK 1, 2, and 3 switches and verify OFF lights are extinguished.
If FSC-MANUAL, complete the following procedure:
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-8-0
IN RANGE (PM)
AMPLIFIED IN RANGE (PM)
CHECKLIST
HYD MANUAL
The PF calls for the “In Range Checklist” at 18,000
feet. The PM accomplishes the flows and completes
the checklist.
PM
NOTE
The In Range Checklist is not required
on short duration flights below 10,000
feet when the hydraulic and fuel systems
are in automatic.
Approaching the terminal area, the PM:
•
Obtains ATIS.
•
Computes inflight landing performance on the
PERF Computer or the Quick Reference
Landing Data Card.
•
Makes “in range” call to ramp (if required).
Altimeters
CF
1-3,2-3 RMPs
On
Push the 1-3 and 2-3 RMP switches to ON for approach and landing.
If FSC-MANUAL, complete the following procedure:
FUEL MANUAL
PM
L/R aux trans (If installed)
Off
Verify L and R TRANS pumps of the Upper and
Lower AUX tanks are OFF (blue ON light is extinguished).
PM
Tail tnk trans (MD11)
Off
Verify Tail tank TRANS pump is Off (blue ON light is
extinguished).
_______
Check all altimeters set to proper setting, i.e. 29.92
or local pressure, depending on transition level;
state altimeter setting.
Windshield anti-ice PM
On
Select ON-NORM for all approaches to prevent interior condensation. Select ON-HIGH if icing conditions warrant.
Seat belt sign
Wing&Rwy lights
Status page
PM
PM
PM
On
On
Checked
Review status page to determine current airplane
status prior to descent/approach.
Seat belts
ALL
Fastened
The PM verifies all cockpit occupants’ seatbelts
and harnesses are fastened.
If HYD-MANUAL, complete the following procedure:
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-9-0
APPROACH
AMPLIFIED APPROACH
CHECKLIST
The PF calls for “Approach Checklist” no earlier than
adjusting all altimeters to local pressure setting, no later than flaps 15°, and normally when:
•
Below Transition Level.
•
Approach briefing complete (normally completed prior to descent).
•
Approach navaid tuned and identified.
NOTE
Subsequent NAV mode or system
degradation may result in an “UNABLE RNP” alert. With RNP properly designated, the absence of an
“UNABLE RNP” alert is positive indication that Actual Navigation Performance ( ANP) is suitable for the
approach.
The PM completes the checklist.
Briefing
C
Complete
See Chp. 7. The approach briefing should be completed prior to calling for the Approach Checklist.
Altimeters
CF
_______
Check all altimeters are set to local pressure and
announce the altimeter setting.
Minimums
CF
_______RA/BARO
Ensure RA/BARO minimums are set for the desired approach.
Announce approach minimums (e.g. “100 RA” or
“532 BARO”).
Navaids
PM
Checked
•
Ensure navaids, if required for the approach,
are tuned (manually or automatically) and
identified (primary method using identifier letters on PFD/ND, or alternatively via audio control panel).
•
Ensure the proper VOR/ADF needles, if required for the approach, are selected.
•
Ensure “GI NAV” displayed on ND, if conducting a RNAV (GPS) approach.
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MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-10-0
BEFORE LANDING (PM)
AMPLIFIED BEFORE LANDING (PM)
CHECKLIST
Flaps
The PF calls “Gear down, Before Landing Checklist”.
The PM completes the checklist but does not call
“Flaps___” or “Before Landing Checklist complete” until flaps achieve final landing position.
Check PFD flap display indicates briefed landing
flap position. Flaps 35°/EXT or 50°/EXT are standard landing configuration.
The PM selects NO SMOKE switch to ON when
cleared to land.
PM
PF
_______
Checked
PM announces flap position.
PF c hec ks PFD fl ap po si tion a nd r es ponds
"Checked".
NOTE
If a Go Around was previously done, or
multiple approaches are being done, reset the NO SMOKE switch to OFF prior
to beginning the approach.
Lights
PM
As required
Spoilers
PM
Armed
Checked
PF
PM raises the spoiler handle to the ARM position.
Observe that the handle remains armed (or brief
manual spoilers for landing).
PF visually checks the spoiler handle is in ARMED
position and responds "Checked".
Auto brakes
PM
______/Not installed
If ABS is installed, PM verifies ABS selector set as
briefed by PF and ABS DISARM lights extinguished. Announce ABS selector setting (or “Not
installed”).
Gear
PM
PF
Down, In, 4/3 Green
Checked
PM lowers the gear handle, physically ensures the handle is both "down" and "in" its
proper position, and announces:
•
(MD-11, MD-10-30)
"Down, In, 4 Green"
•
(MD10-10)
"Down, In, 3 Green"
PF visually checks the gear indicator lights and
responds "Checked".
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-11-0
AFTER LANDING (F)
AMPLIFIED AFTER LANDING (F)
CHECKLIST
opening. On MD-11 aircraft, the 3° ANU setting
also allows complete fueling of the Tail Tank.
The Captain calls, “After Landing Checklist” when
clear of the runway unless a runway taxi-back maneuver is required. (For a runway taxi-back, delay the
checklist until completion of the 180° turn). The F/O
accomplishes the flows and completes the checklist.
Flaps & slats
APU
F
If external power is available at the gate, do
not start the APU unless conditions warrant.
•
Start the APU when a tow in is required.
•
MD-11
•
Up & retracted
Move the flap/slat handle to UP/RET detent. Observe PFD indicates flaps up and retracted.
NOTE
If landing approach was made in icing conditions or landing was made
with snow or slush on runway, do not
retract the flaps less than 28° (MD-11)
or 22° (MD-10).
Off/On
•
F
Push the APU PWR switch (ELEC panel). Observe normal APU start indications and AVAIL
light illuminates.
Auto brakes
Spoilers
Radar
MD-10/MD-11 Manual
WxR Mode - OFF on the pedestal.
Push the APU START/STOP switch (APU panel). Observe normal APU start indications.
Oxygen pressure
F
F
F
Off/Not installed
Retracted
Off
Checked
•
Observe the oxygen quantity gauge. If less
than 1610 psi is indicated, check the bottle
Pressure versus Temperature chart below.
•
Repeat for all system bottles.
On all MD-10 aircraft, and MD-11 aircraft with APUMANUAL, complete the following procedures:
APU MANUAL/MD-10
F
Minimum Oxygen Pressure vs. Temperature
APU Pwr
Select
If APU electrical power is required, push APU PWR
"AVAIL" switch light (ELEC Panel).
F
Cockpit Temp °F
-10
Minimum Pressure
1275 1330 1385 1440 1500 1555 1610
10
30
50
70
90
110
Check APU power is available (ELEC SD) or APU
POWER AVAIL or APU POWER ON Level-0 EAD
alerts before engine shutdown.
NOTE
The APU POWER ON Level-0 EAD alert will
replace APU POWER AVAIL Level-0 EAD
alert as soon as APU electrical power is connected to at least one of the three main aircraft buses.
Lights
Stab trim
F
F
As required
3°/2° ANU
Set Stab Trim 3°(MD-11)/2°(MD-10) ANU. Proper
stab settings prevent entry of foreign matter into
the stabilizer drive area by closing a fuselage
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-12-0
TWO ENGINE TAXI
AMPLIFIED TWO ENGINE TAXI
CHECKLIST
One engine may be shutdown when the After Landing
Checklist has been accomplished. Do not shutdown
an engine for taxi-in when hydraulic or engine driven
generator abnormals are present. An engine may be
shutdown for taxi-in regardless of the operational status of the APU.
Normally, two engine taxi is performed with the No. 2
engine shutdown; however, at the Captain’s discretion, two engine taxi may be accomplished with No. 1
or No. 3 engine shutdown.
Consider GW, taxi slope, and especially parking ramp
slope. Do not shutdown an engine for taxi if jet blast
damage may result.
PROCEDURE
After Lndng Cklst
F
Accomplish
Complete the After Landing Checklist.
CAUTION
Engines should be operated at or
near idle power for a minimum of 3
minutes before shutting down engines. The 3 minute timing starts
when the thrust reversers are stowed.
Power required for normal taxiing, including short/momentary power applications, is considered equivalent to
idle power for cool-down purposes.
GE - However, engine shutdown may
be accomplished 1 minute after completion of landing roll if, on approach
(outer marker to flare) the EGT was
less than 650°C and reverse thrust
EGT was less than 750°C.
Fuel lever
C
Off
The Captain moves the desired FUEL LEVER to
OFF.
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20 June 2001
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-13-0
SHUTDOWN
GENERAL
•
After the airplane is parked the Captain accomplishes
the engine shutdown procedure, the shutdown flow
and completes the Shutdown Checklist. For a Two Engine Taxi procedure or if an engine has been shutdown due to a malfunction, the Captain may modify
the order in which engines are shutdown.
CAUTION
Check EXT or APU power available on ELEC
SD; or check for EXT POWER AVAIL, APU
POWER AVAIL, or APU POWER ON Level-0
alert on EAD.
If EXT or APU electrical power is not yet available,
shutdown engines # 3 and # 1.
If EXT or APU electrical power is available, shutdown
all engines. However, DO NOT select the second or
third Fuel Lever - OFF until EXT PWR is selected ON
or the APU has powered the previous GEN BUS (APU
green on SD), to prevent electrical bus lockouts.
Engines should be operated at or near
idle power for a minimum of 3 minutes
before shutting engines down. The 3
minute timing should commence when
the thrust reversers are stowed. Power
required for normal taxiing, including
short/momentary power applications, is
considered equivalent to idle power for
cool-down purposes.
•
FUEL Lever # 3 - OFF.
•
FUEL Lever # 1 - OFF.
•
FUEL Lever # 2 - OFF.
•
EGT - Observe decrease on all engines.
•
FF - Observe “FUEL OFF” on all engines
(MD-11)
NOTE
GE - However, engine shutdown may be
accomplished 1 minute after completion
of landing roll if, on approach (outer
marker to flare) the EGT was less than
650°C and reverse thrust EGT was less
than 750°C.
MD-10 Ensure FUEL levers are in OFF
detent.
•
Shutdown Flow - Complete.
F/O NOTE
A nuisance TR_FAIL alert may display
during engine shutdown when the generator busses are powered from different
unparalleled sources such as external
power and engine driven generator(s), or
APU generator and engine driven generator(s). Consider the alert valid if all generator busses are paralleled, or when
only the APU generator or external power is powering the generator busses.
After Fuel Levers # 3 and # 1 are OFF, the F/O or
RFO may leave his seat to disarm the 1L and 1R
doors.
IRU
Off
•
Note IRU drift rate (nm/hr) and residual
groundspeed (GS) (kt). Use MCDU REF page,
<POS REF, page 3/3. Leave page displayed
for ACARS entries by F/O.
•
Make AML entry for any IRU with:
Engine Shutdown Procedure
Captain •
C
PARK BRAKE - SET.
•
-
Groundspeed 15 kts. or greater.
-
Drift rate 2.5 nm/hr or greater, if block time
5 hours or less.
-
Drift rate 1.0 nm/hr or greater, if block time
greater than 5 hours.
All IRU Mode selectors - OFF.
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MD-11/MD-10 FLIGHT MANUAL
SHUTDOWN
•
F/O - Enter IRU Drift Rates and Groundspeeds in ACARS. If data is not available, enter all “9s”.
Emergency pwr
C
Off
C
If the EMER PWR switch is left in the
ARM position, it could deplete the airplane batteries.
C
C
C
C
C
C
C
C
C
C
1,2,3 Pumps
Off
Push the 1, 2, and 3 pump switches on the fuel
control panel and observe the OFF lights illuminate.
CAUTION
Anti-ice
Defog
Windshld anti-ice
Ignition override
Emergency lights
No smoking sign
Seat belt sign
Beacon
Fuel levers
Status page
FUEL MANUAL
If any transfer pump is ON, push the appropriate
TRANS pump switch and observe the associated
ON lights extinguish.
FDAS (If installed)
Off
Off
Off
Off
Off
Off
Off
Off
Off
Checked
F
Disarm
Uncover the red guarded FDAS switch on the
DCM and select switch OFF to disarm the system. This allows essential personnel unrestricted access to the cockpit.
CAUTION
Failure to disarm the FDAS may result in the inadvertent locking of an
unoccupied cockpit.
Review the status page for discrepancies and
make appropriate entries in the AML.
Debrief
NOTE
Release the parking brake when notified verbally by maintenance personnel that wheel chocks are in place. If
notification is not received prior to departing the airplane, maintenance assumes the responsibility for releasing
the parking brake.
C
Complete/Deferred
A flight debrief should occur after each block-in
and take place in the cockpit or any private
setting that encourages open discussion. Complete in accordance with FOM Chapter 12
(Flight Debrief).
If HYD-MANUAL, complete the following procedure:
HYD MANUAL
C
1-3,2-3 RMPs
Off
Push the 1-3 and 2-3 RMP switches and verify the
ON lights extinguish.
If FSC-MANUAL, complete the following procedure:
3-13-0-2
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08 December 2004
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 3-14-0
POSTFLIGHT PROCEDURES
AMPLIFIED POSTFLIGHT
PROCEDURES
AML
C
Complete
Complete EAML IAW FOM. Brief Maintenance on
aircraft discrepencies.
ACARS
F
Close out
See Chp. 4 Supplemental Procedures for ACARS
postflight.
Fuel Ticket
F
Complete
Complete FSF IAW FOM.
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20 June 2001
MD-11 FLIGHT MANUAL
CHAPTER 4-0
TABLE OF CONTENTS
SUPPLEMENTAL PROCEDURES
General.......................................................................................................................... 4-1-1-1
Cabin Door Safety Net................................................................................................................................. 4-1-1-1
CREW REST AREA (CRA) ......................................................................................................................... 4-1-1-1
OPERATION .................................................................................................................................. 4-1-1-1
Automatic Operation (Electrical) ........................................................................................ 4-1-1-1
Manual Operation (Mechanical) ........................................................................................ 4-1-1-2
CARRIAGE OF LIVESTOCK....................................................................................................................... 4-1-1-2
GENERAL ...................................................................................................................................... 4-1-1-2
PREFLIGHT ................................................................................................................................... 4-1-1-2
TAKEOFF ....................................................................................................................................... 4-1-1-2
INFLIGHT ....................................................................................................................................... 4-1-1-2
CRUISE .......................................................................................................................................... 4-1-1-2
FULL FLOW ................................................................................................................................... 4-1-1-3
PLANNING ..................................................................................................................................... 4-1-1-3
LOWER FORWARD CARGO COMPARTMENT ........................................................................... 4-1-1-3
LOWER AFT CARGO COMPARTMENT ....................................................................................... 4-1-1-3
LOWER CENTER CARGO COMPARTMENT ............................................................................... 4-1-1-3
CARGO ATTENDANTS ................................................................................................................. 4-1-1-3
SEAT PALLET CONFIGURATION.............................................................................................................. 4-1-1-4
EMERGENCY EQUIPMENT .......................................................................................................... 4-1-1-4
NORMAL PROCEDURES .............................................................................................................. 4-1-1-4
Briefing .............................................................................................................................. 4-1-1-4
Communications ................................................................................................................ 4-1-1-4
Emergency Lights .............................................................................................................. 4-1-1-5
EMERGENCY PROCEDURES ...................................................................................................... 4-1-1-5
Emergency Announcements ............................................................................................ 4-1-1-5
Emergency Evacuation...................................................................................................... 4-1-1-5
Smoke, Fumes, Odors, Fire, or Loss of Cabin Pressure ................................................... 4-1-1-5
Lavatory Smoke Alarm ...................................................................................................... 4-1-1-5
PESTICIDE FUMIGATON INFLIGHT.......................................................................................................... 4-1-1-6
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4-0Contents-1
MD-11 FLIGHT MANUAL
TOC
JUMPSEAT SAFETY.................................................................................................................................. 4-1-1-6
AIR CONDITIONING AND PRESSURIZATION
AIR CONDITIONING USING EXTERNAL CONDITIONED AIR ................................................................ 4-2-1-1
AIR CONDITIONING USING EXTERNAL PNEUMATICS TO OPERATE PACKS .................................... 4-2-1-1
MANUAL PRESSURIZATION ................................................................................................................... 4-2-1-1
UNPRESSURIZED FLIGHT ....................................................................................................................... 4-2-1-2
AURAL/VISUAL WARNING
Windshear .................................................................................................................... 4-3-4-1
GENERAL................................................................................................................................................... 4-3-4-1
DEFINITION................................................................................................................................................ 4-3-4-1
FLIGHT CREW ACTIONS .......................................................................................................................... 4-3-4-1
EVALUATE THE WEATHER ...................................................................................................................... 4-3-4-1
CAUSES OF % OF WINDSHEAR ACCIDENTS ........................................................................... 4-3-4-2
DANGER SIGNALS OF DRY MICROBURSTS ............................................................................. 4-3-4-2
DANGER SIGNALS OF WET MICROBURSTS ............................................................................ 4-3-4-2
WINDSHEAR PROBILITY GUIDLINES......................................................................................... 4-3-4-2
AVOID KNOWN WINDSHEAR ................................................................................................................... 4-3-4-3
CONSIDER PRECAUTIONS ...................................................................................................................... 4-3-4-3
TAKEOFF ...................................................................................................................................... 4-3-4-3
APPROACH/LANDING.................................................................................................................. 4-3-4-4
FOLLOW STANDARD OPERATING TECHNIQUES ................................................................................. 4-3-4-4
TAKEOFF ...................................................................................................................................... 4-3-4-4
APPROACH/LANDING.................................................................................................................. 4-3-4-4
WINDSHEAR ALERT AND GUIDANCE SYSTEM (WAGS)...................................................................... 4-3-4-4
DETECTION .................................................................................................................................. 4-3-4-5
GUIDANCE .................................................................................................................................... 4-3-4-5
WINDSHEAR SYSTEM OPERATION DURING TAKEOFF ROLL,
TAKEOFF AND INITIAL CLIMB.................................................................................................... 4-3-4-5
WINDSHEAR REVERSIONARY GUIDANCE ............................................................................... 4-3-4-6
WINDSHEAR SYSTEM OPERATION DURING APPROACH AND
GO-AROUND................................................................................................................................ 4-3-4-6
GENERAL INFORMATION AND RECOMENDATION ................................................................. 4-3-4-7
Configuration..................................................................................................................... 4-3-4-7
Pop Up F/D and Autothrottles .......................................................................................... 4-3-4-7
4-0Contents- 2
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30 October 2002
MD-11 FLIGHT MANUAL
TOC
Windshear Guidance ........................................................................................................ 4-3-4-7
Detection and Escape Maneuver ...................................................................................... 4-3-4-7
Thrust ............................................................................................................................... 4-3-4-8
GPWS and TCAS .............................................................................................................. 4-3-4-8
WINDSHEAR RECOVERY TECHNIQUES (WAGS NOT OPERATIONAL) ............................................... 4-3-4-8
REPORT THE WINDSHEAR ENCOUNTER.................................................................................. 4-3-4-9
PREDICTIVE WINDSHEAR SYSTEM (PWS) GENERAL .......................................................................... 4-3-4-9
NORMAL PROCEDURES .............................................................................................................. 4-3-4-9
EGPWS.......................................................................................................................... 4-3-6-1
OPERATION ............................................................................................................................................... 4-3-6-1
USE OF OVERRIDES AND INHIBITS ........................................................................................... 4-3-6-1
PILOT RESPONSE TO EGPWS................................................................................................................. 4-3-6-1
FOR ANY TCF, TLA OR MODE 1-6 CAUTION: ............................................................................ 4-3-6-1
FOR ANY TLA, MODE 1 OR 2 WARNING: ................................................................................... 4-3-6-2
TCAS Normal Pocedures ............................................................................................ 4-3-7-1
RESPONSIBILITY ....................................................................................................................................... 4-3-7-1
TRAFFIC ADVISORY (TA) .......................................................................................................................... 4-3-7-1
RESOLUTION ADVISORY (RA) ................................................................................................................. 4-3-7-1
OPERATION ............................................................................................................................................... 4-3-7-2
MODE.......................................................................................................................................................... 4-3-7-2
DISPLAY .................................................................................................................................................... 4-3-7-2
Airborne Weather Radar.............................................................................................. 4-3-8-1
GENERAL ................................................................................................................................................... 4-3-8-1
RADAR CHARACTERISTICS ..................................................................................................................... 4-3-8-1
RADAR BEAM ................................................................................................................................ 4-3-8-1
ANTENNA STABILIZATION ........................................................................................................... 4-3-8-3
PREFLIGHT ................................................................................................................................................ 4-3-8-4
OPERATION ............................................................................................................................................... 4-3-8-4
ANTENNA TILT OPERATION (In The Weather Mode).................................................................. 4-3-8-4
Tilt Control Below 10,000 Feet ......................................................................................... 4-3-8-4
Tilt Control At Middle Altitudes (20,000 to 35,000 Feet) .................................................... 4-3-8-4
Tilt Control At Higher Altitudes (Above 35,000 Feet)......................................................... 4-3-8-5
Height Estimation .............................................................................................................. 4-3-8-5
Tilt Formula........................................................................................................................ 4-3-8-6
Beam Alignment ................................................................................................................ 4-3-8-7
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MD-11 FLIGHT MANUAL
TOC
Tilt Uses ............................................................................................................................ 4-3-8-9
GAIN CONTROL.......................................................................................................................... 4-3-8-10
ENERGY LEVELS ....................................................................................................................... 4-3-8-10
Turbulence Feature......................................................................................................... 4-3-8-12
Attenuation...................................................................................................................... 4-3-8-12
Detecting Attenuation...................................................................................................... 4-3-8-13
Anti-attenuation Methods ................................................................................................ 4-3-8-14
Range Control ................................................................................................................. 4-3-8-16
Radome .......................................................................................................................... 4-3-8-16
Gain Control In Map Mode .............................................................................................. 4-3-8-16
Active Gain In Weather Detection Modes ....................................................................... 4-3-8-16
Path Attenuation Correction (PAC) ................................................................................. 4-3-8-17
PAC Alert ........................................................................................................................ 4-3-8-17
Ground Clutter Suppression (IDNT Button On Weather Radar
Control Panel) ................................................................................................................ 4-3-8-17
WEATHER DETECTION AND INTERPRETATION ................................................................................. 4-3-8-18
DOPPLER TURBULENCE .......................................................................................................... 4-3-8-18
GEOGRAPHICAL CONSIDERATION ......................................................................................... 4-3-8-19
CELL CHARACTERISTICS ......................................................................................................... 4-3-8-19
STORM FRONTS ........................................................................................................................ 4-3-8-20
CONVECTIVE BASES FORMULA .............................................................................................. 4-3-8-21
THUNDERSTORMS .................................................................................................................... 4-3-8-21
TORNADOES .............................................................................................................................. 4-3-8-22
HAIL ............................................................................................................................................. 4-3-8-22
WEATHER AVOIDANCE ............................................................................................................. 4-3-8-22
TERRAIN MAPPING AND INTERPRETATION........................................................................... 4-3-8-23
BODIES OF WATER ................................................................................................................... 4-3-8-23
CITIES ......................................................................................................................................... 4-3-8-23
MOUNTAINS ............................................................................................................................... 4-3-8-23
AUTOPILOT
MD-11 Autoland Evaluation Form .............................................................................................................. 4-4-1-1
CAT III Reporting ........................................................................................................................................ 4-4-1-1
Runway Suitability....................................................................................................................................... 4-4-1-1
Required Flightcrew Paperwork ................................................................................................................. 4-4-1-1
Aircraft Returning To CAT II Status ........................................................................................................... 4-4-1-1
Aircraft Returning To CAT III Status ........................................................................................................... 4-4-1-1
4-0Contents- 4
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30 October 2002
MD-11 FLIGHT MANUAL
TOC
APU
APU Operation Control System (MD-10)..................................................................................................... 4-5-1-1
COMMUNICATIONS
Aircraft Communications addressing and Reporting System
(ACARS)..................................................................................................................... 4-6-1-1
General........................................................................................................................................................ 4-6-1-1
Preflight ....................................................................................................................................................... 4-6-1-1
Enroute ........................................................................................................................................................ 4-6-1-2
Postflight...................................................................................................................................................... 4-6-1-3
ACARS ........................................................................................................................................................ 4-6-1-4
LOGON / LOGOFF Procedure ....................................................................................................... 4-6-1-4
ADAS Menu ....................................................................................................................... 4-6-1-4
ACARS Main Menu ........................................................................................................... 4-6-1-4
MD-11 MCDU .............................................................................................................................................. 4-6-1-4
LINE Selects................................................................................................................................... 4-6-1-5
DATA/TEXT Entry .......................................................................................................................... 4-6-1-5
SCRATCH PAD Line ...................................................................................................................... 4-6-1-5
SCRATCH PAD Data Transfer ....................................................................................................... 4-6-1-5
DATA ENTRY Range Checks ........................................................................................................ 4-6-1-5
TIME-OUT Error ............................................................................................................................. 4-6-1-5
ACARS Main Menu ..................................................................................................................................... 4-6-1-6
Preflight .......................................................................................................................................... 4-6-1-7
INIT DATA Page 1 .......................................................................................................................... 4-6-1-7
INIT DATA Page 2 .......................................................................................................................... 4-6-1-8
CLR INIT Page ............................................................................................................................... 4-6-1-9
PERFORMANCE Page 1 ............................................................................................................... 4-6-1-9
PERFORMANCE Page 2 ............................................................................................................. 4-6-1-10
PERFORMANCE Page 3 ............................................................................................................. 4-6-1-11
PERFORMANCE Page 4 ............................................................................................................. 4-6-1-12
PERFORMANCE Page 5 ............................................................................................................. 4-6-1-12
WT/BAL Menu .............................................................................................................................. 4-6-1-13
WT/BAL RQ Page ........................................................................................................................ 4-6-1-13
WT/BAL ACK Page ...................................................................................................................... 4-6-1-14
WT/BAL NAK Page ...................................................................................................................... 4-6-1-14
FLT PLN RQ Page ....................................................................................................................... 4-6-1-15
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PREDEPT CLX RQ Page 1 ......................................................................................................... 4-6-1-15
PREDEPT CLX RQ Page 2 ......................................................................................................... 4-6-1-16
ENROUTE ................................................................................................................................... 4-6-1-16
POS RPT Page............................................................................................................................ 4-6-1-17
ENGINE RPT Page...................................................................................................................... 4-6-1-18
REV FLT PLN Page..................................................................................................................... 4-6-1-18
DIVERSION Page........................................................................................................................ 4-6-1-19
AIRBORNE RTN Page ................................................................................................................ 4-6-1-19
POSTFLIGHT .............................................................................................................................. 4-6-1-20
FLIGHT SUMMARY Page 1 ........................................................................................................ 4-6-1-20
FLT SUMMARY Page 2............................................................................................................... 4-6-1-21
FLT SUMMARY Page 3............................................................................................................... 4-6-1-22
FLT SUMMARY Page 4............................................................................................................... 4-6-1-23
FLT SUMMARY Page 5............................................................................................................... 4-6-1-23
FLT SUMMARY Page 6............................................................................................................... 4-6-1-24
FLT SUMMARY PRINTED REPORT .......................................................................................... 4-6-1-24
OOOI UPDATE Page................................................................................................................... 4-6-1-24
Communications (Continued) .................................................................................... 4-6-2-1
Aircraft Communications Addressing and Reporting System (ACARS)
(Continued) ................................................................................................................................................ 4-6-2-1
UTC Page ...................................................................................................................................... 4-6-2-1
FLT LOG Page............................................................................................................................... 4-6-2-1
RCVD MSGS Menu ....................................................................................................................... 4-6-2-2
MISC RCVD Page ......................................................................................................................... 4-6-2-3
MSG DISPLAY Page ..................................................................................................................... 4-6-2-3
ATC RCVD Page ........................................................................................................................... 4-6-2-4
ATC DISPLAY Page ...................................................................................................................... 4-6-2-4
DOWNLINKS Page 1..................................................................................................................... 4-6-2-5
OPS CTRL Page............................................................................................................................ 4-6-2-5
MX RPT Page ................................................................................................................................ 4-6-2-6
REV ETA Page .............................................................................................................................. 4-6-2-6
MAIL Page ..................................................................................................................................... 4-6-2-7
DEPT DELAY Page ....................................................................................................................... 4-6-2-7
ENROUTE DELAY Page ............................................................................................................... 4-6-2-8
ARRIVAL DELAY Page ................................................................................................................. 4-6-2-8
IN RANGE RPT Page .................................................................................................................... 4-6-2-9
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DOWNLINKS Page 2 ..................................................................................................................... 4-6-2-9
GATE REQUEST Page ................................................................................................................ 4-6-2-10
FLT PLAN FILE REQ Page .......................................................................................................... 4-6-2-10
PIREP Page ................................................................................................................................. 4-6-2-11
CREW EXCHANGE Page ............................................................................................................ 4-6-2-11
OCEANIC CLEARANCE REQUEST Page .................................................................................. 4-6-2-12
WX/ATIS Menu ............................................................................................................................. 4-6-2-12
WEATHER RQ Page.................................................................................................................... 4-6-2-13
ATIS RQ Page .............................................................................................................................. 4-6-2-13
MISC MENU Page........................................................................................................................ 4-6-2-14
UNDEL MSGS Page .................................................................................................................... 4-6-2-14
7500 RPT Page ............................................................................................................................ 4-6-2-15
RAMP SRVC Page ....................................................................................................................... 4-6-2-15
LINK STATUS Page ..................................................................................................................... 4-6-2-16
FUEL Page ................................................................................................................................... 4-6-2-16
SELCAL Page .............................................................................................................................. 4-6-2-17
FUNCTION NOT AVAILABLE Page............................................................................................. 4-6-2-18
HF Data Link................................................................................................................................. 4-6-2-18
PILOT ACCESS TERMINAL (PAT) .............................................................................................. 4-6-2-18
GENERAL ....................................................................................................................... 4-6-2-18
SYSTEM CONFIGURATION........................................................................................... 4-6-2-18
PAT STARTUP ................................................................................................................ 4-6-2-20
APPLICATION USAGE .................................................................................................. 4-6-2-20
ELECTRICAL
Reserved For Future Use ............................................................................................................................ 4-7-1-1
EMERGENCY EQUIPMENT
Reserved For Future Use ............................................................................................................................ 4-8-1-1
FIRE PROTECTION
Reserved For Future Use ............................................................................................................................ 4-9-1-1
FLIGHT CONTROLS
Reserved For Future Use .......................................................................................................................... 4-10-1-1
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FLIGHT INSTRUMENTS
QFE Meters Altimetry ................................................................................................ 4-11-1-1
Introduction ............................................................................................................................................... 4-11-1-1
Definitions ................................................................................................................................................. 4-11-1-1
General Operating Procedures ................................................................................................................. 4-11-1-1
Minimums.................................................................................................................................................. 4-11-1-1
ECP QFE Function ................................................................................................................................... 4-11-1-1
FMS QNH Feet ......................................................................................................................................... 4-11-1-1
EGPS Terrain Database .............................................................................................................. 4-11-1-1
Altitude Callout.......................................................................................................................................... 4-11-1-2
F-PLN INIT CRZ Levels ............................................................................................................................ 4-11-1-2
QNH Meters Altimetry ............................................................................................... 4-11-1-3
Introduction ............................................................................................................................................... 4-11-1-3
Definitions ................................................................................................................................................. 4-11-1-3
General Operating Procedures ................................................................................................................. 4-11-1-3
Minimums.................................................................................................................................................. 4-11-1-3
FMS QNH Feet ......................................................................................................................................... 4-11-1-3
Altitude Callout.......................................................................................................................................... 4-11-1-3
F-PLN INIT CRZ Levels ............................................................................................................................ 4-11-1-3
FUEL SYSTEM
FUEL TYPE OPERATING RESTRICTIONS ........................................................................................... 4-12-1-1
JP-4 AND JET B OPERATING RESTRICTIONS ........................................................................ 4-12-1-1
TS-1 OPERATING RESTRICTIONS ........................................................................................... 4-12-1-1
FUEL SYSTEM CONTROLLER (FSC) - MANUAL................................................................................... 4-12-1-1
TAIL TANK FUEL...................................................................................................................................... 4-12-1-1
TAIL TANK UFOB........................................................................................................................ 4-12-1-1
TAIL TANK BALLAST FUEL........................................................................................................ 4-12-1-2
GROUND FUEL SCHEDULING (GFS) ....................................................................................... 4-12-1-2
TAIL FUEL MANAGEMENT (TFM).............................................................................................. 4-12-1-2
HYDRAULICS
Reserved For Future Use ......................................................................................................................... 4-13-1-1
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ICE AND RAIN PROTECTION
Hydroplaning ............................................................................................................................................. 4-14-1-1
Runway Contamination ............................................................................................................................. 4-14-1-1
Takeoff....................................................................................................................................................... 4-14-1-1
Landing...................................................................................................................................................... 4-14-1-1
Cold Weather Operation ........................................................................................................................... 4-14-1-2
General ........................................................................................................................................ 4-14-1-2
Icing Conditions ............................................................................................................................ 4-14-1-2
Preflight Check ............................................................................................................................. 4-14-1-2
Engine Start ................................................................................................................................. 4-14-1-3
Takeoff ......................................................................................................................................... 4-14-1-4
Inflight ........................................................................................................................................... 4-14-1-5
Landing ........................................................................................................................................ 4-14-1-5
Taxiing ......................................................................................................................................... 4-14-1-6
Parking ........................................................................................................................................ 4-14-1-7
ENGINE AND AIRFOIL ANTI-ICE............................................................................................................. 4-14-1-8
LIGHTING
Reserved For Future Use .......................................................................................................................... 4-15-1-1
NAVIGATION PROCEDURES
General...................................................................................................................................................... 4-16-1-1
Preflight ..................................................................................................................................................... 4-16-1-1
IRS Control Panel...................................................................................................................................... 4-16-1-1
NAV OFF LIGHTS Flashing ......................................................................................................... 4-16-1-1
FMS Flight Phase Error ............................................................................................................................. 4-16-1-2
FMS / IRS Initialization .............................................................................................................................. 4-16-1-2
IRS NAV Mode ........................................................................................................................................ 4-16-1-14
Before Start Check .................................................................................................................................. 4-16-1-14
Takeoff..................................................................................................................................................... 4-16-1-15
ATS - ARM: Press Autoflight ...................................................................................................... 4-16-1-15
FMS Takeoff Update .................................................................................................................. 4-16-1-15
No GNS ......................................................................................................................... 4-16-1-15
With GNS - At all times, ................................................................................................. 4-16-1-15
500' AGL..................................................................................................................................... 4-16-1-15
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AFS ............................................................................................................................... 4-16-1-15
PROF ............................................................................................................................ 4-16-1-15
NAV............................................................................................................................... 4-16-1-15
FMS SPD ...................................................................................................................... 4-16-1-15
Early NAV Engagement ................................................................................................ 4-16-1-15
Parallel Rudder ............................................................................................................. 4-16-1-15
AP: ................................................................................................................................ 4-16-1-16
NAV:.............................................................................................................................. 4-16-1-16
1,500' AGL ................................................................................................................................. 4-16-1-16
Climb Speed ................................................................................................................. 4-16-1-16
Thrust Limit ................................................................................................................... 4-16-1-16
Noise Abatement Procedures .................................................................................................... 4-16-1-16
CLIMB ........................................................................................................................... 4-16-1-17
3,000' AGL .................................................................................................................... 4-16-1-17
10,000' MSL .................................................................................................................. 4-16-1-17
Intermediate Level Off............................................................................................................................. 4-16-1-17
Cruise...................................................................................................................................................... 4-16-1-17
Cruise Climb .............................................................................................................................. 4-16-1-17
Wind Model ................................................................................................................................ 4-16-1-17
INIT Wind ...................................................................................................................... 4-16-1-18
Blended Wind................................................................................................................ 4-16-1-18
Forecast Cruise Wind ................................................................................................... 4-16-1-18
Approach................................................................................................................................................. 4-16-1-18
Flight Planning ........................................................................................................................................ 4-16-1-18
F-PLN Page 1 ............................................................................................................................ 4-16-1-18
SID Selection/Entry................................................................................................................................. 4-16-1-20
Custom SID Selection/Entry ...................................................................................................... 4-16-1-22
Waypoint Entry/Deletion ......................................................................................................................... 4-16-1-22
Data Base Waypoint Entry......................................................................................................... 4-16-1-22
F-PLN Discontinuity ................................................................................................................................ 4-16-1-24
Airway Entry............................................................................................................................................ 4-16-1-24
Duplicate Waypoints ............................................................................................................................... 4-16-1-26
Waypoint Deletion................................................................................................................................... 4-16-1-27
F-PLN Page 2 ......................................................................................................................................... 4-16-1-28
F-PLN Temp and Wind Entry.................................................................................................................. 4-16-1-29
Takeoff Data Entry .................................................................................................................................. 4-16-1-31
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MD-11 FLIGHT MANUAL
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Performance Mode Entry......................................................................................................................... 4-16-1-35
Title Line .................................................................................................................................................. 4-16-1-35
Max Optimum Altitude Computations ...................................................................................................... 4-16-1-37
Maximum Altitude .................................................................................................................................... 4-16-1-37
Thrust Limited Altitude............................................................................................................................. 4-16-1-37
Buffet Limited Altitude.............................................................................................................................. 4-16-1-37
Optimum Altitude .................................................................................................................................... 4-16-1-37
Climb Forecast Wind Entry...................................................................................................................... 4-16-1-37
THRUST LIMIT Page .............................................................................................................................. 4-16-1-38
Automatic Thrust ........................................................................................................................ 4-16-1-38
Manual Thrust ............................................................................................................................ 4-16-1-40
NAV Radio Tuning................................................................................................................................... 4-16-1-40
Departure Runway Change ..................................................................................................................... 4-16-1-43
GW Update.............................................................................................................................................. 4-16-1-44
Transition To Takeoff............................................................................................................................... 4-16-1-45
Navigation (Continued) ............................................................................................. 4-16-2-1
Takeoff And Transition To Climb ............................................................................................................... 4-16-2-1
NAV Mode Engage Logic .......................................................................................................................... 4-16-2-1
Capture Zone............................................................................................................................................. 4-16-2-1
PROF Mode Engage Logic........................................................................................................................ 4-16-2-1
FMS Speed Control ................................................................................................................................... 4-16-2-2
Bank Angle Limits...................................................................................................................................... 4-16-2-2
Climb ......................................................................................................................................................... 4-16-2-3
Climb Performance Change ......................................................................................................... 4-16-2-3
Vertical Climb Revisions ............................................................................................................... 4-16-2-4
Holding Patterns In Climb............................................................................................................. 4-16-2-6
Required Time Of Arrival (RTA) ................................................................................................... 4-16-2-6
Direct To A Waypoint.................................................................................................................... 4-16-2-7
Transition To Cruise ..................................................................................................................... 4-16-2-9
Cruise ........................................................................................................................................................ 4-16-2-9
Intercept Waypoint Inbound Course ............................................................................................. 4-16-2-9
Abeam Waypoints ...................................................................................................................... 4-16-2-11
Fix Use ....................................................................................................................................... 4-16-2-12
Off Route Navigation .................................................................................................................. 4-16-2-14
Enroute Navaid Use ................................................................................................................... 4-16-2-15
Autotuning ..................................................................................................................... 4-16-2-16
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TOC
Radio Position ............................................................................................................... 4-16-2-17
Monitoring ..................................................................................................................... 4-16-2-17
Navaid Deselection ....................................................................................................... 4-16-2-19
Nav Data Base Information ........................................................................................... 4-16-2-19
POS REF Page.......................................................................................................................... 4-16-2-20
IRS STATUS Page .................................................................................................................... 4-16-2-21
IRS ACTION CODES.................................................................................................... 4-16-2-22
FMS Position Manual Update .................................................................................................... 4-16-2-22
Cruise Perfomance Chage......................................................................................................... 4-16-2-23
Flight Progess ............................................................................................................................ 4-16-2-25
Closest Airports.......................................................................................................................... 4-16-2-25
Sensor Status ............................................................................................................................ 4-16-2-27
Cruise Flight Level Change........................................................................................................ 4-16-2-28
Climb ............................................................................................................................. 4-16-2-28
Adjusting The Step Climb Point .................................................................................... 4-16-2-28
Descent................................................................................................................................................... 4-16-2-29
Deceleration............................................................................................................................... 4-16-2-30
Descent Forecast Wind Entry .................................................................................................... 4-16-2-31
STAR Selection/Entry ................................................................................................................ 4-16-2-32
Custom STAR Entry................................................................................................................... 4-16-2-34
Transition To Descent................................................................................................................ 4-16-2-36
Navigation (Continued) ............................................................................................. 4-16-3-1
DESCENT................................................................................................................................................. 4-16-3-1
EARLY DESCENTS..................................................................................................................... 4-16-3-1
LATE DESCENTS ....................................................................................................................... 4-16-3-1
DESCENT PERFORMANCE CHANGE ..................................................................................... 4-16-3-2
VERTICAL DESCENT REVISIONS............................................................................................. 4-16-3-3
HOLDING..................................................................................................................................... 4-16-3-3
Hold To a Manual Termination (HM).............................................................................. 4-16-3-3
Hold To a Fix (HF) .......................................................................................................... 4-16-3-7
Hold To An Altitude (HA)................................................................................................. 4-16-3-8
VOR MODE ................................................................................................................................. 4-16-3-8
ALTERNATE DIVERSION ........................................................................................................... 4-16-3-9
TRANSITION TO APPROACH .................................................................................................. 4-16-3-10
APPROACH AND OPTIONS .................................................................................................................. 4-16-3-10
APPROACH SPEEDS ............................................................................................................... 4-16-3-10
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MD-11 FLIGHT MANUAL
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APPROACH AND GO-AROUND PAGE REVIEW ..................................................................... 4-16-3-11
APPROACHES........................................................................................................................... 4-16-3-12
ILS Approach ................................................................................................................. 4-16-3-12
LOC Approach ............................................................................................................... 4-16-3-13
LOC Only Approach ...................................................................................................... 4-16-3-13
FMS Approaches ........................................................................................................... 4-16-3-14
VOR Approach .............................................................................................................. 4-16-3-15
VOR Approach (Using VOR Tracking) .......................................................................... 4-16-3-15
VFR Approach ............................................................................................................... 4-16-3-16
LANDING RUNWAY CHANGE .................................................................................................. 4-16-3-16
SIDE STEP MANEUVER FROM ILS APPROACHES ............................................................... 4-16-3-19
GO AROUND ............................................................................................................................. 4-16-3-19
Missed Approach ........................................................................................................... 4-16-3-19
Second ILS Approach.................................................................................................... 4-16-3-20
Direct to Waypoint ......................................................................................................... 4-16-3-21
ALTERNATE DIVERSION.......................................................................................................... 4-16-3-23
AFTER LANDING ....................................................................................................................... 4-16-3-27
IRS STATUS Page ........................................................................................................ 4-16-3-27
Navigation (Continued) ............................................................................................. 4-16-4-1
ADVANCED FLIGHT PLANNING ............................................................................................................. 4-16-4-1
WAYPOINT CREATION AND F-PLN ENTRY.............................................................................. 4-16-4-1
ALONG TRACK OFFSET WAYPOINT ........................................................................................ 4-16-4-1
PLACE/BEARING/DISTANCE WAYPOINT ................................................................................. 4-16-4-1
LAT/LONG WAYPOINT................................................................................................................ 4-16-4-2
LAT REV Waypoint Entry ................................................................................................ 4-16-4-3
DEFINED WAYPOINT PAGE....................................................................................................... 4-16-4-4
NEW WAYPOINT ......................................................................................................................... 4-16-4-5
PILOT DEFINED RUNWAY ......................................................................................................... 4-16-4-6
ICAO PHONETIC WAYPOINTS................................................................................................... 4-16-4-7
SECONDARY F-PLN ................................................................................................................................ 4-16-4-7
SEC F-PLN INIT Page.................................................................................................................. 4-16-4-8
SEC F-PLN PAGE 1 AND 2 ......................................................................................................... 4-16-4-9
SEC F-PLN SEQUENCING.......................................................................................................... 4-16-4-9
SEC PROGRESS......................................................................................................................... 4-16-4-9
SEC DESCENT FORECAST ..................................................................................................... 4-16-4-10
PROCEDURE TURN............................................................................................................................... 4-16-4-10
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WIND MODEL DESIGN.......................................................................................................................... 4-16-4-13
CRUISE WINDS ........................................................................................................................ 4-16-4-13
WIND PROPAGATION .............................................................................................................. 4-16-4-14
WIND BLENDING ...................................................................................................................... 4-16-4-14
DUAL AND INDEPENDENT OPERATION............................................................................................. 4-16-4-15
SINGLE FLIGHT MANAGEMENT COMPUTER..................................................................................... 4-16-4-17
LATERAL NAV ONLY............................................................................................................................. 4-16-4-17
DEGRADED NAVIGATION .................................................................................................................... 4-16-4-17
IRS DEGRADED..................................................................................................................................... 4-16-4-17
RADIO DEGRADED ............................................................................................................................... 4-16-4-18
NO Navigation............................................................................................................................ 4-16-4-18
STANDBY MCDU OPERATION ............................................................................................................. 4-16-4-18
MENU Page ............................................................................................................................... 4-16-4-19
Standby MCDU Operation ......................................................................................................... 4-16-4-19
Standby F-PLN .......................................................................................................................... 4-16-4-20
Flight Progress........................................................................................................................... 4-16-4-21
Radio Tuning.............................................................................................................................. 4-16-4-21
ENGINE OUT.......................................................................................................................................... 4-16-4-21
ENGINE OUT WITHOUT SID.................................................................................................... 4-16-4-22
ENGINE OUT SID AND ROUTE ............................................................................................... 4-16-4-23
ENGINE OUT DRIFT DOWN..................................................................................................... 4-16-4-23
DETAILED NAVIGATION INFORMATION ............................................................................................. 4-16-4-24
NAVAID SELECTION ................................................................................................................ 4-16-4-24
Candidate List ............................................................................................................... 4-16-4-24
DME/DME Radio Position ............................................................................................. 4-16-4-25
DME/Bearing Radio Position ........................................................................................ 4-16-4-26
ILS, Localizer, ILS DME ................................................................................................ 4-16-4-26
DME/VOR SENSOR USAGE .................................................................................................... 4-16-4-26
POLAR NAVIGATION................................................................................................................ 4-16-4-27
PARALLEL OFFSET NAV ......................................................................................................... 4-16-4-27
CDU PAGE TREE................................................................................................................................... 4-16-4-28
NAVIGATION (CONTINUED) ................................................................................................................... 4-16-5-1
CLASS II NAVIGATION PROCEDURES.................................................................................................. 4-16-6-1
GENERAL.................................................................................................................................... 4-16-6-1
APPROACHING COAST OUT .................................................................................................... 4-16-6-1
ENROUTE ................................................................................................................................... 4-16-6-1
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APPROACHING LANDFALL/COAST IN ...................................................................................... 4-16-6-2
ENGINES
General...................................................................................................................................................... 4-17-1-1
DOOR OPERATION
EXTERIOR CABIN DOOR OPERATION .................................................................................................. 4-18-1-1
INTERIOR CABIN DOOR OPERATION ................................................................................................... 4-18-1-1
EXTERIOR CABIN DOOR OPERATION (AIR BOTTLE) ......................................................................... 4-18-1-1
INTERIOR FORWARD CABIN DOOR OPERATION (EMERGENCY
DEPLOYMENT) ...................................................................................................................................... 4-18-1-2
FORWARD LOWER CARGO DOOR OPERATION/INSPECTION .......................................................... 4-18-1-2
CENTER LOWER CARGO DOOR OPERATION/INSPECTION ............................................................. 4-18-1-3
AFT (BULK) LOWER CARGO DOOR OPERATION/INSPECTION ......................................................... 4-18-1-3
LANDING GEAR AND BRAKES
Rserved For Future Use ............................................................................................................................ 4-19-1-1
WATER AND WASTE
Rserved For Future Use ............................................................................................................................ 4-20-1-1
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MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-1-1
SUPPLEMENTAL PROCEDURES
GENERAL
CABIN DOOR SAFETY NET
Some Maintenance and/or Ramp Operations may require a cabin entry door 1L or 1R to be open without
stairs in place. In such cases Maintenance or Ramp
Personnel may install a Cabin Door Safety Net. Installation and removal of this safety net is the resposibility of Maintenance or Ramp Operations.
The Cabin Door Safety Net is to be stowed in the Aft
Bulk compartment/PFM bag. It is not to be stowed in
accessible locations ( main cargo deck, cabin/courier
area, or cockpit).
CAUTION
Under normal circumatances, the cabin
door should not be open more than 8
inches without stairs or Cabin Door Safety Net in place.
CREW REST AREA (CRA)
OPERATION
CAUTION
Do not allow loose change or other items
from pockets to drop down into the track
mechanism. This can cause a jam. Also, ensure the aft mattress section is
stacked on the forward section and all
pillows and blankets are removed from
the extendable section prior to retraction
of the CRA. The drive mechanism has a
low threshold load to avoid injury. If the
mattress, pillows, etc. jam during retraction, the CRA will not extend and the
drive mechanism should be disconnected and the CRA operated manually.
WARNING
After use of CRA, remove pillows and
blankets from the bunk and turn off both
reading lights to prevent heat damage,
smoke, and possible fire.
Automatic Operation (Electrical)
CAUTION
The CRA is designed to be operated and
used in cruise. However, for maintenance purposes, it may be operated on
the ground. Be aware, that to operate on
the ground, the L1 entry door must either be full open or full closed. Also, the
entry door must not be moved while the
CRA is extended or damage will occur.
NOTE
Manual override lever must be pushed in
to engage CRA motor for electrical opertion.
To extend Crew Rest Area:
Safety Lock. . . . . . . . . . . . . . . . . . . . . . UNLOCK
OPEN Switch/Light . . . . . . . . .PUSH AND HOLD
NOTE
A warning horn will sound on the CRA if
the safety lever is in the unlock position
and (1) NO SMOKING switch is on, or (2)
NO SMOKING switch is in Auto and the
Gear Handle is down.
30 October 2002
Flasher will be activated and after a 10 second
delay Area will extend.
Upper And Lower Bunk Extensions . . . . LOWER
Disengage slide latch and lower bunk extensions.
To retract Crew Rest Area:
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-1-1-1
AIRCRAFT GENERAL
MD-11/MD-10 FLIGHT MANUAL
Upper And Lower Bunk Extensions . . . . . STOW
•
Most animals; i.e. horses, cattle and pigs,
need to be kept cool (approx. 60°F), especially during loading and ground operations in hot
weather.
•
Baby chicks are best kept at a compartment
temperature of 65 to 70°F.
Raise bunk extensions and engage slide latch.
CLOSE Switch/Light . . . . . . . PUSH AND HOLD
Safety Lock . . . . . . . . . . . . . . . . . . . . . . . . LOCK
Manual Operation (Mechanical)
PREFLIGHT
To extend Crew Rest Area:
Safety Lock . . . . . . . . . . . . . . . . . . . . . .UNLOCK
MANUAL OVERRIDE Lever . . . . . .PULL/TWIST
The Crew Rest Area can now be extended manually by pulling the PULL handle located on the exterior of CRA.
MANUAL OVERRIDE Lever . . . . . TWIST/PUSH
Upper And Lower Bunk Extensions . . . .LOWER
Operate all available packs and use ECON OFF during all ground operations.
Either APU or ground conditioned air should be available for all ground operations, at the discretion of the
cargo attendant, who considers departure and destination weather.
During ground operations the Main Cargo Door and
both Cabin Doors 1L and 1R should remain open,
conditions permitting.
Disengage slide latch and lower bunk extensions.
To retract Crew Rest Area:
Upper And Lower Bunk Extensions . . . . . STOW
Raise bunk extensions and engage slide latch.
MANUAL OVERRIDE Lever . . . . . .PULL/TWIST
The Crew Rest Area can now be retracted manually by pushing the PUSH handle located on the
aft exterior of CRA.
MANUAL OVERRIDE Lever . . . . . TWIST/PUSH
Safety Lock . . . . . . . . . . . . . . . . . . . . . . . . LOCK
CARRIAGE OF LIVESTOCK
GENERAL
Animals may be carried on the Main Deck, in the Lower Forward and Aft Cargo Compartments. A mix of
different animals is permitted. The kind and number
of animals is determined by type and body weight,
considering temperature and humidity restrictions imposed by the limitations of the airplane. Loads will be
adjusted so as to maintain cargo compartment temperature and air flow within limits prescribed in the International Air Transport Association (IATA) live
animals regulations. Operations Engineering will provide the necessary data for livestock loads.
During livestock carriage:
•
4-1-1-2
Cargo compartment lights must be on with animals in the compartment.
TAKEOFF
Make a “Packs-On” takeoff; performance allowing.
INFLIGHT
Use all available packs at all times.
CRUISE
Manually cycle the cabin outflow valve open and
closed at least twice each hour to preclude valve
freezing due to the increase in moisture in the cargo
compartment.
If the cargo compartment temperature indicators register higher than recommended, i.e. approx. 60F, then:
•
Select ECON OFF. If this is not successful in
lowering the temperature sufficiently, then:
•
Select Cabin Pressure Controller--MANUAL,
raise the cabin altitude to 9,000 feet to help
lower temperatures quickly. Once the desired temperature is achieved, select the Cabin Pressure Controller--AUTO and continue to
monitor temperature.
NOTE
ECON OFF will increase fuel burn by
1%. Select FMS REF, AC STATUS and
insert 1.0 in 6L PERF FACTOR (2.5 if full
Flow Mode is used; see FULL FLOW
section below).
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
When carrying dry ice along with livestock:
•
Animal containers/pens must be loaded at
least 12 inches above the floor of the ULD.
•
Livestock and dry ice will be separated by a
minimum of one (1) container positions.
•
If 1,000 lbs. or more of dry ice is loaded on
the main cargo deck, NO livestock may be
carried.
FULL FLOW
Some aircraft are modified with more air ducting and
more air flow, to provide certain livestock loads with
increased cabin airflow and cooling. These aircraft
will be assigned as needed by Charter Ops, who will
request activation of the FULL FLOW modification by
Maintenance. The mechanic will activate FULL FLOW
switches on the Lower Maintenance Panel, and make
an AML entry. When the FULL FLOW is activated,
crews will operate in the ECON OFF.
NOTE
Full Flow will increase fuel burn by 1.5%
and ECON OFF will increase fuel burn by
1.0%, for a total of 2.5%. Select FMS
REF, AC STATUS and insert 2.5% in 6L
PERF FACTOR.
AIRCRAFT GENERAL
NOTE
A valve inlet cover usually is placed over
this sidewall outlet for transportation of
normal cargo. The inlet cover should be
removed and placed in the stowage area
provided during transport of animals.
With this arrangement, the air drawn under baffles
must enter the under floor cavity through the floor
heating passages from the tunnels.
When air discharges from the compartment to the vicinity of the outflow valve, condensation of moisture
released by animals is prevented from accumulating
as frost under the baffle to eventually close the air
passage.
Also, contaminants released by the animals are expelled.
LOWER AFT CARGO COMPARTMENT
For animal transport, the temperature control selector
should be positioned to the temperature most suited
for the species of animals being transported.
No special fuel provisions have been made for sustained flight at 10,000 feet to preserve the livestock in
the event of an emergency descent. Oxygen quantity
planning assumes unpressurized flight at FL250 in the
event of a rapid decompression.
The air system includes a fan under the floor which
delivers air to the compartment through two simple
check valves. The fan is similar to that used as the
center accessory compartment cooling fan. Its purpose under the aft compartment floor is to force air
into the compartment at a sufficiently high rate that
even with the 190 cfm withdrawn through the holes in
the ceiling, the compartment is slightly pressurized.
This prevents inward flow of warm air from the tunnels through leakage path in the aft and center compartments to interfere with temperature control.
LOWER FORWARD CARGO
COMPARTMENT
LOWER CENTER CARGO
COMPARTMENT
For animal transport, the temperature control selector
should be positioned to LO.
No ventilation is provided in the center cargo compartment, therefore it is not authorized for animal transport.
PLANNING
A check valve is installed for the purpose of transporting commercial quantities of animals. This check
valve is installed in the sidewall of the compartment to
discharge air in the region of the cabin airflow valve.
The check valve is lightly loaded so that, when air is
permitted to flow through it, the check valve at the
sump exhaust will remain closed.
30 October 2002
CARGO ATTENDANTS
Animal/Special Handling Cargo Attendants may require access to the main deck during flight. Normally,
they will be assigned to the flight in pairs. As a result,
the following additional information must be given
along with the normal Jumpseat Brief:
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-1-1-3
AIRCRAFT GENERAL
•
•
MD-11/MD-10 FLIGHT MANUAL
Communication - Only one Attendant at a time
will be behind the cargo barrier. One will remain in Courier area to provide a communication link with the flight crew, if required.
Smoke Curtain or RCB door operation.
Point of contact for all cargo-related questions is the
Loadmaster/Handler.
All handlers must speak, read and understand English.
SEAT PALLET CONFIGURATION
Certain cargos may require several cargo attendants
(passengers) to accompany the flight. One or two seat
pallets each capable of seating 12 persons may be
placed at the rear of the main cabin. The maximum
number of passengers assigned to the seat pallets is
24. An equipment stowage utility box will be near the
seat pallet. Normal and emergency equipment and
procedures must be modified as follows when persons will occupy the seat pallets during flight.
EMERGENCY EQUIPMENT
•
•
•
Under each seat:
-
Supplemental oxygen cylinder with mask,
capable of at least 60 minutes continuous
partial flow.
-
Life vest.
-
Smoke goggles.
Utility box, interior:
-
(1) Crash Axe.
-
(2) Megaphones.
-
(1) Extra supplemental oxygen cylinder.
Utility box, exterior:
-
(1) Fire extinguisher, Halon.
-
(1) First Aid kit.
-
(2) Flashlights.
•
Emergency Lights in aft cabin, controlled by
cockpit Emer. Lt. switch (overhead).
•
Slide/Rafts with beacons mounted in Doors 4L
and 4R.
•
Lavatory smoke alarm with repeater alarm in
courier section (required for the 24-person
Seat Pallet configuration).
4-1-1-4
NORMAL PROCEDURES
Briefing
At least one FedEx Loadmaster accompanies cargo
attendants in the Seat Pallet Configuration for enplaning, inflight, and deplaning. The Loadmaster maintains annual currency in FedEx aircraft emergency
procedures, and is responsible for aiding the cargo attendants in the event of any aircraft emergency. Both
the Loadmaster and a flight crewmember will brief the
cargo attendants on communication, normal, and
emergency procedures, using this page and/or the
Jumpseat Briefing card as appropriate.
Communications
The cockpit overhead NO SMOKE and SEAT BELTS
switches control lights throughout the main cabin.
The flight crew communicates with the cargo area
passengers with the Public Address (PA) system. If
the flight crew announces “Interphone” on the PA system, the Loadmaster or the cargo attendant picks up
the telephone handset to speak with the flight crew
over service interphone.
The Cargo Loadmaster or his designee communicates with the flight crew over the service interphone,
using the handset on the interior cargo compartment
wall. The Loadmaster advises the flight crew of the following:
•
Cargo area is prepared (or not prepared) for
takeoff or for landing.
•
Any abnormal situation affecting passenger
safety or flight safety.
•
All passengers have deplaned after landing.
The Loadmaster communicates with the cargo attendants in person or with a megaphone.
Flight Crew to Cargo Attendant Announcements:
•
Before Start. PA: “All passengers remain seated with seat belts fastened during pushback,
taxi, and takeoff.”
•
Before Takeoff. PA: “All passengers remain
seated with seat belts fastened during takeoff, until the FASTEN SEAT BELTS lights are
extinguished.”
•
Cruise. PA: Include PA announcements as
time permits. Anticipate turbulence using all
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
•
•
AIRCRAFT GENERAL
available means and use the FASTEN SEAT
BELT lights to protect passenger safety.
Cargo attendants’ primary emergency exits for evacuation or ditching are cabin doors 4L and 4R.
Descent.
The escape slides for doors 4L and 4R are identical to
the slides in doors 1L and 1R, and may be used as life
rafts.
-
Place SEAT BELTS switch ON no later
than 18,000’ MSL on descent.
-
PA: “All passengers remain seated with
seat belts fastened until landing and taxi
are complete and the FASTEN SEAT
BELT lights are extinguished.”
Shutdown.
-
Place SEAT BELTS switch OFF.
-
PA: “Passengers may move about the
cabin.”
-
Loadmaster to Flight Crew on Flight Interphone: “All passengers have deplaned.”
Emergency Lights
Flight crew will ensure the EMER LT switch is ARM
whenever passengers are on board. Do not turn the
EMER LT switch OFF at Shutdown until the Loadmaster reports that all passengers have deplaned. Coordinate responsibility for EMER LT switch with
maintenance if necessary so battery is not depleted.
EMERGENCY PROCEDURES
Smoke, Fumes, Odors, Fire, or Loss of Cabin
Pressure
An altitude warning horn will sound in the cargo attendant area in event of a loss of cabin pressure.
A smoke detector tone will sound in event of smoke in
the lavatory. It is audible in the cockpit (even with
cockpit door closed).
For any smoke, fumes, unexplained odors, evidence
of fire, or loss of cabin pressure, all passengers must
immediately:
•
Don oxygen mask and open the portable oxygen cylinder valve.
•
Don smoke goggles over the oxygen mask.
•
Use Flight Interphone or direct contact with
the Flight Crew to notify them of the situation.
If the smoke, fumes, etc. is noted first by the
Flight Crew, they will notify the passengers to
don masks and goggles with the PA system.
•
Maintain contact with the Flight Crew throughout the event.
Emergency Announcements
Lavatory Smoke Alarm
Make the following emergency announcements with
the PA:
If the lavatory alarm sounds an alert, either a member
of the cockpit crew or the Loadmaster will:
•
Emergency evacuation: “Evacuate”.
•
Rejected Takeoff: “Passengers
Seated” or “Evacuate”.
•
Emergency landing: “Brace for Impact”.
•
Other emergencies; include:
Remain
-
Nature of emergency.
-
How much time is available to prepare.
-
Special instructions regarding ditching,
egress routes, etc.
Emergency Evacuation
30 October 2002
•
Inform the Captain of the alarm.
•
Investigate the source of the alarm in the lavatory, including the trash receptacle.
•
Silence the smoke alarm by removing its internal battery, if so directed by the Captain.
•
If evidence of fire is found (flames, smoke,
charring or odors of smoke), upon direction of
the Captain, use the cockpit fire extinguisher
on the source.
•
Continue to monitor the lavatory for further
signs of fire.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-1-1-5
AIRCRAFT GENERAL
MD-11/MD-10 FLIGHT MANUAL
PESTICIDE FUMIGATON INFLIGHT
Destination agricultural restrictions may require the
crew to fumigate the aircraft Main Cargo Deck with a
pesticide just prior to descent. The departure ramp
agent gives the pesticide and direction to dispense to
the crew. The departure ramp agent determines the
number and type of spray containers which must be
dispensed, based on animals carried on the Main Cargo Deck, number of jumpseaters, and spray availability. The spray container trigger may be either a lockdown type (set-and-forget), or may require the crew to
hold the trigger until the container is empty. The pesticide is approved for limited human exposure. The
spray container may become extremely cold as it dispenses. The empty pesticide container(s) may be required by destination agriculture inspectors upon
arrival to avoid FedEx and flight crew fines. Proper
guidelines avoid:
•
Unnecessary subjection of the crew to pesticide aerosol.
•
Protection against extreme cold of the spray
can.
•
Unintentional activation of the Level-3 alert
CABIN SMOKE detectors due to concentration of the aerosol.
Use the following guidelines to dispense the pesticide, unless other procedures are required by agriculture officials:
•
Brief all jumpseaters and crew members.
•
Dispense approximately 20 minutes prior to T/
D.
•
Use all available packs for at least the following 10 minutes.
•
Use ECON-OFF (MD-11) for at least the following 10 minutes.
•
One crewmember brings DG gloves, walkaround oxygen bottle/mask, and the pesticide
container(s) to the cargo barrier opening.
•
Don and use walk-around oxygen and face
mask (flow is automatically 100% on-demand
oxygen).
•
Wear the DG gloves.
•
Activate the pesticide dispenser(s) on the floor
of the Main Cargo Deck, aft of the cargo barrier, near the forward positions. If the lock-down
trigger is available, depart the Main Cargo
Deck immediately. If the trigger must be held
4-1-1-6
down, dispense pesticide containers as rapidly as practical.
•
Close the cargo barrier as soon as practical
while the pesticide dispenses.
•
All crew and jumpseaters should have oxygen masks and smoke goggles ready for immediate use if aerosol migrates forward. If
sufficient cockpit seats are available for all occupants, consider seating all persons in the
cockpit for the following 10 minutes.
•
Return oxygen masks and smoke goggles to
proper storage positions 10 minutes after dispersal, or when directed by the Captain.
•
Check each oxygen mask in Normal (no
Emergency oxygen flow).
•
Retain empty pesticide containers to present
to destination agriculture inspector, if required.
•
Regulations may require another pesticide
dispenser be momentarily sprayed (5 seconds) in the courier section. This type of pesticide is normally labeled “Top-Of-DescentSpray”.
JUMPSEAT SAFETY
Operate the NO SMOKE switch in accordance with
the checklist; the normal position is OFF (this eliminates a LEVEL-0 NO SMOKE alert). When cleared to
land, turn the NO SMOKE switch ON as a memory aid
for receipt of landing clearance. The courier station
has No Smoking placards, which apply to all persons
at all times on the aircraft.
Operate the SEAT BELTS lights in accordance with
the checklist; the normal position is AUTO. If turbulence is expected:
•
Turn SEAT BELTS lights ON.
•
As duties permit, verbally inform jumpseaters
to remain seated with seat belts fastened.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-2-1
AIR CONDITIONING AND PRESSURIZATION
AIR CONDITIONING USING EXTERNAL CONDITIONED AIR
(1.0.0)
When external air conditioning system is used to ventilate the cabin:
Verify Packs 1, 2 and 3 are OFF.
NOTE
If pneumatic pressure is not adequate to
maintain 3 pack operation, push 1-3
ISOL switch and, if required, 1-2 ISOL
switch and verify ON light(s) extinguish
and operate only those packs powered
by external pneumatics.
NOTE
If operating in Manual mode, push Pack
1, 2 and 3 switches and observe OFF
lights illuminate.
Request ground crew to connect external air conditioning system.
AIR CONDITIONING USING EXTERNAL PNEUMATICS TO OPERATE PACKS
(2.0.0)
When an external pneumatic source is required to operate packs, request ground crew to connect external
pneumatic source to aircraft.
MANUAL PRESSURIZATION
(3.0.0)
Cabin Press System Select Switch . . . MANUAL
Push Cabin Press System Select switch and observe
MANUAL light illuminates.
ECON Switch . . . . . . . . . . . . . . . AS REQUIRED
NOTE
With ECON Switch off, cabin rate of
climb may be less sensitive to outflow
valve movement.
With ECON Switch off, fuel consumption
may be increased up to1.0%. If desired,
insert 1.0 PERF FACTOR on A/C STATUS page to revise FMS predictions.
If operating in the Auto Mode:
Verify Econ switch is ON.
CABIN PRESS Manual
If ECON switch is Off push the switch and observe the
OFF light extinguishes, no further action required.
Rate Selector . . . . . .ROTATE AS NECESSARY
If operating in the Manual Mode:
Rotate Cabin Press Manual Rate selector, as necessary, to maintain desired cabin altitude and/or rate.
ECON Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
Push Econ switch and observe OFF light illuminates.
When below 9500 feet and cabin altitude equals outside altitude,
1-2 & 1-3 ISOL Switches . . . . . . . . . . . . . . . .ON
Outflow VALVE Indicator . . . . . 10:30 POSITION
Push 1-2 and 1-3 ISOL switches and observe associated ON lights illuminate.
PACKS 1, 2 & 3 . . . . . . . . . . . . . . . . . . . . . . .ON
Push PACK 1, 2 and 3 switches and observe associated OFF and FLOW lights extinguish.
Set cabin and cargo temperature selectors as desired.
28 February 2000
CAUTION
Maximum differential pressure at landing
is 0.5 psid. With cabin differential pressure in excess of 0.5 psid, opening of
cabin doors may not be possible.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-2-1-1
AIR CONDITIONING AND PRESURIZATION
MD-11/MD-10 FLIGHT MANUAL
NOTE
Selection of a position of the Outflow
VALVE indicator greater than 10:30 can
cause a negative pressure inside the aircraft. This will allow the cabin doors to
unseat and cause noise in the cabin.
After landing:
Outflow VALVE Indicator . . . . SET FULL OPEN
Rotate Cabin Press Manual Rate selector to Climb
and set Outflow Valve indicator to full open.
UNPRESSURIZED FLIGHT
(4.0.0)
Cabin Press System Select Switch. . . .MANUAL
Push the Cabin Press System Select Switch once and
observe the Manual light illuminates.
Outflow VALVE Indicator . . . .Set 10:30 Position
Rotate the Cabin Press rate selector to set Outflow
Valve indicator to 10:30 position.
NOTE
Selection of a position greater than 10:30
can cause a negative pressure in the aircraft. This will allow the cabin doors to
unseat and cause noise in the cabin.
FWD and AFT Cargo Temp Selector . . . . . .OFF
After landing and prior to door opening:
Outflow Valve Indicator . . . . . . SET FULL OPEN
Rotate Cabin Press rate selector to set Outflow Valve
indicator to full open.
4-2-1-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-3-4
AURAL/VISUAL WARNING
WINDSHEAR
GENERAL
(1.0.0)
EVALUATE THE WEATHER
The most important policy for the flight crew in coping
with a windshear is to avoid areas of known windshear.
NO
DEFINITION
(2.0.0)
Severe windshear may be defined as a rapid change
in wind direction and/or velocity that results in airspeed changes greater than 15 knots or vertical speed
changes greater than 500 feet per minute.
ANY SIGNS OF
WINDSHEAR?
AVOID KNOWN
WINDSHEAR
YES
NO
IS IT SAFE
TO CONTINUE?
YES
FLIGHT CREW ACTIONS
(3.0.0)
The flight crew actions preparatory to encountering
windshear events are divided into five areas. They
are:
•
Evaluate the Weather.
•
Avoid known Windshear.
•
Consider Precautions.
•
Follow Standard Operating Techniques.
•
Windshear Recovery Technique.
The following figure summarizes how the flight crew
actions may be incorporated in everyday operations.
Using this model of flight crew actions will simplify operational windshear decisions from the pilot’s viewpoint.
CONSIDER PRECAUTIONS
FOLLOW STANDARD
OPERATING TECHNIQUES
WINDSHEAR
RECOVERY TECHNIQUES
REPORT THE
ENCOUNTER
WdshrCht
WndshrCht
EVALUATE THE WEATHER
(4.0.0)
Detection of windshear is difficult with today’s technology. Develop an awareness of the causes and danger signals of windshear to successfully avoid
windshear.
The most dangerous form of windshear is a convective weather microburst of either the dry or wet type.
As shown in the table below, convective weather conditions have produced the majority of known windshear accidents.
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-3-4-1
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
CAUSES OF % OF WINDSHEAR ACCIDENTS
(4.1.0)
Convective Conditions
DANGER SIGNALS OF WET MICROBURSTS
•
PIREPS - Caution; Due to the rapid intensification of microbursts, actual windshear may
be up to twice as severe as the PIREP - Also
note source of pirep, i.e., type of aircraft.
•
LLWAS - Caution; LLWAS in its present state
of development is not completely accurate in
detecting microbursts and is prone to false
alarms.
•
Thunderstorms - In addition to the well known
hazards of thunderstorms, an estimated 5% of
thunderstorms accompanied by heavy rain
a nd /o r l i gh t ni n g c o nt a i n em b e dd e d m i crobursts.
•
Localized Strong Winds - Blowing dust, rings
of dust, dust devils, other tornado-like features and other evidence of strong local outflow. (Caution - Visual clues may be
obscured by low visibilities in wet thunderstorm microburst situations.)
•
Turbulence - Moderate or greater turbulence
may be associated with the outflow from a microburst.
•
Airborne Weather Radar - Search the area
above and along the takeoff and approach
paths for heavy precipitation.
•
Weather Forecast - Although no techniques
currently exists to forecast wet microbursts,
crews should consider the thunderstorm forecasts contained in the terminal forecasts and
severe weather advisories as a possible indication of the presence of wet microbursts.
65%
(Thunderstorms, rain and
snow showers)
Frontal Systems
15%
Low Altitude Jet Streams 5%
Strong or Gusty Surface 5%
Winds
All Other Causes (temper- 10%
ature inversions, mountain waves, sea breeze
circulations, unknown
causes)
DANGER SIGNALS OF DRY MICROBURSTS
•
(4.2.0)
PIREPS - Caution; Due to the rapid intensification of microbursts, actual windshear may
be up to twice as severe as the PIREP - Also
note source of pirep, i.e., type of aircraft.
•
LLWAS - Caution; LLWAS in its present state
of development is not completely accurate in
detecting microbursts and is prone to false
alarms.
•
Virga - Rain falling from high based convective clouds evaporating before it reaches the
ground.
•
Temperature/Dewpoint - Watch for a spread
of 30°F to 50°F (17°C to 28°C).
•
Turbulence - Moderate or greater turbulence
may be associated with the outflow from a microburst.
•
Airborne Weather Radar - Indications of weak
(green) cells with bases from 5000 to 15,000
feet AGL which indicate weak precipitation,
usually virga. In addition, in turbulence mode,
areas of red turbulence surrounding weak precipitation may indicate microburst windshear
conditions in their formative stages aloft.
•
Windshear Forecast - The potential for a microburst is indicated by mid-level moisture,
very dry surface conditions and a 30°F to
50°F (17°C to 28°C) temperature/dewpoint
spread.
4-3-4-2
(4.3.0)
WINDSHEAR PROBILITY GUIDLINES (4.4.0)
The following table (designed specifically for convective weather conditions) provides a subjective evaluation of various observational clues to aid in making
appropriate real time avoidance decisions. Although
encountering weather conditions described in the table above 1000 AGL may be less critical in terms of
flight path, such encounters may present other significant weather related risks. Windshear clues should
be considered cumulative. The probability of each
single observation is given. However, if more than
one windshear clue is observed, the probability rating
may be increased to reflect the total set of observations. Use of the table should not replace sound
judgement in making avoidance decisions. Crew-
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NOTE
members are urged to exercise caution when determining a course of action.
OBSERVATION
These guidelines apply to operations in
the airport vicinity (within 3 miles of the
point of takeoff or landing along the intended flight path and below 1,000 ft. altitude). The clues should be considered
cumulative. If more than one is observed
the probability weighting should be increased. The hazard increases with proximity to the convective weather. Weather
assessment should be updated continuously.
PROBABILITY OF WINDSHEAR
PRESENCE OF CONVECTIVE WEATHER
NEAR
INTENDED
FLIGHT PATH:
W i t h l o c a l i z e d s t r o n g HIGH
winds (tower reports or
observed blowing dust,
rings of dust, tornado-like
features, etc.)
CAUTION
With heavy precipitation HIGH
(observed or radar indications of contour, red or atten-uation shadow.)
With rain shower
MEDIUM
With lightning
MEDIUM
With virga
MEDIUM
With moderate or greater MEDIUM
turb-ulance (reported or
radar indications.)
With temperature/dew- MEDIUM
point spread of 30°F to
50°F (17°C to 28°C.)
ONBOARD WINDSHEAR HIGH
DETECTION SYSTEM
ALERT: Reported or observed
Currently no quantitative means exist for
determining the presence or intensity of
microburst windshear. Crewmembers are
urged to exercise caution in determining
a course of action.
AVOID KNOWN WINDSHEAR
•
Delay takeoff until conditions improve.
•
In flight, divert around areas of known windshear and/or hold until conditions improve.
•
If windshear is indicated during approach, initiate a go-around.
CONSIDER PRECAUTIONS
20 KIAS or greater
MEDIUM
F O R E C A S T O F C O N - LOW
VECTIVE WEATHER
•
•
•
High Probability - Critical attention needs to
be given to this observation. A decision to
avoid (e.g., divert or delay) is appropriate.
Medium Probability - Consideration should be
given to avoiding. Precautions are appropriate.
Low Probability - Consideration should be given to this observation, but a decision to avoid
is not generally indicated.
28 February 2000
(5.0.0)
Federal Express Corporation policy is to AVOID AREAS OF KNOWN WINDSHEAR. Consider the following:
P I R E P O R A I R S P E E D HIGH
LOSS OR GAIN:
Less than 20 KIAS
AURAL/VISUAL WARNING
(6.0.0)
Precautions are recommended whenever probability
of windshear exists but avoidance action is not considered necessary:
TAKEOFF
(6.1.0)
•
Use maximum takeoff thrust.
•
Use the longest suitable runway.
•
Consider increasing rotation speed. The delayed rotation speed must not exceed the performance limit VR speed. However, initiate
rotation no later than 2000 feet before the end
of the runway.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-3-4-3
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
TAKEOFF
NOTE
Selecting “WINDSHEAR....YES” in the
APLC will cause the APLC to calculate
and display the performance limit Vr
speed in brackets (<>). Set the “Bugs” for
the actual gross weight Vr, but remember to rotate no later than the performance limit Vr speed.
•
•
If a performance limit Vr is calculated, at actual gross weight Vr call “Vr” and at the performance limit Vr call “rotate”.
•
Be alert for any airspeed fluctuation during
takeoff and initial climb.
•
Know the normal (all-engine) initial climb pitch
attitude.
•
Make a continuous rotation at the normal rotation rate to the all engine climb pitch attitude.
•
Develop an awareness of normal values of
airspeed, altitude, vertical speed and airspeed buildup.
•
The pilot not flying should closely monitor the
vertical flight path instruments such as vertical speed and altimeters and call out any deviations from normal.
Do not use the Flight Director for takeoff unless the Windshear Detection and Guidance
System is operational.
APPROACH/LANDING
(6.2.0)
(7.1.0)
APPROACH/LANDING
(7.2.0)
•
Achieve a stabilized approach no later than
1,000 AGL.
•
Develop an awareness of normal values of
vertical speed, thrust, and pitch.
•
Avoid large thrust reductions or trim changes
in response to sudden airspeed increases as
these may be followed by airspeed decreases.
•
Crosscheck flight director commands using
the vertical flight path instruments.
•
Achieve a stabilized approach no later than
1,000 feet AGL.
•
Use longest runway away from potential windshear.
•
•
Consider using 35° flaps, to provide the best
overall recovery performance.
Know the Go-around decision criteria and be
prepared to execute an immediate go-around
if the parameters are exceeded.
•
The pilot not flying should closely monitor the
vertical flight path instruments such as vertical speed, altimeters and glideslope displacement and call out any deviations from normal.
•
Consider using increased approach speed
(correction applied in the same manner as a
gust correction) up to a maximum of 20 kts.
•
Use the autopilot and autothrottles for the approach to provide more monitoring and recognition time. If using the autothrottles,
manually back-up the throttles to prevent excessive power reduction during an increasing
performance shear.
FOLLOW STANDARD OPERATING
TECHNIQUES
(7.0.0)
Certain procedures and techniques can prevent a
dangerous flight path situation from developing if inadvertent windshear is encountered. Each crewmember should work to develop a cockpit atmosphere
which encourages awareness and effective crew coordination, particularly with night operations and during
marginal weather conditions.
4-3-4-4
WINDSHEAR ALERT AND GUIDANCE SYSTEM (WAGS)
(8.0.0)
The WAGS is enabled for detection and guidance
from 80 knots on takeoff roll to 1500 feet AGL. On approach, the WAGS is enabled from 1500 feet AGL
down to 50 feet AGL. The system is part of the autoflight system (AFS) and it receives information from the
central air data computer (CADC), inertial reference
system (IRS), flight management system (FMS), and
other components of the AFS. When the CADCs and
IRSs provide data to the WAGS, indicating an adverse wind condition, the WAGS provides windshear
alerting on the electronic instrument system (EIS) and
through the central aural warning system (CAWS).
Flight Director (F/D) and autopilot (A/P) functions are
provided through the AFS. In addition, under specific
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
conditions, the GPWS will be inhibited during windshear guidance.
DETECTION
(8.1.0)
When the WAGS detects a windshear condition, it
provides both aural and visual cockpit annunciations.
A red windshear warning (decreasing performance
windshear) or an amber windshear caution (increasing performance windshear) will be displayed in the
EIS primary flight display (PFD) top left corner under
the speed mode window when the WAGS detects the
appropriate windshear condition. CAWS will be enabled to generate an alert tone followed by the aural
mes sa ge “ TA ILW IND SHE AR” or “HE ADW IND
SHEAR” annunciated three times. The flight mode
annunciators will annunciate appropriate windshear
modes.
The WAGS provides pitch guidance commands for
windshear encounters during takeoff and go-around
operations. Using data provided by the IRSs, CADCs
and other AFS components, the WAGS provides guidance commands for the F/D and A/P through the
AFSs and will be displayed in the PFD.
A visual indication of the relationship between the aircraft angle of attack and stick shaker angle of attack is
provided by the pitch limit indicator (PLI). The PLI is
intended as an information indicator and is not to be
used as a guidance command.
The PLI provides pitch margin relative to aircraft stick
shaker angle of attack. During a windshear, this is
very useful information to the pilot when following
windshear guidance commands. The PLI is normally
cyan. When the aircraft approaches stick shaker angle of attack, the PLI turns amber, and at stick shaker
angle of attack or greater, it turns red. It should be
noted that the red zipper or underspeed warning indicator will often not coincide with PLI indications during windshear. The PLI is an angle of attack based
presentation which is valid during windshear guidance conditions. The red zipper is an FMS airspeed
based presentation and may not be accurate during
windshear guidance.
GUIDANCE
(8.2.0)
The WAGS provides guidance to achieve an energy
conserving flight path during a windshear. When a
decreasing performance windshear is detected and
guidance is activated, and provided sufficient energy
is available, the WAGS provides F/D and/or A/P pitch
guidance to achieve and maintain a +1° flight path angle. This flight path angle provides a near optimal en28 February 2000
AURAL/VISUAL WARNING
ergy conservation flight path through the windshear
field while also providing a positive flight path relative
to ground until aircraft performance is degraded to the
point where stick shaker angle of attack is attained.
The system will then provide pitch commands which
will, if necessary, sacrifice altitude to maintain stick
shaker angle of attack.
When above 450 feet radio altitude, even when an energy margin is available, the system will allow a zero
or even slightly decreasing flight path in the presence
of a strong downdraft to be more energy efficient
when proximity to the ground is not a factor.
When below 450 feet of radio altitude, and degradation of kinetic energy no longer makes maintaining a
positive flight path angle of +1° possible, the windshear system will guide to stick shaker angle of attack
and loss of altitude will occur as necessary to prevent
a stall.
When an increasing performance windshear is detected and guidance is active, the WAGS provides energy gaining F/D and/or A/P guidance during takeoff and
go-around. The windshear system will command an
inertial flight path angle of +1° until appropriate airspeed is achieved. The WAGS will then command
pitch guidance to maintain this speed. In this case, inertial flight path angle is no longer limited to +1°. During takeoff, this is a speed of V2 + 30 knots. For goaround, the speed is 1.3 Vs + 20 knots, or higher, as
limited by flap placard speed.
WINDSHEAR SYSTEM OPERATION DURING TAKEOFF ROLL, TAKEOFF AND
INITIAL CLIMB
(8.3.0)
The windshear system is enabled above 80 knots to
detect and provide alerting to the presence of windshear. When windshear is detected, the WAGS will
cause the alerts to be displayed in the PFD, in the
FMA, and aurally through the CAWS.
Decreasing performance windshears always have annunciation priority over increasing performance windshears. When either an increasing or decreasing
performance windshear is detected on takeoff, the autothrottles will remain clamped, except for a flex takeoff when the autothrottles will unclamp, set maximum
takeoff thrust and reclamp.
The FMA speed, roll, and altitude windows will reflect
the changes in WAGS system modes. For a decreasing performance windshear, the bank angle limit indication will go to 5° and the system will go to heading
hold; the roll and altitude windows will flash “HDG
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-3-4-5
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
XXX” and “WINDSHEAR” respectively five times. For
increasing performance windshear, the roll window will
remain unchanged and the altitude window will flash
“WINDSHEAR” five times.
exited windshear guidance while windshear is being
detected, windshear guidance can be regained by
pushing the G/A button.
Transition to windshear guidance is automatic as long
as the system is in takeoff mode. If takeoff mode is
not engaged, pushing G/A or advancing the throttles
to at least 95% of go-around thrust will activate windshear guidance when a windshear is detected.
WINDSHEAR SYSTEM OPERATION DURING APPROACH AND GO-AROUND (8.5.0)
When a windshear is detected, the windshear warning or caution annunciations will flash three times,
then remain steady. The CAWS activates an aural
alert tone followed by three cycles of “TAILWIND
SHEAR” or “HEADWIND SHEAR”.
During a windshear encounter on takeoff roll, the system does not initiate rotational guidance but does provide increasing or decreasing windshear guidance
after nose strut extension. If the takeoff is rejected by
the pilot, retarding the throttles to idle will cancel all
windshear functions except for the FMA annunciations which remain until speed drops below 30 KIAS.
When either an increasing or decreasing performance
windshear is detected during the takeoff roll prior to
V1, the takeoff should be rejected.
Detection of windshear after V1 requires continuing
the takeoff. During a decreasing performance windshear, if VR has not been reached prior to 2000 feet
from the end of the runway, rotation should be initiated. Advancing the throttles beyond the overboost
stop is mandatory in this situation.
After rotation, when a windshear is detected, either increasing performance or decreasing performance
guidance will be automatically provided as appropriate. When the windshear condition is exited, the
WAGS will transition to reversionary guidance.
WINDSHEAR REVERSIONARY GUIDANCE
(8.4.0)
When windshear conditions no longer exist all windshear detection annunciations cease. Windshear pitch
and roll guidance will continue until safe conditions are
achieved. At that time, the guidance system will revert to normal AFS modes. Although reversion to
takeoff or go-around modes will occur automatically,
other pitch modes and HDG HOLD occur when the pilot deselects windshear guidance manually.
The pilot can exit windshear guidance manually at any
time by selecting any other pitch mode; however, this
is not recommended when a decreasing performance
windshear is being detected. If the pilot has manually
4-3-4-6
During approach and go-around, the windshear aural
and visual alerts are the same as during takeoff. The
thrust rating mode will automatically be switched to
go-around if not already in go-around and “WINDSHEAR” will be displayed in the FMA speed window.
The WAGS is equally effective on all types of approaches. If a windshear is detected with the F/D
turned off, the F/D will automatically come into view
and provide windshear guidance when the pilot pushes the G/A button or thrust reaches 95% of go-around
thrust.
On approach, when either an increasing or decreasing performance windshear is detected, as indicated
by the CAWS and appropriate indications on the PFD,
the speed bug will move to indicate 1.3 VS + 20 knots
if selected lower. The autothrottles will reference to a
minimum of 1.3 VS + 20 knots or the pilot selected approach speed, whichever is higher. If the detected
windshear dissipates before guidance is initiated, the
throttles will reference back to the pilot selected speed
(if lower than 1.3 VS +20 knots) at a rate of approximately 1 knot per second.
When a windshear is detected on approach, the F/D
and/or A/P windshear guidance can be engaged in
three ways:
•
Pushing the G/A button manually
•
Advancing the throttles to at least 95% of G/A
thrust manually
•
The ATS system automatically advancing the
throttles to at least 95% of G/A thrust.
In all cases, initiation of windshear guidance will cause
the autothrottle system to advance to G/A thrust and
clamp.
Once windshear guidance is activated, the FMA will
annunciate the same as a windshear encounter on
takeoff. The autothrottles will set go-around thrust.
Windshear guidance continues until the windshear is
no longer present and reversion criteria have been
met. The AFS will then revert to normal go-around.
If a windshear is detected after a go-around has been
initiated, the aural and visual alerts will be activated
and windshear guidance will be initiated automatically
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
as during takeoff. AFS reversion is as previously described.
On approach, whenever an increasing or decreasing
performance windshear is detected, the pilot should
discontinue the approach by pushing the G/A button,
thereby engaging the windshear guidance. Once the
go-around is completed, the pilot should then carefully reassess the weather situation using all means at
his disposal, then proceed to the alternate airport or
make another approach as appropriate.
GENERAL INFORMATION AND RECOMENDATION
(8.6.0)
Configuration
(8.6.1)
Whenever windshear guidance is activated, aircraft
configuration should be maintained until safe flight
conditions are achieved.
Pop Up F/D and Autothrottles
(8.6.2)
If the WAGS detects a windshear and the F/D and
ATS are turned off, windshear pitch guidance and automatic maximum power functions are still available.
If the engine N1 is above 95% of the go-around thrust
rating, the F/D will come into view and the ATS will engage to set maximum thrust. If engine N1 is not
above 95% of go-around thrust rating, the pilot is required to either push the G/A button or move the throttles to above 95% of the G/A rating to acquire F/D
and/or autothrottle functions. The F/D and ATS will
remain engaged throughout the windshear maneuver
and after reversion to takeoff, go-around or other pilot
selected AFS modes.
Windshear Guidance
(8.6.3)
The most demanding windshear is an encounter with
a strong microburst which typically has lateral, horizontal and vertical wind components, often with rapid
reversal of direction. It is difficult to comply with F/D
windshear guidance commands when the aircraft still
has a significant amount of surplus kinetic energy, and
much more difficult when flying at stick shaker angle
of attack. Here, PLI information is very useful. The information presented to the pilot is the pitch margin to
stick shaker angle of attack between the aircraft symbol and the PLI. When the aircraft symbol and the PLI
coincide, the aircraft is at stick shaker angle of attack
and the PLI will turn red and the stick shaker will acti28 February 2000
AURAL/VISUAL WARNING
vate. During a steady and/or rapid increase or decrease in aircraft kinetic energy, pitch margin to PLI
will be displayed accordingly and should be monitored while following F/D pitch commands. When the
aircraft is at a low energy level flying at or near stick
shaker angle of attack and has encountered the roll
vortices of a microburst or gust front, rapid and strong
reversal of lateral, vertical and horizontal wind components will require immediate response by the pilot to
F/D commands. Further, he should not be dismayed
to observe the PLI’s rapid movements both above and
below the aircraft symbol. Observing a change in direction of PLI movement relative to the aircraft symbol helps the pilot anticipate a change or reversal on
control force in order to properly follow guidance commands which, in this regime of flight, will often require
much greater and much more rapid control inputs than
normal. These control inputs also often require a
greater or lesser force with attendant slower aircraft
response than is normally the case.
Windshear guidance will not command the pilot to fly
above stick shaker angle of attack; however, strong
vertical wind components may cause the PFD to display this condition to the pilot. The F/D command in
this situation will be to pitch down and the rate may be
rapid but not abrupt. The pilot should also be aware
that commands will be attenuated when the system
senses a reversal of wind direction. This helps prevent what might otherwise become a pilot induced oscillation (PIO) maneuver with the pilot out of phase
with the commands of the F/D.
Detection and Escape Maneuver
(8.6.4)
When a pilot chooses to, or must, attempt a takeoff or
landing in questionable weather, he will normally be
alert for signs of windshear. In this situation, it is very
possible that he will recognize the onset of a windshear before the windshear detection system functions. Even though WAGS cannot provide windshear
encounter guidance unless detection has taken place,
it is not recommended that the pilot delay initiation of
an escape maneuver until detection occurs. Upon
recognition of a windshear condition, the pilot should
immediately apply full rated thrust and follow the recommendations for a manual escape maneuver, i.e.,
increase or decrease pitch as necessary toward a 15ø
pitch, at a normal rate, and continue following the
technique set forth for the manual maneuver. It is
more than likely that detection by the system will occur in short order and programmed windshear encounter guidance will automatically follow with
appropriate aural and visual annunciations. Pilots
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-3-4-7
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
should be aware that wAGs has a design feature
which may delay windshear warning during sustained
banks greater than 15 ø, depending on the severity of
the windshear. The stronger the windshear, the less
the delay.
Thrust
(8.6.5)
Disconnect the Autothrottles and aggressively apply Firewall Power to insure adequate aircraft performance. Additional force may be required to
override the overboost stop providing maximum
available thrust. When aircraft safety has been
assured, adjust thrust to maintain engine parameters within specified limits and reset the FADECs.
NOTE
The windshear system will advance to and clamp the
autothrottles at maximum rated thrust during windshear guidance.
This amount of thrust will be sufficient for the MD-11
to survive most windshear encounters. However, if
aircraft performance is such that the pilot judges that
ground contact will occur, the throttles should be advanced beyond the overboost stop as recommended
previously.
GPWS and TCAS
(8.6.6)
The GPWS is inhibited during windshear guidance
when F/D commands are being followed within + 5ø.
The TCAS system functions are inhibited during windshear guidance.
WINDSHEAR RECOVERY TECHNIQUES (WAGS NOT OPERATIONAL)
(9.0.0)
The following actions are recommended whenever
flight path control becomes marginal below 1000 feet
AGL on takeoff or approach. As guidelines, marginal
flight path control may be indicated by deviations from
target conditions in excess of:
ANYTIME
ON APPROACH
15 kts Indicated Airspeed 1 Dot Displacement from
the Glide Slope
500 FPM Vertical Speed
Unusual throttle position
for a significant period of
time.
5° Pitch Attitude
If the on-board windshear detection system is not operative and flight path control becomes marginal at
low altitudes, initiate the following recommended windshear recovery technique without delay. Accomplish
the first three steps simultaneously.
After a maximum thrust application (overboost), those engine parameters which
exceeded the limits and their duration will
require an AML entry.
Disconnect the Autopilot
Pitch - For a windshear encounter after lift-off or
on approach, increase or decrease pitch attitude
as necessary (at a normal pitch rate) toward an
initial target attitude of 15ø. On takeoff where a
normal all engine pitch attitude has been established before a windshear is encountered, it is not
necessary to decrease pitch to 15ø. The all engine pitch attitude may be maintained until either
the shear has been exited or stick shaker is encountered. The stick shaker may be expected to
activate when pitch attitude reaches the pitch limit
indicator (PLI). Use intermittent stick shaker as
the upper limit for pitch.
Rapid changing vertical winds can also cause momentary stick shaker at any attitude. If attitude
has been limited to less than 15° to stop stick
shaker, increase attitude toward 15° as soon as
stick shaker stops.
If the vertical flight path or altitude loss is still unacceptable after reaching 15°, further increase
pitch attitude smoothly in small increments not to
exceed stick shaker angle of attack.
Rapidly changing winds may cause rapid excursions in pitch and roll with little or no pilot input.
Control pitch in a smooth, steady manner (in approximately 2° increments) to avoid excessive
overshoot/undershoot of the desired attitude.
Once aircraft is climbing and ground contact is no
longer an immediate concern, airspeed should be
increased by cautious reductions in pitch attitude.
Flight Director
Turn the Flight Director off or disregard commands.
Thrust
4-3-4-8
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
WARNING
If the on-board Windshear Detection System is not operative the flight director
and/or autoflight system, which alone is
not specifically designed for operations in
windshear, may command a pitch attitude change to follow target airspeeds or
a fixed pitch attitude regardless of flight
path degradation. This guidance may be
in conflict with the proper procedures for
windshear recovery. These systems
must not be used for windshear recovery
with the Windshear Detection System inoperative.
If windshear is encountered on runway
during takeoff and an abort is not practical, rotate toward 15° at normal rate of
rotation but no later than 2000 feet of usable runway remaining. After becoming
airborne, follow after lift off/on approach
recovery technique.
Configuration
Do not change flap, gear or trim position until terrain contact is no longer a factor.
NOTE
It is recognized that a change in flap position may improve windshear recovery.
However, this procedure is not recommended since the risk of moving the
flaps in the wrong direction or amount is
considered to be greater than the risk of
encountering a shear so great that a flap
change is needed for recovery.
REPORT THE WINDSHEAR ENCOUNTER
(9.1.0)
Report the airspeed change, shear encounter location
and altitude and aircraft type to ATC as quickly as
possible. Use the term PIREP in making the report in
order to encourage rebroadcast to other aircraft.
AURAL/VISUAL WARNING
hear can occur at altitude away from clouds (clear air
turbulence), along frontal systems, or with thunderstorms. Windshear near the ground is a downburst.
A downburst may be either a macroburst (>2.5 miles
across, vertical wind speeds of 140 MPH, and lasting
up to 30 minutes), or a microburst. A microburst is the
most dangerous windshear, because it is small (<2.5
miles across, strong (up to 168 MPH vertically), and
sudden (lasting less than 5 minutes).
Microbursts are strong and deadly. When the nearly
vertical cold air tunnels approach the ground, they
spread out in all directions. Microburst encounters are
insidiously dangerous because the aircraft quickly encounters, in order:
•
Increased performance, from the microburst
headwind. The aircraft pitches down and the
throttles retard.
•
Decreased performance, from the center of
the strong down draft. The aircraft attempts to
reverse pitch and maintain altitude, and the
throttles advance.
•
Another decreased performance, from the microburst tailwind. The aircraft loses considerable airspeed, making continued altitude and
airspeed recovery more difficult.
Because the aircraft encounters low-level microburst
windshear when low, slow, and configured (takeoff or
approach), some windshears are “unrecoverable”
once encountered. Avoidance of windshear is vital.
NORMAL PROCEDURES
(10.1.0)
Take PWS windshear alerts seriously. Even if Weather Radar and inflight visibility do not indicate severe
weather, PWS windshear alerts may still be correct.
Consider a PWS alert positive indication of windshear
activity ahead and take avoidance action.
Consider using Weather Radar even when windshear
probability is low, so that ND range automatically reverts to 10 NM and weather avoidance maneuvers
may be coordinated with PWS windshear icon / alert
reaction.
PREDICTIVE WINDSHEAR SYSTEM
(PWS) GENERAL
(10.0.0)
Windshear is abrupt change in wind speed and/or direction, and a serious threat to flight safety. Winds28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-3-4-9
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
4-3-4-10
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-3-6
EGPWS
OPERATION
•
•
•
Use all EGPWS features inflight unless inoperative.
Do not deactivate, override, or inhibit EGPWS features except as directed by the Flight
Manual.
Captains may use judgement on EGPWS operation in
unusual circumstances.
USE OF OVERRIDES AND INHIBITS
Do not select Terrain OVRD for various EGPWS EAD
alerts (e.g., GPWS FAIL, TERRAIN FAIL or NOT
AVAIL, etc.). Terrain features are automatically disabled, and may return if system regains full status.
PILOT RESPONSE TO EGPWS
•
Use TAD as a situational awareness tool only.
•
Never use TAD for primary navigation or lateral terrain avoidance.
FLAP OVRD switch Select FLAP OVRD as directed by abnormal checklists. Make AML entry for use of FLAP OVRD switch.
GS INHIBIT switch-light Press to select GS INHIBIT for:
•
Inoperative Mode 5.
•
Unreliable GS signal.
•
ILS-NO GS approach.
•
Backcourse approach.
•
Visual sidestep or transition maneuvers from
an ILS approach to another runway.
•
GS runway intercept point is substantially displaced from threshhold, and Captain elects to
use this additional runway length for landing
when visual cues are acquired.
Terrain OVRD switch-light Press to select Terrain Override and disable TLA,
TCF, and TAD for:
•
Obvious system malfunctions. Make AML entry.
Only vertical maneuvering is recommended for any
EGPWS Caution or Warning alert, unless in VMC and/
or the pilot determines, based on all available information, that turning in addition to the vertical escape
manuever is the safest course of action.
Do not ignore a short duration EGPWS alert. Take immediate, aggressive action.
When in day VMC, if a Caution or Warning boundary
is deliberately exceeded due to specific terrain or operating procedures at certain locations, the alert may
be regarded as advisory and the approach continued.
When in IMC or at night, use the procedures below for
any EGPWS alert.
FOR ANY TCF, TLA OR MODE 1-6
CAUTION:
•
AMBER GROUND PROX on PFD.
(except for “Bank Angle” or “Glideslope”)
•
Aural Cautions:
FMS position inaccurate (map shift). Deselect
Terrain OVRD after successful FMS position
update.
“CAUTION TERRAIN...”
•
IRS ONLY navigation, as displayed on ND or
MCDU.
“SINKRATE”
•
Operating near airports known to not be in the
EGPWS terrain database.
•
Ditching.
•
QFE set in Captain’s altimeter.
20 June 2001
“TOO LOW TERRAIN...”
“DON’T SINK”
“GLIDESLOPE” (with BELOW GS light)
“TOO LOW FLAPS”
“TOO LOW GEAR”
“BANK ANGLE”
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-3-6-1
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
1. ADJUST FLIGHT PATH or configuration and take
positive corrective action until alert ceases.
2. Stop any descent, climb, and/or turn as necessary
based on analysis of all available instruments and information.
3. If safe terrain clearance is in doubt, perform EGPWS escape maneuver.
4. Advise ATC of situation and action.
FOR ANY TLA, MODE 1 OR 2 WARNING:
•
RED GROUND PROX on PFD.
•
Aural Warnings:
“TERRAIN TERRAIN, PULL UP...” or
WHOOP WHOOP, PULL UP...”.
1. EXECUTE TERRAIN ESCAPE MANEUVER immediately with the emergency non-alert procedure
GPWS PULL UP WARNING (See Ch. 2).
2. Advise ATC of situation and action.
4-3-6-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
20 June 2001
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-3-7
TCAS NORMAL POCEDURES
RESPONSIBILITY
Pilots will operate TCAS in TA/RA mode whenever
practical, will respond to TCAS TA information, and
will follow TCAS RA vertical guidance. Failure to follow RA guidance, or delayed response, may compromise the increased fight safety offered by TCAS. Use
identical TCAS procedures in US, overwater, and foreign airspace.
To avoid creating unnecessary RAs in a dense traffic
area, the pilot may reduce vertical speed to 1500 fpm
or less when within 2000 feet of an ATC assigned level-off altitude.
WARNING
When responding to an RA, pilots must
weigh options, use judgement, and take
the best course to maintain stall margin.
TCAS may command RA maneuvers that may significantly reduce stall margin. Pilots may tailor RA response to maintain appropriate stall margin.
Examples:
•
Engine Out (select TA only).
•
Abnormal configuration (e.g., gear not retractable).
•
Speed below normal operating speed.
•
Buffet margin less than 0.3G.
TRAFFIC ADVISORY (TA)
Both pilots should respond immediately to a TA: attempt to establish visual contact with the target and
other aircraft in the vicinity. Do not initiate evasive maneuvers based only on ND traffic display or on a TA.
TAs are an aid to visual contact in the see-and-avoid
environment; react to a TA as to an ATC traffic advisory for VFR traffic. As with any see-and-avoid situation,
use evasive maneuvers based on visual contact with
traffic.
Use positive control inputs, in the direction and with
the vertical speed TCAS advises, while attempting to
sight the conflicting traffic.
WARNING
Because other visually acquired aircraft
are not necessarily the highest priority
TCAS RA target aircraft, remain in compliance with RA guidance.
RESOLUTION ADVISORY (RA)
Immediate compliance with RA vertical guidance maneuvers is mandatory and takes precedence over
ATC assigned altitudes, right-of-way rules, VFR cloud
clearances, FOM, and Flight Manual procedures (FAR
91.123a). Minimize deviations from ATC clearances
and procedures.
Pilots will comply with all RA commands, unless unsafe to do so.
Examples of exception to immediate compliance to
RA:
•
Pilot knows of other non-TCAS-considered
traffic that must be avoided.
•
Pilot has better information on traffic than
TCAS (visual contact or ATC guidance).
•
Terrain clearance, windshear activity, etc.
•
Unusual stall/configuration considerations. Do
NOT exceed stick shaker stall protection.
30 October 2002
Immediate response in the proper direction is vital; a
smooth, comfortable maneuver is appropriate:
•
RA pilot response is immediate, but not violent.
•
Press Autopilot disconnect button (whether
AP is ON or OFF).
•
Comply with the green V/S tape commands,
avoiding any red V/S tape area.
•
For a simple Corrective RA (“Climb...” or “Descend...” command), begin a 0.25G change
maneuver within 5 seconds; a barely noticeable pitch change.
•
Even for an Increased or Reversed RA (“Increase...!” or “...Now!” commands), begin a
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4-3-7-1
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
0.35G change maneuver within 2.5 seconds;
still a very comfortable pitch rate.
TCAS will not require, and pilots must not use, excessive responses to RAs. From level flight, proper RA
response is typically about 500 feet deviation. More
aggressive maneuvers are neither necessary nor safe;
they may generate additional RAs and other ATC separation consequences.
cedure, as he complies with the RA. However, an RA
does not mandate a missed approach; judgment may
allow a subsequent landing. An RA is normally resolved with only minor deviation; sufficient time and altitude may exist to safely regain the desired flight path.
Use normal FOM and Flight Manual approach guidance after the RA is resolved.
OPERATION
WARNING
Excessive RA deviations to unassigned
cardinal altitudes beyond those directed
by TCAS compromise the safety of the
entire ATC system.
WARNING
Do not change vertical speed during an
RA, except as necessary to comply with
the RA. TCAS coordination between aircraft may be in progress; a change in
vertical speed that does not comply with
the RA may negate TCAS separation.
NOTE
Failing to follow RA guidance may cause
additional RAs in which the aural alert
and visual annunciations disagree.
If an RA requires deviation from an ATC clearance,
satisfy the RA in a way which most nearly complies
with ATC. Pilots may be able to respond to a TCAS
RA and satisfy an ATC clearance at the same time;
e.g., climb for a TCAS RA and comply with ATC instruction to turn to intercept a localizer.
If an RA is inconsistent with ATC clearance, the pilot:
Pilots will operate TCAS during all phases of flight.
If TCAS is inoperative, operate XPDR/TCAS mode selector in XPDR.
If “TCAS FAIL” message appears on the ND, deactivate TCAS by selecting XPDR mode.
MODE
TA/RA is the normal operating TCAS mode.
In RVSM airspace (and associated RVSM transition
areas), TA/RA mode will be used, if operative. To
avoid causing nuisance RAs, when within 2,000’ vertically and 5 NM horizontally of other aircraft, limit
climb/descent rates to 1,000 fpm.
The Captain may select TA if nuisance RAs are anticipated, and will confirm TA selection with the crew. Reselect TA/RA as soon as practical. Examples:
•
VMC: TCAS operation with heavy traffic that
can be monitored visually.
•
IMC: intercepting final approach course during parallel runway operation.
Automatic TA mode: TCAS automatically switches
from TA/RA mode to TA mode when:
•
On the ground.
•
During EGPWS warning.
•
During Windshear warning guidance.
•
In-flight below about 1,000’ AGL.
•
must not delay RA response,
•
must not modify RA response,
DISPLAY
•
must minimize ATC deviations.
TRFC display is recommended at all times, but may
be selected OFF by either pilot to declutter the ND.
Notify ATC of the RA maneuver as soon as practical
(FAR 91.123c). When “Clear of Conflict”, expeditiously return to previous ATC clearance, unless otherwise
directed.
Pilots may select ND TCAS mode to help visually acquire TA or RA targets.
If an RA occurs while in the landing configuration, the
pilot should normally initiate a normal go-around pro4-3-7-2
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30 October 2002
MD-11/MD-10 FLIGHT MANUAL
AURAL/VISUAL WARNING
Pilot Response
Good use of TCAS requires good CRM. Standard procedures and crew coordination are mandatory.
Target 40 seconds to collision area becomes a TA:
Visual Display
Aural Warning
ND: Solid amber
circle.
TA:
“TRAFFIC, TRAFFIC”
PF Response
Outside scan.
Scan flight path for visual
traffic.
Focus scan with PNF target
information.
PNF Response
Inside scan.
Check ND amber TA circle.
Call out TA data tag information, e.g.: "Right 2 o'clock,
high, 5 miles."
Join PF in target scan.
Update ND target information,
and call out changes.
If target is visually acquired, use see-and-avoid concept and emergency pilot authority to avoid conflict.
TA may become an RA when 25 seconds from collision area:
Aural Warning
Visual Display
PF Response
PNF Response
RA:
ND: Solid red square.
Inside scan.
Inside scan, initially.
“CLIMB, CLIMB, CLIMB”,
PFD: Green/red V/S
stripes.
Flight Director: biases
out of view with AP
disconnect button.
Press Autopilot disconnect
button (AP ON or OFF).
Check ND red RA square.
“DESCEND, DESCEND,
DESCEND”,
or other command
Begin initial climb/descent.
Maintain vertical speed in
green V/S area.
Ensure PF complies with
RA guidance.
Outside scan.
Notify ATC when practical.
As the conflict eases, the Preventive or Weakening Advisory may occur:
Aural Warning
Visual Display
“MONITOR VERTICAL
SPEED,
PFD: Green/red V/S
stripes.
PF Response
Maintain new green V/S area
and avoid red V/S area.
PNF Response
Ensure PF complies
with RA guidance.
Minimize deviation from ATC
clearance.
MONITOR VERTICAL
SPEED”
When Conflict is Resolved, the Pilot is Notified:
Aural Warning
“CLEAR OF CONFLICT,
CLEAR OF CONFLICT”
Visual Display
Flight Director:
returns to view.
PF Response
PNF Response
Engage Autopilot.
Comply with ATC clearance.
Advise ATC of the TCAS
event and intention.
114165c.eps
30 October 2002
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4-3-7-3
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
4-3-7-4
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30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-3-8
AIRBORNE WEATHER RADAR
GENERAL
(1.0.0)
Weather radar data is displayed on the ND in the
VOR, APPR and MAP modes. The weather radar
range is indicated in the lower right corner of the ND,
as selected on the Captain’s or First Officer’s EIS
Control Panel. The brightness is adjusted by the WX
BRT control on the Captain’s or First Officer’s EIS
Control and Dimming Panel. The radar displays
weather and ground targets with selective range of 10,
20, 40, 80, 160, and 320 nautical miles.
3.5 degrees). The diameter of the beam cross section
becomes very large as the range increases. Therefore, the resolution of the radar is much less at longer
distances then at shorter distances.
HALF POWER
The radar antenna is stabilized in pitch and roll by the
IRUs. The antenna tilt is controllable from 15 degrees
up to 15 degrees down.
35°
FULL POWER
HALF POWER
The ND, in the VOR, APPR and MAP modes, presents weather or mapping targets in red, yellow, and
green colors. Red areas represent areas of high density precipitation or ground targets with high level reflectivity. Yellow areas represent areas of lower
density precipitation or ground targets with moderate
level reflectivity. Green areas represent areas of light
precipitation or ground targets with low level reflectivity. The ND also presents readouts for selected mode
of operation, selected range, and selected antenna tilt
angle.
NOTE
New digital radars may exhibit spoking, a
phenomena caused by external interference. Spoking may be most noticeable
when operating in high density airspace
near other radar equipped airplanes.
RADAR CHARACTERISTICS
(2.0.0)
RADAR BEAM
(2.1.0)
0
50
100
150
200
250
300
RadarBeam
RadarBeam
Two other factors also affect resolution: range and attenuation. The effect of range can rather easily be
seen. The same size storm target at twice the distance will return only 1/4 as much return signal as the
closer target. So, large targets at a greater distance
can obscure the returns of smaller targets that are approximately the same distance. Another point should
be considered; not all storm targets are equal in their
ability to return a signal. The figure below illustrates
the amount of return one might expect from various
weather targets. Each of the targets illustrated also
absorbs or refracts a portion of the transmitted signal,
which makes the targets behind areas of heavy precipitation much harder to detect (attenuation).
The transmitted radar beam and the return signal from
the precipitation targets provide the weather radar information displayed on the ND. To interpret the ND, it
is necessary to understand how well the radar sees
the precipitation targets.
The radar beam covers an area ahead of the aircraft
as shown in the figure below. The beam width of the
antenna is determined by the width of the beam at
half-power points (the antenna has a beam width of
20 June 2001
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4-3-8-1
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
RAIN
WET RAIN
DRY HAIL
SNOW
RadarBeam
RadarBeam2
Attenuation (induced by either range or intervening
precipitation) also affects the targets displayed or
not displayed on the ND. It should also be remembered that as the tilt control is used to sweep a
storm target, the cell may change in color, not due
to a change in precipitation rate, but in the type of
precipitation target encountered.
The most important thing to remember is that the
targets displayed on the ND are the targets that are
large enough and/or intense enough to provide a
processible return signal. Return signals from targets beyond a large storm cell are attenuated, and
the displayed target does not accurately represent
the real storm cell. Two small intense targets may
appear to be one, if the beam width is not smaller
than the gap between the two targets. The figure
below illustrates these points.
4-3-8-2
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20 June 2001
MD-11/MD-10 FLIGHT MANUAL
TARGET TOO
SMALL
AURAL/VISUAL WARNING
ATTENUATION
Attenuation
BEAM WIDTH
RESOLUTION
Attenuation
Tilt utilization is more critical with a flat plate antenna design such as the WXR-700X Radar. The radar
beam from the flat plate antenna does not have side
lobes. This means that the lobe pattern of the flat
plate antenna actually puts more energy in the direction being scanned. Although the flat plate antenna may s can over targets that may have been
detected by side lobe (parabolic) antennas, it is capable of detecting more targets directly ahead of the
aircraft and 30 at a greater distance (>160 nm).
ANTENNA STABILIZATION
(2.2.0)
On the MD-11 the radar antenna is stabilized (controlled) from an IRU platform resulting in almost to20 June 2001
tal elimination of precession problems. The pitch
and roll attitude information provided by the IRU has
virtually no error due to acceleration and makes a
near perfect vertical reference source. Radar antenna stabilization is used to ensure that the antenna
maintains a sweep that is parallel to the earth’s horizon during aircraft maneuvers. The altitude above or
below the horizon that the radar scans is adjusted
by the tilt control. The radar antenna mount itself is
fastened parallel to the longitudinal axis of the aircraft. Without stabilization, the antenna would scan
parallel to that axis and not parallel to the earth’s
horizon.
The aircraft attitude reference (IRU) measures the
actual orientation of the aircraft in the pitch and roll
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4-3-8-3
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
axes relative to a vertical reference and supplies
this information to the radar. Based on these inputs,
the radar positions the antenna to maintain a scan
perpendicular to the aircraft vertical reference. The
weather radar relies solely on the vertical reference
signals provided as pitch and roll to stabilize the antenna scan.
PREFLIGHT
(3.0.0)
1. Verify that Radar circuit breakers are in.
2. Select STAB.
3. Set tilt as desired.
4. Select Test.
5. Adjust brightness.
6. Verify the test pattern is complete with appropriate colors.
7. Verify no fault messages are present.
8. Select the second system and verify proper
test pattern and no faults.
NOTE
In dual system installations, when selecting the other system, also select
TEST. This ensures that the antenna is
synchronized with the receiver transmitter. This procedure should be followed
in flight as well as during preflight.
OPERATION
(4.0.0)
The primary function of the WXR-700X Weather Radar System is to aid the crew in detection and avoidance of thunderstorms and the turbulence that is
generally associated with these storms. Normal
rainfall, hail, moderate to heavy wet snow, and in
some instances, possible icing conditions, can be
detected by the radar. By tilting the antenna downward, the radar provides a terrain-mapping function.
ANTENNA TILT OPERATION (IN THE
WEATHER MODE)
(4.1.0)
The tilt control allows adjustment of the antenna
pitch with respect to the aircraft to compensate for
aircraft altitude, aircraft attitude, or to help with interpretation of targets.
4-3-8-4
Tilt Control Below 10,000 Feet
(4.1.1)
For flight operations below 10,000 feet, such as
takeoffs and landings, an optimal tilt setting of 6° to 7°
upward tilt is suggested. This will provide target detection up to 40 nm without excessive ground returns and
will eliminate frequent tilt adjustment. The tilt setting
should be changed to optimize any targets that are
encountered. After takeoff, optimal tilt setting is 3° to
4°.
If there is significant weather activity, the tilt angle
should be adjusted to provide a solid ground return
outside the desired range to ensure that no over
scanning will occur. For example, if operating at a
40 nm range, a solid ground return between 35 and
40 nm ensures targets inside 35 nm will be detected. If tilt settings below 4° are used at takeoff, some
ground return will be detected until approximately
5,000 feet AGL is reached.
Tilt Control At Middle Altitudes (20,000 to 35,000
Feet)
(4.1.2)
The tilt angle of the antenna, while scanning for
storm targets, depends upon the altitude of the aircraft and the selected range. The majority of storms
develop at altitudes below 32,000 feet. Antenna tilt
for flying at 20,000 feet (middle altitudes) should be
set near 0 degrees or slightly down. For overland
operation, the best general guideline is to tilt the antenna until a small amount of ground return appears at the outer edge of the display. The storm
cells from the 1/2 range point to the outer edge of
the display should be monitored in order to make
any avoidance decisions.
When storm targets are detected, the antenna
should be swept up and down to locate the level of
most intense activity within the storm. When this level is found, remember that the returns behind the
cell are attenuated and that the cell may extend farther back than shown on the ND. A good precaution would be to display a shorter range with more
down tilt on one indicator and longer range on the
second indicator. In this manner, the longer range is
available to help plot any required course changes,
and the shorter range is available to monitor any
nearby weather activity.
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20 June 2001
MD-11/MD-10 FLIGHT MANUAL
AURAL/VISUAL WARNING
Tilt Control At Higher Altitudes (Above 35,000
Feet)
(4.1.3)
For cruise above FL280 a good technique is to use
MAX Gain and zero degrees tilt on all ranges. Since
the radar is IRU stabilized, zero degrees is level
with the horizon. MAX Gain allows targets to be
easily depicted. Once recognized the gain can be
turned down through the ranges to MIN (equal to
CAL) and tilt can be adjusted to determine avoidance.
LINE OF SIGHT DISTANCE (IN NM)
60
AIRCRAFT ALTITUDE (THOUSAND FEET)
The tilt control guidelines used at the middle altitudes
are not effective for flights above 35,000 feet. At longer ranges, it will be difficult to obtain ground targets at
the outermost area of the display due to the curvature
of the earth. The following graph shows the line-ofsight range versus aircraft altitude. When selecting the
operating range, keep in mind the line-of-sight distance to the horizon.
301
289
DISTANCE (NM) = 1.23
275
AIRCRAFT ALT (FT)
261
50
246
230
40
213
195
30
174
20
151
123
110
10
78
95
55
0
50
100
150
200
250
300
RANGE (NAUTICAL MILES)
Aircraft altitude verses range.
Tilt
Tilt
F L I G H T L E V E L S AT H I G H
A LT I T U D E S M AY C A U S E
A STORM CELL TO BE
O V E R S C A N N E D AT N O R M A L
T I LT A N G L E S
S U F F I C I E N T D O W N T I LT T O
D E T E C T C L O S E R TA R G E T S
FA I L S T O D E T E C T M O R E
D I S TA N T TA R G E T S
Tilt2
Tilt2
Height Estimation
(4.1.4)
The height of a detected precipitation cell (wet top)
may be used as an indicator in determining the
storm maturity, anvil growth, or storm severity. Generally, the higher the wet top of the storm cell, the
20 June 2001
more severe the storm. Also, the more rapid a storm
cell builds or falls in altitude, the more turbulent the
storm.
For these reasons, the estimation of the altitude of
the wet top of a storm cell is a useful tool when vertically scanning a storm cell. Estimating the altitude
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4-3-8-5
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
of the wet top of the storm cell can be done by using a simple equation (for storm cells within 100
miles). Multiply the antenna tilt angle times the
storm cell range (in miles) times 100, and add the
result to the aircraft altitude. For downward tilt angles, the number added to the aircraft altitude will be
negative, and for upward tilt angles the number will
be positive. The result of this equation will be the
approximate altitude of the wet top of the storm cell.
Refer to the following figure for an example of storm
cell height estimation. Two aircraft are approaching
the same storm cell. Aircraft 1 is flying at an altitude
of 39,000 feet, and aircraft 2 is flying at an altitude
of 23,000 feet.
AIRCRAFT 1
39,000 FEET
AIRCRAFT 2
23,000 FEET
WARNING
Although this formula is valid for estimating the wet tops of storm cells within 100 miles, be aware that the weather
radar will not “paint” frozen dry top precipitation such as snow or hail (due to
low reflectivity). These low reflectivity
targets are frequently accompanied by
severe turbulence. This fact should be
taken into account. For this reason it is
not recommended that attempt be
made to overfly or underfly storm cells.
The top of the precipitation activity is
not necessarily the top of the danger
area. Dangerous turbulence frequently
exists at higher altitudes significantly
above the top of the detectable precipitation.
1°
1°
Tilt Formula
AIRCRAFT 1
H = 39,000 + (-1 X 80 X 100) = 31,000
AIRCRAFT 2
H = 23,000 + (+1 X 80 X 100) = 31,000
Hgt Est
(4.1.5)
When using tilt control, consider the fact that for
each 10 mile increment in front of the aircraft, 1°
equals an additional 1,000 ft beam diameter. (1° =
1,000 ft @ 10 nm)
HgtEst
The pilot of aircraft 1 has estimated the storm cell
top to be 80 miles away, at a downward tilt of 1°. The
pilot multiplies 80 times -1, times 100 to obtain an altitude difference of -8,000 feet. By adding -8,000 to the
aircraft altitude of 39,000 feet, the storm cell top is estimated to be at 31,000 feet.
The pilot of aircraft 2 has estimated the storm cell to
be 80 miles away at an upward tilt of 1°. The pilot multiplies 80 times +1, times 100 to obtain an altitude difference of +8,000 feet. By adding the +8,000 to the
aircraft altitude of 23,000 feet, the storm cell top is estimated to be 31,000 feet.
These examples assume a narrow beam; however,
as the width of the beam increases at long ranges,
the accuracy of the height estimation will be reduced.
4-3-8-6
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20 June 2001
MD-11/MD-10 FLIGHT MANUAL
3,500 ft
AURAL/VISUAL WARNING
28,000 ft
7,000 ft
10 miles
20 miles
TiltFormula
80 miles
TiltFormula
In addition to determining the diameter of the beam
at various distances, the Tilt Formula is used in
managing the tilt control in order to better assess
what is seen on the screen. Changing the tilt setting
by 1° moves the beam by 1,000 ft at 10 miles, 5,000 ft
at 50 miles, 12,000 ft at 120 miles, etc.
Beam Alignment
C
AR
E
IL
M
NEAR EDGE
(4.1.6)
After aligning the bottom of the beam with the flight
path of the aircraft, it becomes a simple matter to
use the tilt formula to evaluate the altitude of storm
tops and terrain in front of the aircraft.
The first step is to select a range setting that will
give the largest 40 mile arc on the display screen
(see figure below). Now, run the tilt control down
until the near edge of the ground return aligns with
the 40 mile arc. Read the tilt setting in this position, as an example, -6°. The next step is to divide
the present airplane AGL altitude by 4.
20 June 2001
40
As an example, the above figure shows that a 3° radar beam will have a diameter of 3,000 ft at 10
miles, 6,000 ft at 20 miles, 24,000 ft at 80 miles, etc.
It is also true that distance greatly determines which
portion, as well as how much of a storm, is presented on the ND.
FAR
EDGE
NEAR EDGE OF GROUND RETURN ALIGNED ON
40 MILE ARC
BeamAlignment
BeamAlignment
Using FL 280 for this example, the correct answer is
7. Now increase the tilt setting from -6° to +1° or by
7°. The bottom of the radar beam is now aligned with
the flight path of the airplane. This is true out to 50 or
60 miles, where the curvature of the earth begins to
makes it less accurate. Explaining it another way, by
placing the near edge of the ground return along the
40 mile arc, the bottom of the beam is positively identified at 40 miles. Now, moving the tilt controls by 1°
means moving the bottom of the beam by 4,000 ft at
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AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
40 miles, and raising it by 7° means raising it by
28,000 ft, or placing the bottom of the beam along the
example flight path of FL 280. That is why the airplane altitude AGL is divided by 4 in order to determine by how many degrees to raise the tilt control. FL
3l0 or FL 330 (remember AGL) would not be exactly
8°, but very close. The 40 mile arc was chosen because it gives an easy number (4) to work with and at
altitude has a scale which is accurate enough to place
the ground return on. However, any range can be
used. For example, when using the 60 mile arc divide the altitude by 6, the 30 mile arc by 3 and so on.
In last example the airplane was cruising at FL 280
with the tilt set at +1° and the bottom of the beam was
aligned with the flight path of the airplane. The figure
below shows an airplane with two cells along its flight
path. The first one has a sizable column of water that
rises above FL 280 and shows well on radar. The
second cell is a different matter. Notice that the column of water does not extend up to FL 280, although
the cloud tops and turbulence do.
ParkPosit1
ParkPosit1
In order to determine how far below the flight path it is,
lower the tilt control until the tops of the water start to
show and use the tilt formula. In the figure below the
cell starts to show at a range of 20 miles after the tilt
has been lowered by 2°. Using the tilt formula reveals a 4000 ft difference which means the top of the
water column is around FL 240.
4-3-8-8
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20 June 2001
MD-11/MD-10 FLIGHT MANUAL
AURAL/VISUAL WARNING
BEAM LOWERED
BY 2 DEGREES
ParkPosit2
ParkPosit2
Tilt Uses
(4.1.7)
mountains and everything remaining on the screen
has to be weather.
Suppose the airplane is 60 miles from MEM descending through 18,000 ft. Also suppose that the radar is
painting a large area of weather which appears to be
over the airport. By using the tilt formula, it is easy to
differentiate between weather returns and ground clutter. In this example, set the bottom of the beam on
the flight path and then decrease the tilt by 3°. Doing
this at 18,000 ft and 60 miles will place the bottom of
the beam on the ground. Now raise the tilt by 1° and
at 60 miles everything still showing is about 6,000 ft
above the ground, i.e., weather returns not ground
clutter.
As another example, an airplane taxiing for a runway 26 departure at DEN headed westbound with a
large amount of weather on the west side of the airport. DEN has a ridge of mountains about 10 miles
west that are 5,000 ft higher than the runway and it
is important to differentiate between the weather
and mountains before takeoff.
With the tilt set to level alignment, the radar will
show something like the top of the figure below. Everything is visible including mountains and weather. This time raise the tilt by 5° (5,000 ft at 10 miles).
Now the beam is just passing over the tops of the
20 June 2001
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4-3-8-9
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
5,000 ft above
runway
10 miles
Beam
elevated by
5 degrees
10 miles
TiltUses
TiltUses
The tilt formula can also be used for terrain avoidance. When maneuvering below 10,000 ft at 250
kts, which works out to about 4 miles a minute, select a short range setting and set the tilt below level
alignment by 3°. If the radar is painting something at
10 miles, it is within 3,000 ft and 2.5 minutes. Something at 5 miles is within 1,500 ft and 75 seconds.
GAIN CONTROL
weather mode and the gain control in the auto
mode.
(4.2.0)
Gain is the amount of volume or noise that comes
through the system. Turn the gain up high and the
radar will display almost everything in front of it.
Too low and only very strong echoes will paint.
ENERGY LEVELS
(4.3.0)
The greater the amount of water in a storm, the
greater the possibilities of turbulence. Also, the
more water there is, the stronger the return.
The unit of measurement for radar energy is “dbz”.
Figure below shows a graph of the amount of energy returned (or dbz’s) versus the intensity level of
turbulence to be found. This graph is the standard
to which all radars are calibrated and corresponds
to depicted energy levels with the radar in the
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MD-11/MD-10 FLIGHT MANUAL
1
2
Weak
3
4
Very
Strong Strong
Moderate
AURAL/VISUAL WARNING
5
6
NWS
STORM
LEVELS
Intense Extreme
100
90
80
TE
70
DE
RA
60
MO
50 %
40
EM
TR
20
EX
SE
VE
E
RE
30
10
0
dbz 20
30
40
GREEN
YELLOW
GREEN
YELLOW
50
RED
RED
60
RDR 1
MAGENTA
WXR 700
IntstyvsClr
IntstyvsClr
Look carefully at the graph. Up the side, starting at
zero and going through 100, are probabilities in percent of turbulence as noted by three curves showing moderate, severe and extreme.
set to receive. Anything below 20 dbz’s and the radar will not show it. Dbz’s of 20-30 show as green,
dbz’s of 30-40 show as yellow and dbz’s of 40+
show as red.
Along the bottom are 10 increment units beginning
with 20 and ending with 60. These are in dbz values and represent the different levels the radar is
What all this means is that a cell returning only 2030 dbz’s of energy will have a 5-20% chance of containing moderate turbulence, a return of 30-40 dbz’s
20 June 2001
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AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
has a 20-40% chance of moderate turbulence and a
0-5% chance of severe turbulence.
gardless of the position of the “WX-T” button 50 dbz
weather will show as magenta.
The most important thing to realize about the probabilities of turbulence, is that they do not apply only to
areas of the cell returning a particular level or color. If a cell shows a level of 40+ dbz’s or red, then
these probabilities apply to the entire cell regardless of whether or not other parts may be showing
yellow or green. In other words, there is a 40-100%
chance of moderate turbulence, a 5-50% chance of
severe turbulence and a 0-25% chance of extreme
turbulence regardless of the color showing for that
part of the cell. The other important thing to notice is
that everything from 40-60 dbz’s shows as red, yet
there is a prominent level, beginning at 50 dbz’s,
where the probabilities show a marked increase. It
should be noted that most windshear accidents
have involved storms with a reflectivity of 50 dbz’s
or more.
Attenuation
Turbulence Feature
(4.3.1)
The Collins system uses the Doppler effect to show
a certain threshold of horizontally moving water as
magenta on the screen. It is assumed that air currents, strong enough to move that much water sideways, can only mean turbulence. Note that the
radar still displays water only, therefore the turbulence feature will not display clear air turbulence or
turbulence outside a storm’s column of water. Also
note that a big mature echo displaying a lot of red
may or may not display much magenta for turbulence. While a small green or yellow echo, with the
turbulence feature off, may show nothing but magenta with the turbulence feature on. This happens
because a large mature cell may be filled with a tremendous amount of water which paints quite well,
but is mainly composed of up and down drafts which
do not give a pronounced Doppler effect. The small
cell that displays a lot of magenta does so because,
as a new cell forms, the unstable air is going every
which way and gives a good Doppler effect. The
point is that either one can be hazardous. It is not
the water in the air that causes the turbulence but
rather the extreme forces that put the water there.
The problem is that radar only sees water.
In order to determine the difference between 50+
dbz weather returns or turbulence the Collins system on the MD-11 has a button labeled “WX-T”.
With the button depressed the turbulence feature
will indicate turbulence as magenta out to a range of
40 miles (40 mile range should be selected). Re-
4-3-8-12
(4.3.2)
Attenuation is the scattering, blocking, absorbing or
otherwise misdirecting of the radar energy from the
time it leaves the antenna to the time that it comes
back to the antenna. Figure 9 shows three airplanes sending radar beams out to three identical
cells. The beam from the first airplane goes out and
comes back uninterrupted. The antenna receives
all of the available energy and paints an accurate
picture of the weather. The second situation shows
a beam going to the cell uninterrupted, but being attenuated by something on the return trip. Since not
all of the energy reflected back from the cell makes
it to the antenna, the radar cannot display anything
but a reduced image which may be smaller in size
and/or show a dbz level which is lower than it really
is. The third one shows a beam being attenuated
both as it goes out and as it returns. This example
would paint the least accurate picture of the weather.
Attenuationa
AttenuationA
If figure 9 is redrawn (fig. 10) to show water as the
cause of attenuation, it becomes obvious that the
greater the amount of water in a cell the more it will
serve to attenuation radar energy. The reason it is
so important to determine if something on radar has
enough water in it to attenuate the signal, is because water does not congregate in storms by itself. It must be lifted there. The stronger the air
movement, the more the water, and it takes some
tremendously strong currents to lift enough water to
block a radar signal.
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MD-11/MD-10 FLIGHT MANUAL
AURAL/VISUAL WARNING
Attenuation2
Attenuation2
Detecting Attenuation
(4.3.3)
The best way to determine if a cell is strong enough
to attenuate, is to tilt the beam down until ground
clutter appears behind the weather. If a blank area
or shadow (fig. 11) appears behind a cell, it is really strong. The shadow is not a clear area behind
the cell. In fact, it could contain a bigger cell or a
mountain. The area is an unknown because no radar information is being returned.
Attenuation3
If there is enough water in a cell to attenuate the
signal sufficiently to block out everything behind it,
there is enough water in the cell to attenuate the
back side of the cell itself.
Figure 12 shows what the radar will display when
this happens. Notice, that instead of a large return, it
may appear as a relatively benign looking narrow
band of weather.
20 June 2001
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AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
The only way to distinguish a narrow band of weather from something more intense would be to lower
the tilt and check for ground returns behind it. Remember, light rain will not block the ground, only a
very strong cell will. And only a very, very strong
cell will block itself and leave what appears to be a
thin line of weather on the radar.
Attenuation4
Attenuation4
Anti-attenuation Methods
(4.3.4)
The preceding is not the only way that attenuation
affects the operation of the radar. Another situation
occurs when taxiing during heavy rain. The radar is
turned on only to find a screen that is full of yellow
and red.
In top figure below, an airplane is sitting on the runway with its radar looking straight out at the weather . The radar is painting a great deal of water.
Having all that energy bouncing back can overload
the radar. This makes it difficult to distinguish real
cells from all that water. There are two possible
ways to minimize this and thereby get a better picture.
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MD-11/MD-10 FLIGHT MANUAL
AURAL/VISUAL WARNING
Anti-attenuation1
Anti-attenuation1
The first method is to use the tilt formula. For example, in bottom figure, it would mean that the cell at
20 miles is topping 30,000 ft (tilt full up to 15°). If, after running the till full up to 15°, all the returns disappear, bring the tilt back down until something does appear and use the tilt formula to evaluate it. In most
cases, the rain will start to appear around 17,000 ft.
Returning to prior figure, it should be noted that the
beam is traveling in a lot of water, but, when it is adjusted up, much of the beam is now out of the water
and subject to less attenuation. This method also
works in the air.
tilted down in an effort to detect a shadow moving
inward from the outer edge (figure 14). The actual
cell may not be detected, but something strong must
be there to cause the shadow.
Tilting the beam upward may get enough of it out of
the rain to display significant weather or it can be
tilted down in an effort to detect a shadow moving
inward from the outer edge (figure 14). The actual
cell may not be detected, but something strong must
be there to cause the shadow.
Be aware that flying in an area of heavy rain is analogous to driving in fog with the headlights on. The
fog will scatter and diffuse the light to such an extent that it cannot go very far in front of the car and
would be unable to illuminate an object, such as
tree, until it was almost upon it. This form of attenuation can also happen to radar. This condition appears on the screen as a solid return out to 20 or 30
miles and then nothing. Unlike a normal return, the
end of the return never changes its distance in front
of the airplane.
Tilting the beam upward may get enough of it out of
the rain to display significant weather or it can be
20 June 2001
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AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
controls the sensitivity (the ability to detect targets).
The following table illustrates the relationship of the
gain control settings to the receiver sensitivity.
GAIN CONTROL SETTING
Anti-attenuation2
AMOUNT OF RECEIVER
GAIN FROM GAIN
INCAL POSITION C R E A S E
FROM CAL
CAL
0 dB
0%
MAX
+16 dB
3881 %
-1
+14 dB
2412 %
-2
+12 dB
1485 %
-3
+10 dB
900 %
-4
+8 dB
531 %
-5
+6 dB
200 %
-6
+4 dB
151 %
-7
+2 dB
58 %
MIN
0 dB
0%
Anti-attenuation2
Range Control
(4.3.5)
The transmitted power level is fixed by design. The
range control does not alter the power level, but it
does alter the time duration of the transmitted pulse
of energy. The greater the range the longer the
pulse of energy.
Short pulses provide good resolution and give a
more accurate picture, but longer pulses have better penetrating ability and better attenuation characteristics Therefore selecting the next greater range
may help eliminate some attenuation.
Radome
(4.3.6)
Use of the gain control to enhance the display is
purely a subjective matter. The desired amount of
ground return displayed depends upon how much
the user wants to see.
Many of the ground targets displayed have different
reflective properties, so it is possible to highlight or
enhance a ground map by increasing the sensitivity
to produce more returns from less reflective targets.
The user should select a gain knowing exactly what
detail is desired in the displayed ground features
and remember the resolution capabilities of the radar beam.
Active Gain In Weather Detection Modes
The beam passing through the radome can also
cause attenuation. If ice or a heavy layer of water
builds up on the radome, a thin bright band may appear on the inner edge of the screen. Be aware that
the display return may be weaker than the actual
weather.
Also, when approaching the airplane look at the
condition of the radome. If the outer layers of fiberglass are chipped or peeled, the radar may be less
accurate.
Gain Control In Map Mode
(4.3.7)
In the WXR-700X Weather Radar System, the system gain is manually controlled in the ground mapping mode. The gain control (in the MAP mode)
4-3-8-16
(4.3.8)
The gain control may also be manually controlled in
the weather detection modes. The gain control controls the sensitivity of the receiver-transmitter and
thus adjustment of the gain can be used to enhance the detection capability of the WXR-700X
Weather Radar System at short ranges (approximately 50 nm or less). Setting the gain control to positions other than the calibrated position (CAL) will
cause targets to appear more severe than normal.
“VAR” is displayed in the lower right corner of the
ND when out of CAL.
The ability to adjust the gain control during weather
detection modes provides some advantages in
weather detection at the shorter ranges. Specifically, aircraft operating at high altitudes run a greater
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20 June 2001
MD-11/MD-10 FLIGHT MANUAL
risk of encountering low reflectivity targets such as
ice crystals. Adjusting the gain to provide maximum
detection capability will aid in locating areas of low
reflectivity targets.
Adjusting the gain to provide maximum detection
capability is also useful under low visibility conditions and at night. With the radar system adjusted to
maximum gain, the radar information can effectively
be increased. Once a target is detected, use the tilt
and gain controls to optimize the weather target display. Eventually the system gain should be returned
to a calibrated condition to assure an accurate display of the target intensity. Remember that by increasing the system gain, the target will appear to
be more reflective than normal weather detection
conditions would indicate.
Adjustment of the system gain might also be useful
if the aircraft is traveling near areas of detected precipitation. By increasing the system gain, you can
effectively broaden the beam width of the transmitted signal (within the first 50 nm) to produce returns
from targets that might have otherwise been overscanned. Once again, judicious use of the tilt control to discover the extent of nearby targets is
recommended.
Path Attenuation Correction (PAC)
(4.3.9)
The WXR-700X uses path attenuation correction to
compensate for attenuation due to intervening precipitation (up to a range of 80 nm). The circuit compensates the return signal, so the proper color is
displayed on the indicator independent of range or
intervening precipitation attenuation.
The PAC circuit is intended for weather detection
modes only. Using the WX mode and downward tilt
to produce a ground map will produce an inaccurate display. The PAC circuit will incorrectly detect
the return signals from ground targets as intense
storm targets and try to compensate for the attenuated signal. This should also be considered when
adjusting the tilt control to display weather. Excessive ground returns may cause falsely displayed targets (for example, ground targets falsely interpreted
as weather targets not displayed or obscured because of the presence of detected ground targets).
Although the PAC circuit compensates for intervening areas of precipitation, the weather radar should
not be used for penetration of thunderstorm areas
where the precipitation between the radar and the
storm target is moderate to heavy precipitation.
20 June 2001
AURAL/VISUAL WARNING
PAC Alert
(4.3.10)
The PAC alert annunciation identifies areas of severe attenuation. Should the intervening precipitation be so intense that the signal is attenuated
below the minimum discernible signal level, a yellow arc (PAC alert bar) is displayed at the outermost range mark to indicate the azimuth direction
where heavy precipitation is encountered. The targets displayed beyond the intervening storm cell in
this direction may not be accurately displayed.
The PAC alert bar is only displayed if the intervening attenuating precipitation is 80 nm or less from
the aircraft. Areas of heavy precipitation beyond this
80 nm range may still hide or distort targets beyond
them, but will not cause the alert bar to appear at
the outermost range mark. Due to the diameter of
the beam cross section at this range (80 nm), any
detected targets beyond this should probably be
avoided under any circumstances.
Ground Clutter Suppression (IDNT Button On
Weather Radar Control Panel)
(4.3.11)
The ground clutter suppression function allows the
pilot to eliminate approximately 85 % of the ground
clutter targets that may appear during normal precipitation detection modes. The ground clutter suppression circuit identifies ground targets in a manner
similar to the method that turbulence targets are detected. Because of this method, some stationary
weather targets might be incorrectly identified as
ground targets and be eliminated from the display
(when ground clutter suppression is selected). For
this reason, it is recommended that the ground clutter suppression function only be enabled momentarily, to identify ground targets. “GCS” appears in
the lower right corner of the ND when the IDNT button is selected on.
The ground clutter suppression function is also limited by the tilt angle of the antenna. The ground clutter suppression circuit identifies ground targets more
easily when the antenna tilt angle is shallow (0° to 5°
down). At steeper angles of tilt, the signal processing
incorrectly identifies ground and weather targets. The
ground clutter suppression circuit should only be used
to identify ground targets, and continuous operation of
the ground clutter suppression is not recommended.
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AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
WEATHER DETECTION AND INTERPRETATION
(5.0.0)
Flight hazards due to weather conditions are primarily the result of turbulence and hail. Wet hail can be
detected by radar, but turbulent air by itself will not
provide a radar echo. (Examples are clear-air turbulence and aircraft vortexes.) Areas having high rainfall rates are ordinarily associated with turbulence; it
is from this rainfall that radar echoes are reflected
and the accompanying turbulence associated with
the rainfall is implied. In some instances, the radar
echoes may be severely attenuated in passing
through large areas of moderate rainfall rate or
small areas of high rainfall rate. This may mask
some targets completely, or cause strong targets at
a farther range to appear much less intense than
they actually are. The radar incorporates circuits to
aid the identification of these attenuated returns by
presenting a yellow bar at the outermost range mark
to indicate the azimuth direction of the attenuating
storm cell. This circuit is active for all storm cells
within 80 nm (see Path Attenuation Correction
(PAC)).
The color display provided by the radar greatly aids
in interpreting displayed targets. A typical storm cell
can show several levels of activity; green indicates
areas of light rainfall rate; yellow indicates areas of
moderate rainfall rate; and red and/or magenta indicates areas of heavy rainfall. A remaining level of
intensity is the black screen around the perimeter of
the storm cell. This indicates no detectable rainfall is
present in those areas, and flight hazards due to
weather conditions in those areas should be minimal.
Some clouds, often the cumulus and stratus types,
do not contain sufficient moisture to reflect a detectable echo. However, these clouds are usually not a
hazard to flight. Precipitation from clouds not associated with severe turbulence does not present a flight
hazard.
A non hazardous phenomenon that is occasionally
encountered is ducting of radar signals. This occurs
with certain temperature and humidity conditions
and causes targets to be detected at distances farther than normal. A duct, or broad tunnel that guides
radar signals in a curving path, can be formed when
temperature increases and humidity decreases with
altitude. These gradients occur in inversion conditions and might not remain stable for a long period
of time.
4-3-8-18
LINE-OF-SIGHT BEAM
DUCTED BEAM
WxDet&Int
WxDet&Int
Radar signals must be located in, or close to, the
duct to be trapped in it. Signals at an angle of 1 or 2
degrees or more to the duct will not be trapped. Elevating the antenna a few degrees will get the beam
out of the duct. This technique can be used to differentiate between distant thunderstorms and ducted
ground echoes that may be mistaken for cloud targets.
DOPPLER TURBULENCE
(5.1.0)
The weather radar is capable of detecting and displaying storm-related turbulence as well as precipitation rate. The radar system determines areas of
hazardous turbulence by measuring the velocity of
precipitation within the target. The turbulence processor compares changes in the measured precipitation velocity to a pre-determined shear threshold.
The system displays turbulent areas where this
threshold is exceeded.
WARNING
Because the radar determines turbulent areas by measuring precipitation
velocity, it can only function in the presence of precipitation. Consequently, the
s y s te m i s no t c a pa bl e o f d et e c ti n g
clear-air turbulence.
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MD-11/MD-10 FLIGHT MANUAL
In the WX mode, the radar provides a conventional
display of rainfall intensity, rain gradient, and signature. In many cases, these display characteristics
provide enough information to avoid turbulent areas.
In some situations, turbulence appears where it is
difficult to predict using conventional techniques.
Turbulence may appear in light rain, during the
building stage of a storm, or where ground clutter
may obscure the precipitation echo.
GEOGRAPHICAL CONSIDERATION
(5.2.0)
The geographical location of a storm must be considered when analyzing its appearance on the radar screen. As an example, consider two identical
returns, one over Florida and one over Kansas.
AURAL/VISUAL WARNING
The second cell leans to one side. The side view
shows that the air currents being drawn into the cell
are in a different part of the cell than the rain shaft.
Consequently, there is no dampening effect and the
turbulence in and around this type of “steady state”
storm is much worse. This is also the type of cell
which can last through the night since it does not require the sun’s energy to keep it going.
The third is the pendant shaped cell which is often
associated with tornadoes. More on this one later.
Areas of particular interest for turbulence are the
front and southern flank of a cell. Both of these areas can produce particularly intense turbulence inside as well as outside the cell.
Remember that radar only paints water. The Florida storm is able to draw moisture from a saturated
air mass and is in close proximity to large bodies of
water. As a r esult, it does not requir e a lar ge
amount of lifting action to get a lot of water into the
air.
The Kansas storm is a different matter. With less
moisture to feed upon, it must have stronger lifting
currents to amass the water necessary to give the
same radar picture.
The height of the storm should be considered on
geographical terms also. Storms in the US that top
30,000 ft are usually considered to be strong. There
is nothing magical about 30,000 ft. It’s just that big
storms usually build up to, or just through, the tropopause. In the central US. that is about 35,000 ft.
Further north, it lowers. In the summer, in Alaska
most storms do not build to much higher than the
mid-twenties. Go south and storms can be found
topping 80,000 ft along the convergence at the
equator.
CELL CHARACTERISTICS
(5.3.0)
Figure below shows three cells. The top row depicts the cells as they would appear on the radar
screen. The bottom row shows what they would look
like from the side.
The first one shows a fairly symmetrical shape. The
side view shows the currents going up and the rain
shaft coming down the central part of the cell. This
co-location results in a collision between the air currents and rain which produces a dampening effect.
This type cell will, size for size, be the least powerful.
20 June 2001
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AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
CellCh
CellCh
STORM FRONTS
(5.4.0)
Figure below shows two storm fronts. One is solid
and one has a gap along it. For storms in the central
US, one has only to look for the southern most cell in
a line or in a cluster of cells to find the strongest
storm. The moisture feeding the storm is flowing
northward from the Gulf of Mexico. This makes the
southern most cell the strongest because it has more
moisture to feed it than do those to the north. In a
broken line, the southern most cell in each separate
group would most likely be the strongest.
A strong storm can cause turbulence for a considerable distance downwind of it.
4-3-8-20
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MD-11/MD-10 FLIGHT MANUAL
AURAL/VISUAL WARNING
N
W
E
S
StmFts
StmFts
CONVECTIVE BASES FORMULA
(5.5.0)
To estimate the bases of the cell, take the surface
temperature in °F, subtract the dewpoint and multiply
by 200. As an example, take a surface temperature
of 80° and subtract a dewpoint of 60°. The difference
of 20° times 200 equals a value of 4,000 ft AGL.
THUNDERSTORMS
(5.6.0)
Updrafts and down drafts in thunderstorms carry water through the cloud. The more severe the drafts, the
greater the amount of weather resulting from this area
of moisture. Assumptions can be made about the turbulence involved. When the displayed target intensity
is moderate (red), due to large amounts of water, the
turbulence is considered severe. The steeper gradient (rate of change in the rainfall rate) of a target, the
stronger the turbulence. Areas that show a red or magenta display should be avoided by a wide margin.
These areas are associated with hail or turbulence.
Careful tilt management is necessary to scan these
targets for areas of maximum intensity.
Along squall lines, individual cells are in different stages of development. Areas between closely spaced, intense echoes may contain developing clouds not
having enough moisture to produce an echo. The
lightest level (green) may or may not be displayed
20 June 2001
which would indicate light rainfall rates or no rainfall;
yet these areas could have strong updrafts or down
drafts. Avoid red and magenta areas of the display by
at least 10 nm or more whenever possible. Targets
showing wide areas of green are generally precipitation without severe turbulence. Always use the tilt control to scan the detected targets and determine the
areas of heaviest precipitation or severe turbulence.
Developing cells may show only light rainfall (green)
but still exhibit areas of turbulence. Turbulence activity can be identified by irregularities in the echo signature. Irregularities can be identified as hooks, fingers
or a scalloped edge between the black and green areas of the display. These irregularities may be present
in cells which do not display any yellow, red or magenta areas of rainfall and should be avoided by the same
distances as a high intensity rainfall area.
Thunderstorm development is rapid. A course that appears clear may contain cells a short time later. When
viewing the shorter ranges, periodically select one of
the longer ranges to observe distant conditions. This
permits early planning of necessary avoidance maneuvers.
Studies have shown that thunderstorms tend to travel
in the direction of the winds around the 10,000 foot
level. New cells generally form on the side of a cloud
in the direction toward which it is moving, usually an
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AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
easterly direction. Newly developing cells often do not
contain sufficient water to reflect an echo, yet they can
cause severe turbulence. In general, detour to the diminishing side of thunderstorms, especially if passing
at close range.
TORNADOES
(5.7.0)
In the US, tornadoes occur most often on the southwest side of storms. Quite often, but not always, tornadoes can appear as a figure “6” extending from the
main part of the cell. However, if there is not enough
moisture or, the tornado is spinning fast enough to
throw the water out of the vortex, leaving a so-called
dry tornado, it will not show well on radar.
What may show is a circular blank area in the green or
yellow edge of the storm. Thinking of the green areas
as being safe places to fly can provide a few surprises.
The extreme case of turbulence is a tornado. Cumulo
nimbus mammatus clouds producing tornadoes have,
in a few instances, been related to a characteristic target display. The display is not usually different from
that of a regular thunderstorm.
Radar displays of clouds from which tornadoes were
confirmed have, on occasion, shown the formation of
a hook pattern in connection with the tornado. A narrow, finger-like portion extends from the cloud display
and, in a short time, curls into a hook and closes on itself. Other echoes associated with tornadoes are Vshaped notches and doughnut shapes. These shapes
do not always indicate tornadoes, nor are tornado
echoes limited to these characteristic patterns. Of the
confirmed radar observation of tornadoes from target
thunderstorms, most displays have not shown shapes
different from those of a normal thunderstorm display.
Conditions conducive to tornado formation produce
severe updrafts and down drafts that carry large
amounts of water to produce echoes at high altitudes
(TILT control up more than usual) are indicative of tornado-forming conditions. In no case should these areas be penetrated. Avoid them by a margin of at least
20 miles, since turbulence extends outward from the
echo-producing area for great distances.
HAIL
(5.8.0)
Hail results from updrafts carrying water high enough
to freeze. Consequently, the greater the height of a
thunderstorm echo, the greater the probability that it
contains hail. An estimate of the height can be made
by the amount of antenna uptilt required to view the
4-3-8-22
upper part of the target echo. In the upper regions of a
cloud where ice particles are “dry” (no liquid coating
on the particle), echoes will be less intense. Liquid water reflects about 5 times more radar energy than solid ice particles of the same mass. Since hailstones are
considerably larger than water drops, and are usually
coated with a thin layer of liquid water, the echo intensity from “wet” hail is greater than from rainfall. Thunderstorm targets having an intensity greater than that
associated with maximum rainfall will most likely contain hail.
It is not always possible to determine from the display
whether the echo is from hail or from rain. Instances
have been reported of hail targets producing fingerlike protrusions up to 5 miles long, and blunt protuberances up to 3 miles from the edge of thunderstorm
echoes. In parts of the world where hail occurs often,
extensions from thunderstorms, shown in red, generally indicate a high probability of hail. This same type
of display is also associated with new convective cells
that may not yet contain hail.
As with tornadoes, there are no uniquely distinctive
displays that are in all cases associated with hail. Protruding fingers, hooks, scalloped edges, and Ushaped targets are display shapes that have associated with hail, yet hail echoes are not limited to these
shapes. These displays, however, do indicate areas of
severe turbulence and must be avoided by a wide
margin.
Echoes from hail can appear quickly, and along any
edge of a storm cell. These echoes can also change
in shape and intensity in a very short period of time.
For this reason, close and careful monitoring of the
display is required.
WEATHER AVOIDANCE
(5.9.0)
The key to avoiding detected weather is to first determine the heading change needed to bypass a storm
safely. There is no definite minimum distance rule in
avoiding storms, but there are some general guidelines which can be followed.
Monitoring of weather should be done at the longer
ranges, whenever possible, to allow time to assess
weather development and plan any heading changes.
When using shorter ranges, occasionally monitor a
longer range to determine the extent of the weather
activity.
Turbulence can be assumed to be present above any
storm with severe turbulence at the storm center. The
pilot should never attempt to penetrate or fly over a
storm cell; rather, plan ahead to establish a flight path
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
20 June 2001
MD-11/MD-10 FLIGHT MANUAL
that avoids storm cells by at least 20 miles. Increase
the distance to 30 miles for echoes that are changing
shape rapidly or are exhibiting hooks, fingers, or scalloped edges.
Weather radar should not be used for penetration of
thunderstorm areas where the precipitation between
the radar and the storm target is moderate to heavy
precipitation.
Remember that weather radar only detects the rate
and extent of rainfall; it does not detect clouds, lightning, or clear air turbulence.
TERRAIN MAPPING AND INTERPRETATION
(5.10.0)
When selecting the MAP mode on the WXR 700, the
beam does not change its character but the red and
magenta colors are disabled in order to declutter the
display. This renders the map mode useless for
weather detection.
A unique characteristic of the WXR 700 is the extremely narrow and concentrated beam which makes
it easy to under-scan or over-scan a ground target.
This will most often occur when attempting to paint an
island. Using the tilt formula and control should prevent this.
Terrain mapping should be done with the MAP mode
selected, one of the shorter ranges selected, and the
antenna tilted down. The gain may have to be adjusted to increase ground return in the display. The word
“MAP” will appear in the lower right corner of the Captain’s and First Officer’s ND when the MAP mode is
selected.
The interpretation of terrain maps displayed on the
NDs is largely a matter of experience and understanding of the factors involved when the radar beam
strikes a ground target. The extent to which ground
targets are displayed depends upon the selected
range, antenna tilt, and aircraft altitude and attitude.
The strength of the return signal depends upon the
angle at which the radar beam strikes the ground target (incidence angle) and the reflectivity properties of
the ground target. The attributes of various ground targets are discussed in the following paragraphs.
AURAL/VISUAL WARNING
BODIES OF WATER
(5.11.0)
Bodies of water such as lakes, rivers, and oceans
usually do not provide a strong return, and will show
up as dark areas on the display. This is because the
radar beam is reflected away from the antenna and
very little, or none, of the signal is returned. However,
if any portion of or all of the water is rough or choppy,
the angle of incidence changes and a stronger return
is provided.
CITIES
(5.12.0)
Cities usually provide a good return signal, though
their intensity depends on selected range gain setting, aircraft attitude and altitudes, and antenna tilt if
one of the longer ranges is selected.
Typically, large buildings and structures will provide a
return, while a small building will be shadowed from
the radar beam by taller buildings. As the aircraft approaches closer to the city and a shorter range is selected, details become more noticeable, as the regular
line and edges of the city appear.
MOUNTAINS
(5.13.0)
Mountains, like cities, provide a strong return signal to
the antenna, but also mask the areas behind them
from the radar beam. Mountains, however, provide
some unique exceptions to this. The radar beam can
be reflected back and forth in mountain passes or canyon walls to the point that no return signal is received
or other features of the mountains are masked out.
So, while the display will show a dark spot in the
mountains which would indicate a pass, no such pass
exists. The appearance of mountains on the ND will
also change with the selected range, aircraft altitude
and attitude, and antenna tilt.
The gain control should be adjusted so coastlines become apparent and cities well defined. Try to avoid
using maximum gain as this causes the display to
paint between targets, thus obscuring some landmarks.
20 June 2001
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-3-8-23
AURAL/VISUAL WARNING
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
4-3-8-24
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
20 June 2001
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-4-1
AUTOPILOT
MD-11 AUTOLAND EVALUATION
FORM
(1.0.0)
CAT III REPORTING
(2.0.0)
If an aircraft in CAT III status performs a CAT III approach to a CAT III runway (sat or unsat), a report
must be made to the FAA. The exception is an unsatisfactory approach when it can be determined that
outside interference affected beam quality. Beam
quality can be degraded by interference from other aircraft taxiing or taking off, and shall be reported by the
flight crew on the AUTOLAND EVALUATION form, if
this interference results in an unsat CAT III approach.
This interference information is valuable to maintenance and will prevent Federal Express from reporting unsatisfactory approaches when in fact the cause
of an unsat approach was external to the Auto-Land
system.
The only approach on which we can be assured of
CAT III protection are those approaches performed
during actual CAT III weather.
RUNWAY SUITABILITY
(3.0.0)
An Auto-Land approach can be performed to any runway (CAT I, II, or III) providing it has a minimum TCH
of 47 feet. But due to the inconsistencies in ILS beam
qualities from one airport to another it becomes imperative that flight crews monitor the Auto-Land system
performance on every approach. Approach charts
should be reviewed for restrictions i.e., “Glideslope
Unusable Below 100 ft.” In these cases an Auto-Land
approach must not be conducted.
REQUIRED FLIGHTCREW PAPERWORK
ACARS CAT II/III data field, or
•
Crew Flight Log CAT II/III block.
28 February 2000
•
CAT II/III Approach Data Block on Crew Flight
Log.
•
MD-11 AUTOLAND EVALUATION form.
•
AML entry.
For each completed approach on an aircraft in
CHECK status, (successful or unsuccessful) complete all:
•
CAT II/III Approach Data Block on ACARS or
the Crew Flight Log.
•
AML entry.
•
AUTOLAND EVALUATION form (if unsuccessful).
Leave completed AUTOLAND EVALUATION forms
onboard the aircraft in the AML.
AIRCRAFT RETURNING TO CAT II
STATUS
(5.0.0)
Air craft can be returned to CAT II status from
“CHECK” status using the following procedures:
•
Sign off by flight crew after completion of a
successful approach to CAT II minimums at a
CAT I, II or III facility (under Cat I conditions)
using the appropriate autopilot.
•
If both autopilot #1 and #2 are in “CHECK”
CAT II status, a Dual Land may be performed
to CAT II minimums at a CAT I, II or III facility
(under Cat I conditions) and both sides may
be signed off if satisfactory.
AIRCRAFT RETURNING TO CAT III
STATUS
(6.0.0)
(4.0.0)
For each successful Auto-Land approach complete
either:
•
For each unsuccessful Auto-Land approach complete
all:
Aircraft can be returned to CAT IIIB status from
“CHECK” status by the following:
•
AML sign off by flight crew after completion of
successful Auto-Land to a CAT I, II, or III facility, providing a minimum TCH of 47 ft. The aircraft is then returned to CAT IIIB status by a
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-4-1-1
MD-11/MD-10 FLIGHT MANUAL
AUTOPILOT
designated CAT IIIB mechanic or by a mechanic with authorization though MOCC. A
satisfactory autoland and rollout returns the
aircraft to CAT lllB status if the crew notes
“CAT lllB” in the AML.
•
An aircraft in CAT III that has flown an unsuccessful approach may be upgraded (dependi ng on th e r e a s o n fo r d ow ng r a d e ) b y a
qualified CAT III mechanic after performing required ground checks.
Careful completion of these forms is necessary both to
provide the FAA with an accurate record of our performance in CAT II/III operations and to allow our maintenance department to maintain the aircraft in the
highest possible status.
NOTE
Annotate “CAT IIIA” or ‘CAT IIIB”, as appropriate, in the EAML. Failure to include “A” or “B” results in less than a full
upgrade in status and a recheck.
4-4-1-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-5-1
APU
APU OPERATION CONTROL
SYSTEM (MD-10)
CAUTION
NOTE
If N1 or N2 is rising and approaching the
upper limit and/or EGT rises to the maximum temperature, reduce load on the
APU until rpm and/or EGT is normal.
NOTE
When STBY is used, N1 speed may vary
with applied electrical load. Monitor to
prevent overload conditions. An overload will be indicated by an overspeed or
over temperature. All automatic shutdown protection features are still operational.
Use APU Standby control when the APU
will not start in normal mode after several attempts, or operation is erratic. Standby control usage is recommended when
APU normal mode is not operational.
N1 rpm does not automatically increase
with selection of ENG IGN A or B as in
normal APU operation. When higher rpm
is required for engine start, increase
electrical load on the APU generator.
Avoid moving APU CONT SYS switch to
STBY during APU operation. Possible
transfer relay damage due to electrical
transients may result.
Standby mode is recommended for
ground operation only.
APU START/STOP Switch . . . . . . . . . . . . . . OFF
When APU has stopped, and shutdown cycle is complete,
APU CONT SYS Switch . . . . . . . . . . . . . . .STBY
Lift cover and push APU CONT SYS STBY
switch. Observe STBY light illuminates.
APU START/STOP Switch . . . . . . . . . . . . . . .ON
Push APU START/STOP switch to ON and observe N1, N2 and EGT Limits.
When electrical or pneumatic loads are applied,
N1, N2 and EGT Limits. . . . . . . . . . . . MONITOR
20 June 2001
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-5-1-1
APU
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
4-5-1-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
20 June 2001
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-6-1
COMMUNICATIONS
AIRCRAFT COMMUNICATIONS ADDRESSING AND REPORTING SYSTEM
(ACARS)
GENERAL
If incorrect, ENTER departure airport identifier.
A summary of the operational procedures in checklist
format follows. The ACARS description is also included.
DEST Identifier . . . . . . . . . . . . . . . . . . . . VERIFY
If incorrect, ENTER the destination airport identifier.
ETE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
PREFLIGHT
MENU . . . . . . . . . . . . . . . . . . . . . . . . . . ..CHECK
Select MENU on the #3 MCDU and confirm that
STANDBY F-PLN is not activated. If EXIT * is
annuniciated, select EXIT prompt.
ACARS . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
UTC . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
If incorrect, enter the ETE from the FP/R.
SCH BLOCK. . . . . . . . . . . . . . . . . . . . . . VERIFY
If incorrect, enter the scheduled block time from
the FP/R.
INIT DATA Page 2/2. . . . . . . . . . . . . . . SELECT
Touch Page Key to advance pages.
Check UTC page displays with GRND.
Employee Numbers . . . . . . . . . . . . . . . . VERIFY
GRND . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
If incorrect, Enter crew employee numbers.
If GRND not displayed enter TIME and DATE
manually.
SHIP Time . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check ACARS and SHIP time agree.
PREFLIGHT Page . . . . . . . . . . . . . . . . SELECT
Select from ACARS Main Menu page.
INIT DATA SEND . . . . . . . . . . . . . . . . . SELECT
ACARS will send data to INIT data pages.
NOTE
If a flight has blocked back in (e.g., due
to maintenance) and the same departure, destination and flight number is to
be used for the next flight, manually enter the data. Do not select SEND. Selecting SEND will uplink data for the next
flight leg for that airplane.
FLT NO/DATE . . . . . . . . . . . . . . . . . . . . VERIFY
If incorrect, ENTER flight number/leg date.
DEPT Identifier . . . . . . . . . . . . . . . . . . . . VERIFY
29 May 2002
CAPT
Captain
FO
First Officer
SO/RFO
No Entry
Crew 4
RFO Captain
Crew 5
RFO First Officer
Crew 6
No Entry
Crew 7
Check Airmen
MISC MENU . . . . . . . . . . . . . . . . . . . . . SELECT
Select MISC MENU from the ACARS MENU
page.
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FUEL page displays.
TICKET NO . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter last four digits of Vendor fuel ticket. If vendor ticket is not available, enter the last four digits
of the FedEx fuel ticket.
ENTER FUEL . . . . . . . . . . . . . . . . . . . . SELECT
FUEL ENTRY page displays.
UPLIFT UNITS . . . . . . . . . . . . . . . . . . . . ENTER
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-1
COMMUNICATIONS
MD-11/MD-10 FLIGHT MANUAL
Press LSK to advance through units of measure.
UPLIFT QTY . . . . . . . . . . . . . . . . . . . . . . ENTER
SEND . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
•
-
EMPL NO (Captain’s).
-
MAX OP TOGW. OR,
WT BAL NAK: Select to reject Wt & Bal.
Do not enter text; send blank msg. Ramp
Agent will contact crew.
Select SEND when fuel load is verified.
If MAINT or DEFUEL fuel ticket issued:
UNITS and QTY . . . . . . . . . . . . . . . . . . . ENTER
SEND . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select SEND when fuel load is verified.
WT BAL
SEND . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
If WT/BAL display shows FUNCTION NOT AVAILABLE:
PREFLIGHT Page . . . . . . . . . . . . . . . . SELECT
Select from ACARS Main Menu page.
When PRELIM WT/BAL message is received, MESSAGE prompt displays in the lower right portion of any
selected screen.
WT/BAL. . . . . . . . . . . . . . . . . . . . . . . . . SELECT
NOTE
MESSAGE . . . . . . . . . . . . . . . . . . . . . . SELECT
If the WT/BAL page does not display, accomplish the following to turn on this
function:
MISC RCVD screen displays.
WT BAL message . . . . . . . . . . . . . . . . . SELECT
•
Review all 3 pages.
•
Confirm that “PRELIM” shows on Page 1.
•
On page 3 select “ACK MSG” to send reply
that PRELIM WT/BAL has been received.
If WT/BAL MESSAGE does not display:
•
Select ACARS MAIN MENU page.
•
Select DOWNLINKS page.
•
Select OPS CTRL page.
•
Select ENTER TEXT.
•
Type WTBON (Wt & Bal ON).
•
Select ACARS MAIN MENU.
•
Select SEND.
•
Select PREFLIGHT.
•
Select ACARS MAIN MENU.
•
Select WT / BAL.
•
Select PREFLIGHT.
•
Select WT / BAL.
WT BAL RQ . . . . . . . . . . . . . . . . . . . . . SELECT
SEND . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
When FINAL WT/BAL message is received, MESSAGE prompt displays in the lower right portion of any
selected screen.
MESSAGE . . . . . . . . . . . . . . . . . . . . . . SELECT
WT BAL RQ . . . . . . . . . . . . . . . . . . . . . SELECT
SEND . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
•
Sends request for Wt & Bal data.
•
MESSAGE prompt displays in the lower right
portion of any selected screen when reply is
received.
MISC RCVD screen displays.
WT BAL message . . . . . . . . . . . . . . . . . SELECT
•
Review all 3 pages.
•
Confirm that “FINAL” shows on Page 1 and
note manifest number and date.
PREFLIGHT . . . . . . . . . . . . . . . . . . . . . SELECT
Select from ACARS Main Menu page.
WT/BAL. . . . . . . . . . . . . . . . . . . . . . . . . SELECT
•
4-6-1-2
WT BAL ACK: Select to accept Wt & Bal. Enter:
ENROUTE
WX/ATIS . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select WX/ATIS from ACARS MAIN MENU.
HOURLY WX
•
FedEx METAR
•
Destination identifier displays in STA1.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
•
Additional identifiers can be entered in STA2
and STA3.
TERM FCST
COMMUNICATIONS
POSTFLIGHT
After the Delay MESSAGE * prompt is displayed on
MCDU #3:
•
FedEX TAF
MESSAGE . . . . . . . . . . . . . . . . . . . . . . SELECT
•
Destinatio identifier displays in STA1.
1L (MSG 1) . . . . . . . . . . . . . . . . . . . . . . SELECT
•
Additional identfiers can be entered in STA2
and STA3.
PRINT. . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
ATIS
Destination identifier displays in STA.
SITA WX. . . . . . . . . . . . . . . . . . . . . . . . SELECT
•
Destination identifier displays in STA1.
•
Additional identifiers can be entered in STA2
and STA3.
SEND . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Requested weather or ATIS is automatically uplinked after 30-60 seconds.
If a maintenance discrepancy occurs:
IN RANGE RPT . . . . . . . . . . . . . . . . . . SELECT
Select INRANGE RPT from DOWNLINKS page.
ENTER TEXT . . . . . . . . . . . . . . . . . . . . SELECT
Enter plain language remarks in the alpha numeric pages.
NOTE
The In Range Report is sent automatically 20 minutes prior to ETA. Any maintenance entered on this page prior to the
downlink is sent.
To report flight parameters in the event of an unexplained fuel burn:
MCDU MENU mode key. . . . . . . . . . . . . PRESS
ADAS or ACMS . . . . . . . . . . . . . . . . . . SELECT
MANUAL REPORTS (LSK 5R) . . . . . . . PRESS
(Press PAGE key until *56: FUELBURN.VDR appears)
LSK 1L . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(until *SEND appears)
*56: FUELBURN.VDR . . . . . . . . . . . .ACTIVATE
ACK MSG . . . . . . . . . . . . . . . . . . . . . . . SELECT
FLT SUMMARY . . . . . . . . . . . . . . . . . . SELECT
LANDING . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Select the crewmember to be credited with the
landing.
FLIGHT SUMMARY Page 2/6 . . . . . . . SELECT
No entry required.
FLIGHT SUMMARY Page 3/6 . . . . . . . SELECT
Select AUTOMATIC APPROACH page if an autoland was accomplished.
CATAGORY of APPROACH . . . . . . . . SELECT
Press LSK to advance CAT status to appropriate
aircraft category.
A/P SERVO . . . . . . . . . . . . . . . . . . . . . SELECT
Press LSK to select autopilot 1,2 or DUAL.
RWY . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter landing runway designation.
WIND . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter wind direction and velocity during approach.
STATUS . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
•
Enter status of approach, SAT or UNSAT.
•
Default is SAT.
RVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter RVR during approach (e.g., RVR 1200 =
012).
WIND GUST . . . . . . . . . . . . . . . . . . . . . . ENTER
Enter any gust condition during approach.
FLT SUMMARY Page 4/6 . . . . . . . . . . SELECT
Enter the appropriate delay code(s) and time(s)
from the Delay MESSAGE.
FLT SUMMARY Page 6/6 . . . . . . . . . . SELECT
No entry required.
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-3
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
PRINT . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
001Mnu
ADAS Menu
NOTES
MCDU #3 may have a prompt at LSK 3L. It may be
labeled <ADAS (Aircraft Data Acquisition System) or
<ACMS (Aircraft Condition Monitoring System); two
manufacturers’ names for the same system. This section refers only to ADAS; the operation is identical for
ACMS.
Attach the Flt Summary print-out to the
FP/R and turn in with flight paperwork.
ACARS
The Aircraft Communications Addressing and Reporting System (ACARS) is a data processing system that
provides automatic transmission of routine operating
information.
•
No. 3 VHF radio.
ADAS is used by maintenance for various purposes,
and by pilots when experiencing an unexplained fuel
overburn in comparison to the FP/R. Within ADAS,
use the *56: FUELBURN.VDR selection to SEND via
ACARS environmental conditions, engine parameters
and flight control positions so that the aircraft can be
checked for causes of the fuel overburn.
•
VOICE/DATA selector.
ACARS Main Menu
•
Management unit (data processor).
•
Touch screen control head.
•
SATCOM
Approximately 10 seconds after system startup the
CDU automatically logs onto ACARS and the following ACARS MAIN MENU page displays. ACARS can
be manually selected when displayed.
The system consists of:
Communication is accomplished by digital data bursts
which are millisecond transmissions between the aircraft and computer networks on the ground. Information can be down-loaded or up-loaded automatically or
manually.
LOGON / LOGOFF PROCEDURE
During system start-up the MENU page displays and
page definitions are uploaded into the CDU. Page upload is indicated by the increasing page number to the
right of the ACARS prompt. (The page prompt disappears from the display after the pages are loaded).
Return to the MCDU#3 MENU page by pressing the
MCDU MENU mode key on the key pad.
00:25
ACARS MAIN MENU
1L
< P R E F LIGH T
2L
< E N R OU T E
R C V D
3L
< P OS T FLIGH T
4L
< U T C
5L
< MA IN T
ME N U
6L
LOG>
1R
MS GS >
2R
D OW N LIN K S >
3R
W X /A TIS >
4R
FLT
MIS C
A131.45
ME N U >
5R
6R
0 0 2
002
MENU
MD-11 MCDU
STANDBY
1L
F - PL N *
2L
< A CARS
3L
< A DAS
4L
< CF DS
5L
< P S407256 6 - 9 1 0
1R
2R
< A C T >
3R
MAI N T >
4R
R ET U R N >
5R
The keyboard provides 69 keys, 58 of which are available to the ACARS system. Provided are 26 upper
case alphabetic keys, miscellaneous keys and 12 line
select keys. Also provided are function keys labeled,
CLR, NEXT, PAGE, and MENU. The shaded keys in
the figure are NOT used by ACARS.
OP PROGRAM
6L
6R
001
4-6-1-4
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
ter. Entry of ,-, anywhere but as the first
character of a numeric entry will produce a
format error. Entry of ,+, will not be accepted, and will produce a format error for numeric entry.
•
Decimal point entry is optional.
SCRATCH PAD LINE
The scratch pad is used for data entry. This includes
new data and editing data from the data fields. A variable number of up to 24 characters of data can be entered in the scratch pad. All characters displayed on
the scratch pad line will be in the character font.
BRT
DIR
INTC
NAV
RAD
PERF
INIT
FIX
SEC
F-PLN
MENU
A
B
D
S PAGE
P
Y
1
F
K
F-PLN
F
A
I
L
PROG
2
3
TO/
APPR
SCRATCH PAD DATA TRANSFER
REF
ENG
OUT
C
D
E
G
H
I
J
L
M
N
O
4
5
6
P
Q
R
S
T
7
8
9
U
V
W
X
Y
/
0
.
Z
-
+
SP
CLR
Appropriate data entered into the scratch pad is transferred to a data field by pressing the appropriate line
select key. The accepted data overwrites the previous contents of the data field.
M
S
G
DATA ENTRY RANGE CHECKS
O
F
S
T
MCDUGrgh
MCDUGrph
LINE SELECTS
lThe 12 line select keys are used for selecting new
menus to be displayed, activating functions, selecting
messages, handling advisories, and inputting data.
DATA/TEXT ENTRY
When data is entered into the MCDU scratch pad, ACARS does not know what field the data will be transferred into. However, as soon as the operator makes
a field selection, certain data type checks are performed. Inappropriate scratch pad field data is temporarily replaced with an error message. Pressing ,CLR,
on the MCDU will clear the advisory and display the
current scratch pad data which may then be corrected. The display will blink when the error message is
generated.
TIME-OUT ERROR
If a severe communication error occurs between ACARS and an MCDU, the MCDU generates a TimeOut-Reselect message and ACARS is then logged off
the MCDU.
ACARS options are displayed on menu pages and selected by pressing the appropriate line select key.
Data is entered on the scratch pad line and then
moved to the appropriate data line upon acceptance
by the user as indicated by the depression of the appropriate line select key.
The following rules are enforced on data entry.
•
/ must be entered where specified.
•
All numeric entries are assumed to be positive unless ,-, is entered as the first charac-
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-5
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
ACARS MAIN MENU
The ACARS MAIN MENU displays 10 sub-menus.
The ACARS MENU GUIDE below lists the various
pages available from each sub-menu.
Sub-menu items on the right side of the display may
also be selected from the PREFLIGHT, ENROUTE
and POSTFLIGHT sub-menus.
ACARS MAIN MENU
00:25
1L
< PREFLIGH T
2L
< ENROUTE
R C V D
3L
< POSTFLIG H T
4L
< UTC
5L
< MAINT
6L
LOG>
1R
MS GS >
2R
D OW N LIN K S >
3R
W X /A TIS >
4R
F LT
ME N U
MIS C
ME N U >
5R
6R
A131.45
0 0 2
002
ACARS MENU GUIDE
PREFLIGHT
- INIT DATA (1 & 2)
- *PERFORMANCE (1 - 5)
- WT/BAL
- *FLT PLN RQ
- *CLEARANCE
- FLT LOG
- RCVD MSGS
- DOWNLINKS
- WX ATIS
- MISC MENU
ENROUTE
- POS RPT
- ENGINE RPT
- REV FLT PLN
- DIVERSION
- AIRBORNE RTN
- FLT LOG
- RCVD MSGS
- DOWNLINKS
- WX ATIS
- MISC MENU
POSTFLIGHT
- FLT SUMMARY (1 - 6)
- OOOI UPDATE
FLT LOG
- FLT LOG
RCVD MSGS
- MISC RCVD
(Multiple pgs)
- MSG DISPLAY
- ATC RCVD
- ATC DISPLAY
DOWNLINKS (Pg 1)
- OPS CTRL
- MX RPT
- REV ETA
- DIVERSION
- MAIL
- DEPT DELAY
- ENROUTE DELAY
- ARRIVAL DELAY
- IN RANGE RPT
- AIRBORNE RTN
LEGEND
* Ð Currently NOT available
Available from more
than one display.
UTC
- UTC
MAINT MENU
- (For Maint use)
WX / ATIS
- WEATHER RQ
- ATIS RQ
MISC MENU
- UNDEL MSGS
- 7500 RPT
- *RAMP SRVC
- LINK STATUS
- FUEL
- SELCAL
- FLT LOG
- RCVD MSGS
- DOWNLINKS
- WX ATIS
- MISC MENU
DOWNLINKS (PG 2)
- *GATE REQUEST
- FLT PLN FILE REQ
- *PIREP
- *CREW EXCHANGE
- *OCEANIC CLX RQ
MenuGD
00MenuGde
4-6-1-6
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
PREFLIGHT
INIT DATA PAGE 1
Selecting the PREFLIGHT menu from the ACARS
MAIN MENU displays the following selections:
During normal operation, ACARS imports data from
other aircraft systems. On some aircraft the FLT NO,
FUEL QTY, and GW enter automatically when the
FMC is initialized. On some aircraft some data must
be entered manually.
HH:MM
1L
< I N I T
PREFLIGHT
D A T A
F L T
L O G >
1R
INIT DATA
H H : M M
2L
< P E R F O R M A N C E
R C V D
M S G S >
2R
F L T
1L
3L
< W T / B A L
D O W N L I N K S >
1 / 2
N O
Z
D A T E
1R
/
3R
D E P T
D E S T
2L
4L
< F L T
5L
P L N
R Q
W X / A T I S >
< C L E A R A N C E
6L
< R E T U R N
M I S C
M E N U >
ANNN.NN
2R
4R
3L
F U E L Q T Y
_ _ _ _ _ _
4L
G W
_ _ _ . _
5L
< C L R
6L
< R E T U R N
5R
S C H
E T E
:
3R
B L O C K
:
4R
S E N D
5R
6R
07PflfgtMenu
•
INIT DATA
•
PERFORMANCE (Currently NOT available).
•
WT/BAL (Currently NOT available).
•
FLT PLN RQ (Currently NOT available).
•
CLEARANCE (Currently NOT available).
•
I N I T
6R
ANNN.NN
08INITData
•
FLT NO
-
If FLT NO is not automatically input from
the FMS, enter FLT NO and date from FP/
R.
FLT LOG.
-
The 2 digits after the “/” are the Leg Date.
•
RCVD MSGS.
-
•
DOWNLINKS.
•
WX/ATIS.
Changing Flight Number (through the
FMS or ACARS) clears data on both Initialization pages.
•
MISC MENU.
-
Changing Flight Number does not change
Z DATE.
•
29 May 2002
Z DATE - Scheduled Flight Date (Zulu).
-
Default to current date derived from UTC
page.
-
ACARS automatically increments Z DATE
after midnight.
•
DEPT - ICAO 4-letter ID for departure airport.
•
DEST - ICAO 4-letter ID for destination airport.
•
FUEL QTY - Current fuel.
-
Default is fuel quantity from DFDAU, if
available.
-
FUEL QTY updates constantly while aircraft is at the gate.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-7
COMMUNICATIONS
-
MD-11/MD-10 FLIGHT MANUAL
FUEL QTY is captured at the OUT event
and remains static during remainder of
flight.
•
ETE - Estimated flight time from FP/R.
•
GW - Default value is Gross Weight (LB/1000)
from FMC at block-out or manual entry.
•
SCH BLOCK - Scheduled block time from FP/
R.
•
CLR INIT - Displays CLR INIT Page only after IN event.
•
SEND - Downlinks INIT DATA Report and
WT/BAL Request.
INIT DATA PAGE 2
Select INIT DATA Page 2 from INIT DATA Page 1.
Enter crewmembers’ employee numbers. Enter
Check Airman’s employee number in “CREW 7” position.
H H : M M
INIT DATA
C A P T
2 / 2
F O
1L
1R
2L
S O / R F O
– – – – – – – – – –
C R E W 4
– – – – – – – – – –
2R
3L
C R E W 5
– – – – – – – – – –
C R E W 6
– – – – – – – – – –
3R
4L
C R E W 7
– – – – – – – – – –
4R
5L
6L
S E N D
< R E T U R N
5R
6R
ANNN.NN
09INITData2
NOTE
Employee numbers are cleared if a new
FLT NO is entered on INIT DATA page 1.
If the flight number is the same, employee numbers remain unchanged from the
previous flight.
4-6-1-8
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
CLR INIT PAGE
PERFORMANCE PAGE 1
Select CLR INIT Page from INIT DATA Page 1. The
CLR INIT page displays only after the IN event.
Select PERFORMANCE Page 1 from the PREFLIGHT page.
H H : M M
S E L E C T I O N O F Y E S W I L L
C L E A R C U R R E N T I N I T D A T A
1L
CURRENTLY NOT AVAILABLE
CLR INIT
2L
1R
HH:MM
2R
1L
3R
2L
4L
4R
3L
5L
5R
4L
6R
5L
3L
Y E S
6L
< R E T U R N
ANNN.NN
PERFORMANCE
1 / 5
1R
RWY
RWY COND
XXXXXXXXXX
WIND
/
/
BARO
SET
2R
TEMP
3R
4R
SEND
6L
<RETURN
ANNN.NN
5R
6R
10CLRINIT
•
•
YES - Clears all INIT DATA fields except FLT
NO and Z DATE.
Display returns to INIT DATA page 1.
11PRFRMNC1
•
Departure Airport - ICAO 4-letter ID of departure airport.
•
RWY - Departure runway number.
•
RWY COND - Select from the following options:
•
29 May 2002
-
DRY/DAMP (default setting)
-
WET
-
2 DRY SNOW
-
4 DRY SNOW
-
1/4 WATER
-
1/2 WATER
-
1/4 SLUSH
-
1/2 SLUSH
-
PACK SNOW
WIND - Enter wind direction, speed and gust.
-
Use a slash (/) between wind direction,
speed and gust (e.g. 9/15/25 displays
009/015/025).
-
When no gust is present, enter wind direction and speed only (e.g. 35/10 displays
350/010/000).
-
For calm wind enter 0/0 (displays 000/
000/000).
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-9
COMMUNICATIONS
•
MD-11/MD-10 FLIGHT MANUAL
TEMP - Departure airport temperature.
PERFORMANCE PAGE 2
Enter a sign, value and unit of measure (e.g.
Select PERFORMANCE Page 2 from PERFORMANCE Page 1.
-10F displays -010F or +3C displays
+003C).
•
BARO SET - Departure airport barometric
pressure in inches of mercury or millibars.
•
SEND
CURRENTLY NOT AVAILABLE
HH:MM
PERFORMANCE
DEPARTURE
-
Sends performance data to printer.
-
Downlinks Performance Request
sage.
-
Does not display until required data is entered.
DATA
2/5
2
1L
mes-
1R
2L
T /O
.
CG
3L
T /O PW R
* XXXXXXXX
4L
ANT I- ICE
* XXXXXXXXXX
T /O
G W
.
2R
L M T O G W
.
3R
4R
SEND
5L
6L
<RET URN
5R
6R
ANNN.NN
12PRFMNC2
•
T/O CG
•
•T/O GW
•
•T/O PWR – Select from the following options:
STANDARD (default setting)
-
MAX
-
DERATE 1
-
DERATE 2
•
LMTOGW – May be captured from Wt & Bal
report when uplinked, if available.
•
ANTI-ICE – Select from the following options:
•
4-6-1-10
-
-
OFF (default setting)
-
ENGINE ON
-
ENG&WNG ON
-
ENG VLV OPN
-
WNG VLV OPN
-
E & W VLV OPN
SEND
-
Sends performance data to printer
-
Downlinks Performance Request
sage.
-
Does not display until required data is entered.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
mes-
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
PERFORMANCE PAGE 3
-
ON
Select PERFORMANCE Page 3 from PERFORMANCE Page 2.
-
DR OPN
•
PERFORMANCE
CONFIG
DATA
3/5
1
1L
1R
2L
ANTI-SKID
*AAAAAA
3L
BRAKES
*AAAAAAAAA
4L
APU
*XXXXXX
GEAR
XXXXXX*
2R
AUTO SPOILER
XXXXXXXXX*
3R
IDLE CNTRL
AAAAAAAAA*
4R
SEND
5L
6L
<RETURN
ANNN.NN
IDLE CNTRL - Condition of engine idle control at departure.
Select from the following options:
CURRENTLY NOT AVAILABLE
HH:MM
COMMUNICATIONS
•
-
OPERATIVE (default setting)
-
INOP
SEND
-
Sends performance data to printer
-
Downlinks Performance Request
sage.
-
Does not display until required data is entered.
mes-
5R
6R
13PRFRMNC3
•
ANTI-SKID - Condition of anti-skid system at
departure.
Select from the following options:
•
-
NORMAL (default setting)
-
INOP
GEAR - Configuration of landing gear at departure.
Select from the following options:
•
-
NORMAL (default setting)
-
CTR RET
BRAKES - Condition of brakes at departure.
Select from the following options:
•
-
OPERATIVE (default setting)
-
ONE INOP
AUTO SPOILER - Status of automatic ground
spoilers at departure.
Select from the following options:
•
-
OPERATIVE (default setting)
-
INOP
APU - Condition of APU at departure.
Select from the following options:
-
OFF (default setting)
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-11
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
PERFORMANCE PAGE 4
PERFORMANCE PAGE 5
Select PERFORMANCE Page 4 from PERFORMANCE Page 3.
Select PERFORMANCE Page 5 from PERFORMANCE Page 4.
CURRENTLY NOT AVAILABLE
CURRENTLY NOT AVAILABLE
H H : M M
PERFORMANCE
C O N F I G
D A T A
4 / 5
H H : M M
PERFORMANCE
2
C O N F I G
1L
1R
2L
F A D E C
* X X X X X X X X X
2R
2L
3L
D F L T A I L
* A A A A A A A A A
3R
3L
4L
F U E L D U M P
* A A A A A A A A A
4R
4L
5R
5L
6R
6L
S E N D
6L
< R E T U R N
ANNN.NN
5 / 5
3
1L
1R
Ð Ð T O T A L
5L
D A T A
C D L
D E C R E M E N T S Ð Ð
2R
P O U N D S
Ð Ð Ð Ð Ð
P E R C E N T
Ð Ð Ð
3R
4R
S E N D
< R E T U R N
5R
6R
ANNN.NN
15PRFRMNC5
14PRFRMNC4
•
•
FADEC - Status of FADEC system at departure.
•
POUNDS - Cumulative takeoff performance
decrements in pounds from CDL.
Select from the following options:
•
PERCENT - Cumulative takeoff performance
decrements in percent from CDL.
•
SEND
-
NORMAL (default setting)
-
ALTERNATE
DFLT AIL - Condition of deflected ailerons at
departure.
-
Sends performance data to printer
-
Downlinks Performance Request
sage.
-
Does not display until required data is entered.
Select from the following options:
•
-
OPERATIVE (default setting)
-
INOP
mes-
FUEL DUMP - Status of fuel dump system at
departure.
Select from the following options:
•
-
OPERATIVE (default setting)
-
ONE INOP
SEND
-
Sends performance data to printer
-
Downlinks Performance Request
sage.
-
Does not display until required data is entered.
4-6-1-12
mes-
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
WT/BAL MENU
WT/BAL RQ PAGE
Select the WT/BAL Menu from the PREFLIGHT Page
which displays the following selections:
Select WT/BAL RQ Page from WT/BAL Menu.
H H : M M
HH:MM
WT/BAL RQ
WT/BAL
1L
1L
<WT/BAL
RQ
1R
2L
<WT/BAL
ACK
2R
3L
<WT/BAL
NAK
3R
1R
2L
4L
4R
5L
5R
E N T E R
3R
4L
4R
S E N D
6L
<RETURN
ANNN.NN
2R
3L
5L
6L
T E X T
< R E T U R N
ANNN.NN
5R
6R
6R
17WT/BLRQ
Wt/Bl
•
WT BAL RQ
•
WT BAL ACK
•
WT BAL NAK
29 May 2002
•
ENTER TEXT - Displays keyboard.
•
SEND - Downlinks Weight & Balance REQUEST message.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-13
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
WT/BAL ACK PAGE
WT/BAL NAK PAGE
Select WT/BAL ACK Page from WT/BAL Menu.
Select WT/BAL NAK Page from WT/BAL Menu.
HH:MM
EMP
WT/BAL ACK
NO
MANIFEST
/
1L
MAX
OP
H H : M M
TOGW
DATE
/
MANIFEST
ENTER
TEXT
4L
SEND
5L
6L
<RETURN
1L
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
N O
M A N I F E S T
/
ANNN.NN
D A T E
/
M A N I F E S T
NO
2L
3L
E M P
1R
WT/BAL NAK
E N T E R
T E X T
3R
4R
S E N D
< R E T U R N
5R
6R
ANNN.NN
19WT/BLNAK
•
EMP NO – Employee number of person approving Weight & Balance Record.
•
•
MANIFEST DATE – Current Zulu date.
•
•
N O
2R
18WT/BLACK
•
1R
EMP NO – Employee number of person approving Weight & Balance Record.
MANIFEST NO
– May be captured from Wt & Bal report when
uplinked, if available.
– Sequence number assigned by Wt & Balance system.
MAX OP TOGW
– May be captured from Wt & Bal report when
uplinked, if available.
– May be captured from Wt & Bal report when
uplinked, if available.
•
ENTER TEXT – Displays keyboard.
MANIFEST NO
•
SEND
– Sequence number assigned by Wt & Balance system.
– Downlinks Weight & Balance NAK message.
– May be captured from Wt & Bal report when
uplinked, if available.
– Does not display until required data is entered.
•
ENTER TEXT – Displays keyboard.
•
SEND
– Downlinks Weight & Balance ACK message.
– Does not display until required data is entered.
4-6-1-14
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
FLT PLN RQ PAGE
PREDEPT CLX RQ PAGE 1
Select FLT PLN RQ page from the PREFLIGHT
Menu.
Select the PREDEPT CLX RQ Page from the PREFLIGHT Menu.
CURRENTLY NOT AVAILABLE
CURRENTLY NOT AVAILABLE
H H :M M
FLT PLN RQ
H H : M M
F L T
1L
1R
1L
2L
2R
2L
3L
3R
3L
4L
4R
4L
5R
5L
6R
6L
EN TER
T EXT
PREDEPT CLX RQ
N O
1R
A T I S
G A T E
2R
F A C I L I T Y
S END
6L
<RETU R N
A N N N .N N
D E S T
3R
A C
5L
1 / 2
D E P T
T Y P E
4R
S E N D
< R E T U R N
ANNN.NN
20FLTPLNRQ
5R
6R
21PRDPCLX
•
ENTER TEXT - Displays keyboard.
•
ENTER TEXT - Displays keyboard.
•
SEND - Downlinks FLIGHT PLAN REQUEST
message.
•
SEND
- Downlinks Predeparture Clearance Request.
- Does not display until required data is entered.
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-15
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
PREDEPT CLX RQ PAGE 2
ENROUTE
Select PREDEPT CLX RQ Page 2 from PREDEPT
CLX PQ Page 1.
Select the ENROUTE menu from the ACARS MAIN
MENU which displays the following selections:
CURRENTLY NOT AVAILABLE
HH: M M
HH:MM
PREDEPT CLX RQ
1L
EN TER
ENROUTE
2 /2
TEXT
2L
1L
<POS
LOG>
1R
2L
<ENGINE
RPT
RCVD
M SGS>
2R
3L
<REV
PLN
DOWNLINKS>
3R
4L
<DIVERSION
WX/ATIS>
4R
5L
<AIRBORNE
6L
<RETURN
RPT
FLT
1R
2R
3L
FLT
3R
4L
4R
5L
SEN D
6L
<RET URN
ANNN.NN
RTN
M ISC
M ENU>
5R
5R
6R
ANNN.NN
6R
23ENRTMNU
22PRDPCLX2
•
POS RPT.
•
ENTER TEXT – Displays keyboard.
•
ENGINE RPT.
•
SEND
•
REV FLT PLN.
– Downlinks Predeparture Clearance Request.
•
DIVERSION.
– Does not display until required data is entered.
•
– Displays only during the OFF state.
– Displays only during the OFF state.
.
4-6-1-16
AIRBORNE RTN
•
FLT LOG.
•
RCVD MSGS.
•
DOWNLINKS.
•
WX / ATIS.
•
MISC MENU.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
POS RPT PAGE
•
POS RPT
FUEL QTY - Fuel on aircraft.
Default value from DFDAU input (if available). Select SEND to resume accepting automatic data from the DFDAU.
The POS RPT Page displays data gathered from the
DFDAU. Most data is entered automatically.
HH:MM
COMMUNICATIONS
•
TAS - True Air Speed.
•
SEND
1L
POSITI O N
______ _ / _ _ _ _ _ _ _
ALT
___
1R
- Downlinks Predeparture Clearance Request.
2L
F I X
_____ _ _ _ _ _ _ _ _ _
WIND
_ _ _/___
2R
- Does not display until required data is entered.
3L
SAT
____
TAT
____
3R
4L
F UEL Q TY
______
TAS
___
4R
SEND
5L
6L
<RET U R N
ANNN.NN
NOTE
•
If no data displays (all fields are dashes), the ACARS is not receiving data
from the DFDAU.
•
Manually enter all fields to send a position report.
•
Automatically entered data from the
DFDAU is in small font. Pilot entered
data is in LARGE font.
•
Pilot entered data may be cleared by
Selecting SEND. FUEL QTY returns
to the current reading from the
DFDAU.
5R
6R
24POSRPT
•
POSITION - Latitude/Longitude position.
- Enter a slash (/) between the Latitude and
Longitude values.
- To enter Latitude only, enter the value.
- To enter Longitude only, precede the value
with a slash.
•
ALT - Altitude (times 100 FT).
•
FIX - Fixed position.
- No default value, pilot entry is optional.
- Entering FIX data clears the POSITION field.
- To clear FIX data and redisplay POSITION
data Select SEND .
•
WIND - Wind Direction / Wind Speed.
- Enter Wind direction and speed by separating the values with a slash (/).
- To enter Wind Direction only, enter value.
- To enter Wind Speed only, precede the value with a slash.
•
SAT - Static Air Temperature.
Manual entry defaults to negative value.
•
TAT - Total Air temperature.
- No default value, pilot entry is optional.
- Manual entry defaults to negative value.
- Selecting SEND resets TAT to dashes (- - -)
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-17
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
ENGINE RPT PAGE
REV FLT PLN PAGE
Select the ENGINE REPORT Page from the ENROUTE page.
Select the REV FLT PLN page from ENROUTE page.
HH: M M
HH:MM
ENGINE RPT
STATUS
AAAAAAAAAA
AUTO
1L
REV FLT PLN
FUEL QTY
––––––
1L
1R
1R
2L
2L
2R
3L
3R
4L
4R
ENTER
3R
4L
4R
SEND
<RETURN
ANNN.NN
5R
5R
6L
6L
2R
3L
5L
SEND
5L
TEXT
<RETURN
6R
ANNN.NN
6R
26RVFLTPLN
25ENGNRPT
•
AUTO
- Generates automatic engine report request
and sends to DFDAU.
•
FUEL QTY - Current quantity.
•
ENTER TEXT - Displays keyboard.
•
SEND - Downlinks Enroute Delay message.
- Prints copy of engine parameters for crew.
•
STATUS - Displays status of automatic engine report. Displays:
- (_blank_): No report requested (default value).
- ACCEPTED: Request sent to DFDAU.
- NO DATA: No response from DFDAU to request.
•
Engine reports are sent automatically as a
function of flight profile.
4-6-1-18
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
DIVERSION PAGE
AIRBORNE RTN PAGE
Select the DIVERSION page from ENROUTE page or
DOWNLINKS page 1.
Select the AIRBORNE RTN page from the ENROUTE page or DOWNLINKS page 1.
H H : M M
DIVERSION
D I V E R T I N G
T O
AIRBORNE RTN
H H : M M
F U E L
1L
Q T Y
— —————
F U E L
Q T Y
1R
1L
2R
2L
2R
3R
3L
3R
4R
4L
4R
5R
5L
6R
6L
1R
_ _ _ _ _ _
E T A
2L
——:——
3L
E N T E R
TEXT
4L
SEND
5L
6L
<RETU R N
ANNN.NN
S E N D
< R E T U R N
5R
6R
ANNN.NN
46DVRSN
52ARBRNRTN
•
DIVERTING TO - Airport diverting to.
•
•
FUEL QTY - Current quantity of fuel (in
pounds).
FUEL QTY - Current quantity. Default value
is DFDAU input (if available).
•
SEND
•
ETA - Estimated time of arrival.
- Downlinks AIRBORNE RTN message.
- If ETA is entered when message is sent:
- Revises DEST airport on INIT DATA page 1
and the FLT LOG page.
>Recalculates IN RANGE REPORT timer
if IN RANGE REPORT has not been sent.
>Recalculates the Enroute Delay timer if
the Enroute Delay Advisory has not been
set for the current flight.
>ETA is written into ON MISC field on the
FLT LOG (CURR) page.
- If ETA is NOT entered when message is
sent:
>IN RANGE REPORT timer is disabled.
>Enroute Delay Advisory timer is disabled.
>ON MISC field on the FLT LOG (CURR)
page is filled with **:**.
>INIT DATA page ETA is filled with **:**.
•
ENTER TEXT - Displays keyboard.
•
SEND
- Downlinks Diversion Report message.
- Does not display until required data is entered.
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-19
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
POSTFLIGHT
FLIGHT SUMMARY PAGE 1
Select the POSTFLIGHT menu from the ACARS
MAIN MENU which displays the following selections:
Select FLT SUMMARY page1 from the POSTFLIGHT
page.
POSTFLIGHT
H H : M M
HH:MM
FUEL
1L
< F L T
2L
< O O O I
FLT SUMMARY
QTY
1 / 6
T / O
PWR
A
1R
EMP NO
NNNNNNNNNN
2R
L O G >
1R
1L
M S G S >
2R
2L
3L
D O W N L I N K S >
3R
3L
3R
4L
W X / A T I S >
4R
4L
4R
5R
5L
PRI NT
6R
6L
<RETURN
S U M M A R Y
U P D A T E
5L
F L T
R C V D
M I S C
6L
< R E T U R N
ANNN.NN
M E N U >
LANDI NG
AAAAAA
SEND
6R
ANNN.NN
28FLTSMRY
25PSTFLTMenu
•
FLT SUMMARY (5 pages).
•
OOOI UPDATE.
•
FLT LOG.
•
RCVD MSGS.
•
DOWNLINKS.
•
WX ATIS.
•
MISC MENU.
5R
ACARS sends the Flight Summary Report automatically ten minutes after the IN event. This report is
sent even though the pilot has not entered any data
on the FLT SUMMARY or completed all data fields.
The automatic Flight Summary Report is not sent if
the crew manually sends a FLT SUMMARY within 10
minutes of the IN event.
•
FUEL QTY
- Before IN event, displays total fuel quantity
o n a i r c r a f t, u pd a t e d c on t i n u o u s l y fr o m
DFDAU, if available.
- After IN event, displays total quantity on aircraft at the IN event.
- Default from DFDAU input (if available).
- Pilot entry of fuel quantity prevents automatic updating from the DFDAU.
•
T/O PWR
- “S”- Standard (default setting).
- “M”- Maximum.
•
LANDING - Crew position responsible for the
landing. Default is CAPT. The range of entries is dependent on the number of crew IDs
entered in the INIT DATA page 2.
•
EMP NO - Captain’s employee number (default setting.
- Changes to employee number of crewmember making landing.
4-6-1-20
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
•
PRINT - Prints FLT SUMMARY data.
FLT SUMMARY PAGE 2
•
SEND
Select FLT SUMMARY page 2 from FLT SUMMARY
page1.
- Downlinks FLT SUMMARY data and prints
FLT SUMMARY data.
- Does not display until required data is entered.
FLT SUMMARY
H H : M M
1
1L
I N S
.
I N S
.
2
2L
I N S
.
3
3L
D F T
2 / 6
I N S
1
G S
1R
D F T
I N S
2
G S
2R
D F T
I N S
3
G S
3R
4L
4R
5L
P R I N T
6L
< R E T U R N
S E N D
5R
6R
ANNN.NN
29FLTSMRY2
•
INS 1, 2, 3 DFT - Drift Rate.
- Enter manually.
•
INS 1, 2, 3 GS - Residual ground speed.
- Enter manually.
•
PRINT - Sends FLT SUMMARY data to the
printer.
•
SEND
- Downlinks FLT SUMMARY data and sends
data to printer.
- Does not display until required data is entered.
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-21
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
FLT SUMMARY PAGE 3
Select FLT SUMMARY page 3 from FLT SUMMARY
page 2.
- Not displayed if AUTOMATIC APPROACH
field is NONE.
•
RVR
- No default value, pilot entry is optional.
H H :M M
FLT SUMMARY
AUTO M A T IC
1L
AAAAAAA
2L
AP/ SERVO
XXXX
AP P R OAC H
AAAAA
RWY
R VR
_ _ _ _
W I ND
/
5L
1R
•
W I N D
- Not displayed if AUTOMATIC APPROACH
field is NONE.
3R
G U ST
4R
PRI NT
SEN D
WIND - Wind direction and speed.
- Default value is from DFDAU, if available.
000/00 if DFDAU not available.
2R
3L
4L
- Not displayed if AUTOMATIC APPROACH
field is NONE.
3 /6
- Include a slash (/) between wind direction
and wind speed.
5R
- To enter wind direction only, enter the value.
6L
<RETURN
A N N N .N N
6R
- To enter wind speed only, enter a slash before the value.
- If wind is calm, enter 0/0.
30FLTSMRY3
•
AUTOMATIC APPROACH - Category of approach (1L).
•
- NONE (default setting)
- Default is 000.
- NOT II
- Not displayed if AUTOMATIC APPROACH
field is NONE.
- II
- If no wind gust, enter 0.
- IIIA
- IIIB
- CHK II
- CHK IIIA
•
WIND GUST - Wind gust, in knots.
•
PRINT - Sends FLT SUMMARY data to the
printer.
•
SEND
- CHK IIIB
- Downlinks FLT SUMMARY data and sends it
to the printer.
AUTOMATIC APPROACH (status) - Status of
approach (1R).
- Does not display until required data is entered.
- SAT (default setting)
- UNSAT,
- Not displayed if AUTOMATIC APPROACH
field is NONE.
•
AP/SERVO - Autopilot used for approach.
- DUAL (default setting)
-1
-2
- Not displayed if AUTOMATIC APPROACH
field is NONE.
•
RWY - Runway identifier.
4-6-1-22
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
FLT SUMMARY PAGE 4
FLT SUMMARY PAGE 5
Select FLT SUMMARY page 4 from FLT SUMMARY
page 3.
Select FLT SUMMARY page 5 from FLT SUMMARY
page 4.
H H :M M
FLT SUMMARY
TO TAL
BL K
1L
2L
DELAY
–––
3L
4L
C O D E
H H : M M
4/ 6
D L Y TIM E
H H:M M
T O T A L
1R
TIM E
––:––
2R
–––
––:––
3R
–––
––:––
4R
S END
5R
5L
PRI N T
6L
<RETU R N
D EL AY
ANNN.NN
FLT SUMMARY
6R
B L K
1L
2L
D E L A Y
– – –
3L
4L
5 / 6
C O D E
D L Y T I M E
H H : M M
T I M E
– – : – –
2R
– – –
– – : – –
3R
– – –
– – : – –
4R
S E N D
5R
5L
P R I N T
6L
< R E T U R N
D E L A Y
1R
6R
ANNN.NN
32FLTSMRY5
31FLTSMRY4
•
TOTAL BLK DLY TIME
•
- Computed as the difference between scheduled block-to-block time (as entered on INIT
DATA page 1) and actual block-to-block time
(calculated as IN time minus OUT time). If
there is no delay the DELAY CODE & DELAY
TIME prompts do not display. "This delay time
is not used by FedEx for coding delays."
- Computed as the difference between scheduled block-to-block time (as entered on INIT
DATA page 1) and actual block-to-block time
(calculated as IN time minus OUT time). If
there is no delay the DELAY CODE & DELAY
TIME prompts do not display.
•
DELAY CODE
•
- No default value, pilot entry required.
•
•
DELAY TIME
DELAY CODE
- No default value, pilot entry required.
•
DELAY TIME
- Total elapsed time of delay for associated
DELAY CODE.
- Total elapsed time of delay for associated
DELAY CODE.
- Sum of DELAY TIMEs should be equal to
DELAY TIME.
- Sum of DELAY TIMEs should be equal to
DELAY TIME.
PRINT
•
- Sends FLT SUMMARY data to the printer.
•
TOTAL BLK DLY TIME
SEND
PRINT
- Sends FLT SUMMARY data to the printer.
•
SEND
- Downlinks FLT SUMMARY data and sends it
to the printer.
- Downlinks FLT SUMMARY data and sends it
to the printer.
- Does not display until required data is entered.
- Does not display until required data is entered.
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-1-23
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
FLT SUMMARY PAGE 6
OOOI UPDATE PAGE
Select FLT SUMMARY page 6 from FLT SUMMARY
page 5.
Select the OOOI UPDATE page from the POSTFLIGHT page.
HH:MM
FLT SUMMARY
– – – – T O UCH
&
H H : M M
6 /6
G O ----
1L
OOOI UPDATE
1R
1L
O U T
– – : – –
F L T N O
N N N / D D
1R
2L
E MP NO
NNNNNNNNNN
LANDINGS
––
2R
2L
O F F
– – : – –
D E P T
A A A A
2R
3L
NNNNNNNNNN
––
3R
3L
O N
– – : – –
D E S T
A A A A
3R
4L
NNNNNNNNNN
––
4R
4L
I N
– – : – –
5L
P RI NT
5R
5L
P R I N T
6L
<RE TURN
6R
6L
< R E T U R N
SEND
ANNN.NN
4R
S E N D
5R
6R
ANNN.NN
34OOOIUdt
33FLTSMRY6
•
•
•
•
EMP NO
•
OUT – Time of event for the current leg.
- Select employee number of crewmember accomplishing touch and go landing. This field
is linked to the list of employee numbers on
INIT DATA Page 2.
•
FLT NO - Current flight number/flight date.
•
OFF – Time of event for the current leg.
•
DEPT - Current departure airport.
LANDINGS
•
ON – Time of event for the current leg.
- Enter number of touch and go landings associated with crewmember.
•
DEST - Current destination airport.
•
IN – Time of event for the current leg.
PRINT
•
SEND
- Ques all FLT SUMMARY data for printing.
– Downlinks OOOI Update Report message.
SEND
– Does not display until data is entered in at
least one field.
- Downlinks Autopilot Summary Report, Delay Summary Report, and Flight Summary Report messages.
- Does not display until required data is entered.
FLT SUMMARY PRINTED REPORT
FLT SUMMARY data prints when PRINT is selected
on any of the FLT SUMMARY pages. Data also prints
automatically when SEND is selected on any of the
FLT SUMMARY pages.
4-6-1-24
NOTE
Time fields that are entered by the pilot
do not overwrite the time fields on the
current FLT LOG (CURR) page. Pilotentered time field data is only used in the
downlinked OOOI Update Report message and does not modify ACARS determined OOOI times for other downlink
messages.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-6-2
COMMUNICATIONS (CONTINUED)
AIRCRAFT COMMUNICATIONS
ADDRESSING AND REPORTING
SYSTEM (ACARS) (CONTINUED)
•
Manual update, if automatic update is not
available.
-TIME
>Select TIME prompt and enter time into
the scratchpad.
UTC PAGE
Select the UTC Page from the ACARS MAIN MENU
and PREFLIGHT pages.
-DATE
>Select DATE prompt and enter date in
scratchpad (Do not use “/”.) Example:
type 021594.
H H : M M
1L
UTC
H H : M M : S S
D D / M M / Y Y
H H : M M : S S
D D / M M / Y Y
2L
– – – A U T O M A T I C
1R
2R
U P D A T E – – –
H H : M M : D
3L
G R N D
S H I P
– – – – M A N U A L
4L
5L
6L
U P D A T E – – – –
D A T E
– – : – –
– – / – – / – –
ANNN.NN
5R
DD/MM/YY - Current UTC system date.
•
Automatic update.
D A T E
D E P T / D E S T
N N N N / D D
F L T
A A A A / A A A A
6R
1L
-GRND
>Downlinks message to the ground station requesting the ACARS clock be set.
Both time and date are updated.
>Displays only when ACARS is in communication with a ground station.
-Ship’s Time - Current ship’s time.
> Displays only if aircraft has onboard
clock.
-SHIP
1R
2L
2R
HH:MM:SS - Current UTC system time.
•
FLT LOG
H H : M M
35UTC
•
Select the FLT LOG page from the MAIN MENU,
PREFLIGHT, ENROUTE, or POSTFLIGHT pages. It
displays OOOI data for the current flight leg and the
four previous legs (pages 2 through 5).
4R
T I M E
< R E T U R N
3R
FLT LOG PAGE
3L
E V T
O U T
4L
O F F
O N
I N
T I M E
H H : M M
F U E L
Q T Y
N N N N N N
H H : M M
H H : M M
H H : M M
5L
P R I N T
6L
< R E T U R N
M I S C
L B
A A A A
3R
A A A A
H H : M M
4R
D A T E
– – / – – / – –
5R
6R
ANNN.NN
36FLTLG
If selected before 10 minutes after the IN event, page
1 shows the flight leg just completed. If more than 10
minutes after the IN event, a new page 1 displays.
Any field for which the event has not occurred or the
data has not been entered displays dashes (---).
•
>Updates UTC and date from ships clock.
NAME
– CURR – Indicates flight leg currently displayed.
> Displays only if aircraft has onboard
clock.
– PREV – Displays on pages 2 through 5.
•
FLT – Flight number.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-1
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
•
DATE – Leg date.
RCVD MSGS MENU
•
DEPT – Departure airport.
•
DEST – Destination airport.
Select the RCVD MSGS page from the MAIN MENU,
PREFLIGHT, ENROUTE, or POSTFLIGHT pages.
•
OUT TIME – OUT event time.
•
OUT FUEL QTY – Fuel quantity (LB) at the
OUT event.
•
OUT MISC – Defines status of OUT event.
– NORM – Normal OUT event,
– RTN – Return-to-gate status.
RCVD MSGS MENU
1L
< M I S C
R C V D
2L
< A T C
1R
2R
R C V D
3L
3R
4L
4R
– NORM – Normal OFF event,
5L
5R
– T&GO – Touch-and-go status.
6L
•
OFF TIME – OFF event time.
•
OFF MISC – Defines status of OFF event.
•
ON TIME – ON event time,
•
ON MISC – Estimated ON (ETA) time calculated from INIT DATA page or as entered on
REV ETA, DIVERSION, ENROUTE, DELAY,
GATE REQUEST, or IN RANGE RPT pages.
•
IN TIME – IN event time.
•
IN FUEL QTY – Fuel quantity (LB) at the IN
event.
•
PRINT – Prints FLT LOG data.
4-6-2-2
H H : M M
< R E T U R N
ANNN.NN
6R
37RCVDMSGSMnu
•
MISC RCVD.
•
ATC RCVD.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
MISC RCVD PAGE
MSG DISPLAY PAGE
Select the MISC RCVD page from the RCVD MSGS
page.
Select the MSG DISPLAY page by selecting a message title from either the MSGS RCVD page or the
UNDEL MSGS page.
MISC RCVD
H H :M M
N N/ NN
H H : M M
H H : M M
1L
<MSG
MSG DISPLAY
0 1 / N N
S T A T
1
TI TL E
AAA
1R
1L
Z Z Z Z ......................Z
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
1R
2L
Z Z Z Z ......................Z
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
2R
3L
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
3R
4L
Z Z Z Z ......................Z
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
4R
5L
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
PR IN T
AC K M SG [N N NN]
5R
6L
< R E T U R N
6R
H H : M M
2L
<MSG
2
TI TL E
AAA
2R
H H : M M
3L
<MSG
3
TI TL E
AAA
3R
H H : M M
4L
<MSG
4
TI TL E
AAA
4R
H H : M M
5L
<MSG
6L
5
TI TL E
<RETU R N
AAA
ANNN.NN
5R
6R
ANNN.NN
38MSCRCVD
39MSGDSPLY
•
TIME - UTC time message received by ACARS.
•
TEXT - Message text lines. Up to 24 characters per line.
•
MSG TITLE - Title of message, if any.
•
•
STAT - Message status.
PRINT - Prints message. PRINT displays
when the printer is available.
•
ACK MSG
- NEW: Message not viewed.
- OLD: Message viewed at least once.
- Sends acknowledgment to the company that
displayed message was received.
- Does not display unless acknowledgment is
required.
- Displays only on the last page of the message.
- After touching ACK MSG, display returns to
the MSGS RCVD page.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-3
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
ATC RCVD PAGE
Select the ATC RCVD page from the RCVD MSGS
page.
H H : M M
ATC RCVD
H H : M M
1L
H H : M M
2L
H H : M M
3L
H H : M M
4L
H H : M M
< R E T U R N
Z Z Z Z ......................Z
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
2R
1R
3L
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
3R
2R
4L
Z Z Z Z ......................Z
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
4R
3R
5L
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
PR IN T
AC C EPT
5R
4R
6L
< R E T U R N
6R
A A A A A A A A
ANNN.NN
A A A A A A A A
< X X X X X X X X X X X X X X X X X X X X X X X X
6L
2L
A A A A A A A A
< X X X X X X X X X X X X X X X X X X X X X X X X
5L
1R
A A A A A A A A
< X X X X X X X X X X X X X X X X X X X X X X X X
0 1 / N N
A A A A A A A A
Z Z Z Z ......................Z
Z Z Z Z . . . . . . . . . . . . . . . . . . . . . . Z
A A A A A A A A
< X X X X X X X X X X X X X X X X X X X X X X X X
XXXXXXXXXXX
1L
N N / N N
< X X X X X X X X X X X X X X X X X X X X X X X X
H H : M M
H H : M M
A N N N . N N
5R
41ATCDSPLY
6R
•
Type of ATC message displayed.
- OCEANIC CLX: Oceanic Clearance Uplink.
- PREDEPT CLX: Predeparture Clearance
Uplink.
40ATCRCVD
•
UTC time message received by ACARS.
•
Message status (AAAAAAAA).
- FLT SYSTEMS: Flight Systems Message
Uplink.
- NEW: Message not viewed.
- OPEN: Message viewed but not accepted.
- ACCEPTED: Message viewed and accepted.
•
UTC time message received by ACARS.
•
Message status (AAAAAAAA).
- OPEN: Message not accepted.
- VIEWED: Message viewed, no acceptance
required.
•
- ACCEPTED: Message accepted.
- VIEWED: Message viewed, no acceptance
required.
Message Type available for display.
- Selecting a message field displays the ATC
Display Page.
ATC DISPLAY PAGE
Select the ATC DISPLAY page by selecting a message type from the ATC RCVD page or the ATCMSG
active advisory when displayed.
•
PRINT - Prints message. PRINT displays
when the printer is available.
•
ACCEPT
- Does not display unless acknowledgment is
required.
- Sends acknowledgment to the company that
displayed message was received.
- An Oceanic Clearance Accept Report is generated for an Oceanic Clearance Uplink.
- A Predeparture Clearance Accept Report is
generated for a Predeparture Clearance Uplink.
4-6-2-4
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
DOWNLINKS PAGE 1
COMMUNICATIONS
OPS CTRL PAGE
Select the DOWNLINKS page 1 from the MAIN
MENU, PREFLIGHT, ENROUTE, or POSTFLIGHT
pages.
H H : M M
F U E L
ENROUTE
H H : M M
1L
< O P S
2L
< M X
3L
< R E V
4L
Q T Y
1R
_ _ _ _ _ _
D E P T
D E L A Y >
1R
2L
E N R O U T E
D E L A Y >
2R
3L
3R
4R
C T R L
R P T
1L
1 / 2
OPS CTRL
I N
R A N G E
R P T >
3R
4L
< D I V E R S I O N
I N
R A N G E
R P T >
4R
5L
5L
< M A I L
A I R B O R N E
R T N >
5R
6L
6L
< R E T U R N
E T A
ANNN.NN
E N T E R
T E X T
S E N D
< R E T U R N
ANNN.NN
2R
5R
6R
6R
OPSCTRL1
•
FUEL QTY - Current quantity.
•
ENTER TEXT - Displays keyboard.
•
SEND
42DNLNKSMnu1a
•
OPS CTRL.
•
MX RPT.
•
REV ETA.
– Displays after the OFF event.
•
- Downlinks OPS CTRL message.
- Does not display until either FUEL QTY or
free-form text is entered.
DIVERSION.
– Displays after the OFF event.
•
MAIL.
•
DEPT DELAY.
– Displays only during the IN BGN state or after the OFF event.
•
ENROUTE DELAY.
– Displays after the OFF event.
•
ARRIVAL DELAY.
– Displays only after the ON event.
•
IN RANGE RPT.
– Displays after the OFF event and automatically sends 20 minutes prior to ETA.
•
AIRBORNE RTN.
– Displays after the OFF event.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-5
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
MX RPT PAGE
REV ETA PAGE
Select the MX RPT page from DOWNLINKS page 1.
Select the REV ETA page from DOWNLINKS page 1.
H H : M M
F U E L
1L
MX RPT
H H : M M
Q T Y
REV ETA
E T A
F R M
F U E L
Q T Y
1R
1L
1R
2R
2L
2R
3L
3R
3L
4L
4R
4L
5R
5L
6R
6L
_ _ _ _ _ _
_ _ _ _ _ _ _ _
2L
E N T E R
5L
T E X T
S E N D
6L
< R E T U R N
ANNN.NN
E N T E R
T E X T
3R
4R
S E N D
< R E T U R N
5R
6R
ANNN.NN
44MxRPT1
•
FUEL QTY - Current quantity.
•
FRM - Maintenance fault code.
•
ENTER TEXT - Displays keyboard.
•
SEND
45REVETA
•
ETA
- Recalculates IN RANGE RPT timer if IN
RANGE RPT has not been sent.
- Recalculates ENROUTE DELAY timer if it
has not been set.
- Downlinks MX RPT message.
- Does not display until either FUEL QTY,
FRM or free-form text is entered.
- Revises ON MISC field on FLT LOG page.
•
FUEL QTY - Current quantity.
•
ENTER TEXT - Displays keyboard.
•
SEND
- Downlinks REV ETA message.
- Does not display until either FUEL QTY or
free-form text is entered.
4-6-2-6
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
MAIL PAGE
DEPT DELAY PAGE
Select the MAIL page from DOWNLINKS page 1.
Select the DEPT DELAY page from DOWNLINKS
page 1 or the DELAY active advisory when displayed.
H H : M M
DIVERSION
H H : M M
A D D R E S S
1L
E N T E R
T E X T
1R
E S T
2R
3L
3R
O F F
:
1L
2L
DEPT DELAY
T I M E
1R
2L
2R
D E L A Y
3L
4L
C O D E
E N T E R
A A A A A A A A
3R
T E X T
4R
4L
5L
S E N D
4R
5R
S E N D
5L
6L
< R E T U R N
ANNN.NN
5R
6R
6L
< R E T U R N
6R
ANNN.NN
47Dvrsn
•
ADDRESS - SITA address.
- When this message is sent the field data is
written into the DEST airport fields on the INIT
DATA page 1 and the FLT LOG (CURR)
page.
48DPTDLY
•
EST TIME OFF - Estimated takeoff time.
- When this message is sent the ETO is used
to recalculate the Dept Delay timer if the Dept
Delay Advisory has not previously been set.
•
ENTER TEXT - Displays keyboard.
•
SEND
- ATC (default value).
- Downlinks Mail Report message.
- CREW.
- Does not display until required data is entered.
- FIELD.
•
DELAY CODE - Type of delay. Entries are:
- FLT CNTL.
- FUELING.
- GSE.
- HUB/MPLX.
- RAMP TWR.
- SYS CNTL.
- WEATHER.
- OTHER.
- A/C MX.
•
ENTER TEXT - Displays keyboard.
•
SEND
- Downlink DEOP DELAY message.
- Does not display until required data is entered.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-7
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
ENROUTE DELAY PAGE
- Does not display until either ETA or EFC
TIME is entered.
Select the ENROUTE DELAY page from DOWNLINKS page 1.
ARRIVAL DELAY PAGE
H H : M M
E T A
F U E L
:
1L
E F C
Select the ARRIVAL DELAY page from DOWNLINKS
page 1.
ENROUTE DELAY
Q T Y
_ _ _ _ _ _
T I M E
:
2L
H H : M M
2R
D E L A Y
3L
1R
E S T
C O D E
E N T E R
A A A A A A A A
T E X T
4L
3R
1L
4R
2L
5R
3L
6L
< R E T U R N
ANNN.NN
6R
4L
I N
:
1R
2R
D E L A Y
S E N D
5L
ARRIVAL DELAY
T I M E
C O D E
E N T E R
A A A A A A A A
T E X T
3R
4R
S E N D
5L
5R
49ENRTDLY
•
ETA - Estimated time of arrival.
6L
< R E T U R N
6R
ANNN.NN
- Required if EFC TIME is not entered.
- If ETA is entered when message is sent:
50ARVLDLY
•
>Recalculates IN RANGE REPORT timer
if IN RANGE REPORT has not been sent.
>Recalculates Enroute Delay timer if Enroute Delay Advisory has not been set.
EST TIME IN - Estimated IN time (ETI).
- When message is sent the ETI is used to recalculate Arrival Delay timer if Arrival Delay
Advisory has not been set.
•
>ETA is written into ON MISC field on the
FLT LOG (CURR) page.
DELAY CODE - Type of delay. Entries are:
- ATC (default value).
•
FUEL QTY - Current quantity .
- CREW.
•
EFC TIME - Time when further clearance is
expected.
- FLT CNTL.
- Required if ETA is not entered.
- GSE.
DELAY CODE - Type of delay. Values are:
- HUB/MPLX.
- ATC (default value).
- RAMP TWR.
- CREW.
- SYS CNTL.
- FLT CNTL.
- WEATHER.
- SYS CNTL.
- OTHER.
•
- FUELING.
- WEATHER.
•
ENTER TEXT - Displays keyboard.
- OTHER.
•
SEND
•
ENTER TEXT - Displays keyboard.
- Downlinks ARRIVAL DELAY message.
•
SEND
- Does not display until required data is entered.
- Downlinks ENROUTE DELAY message.
4-6-2-8
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
IN RANGE RPT PAGE
DOWNLINKS PAGE 2
Select the IN RANGE RPT page from DOWNLINKS
page 1 or by selecting the INRANG active advisory.
Select DOWNLINKS Page 2 from DOWNLINKS Page
1.
H H : M M
IN RANGE RPT
F U E L
D E S T
E T A
A P U
A A A A A
3L
E N T E R
T E X T
4L
S E N D
5L
6L
< R E T U R N
ANNN.NN
2/2
1R
1L
<GAT E
REQUEST
2R
2L
<F I LE
F LT
3R
3L
4R
4L
4R
5R
5L
5R
S T A T U S
:
DOWNLINKS
Q T Y
1L
2L
HH:MM
6R
6L
PLN
<RET URN
PI R E P >
1R
E X C H >
2R
CLEARAN C E >
3R
CREW
6R
ANNN.NN
53DnLnks
51INRNGRPT
DEST – Destination station.
•
GATE REQUEST
– Default value is current airport from INIT
DATA page 1. If default DEST is changed
and SEND is selected, the new entry becomes the destination on INIT DATA page 1.
•
FILE FLT PLN
•
PIREP
•
CREW EXCH
•
FUEL QTY - Current quantity.
•
CLEARANCE - Currently NOT available.
•
ETA – Estimated arrival time.
•
– Recalculates timer if an ENROUTE DELAY
message is sent before INRANGE RPT.
– Revises the ON MISC estimate on the FLT
LOG page.
•
APU STATUS – APR status.
•
ENTER TEXT – Displays keyboard.
•
SEND
– Downlinks IN RANGE message.
– Does not display until required data is entered.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-9
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
GATE REQUEST PAGE
FLT PLAN FILE REQ PAGE
Select GATE REQUEST Page from DOWNLINKS
Page 2. This page allows the flight crew to request information from the destination station.
Select FLT PLAN FILE REQ Page from DOWNLINKS
Page 2.
H H : M M
FLT PLAN FILE REQ
GATE REQUEST
H H : M M
1L
1L
1R
1R
D E S T
E T A
2L
_ _ : _ _
F U E L
3L
D E P T
D E S T
2L
2R
2R
3L
Q T Y
E N T E R
T E X T
3R
3R
_ _ _ _ _ _
4L
4L
4R
4R
S E N D
5L
S E N D
5L
6L
6L
< R E T U R N
ANNN.NN
5R
5R
< R E T U R N
6R
ANNN.NN
6R
55FLTPLNRQ
54GTRQ
•
DEST - Destination airport.
•
ETA - Estimated time of arrival.
- If ETA is entered when message is sent:
>Recalculates IN RANGE REPORT timer
if IN RANGE REPORT has not been sent.
>Recalculates Enroute Delay timer if Enroute Delay Advisory has not been set.
•
DEPT - Departure airport.
•
DEST - Destination airport.
•
ENTER TEXT - Displays keyboard.
•
SEND
- Downlinks FLT PLAN FILE REQ message.
- Does not display until required data is entered.
>ETA is written into ON MISC field on the
FLT LOG (CURR) page.
•
FUEL QTY - Current quantity.
•
SEND
- Downlinks GATE REQUEST message.
- Does not display until required data is entered.
4-6-2-10
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
PIREP PAGE
CREW EXCHANGE PAGE
Select PIREP Page from DOWNLINKS Page 2.
Select CREW EXCHANGE Page from DOWNLINKS
Page 2.
H H : M M
S K Y
1L
PIREP
C O N D
A A A A A A A A
1R
C A P T
1L
2L
E N T E R
T E X T
2R
C R E W
C R E W
4L
S E N D
5
< R E T U R N
ANNN.NN
2R
6
N N N N N N N N N
7
E X C H
3R
T I M E
:
N N N N N N N N N
4R
5R
S E N D
5L
6L
4
C R E W
N N N N N N N N N
4R
5L
C R E W
N N N N N N N N N
N N N N N N N N N
3L
1R
N N N N N N N N N
S O / R F O
3R
4L
F O
N N N N N N N N N
2L
3L
CREW EXCHANGE
H H : M M
T U R B
A A A A A A A A A
5R
6R
6L
< R E T U R N
6R
ANNN.NN
56PIREP1
•
SKY COND - Sky condition encountered. Select from the following:
•
Enter crewmembers’ employee numbers.
- CLEAR (default value).
•
Enter Check Airman’s employee number in
“CREW 7” position.
- SCATTERED.
5CRWXCHNG
- BROKEN.
- OVERCAST.
- UNDERCAST.
•
TURB - Turbulence conditions encountered.
Select from the following:
- SMOOTH (Default Value).
- LIGHT.
- MODERATE.
- HEAVY.
- SEVERE.
•
ENTER TEXT - Displays keyboard.
•
SEND - Downlinks PIREP message.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-11
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
OCEANIC CLEARANCE REQUEST PAGE
WX/ATIS MENU
Select OCEANIC CLEARANCE REQUEST Page from
DOWNLINKS Page 2.
Select the WX/ATIS page from the MAIN MENU,
PREFLIGHT, ENROUTE, or POSTFLIGHT pages.
CURRENTLY NOT AVAILABLE
H H : M M
OCEANIC CLX RQ
E N T R Y
F I X
F I X
:
2L
F L T
.
3L
E N T E R
1L
< F E D E X
2L
< A T I S
W X
F E D E X
F C S T >
1R
E T A
1L
M A C H
WX/ATIS
H H : M M
1R
2R
L E V E L
F
2R
T E X T
3R
4L
4R
3L
4L
3R
< S I T A
4R
W X
5L
5R
F A C I L I T Y
5L
* A A A A A A A A A A A A A A A
6L
< R E T U R N
S E N D
ANNN.NN
5R
6L
< R E T U R N
ANNN.NN
6R
6R
59WX/ATIS
58OCNCCLX
•
ENTRY FIX - Oceanic track entry fix ID.
•
FIX ETA - Estimated time of arrival at entry
fix.
•
MACH - Mach number requested for cruise.
•
FLT LEVEL - Altitude requested at entry fix.
•
SEND
Selecting any of the four types of reports causes the
WEATHER RQ page to display with the requested
weather in the TYPE field.
- Downlinks Oceanic Clearance Request message.
- Does not display until required data is entered.
4-6-2-12
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
WEATHER RQ PAGE
ATIS RQ PAGE
Select the WEATHER RQ Page from WX/ATIS Page.
Select the ATIS RQ Page from the WX/ATIS Page.
HH:MM
WEATHER RQ
S T A 1
T Y P E
1L
HH:MM
AAAAAAAAAA
ATIS RQ
S T A
1R
1L
1R
2R
2L
2R
3R
3L
3R
4R
4L
4R
5R
5L
6R
6L
S T A 1
2L
––––
S T A 1
3L
––––
4L
5L
SEND
6L
<RETURN
ANNN.NN
SE N D
<RET URN
ANNN.NN
60WxRQ
•
TYPE - Type of request:
•
- Destination station if requested after the
OFF event.
- SITA WX.
STA1 - Station for which weather requested.
- Destination station, if requested after the
OFF event.
STA
- Departure station if requested before the
OFF event.
- FEDEX FCST.
- Departure station, if requested before the
OFF event.
6R
61ATISRQ
- FEDEX WX.
•
5R
- Entering a station ID in this field does not effect the DEST or DEPT on INIT DATA page 1.
•
SEND
- Downlinks ATIS Request message.
- Entering a station ID in this field does not effect the DEST or the DEPT on INIT DATA
page 1.
•
STA2 - Station of interest. Entering a station
ID in this field does not effect the DEST or the
DEPT on INIT DATA page 1.
•
STA3 - Station of interest. Entering a station
ID in this field does not effect the DEST or the
DEPT on INIT DATA page 1.
•
SEND
- Downlinks Weather Request message.
- Does not display until required data is entered.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-13
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
MISC MENU PAGE
UNDEL MSGS PAGE
Select the MISC MENU page from the MAIN MENU,
PREFLIGHT, ENROUTE, or POSTFLIGHT pages.
Select the UNDEL MSGS page from the MISC MENU.
This page displays messages that have not been
downlinked.
MISC MENU
H H : M M
UNDEL MSGS
H H : M M
1L
< U N D E L
M S G S
L I N K
S T A T U S >
1R
H H : M M
1L
2L
< 7 5 0 0
R P T
F U E L >
< M S G
2R
< R A M P
< M S G
3R
S R V C
< M S G
4R
< M S G
5R
6L
< R E T U R N
ANNN.NN
1R
2
T I T L E
2R
3
T I T L E
3R
4
T I T L E
4R
5
T I T L E
5R
H H : M M
4L
5L
T I T L E
H H : M M
3L
4L
1
H H : M M
2L
3L
0 1 / N N
H H : M M
5L
< M S G
6L
< R E T U R N
6R
6R
ANNN.NN
62MiscMnu
•
UNDEL MSGS.
•
7500 RPT.
•
RAMP SRVC - Currently NOT available.
•
LINK STATUS.
•
FUEL.
4-6-2-14
63UndlMsg
•
HH:MM - UTC time that message was sent.
•
MSG (No.) TITLE - Title of message.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
7500 RPT PAGE
RAMP SRVC PAGE
Select the 7500 RPT Page from the MISC MENU
page.
Select the RAMP SRVC Page from the MISC MENU
Page.
H H : M M
7500 RPT
E L A M
1L
L A V
M E F
1R
1L
P M E T
A
2R
2L
T A E S
3R
3L
4R
4L
5R
5L
6R
6L
_ _
_ _
P A E W
2L
A A A
4L
S E N D
5L
< R E T U R N
ANNN.NN
C A B I N
S R V C
A A A
P A R A M E D I C
1R
S E C U R I T Y
A A A
2R
T E X T
3R
A A A
D A N G E R
A A A
6L
S R V C
A A A
T P C N I
3L
RAMP SRVC
H H : M M
G O O D S
E N T E R
A A A
4R
S E N D
< R E T U R N
5R
6R
ANNN.NN
65RMPSVC
647500RPT
•
LAV SRVC – Is lavatory service needed?
•
ELAM – Number of males.
•
MEF – Number of females.
– NO (default value).
•
PAEW – Are weapons involved?
– YES.
– NO (default value).
•
CABIN SRVC – Is cabin service needed?
– YES.
– NO (default value).
PMET – Indicate temperament.
– YES.
– U: Unknown (default value).
•
•
•
PARAMEDIC – Is a paramedic needed?
– C: Calm.
– NO (default value).
– I: Intense.
– YES.
TPCNI – Are they present in cockpit?
•
SECURITY – Is security needed?
– YES (default value).
– NO (default value).
– NO.
– YES.
•
TAES – Displays keyboard.
•
SEND – Downlinks Emergency report.
•
DANGER GOODS – Is a dangerous goods
specialist needed?
– NO (default value).
– YES.
•
ENTER TEXT – Displays keyboard.
•
SEND – Downlinks RAMP SRVC message.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-15
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
LINK STATUS PAGE
FUEL PAGE
The LINK STATUS Page may be selected from the
MISC MENU or MAINT MENU Pages.
Select FUEL Page from the MISC MENU Page.
It shows status of VHF, SATCOM, and HF communication links.
1L
H H : M M
FUEL
T I C K E T
N O
1R
– – – –
U P L I F T
Q T Y
2L
N N N N N N
A A
3L
N N N N N N
M A I N T
D E F U E L
F U E L
A A
4L
6L
< R E T U R N
2R
A A
D U M P
Q T Y
N N N N N N
A A
3R
F U E L >
4R
S E N D
5R
E N T E R
5L
Q T Y
N N N N N N
6R
ANNN.NN
66FUEL
•
UPLIFT QTY – Quantity of fuel added.
•
UPLIFT UNITS <\!-> Unit of measure for UPLIFT QTY.
– GA (default value).
– LB.
–L
– KG.
– IG.
•
DEFL QTY – Quantity of fuel removed.
•
DEFL UNITS – Unit of measure for DEFUEL
QTY.
– GA (default value).
– LB.
– L.
– KG.
– IG.
•
MAINT FUEL – Quantity of fuel used by Maintenance.
•
MAINT UNITS – Unit of measure for MAINT
FUEL.
– LB (default value).
– L.
– KG.
– IG.
4-6-2-16
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
– GA.
SELCAL PAGE
•
DUMP QTY – N/A.
•
DUMP UNITS – N/A.
Select the SELCAL page when the SELCAL active advisory displays.
•
SEND
– Downlinks Fuel Report message.
H H : M M
– Displays when any fuel data is entered.
SELCAL
V O I C E
1L
F R E Q U E N C E
N N N . N N
2L
1R
2R
3L
< V O I C E
3R
M O D E
4L
4R
5L
5R
6L
< R E T U R N
ANNN.NN
6R
68SELCAL
•
VOICE FREQUENCY - Voice frequency included in the SELCAL uplink message. This
frequency becomes the new default voice frequency.
•
VOICE MODE - Displays only for “shared”
VHF configuration.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-6-2-17
COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
FUNCTION NOT AVAILABLE PAGE
The FUNCTION NOT AVAILABLE Page displays
when access to a page is not currently available.
H H : M M
1L
F U N C T I O N
N O T
A V A I L A B L E
2L
1R
2R
3L
3R
4L
4R
5L
5R
6L
< R E T U R N
ANNN.NN
The ACARS system supports simultaneous operation
of both VHF data link and HF data link (HFDL). FedEx automatic ACARS data link priority policy uses
VHF as primary. ACARS uses HFDL only if no VHF
link is established. Therefore, ACARS will not receive/
send HFDL stored messages if VHF-3 is available in
data mode, due to message costs. If neither VHF DL
nor HF DL is available, messages transmit when a link
becomes available.
HFDL is available on HF1 and HF2. However, FedEx
procedure when HF is required for ATC communication is:
•
HF1: voice mode, on ATC primary frequency.
•
HF2: data mode:
6R
-
ACTIVE window - DATA.
-
STANDBY window - ATC secondary frequency.
69FNCTNNOTAVAIL
PILOT ACCESS TERMINAL (PAT)
HF DATA LINK
GENERAL
Some aircraft have HFDL, as indicated by the DL
Communication Radio Panel (see Ch. 8-6). The pilot
initiates HF data link (HFDL) operation by placing the
HF radio in “DATA” mode, using the Communications
Radio Panel (CRP):
•
•
•
Press HF 1 or HF 2 select button. If the radio
is already in data mode, DATA appears in the
ACTIVE window. If the selected HF radio is in
voice mode, the frequency appears in the ACTIVE window.
If DATA appears in the STANDBY window,
proceed to the next step. If DATA does not
appear in the STANDBY window, turn the
large frequency selector until it does, at one
click past the upper or lower numeric frequency limits.
Press the transfer button. The ACTIVE window displays DATA to place the HF in data
(DL) mode.
To determine if the HFDL is working correctly:
•
MCDU3; press MENU tile for MAIN MENU.
•
Select MISC MENU.
•
Select LINK STATUS.
•
HF STATUS: AVAIL indicates HFDL is working correctly.
The PAT is a laptop computer used by the Flight Crew
to perform various functions: currently PERF (Performance), and Fault Reporting.
•
PERF is the primary source the Flight Crew
uses to determine takeoff and landing data.
This is the same application that ran on the
Airport Performance Laptop Computer
(APLC).
•
Fault Reporting automates the process of writing a discrepancy (pilot write-up, squawk) in
the Aircraft Maintenance Log (AML). Discrepancies are sent to the ground via ACARS
when the PAT is returned to the cradle.
Utilities include access to a calculator and facilities to
update software and databases.
Other applications will be added in the future.
SYSTEM CONFIGURATION
The PAT is a commercially available off-the-shelf laptop computer, and therefore, should be treated with a
reasonable degree of care. All software not required
for operation of the supported applications has been
removed.
Any attempt to use the computer for any purpose
other than that documented in the Flight Manual is
prohibited.
Note the following items in the Figure 1.
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Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 November 2001
MD-11/MD-10 FLIGHT MANUAL
•
PAT
The PAT consists of a laptop computer and
an adapter that is attached to the back spine
of the laptop. The PAT is stowed in the cradle
on its end. A grab strap on one end of the
adapter is used to remove the PAT from the
cradle, or to lower it into the cradle. The other
end of the adapter contains a connector that
automatically connects to the power source,
and to the OMT Controller Unit (OCU).
•
COMMUNICATIONS
CRADLE
PAT
CRADLE LID
INSERTION
COMPLETE
INDICATOR
CRADLE
The cradle is the case in which the PAT is
stowed. It stands on end and is located on the
F/O forward side of the bookcase. A connector in the bottom of the cradle provides a power source from the aircraft to the laptop and a
connection to the OCU for downlinking discrepancy messages via ACARS.
•
BUSY
INDICATOR
INSERTION COMPLETE INDICATOR
This green LED indicator light comes ON
when the PAT is properly stowed in the cradle and power is supplied to the cradle.
•
Figure 1 - PAT in Cradle
BUSY INDICATOR
11406067.eps
This amber LED indicator light blinks when
the PAT is busy transferring data to/from the
OCU. Do NOT remove the PAT from the cradle when this indicator is blinking. To do so
may delay queued messages from being
downlinked until after the flight leg. This light
will blink for approximately 1 minute when the
PAT has been returned to the cradle.
Delrin (nylon) rails inside the cradle guide the PAT into
the cradle and keep it secure when it is stowed. When
the PAT is fully lowered into the cradle, the cradle lid
can be closed and latched.
The PAT is never turned off. When the PAT is in use
outside the cradle, power is supplied by a battery.
When a task is completed, close the lid and stow the
PAT in the cradle. In the cradle, power is supplied
from the aircraft and the battery is recharged. Note the
following items in Figure 2.
LCD PANEL
Inside of the laptop lid is a color LCD Display panel.
DISPLAY LATCH
A sliding display latch is located on the front edge of
the display lid. To open the computer, 1) Slide the display latch to the right; 2) lift the display to the desired
angle.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
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COMMUNICATIONS (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
POWER SWITCH
To turn the computer on, slide the power switch to the
right and release it. Normally, power on the PAT is
NEVER turned off. However, it may be necessary to
use this button when the PAT has not been used for
an extended time and has automatically gone into its
hibernation state.
LCD PANEL
SCROLL BUTTON
Hold the scroll button down and push up or down on
the cursor control to scroll through a document. Currently not used by PAT applications.
SLIDING
DISPLAY LATCH
Figure 2 Opening the PAT Laptop
11406068.eps
PAT STARTUP
Note the following items in Figure 3.
•
Open the cradle lid.
CURSOR CONTROL
•
Lift the PAT from the cradle by the grab strap.
The cursor control is a touch-sensitive device that is
used to move the cursor around the screen. The cursor control senses finger movement although the device itself does not move. Place your index finger on
the top of the cursor control. Push in the direction you
want the cursor to move on the display.
•
Place the PAT on your lap (a rubber material
on the bottom inhibits sliding).
•
Slide the display latch to the right and lift the
LCD display panel.
•
If the LCD display panel is dark, slide the
Power Switch to the right and release it.
CURSOR CONTROL
POWER SWITCH
If the display…
Then…
returns to a PAT applica- resume normal usage
tion
shows the message "Restoring hibernation
state … (ABORT = 'Ctrl
+ Alt + Del')"
Press Alt-Ctrl-Del to restart the laptop and reactivate the connection to
the OCU.
APPLICATION USAGE
Applications are initially started by selecting the corresponding button on the PAT Main Menu.
SELECTION BUTTONS
The laptop power should be ON and the screen
should be active when the laptop lid is closed and the
PAT is inserted into the cradle after normal usage.
SCROLL BUTTON
Figure 3 PAT Laptop
11406069.eps
Figure 3 PAT Laptop
SELECTION BUTTONS
When you open the PAT and resume normal operations, all applications are in the state in which they
were left after their previous use.
PAT Main Menu
The left and right selection buttons are equivalent to
the left and right buttons on a conventional mouse.
Single click the left button to select an option to which
the cursor is pointing.
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28 November 2001
MD-11/MD-10 FLIGHT MANUAL
COMMUNICATIONS
PAT Main Menu
11406070.eps
Since the PERF application is normally used first in a
flight leg, the "Enter Flight Info" screen comes up
when PERF and Take Off are selected. Fill in the Toand From-City pairs and the Flight Number. Verify that
the Tail Number is correct. Once entered, this flight information is available to other applications.
11436071.eps
The PERF application is initiated after the flight info
has been entered and the OK button pressed.
Insert PERF application description and material here
Selecting the Fault Reporting button on the Main
Menu causes the Cockpit picture of the Fault Reporting application to be displayed. Pressing the Main
Menu button on any screen returns the user to the
PAT Main Menu.
28 November 2001 Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
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MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-7-1
ELECTRICAL
RESERVED FOR FUTURE USE
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ELECTRICAL
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28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-8-1
EMERGENCY EQUIPMENT
RESERVED FOR FUTURE USE
28 February 2000
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(1.0.0)
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EMERGENCY EQUIPMENT
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28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-9-1
FIRE PROTECTION
RESERVED FOR FUTURE USE
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(1.0.0)
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FIRE PROTECTION
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28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-10-1
FLIGHT CONTROLS
RESERVED FOR FUTURE USE
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(1.0.0)
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FLIGHT CONTROLS
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28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-11-1
FLIGHT INSTRUMENTS
QFE METERS ALTIMETRY
INTRODUCTION
MINIMUMS
This section outlines FedEx policy and procedures for
operation of MD-11/10 aircraft in those terminal areas
where ATC clearances reference QNE meters at or
above the transition level and QFE meters at or below
the transition altitude.
BARO minimums will move in 3 foot increments when
the FCP altitude window is set to METER. Therefore,
it may be necessary to momentarily set the FCP altitude window to FEET when setting BARO minimums.
DEFINITIONS
•
QNE - The barometric pressure used for the
standard altimeter setting (29.92 inches Hg or
1013.2 hPa).
•
QNH - The barometric pressure as reported
by a local station.
•
QFE - The barometric pressure that would result in an altimeter reading zero feet on the
ground.
•
Transition Level - The lowest assignable flight
level at which QNE may be used.
•
Transition Altitude - The highest assignable
altitude at which QNH may be used.
GENERAL OPERATING
PROCEDURES
Enroute cruising levels are assigned in QNE meters,
and terminal altitudes are assigned in QFE meters.
Therefore, additional cockpit altimetry procedures
must be incorporated.
For operations at or above the transition level (e.g.,
cruise flight):
•
"Altimeters will be set to QNE (1013 hPa).
•
"FCP altitude window will be set to METER.
When using QFE altimeter settings, it is necessary to
set ‘height’ minimums, not ‘altitude’ minimums. These
minimums are those provided in parentheses in the
minimums table on all approach charts. This is because QFE references to airport elevation. For example, if the minimums are listed as: DA(H) 433’ (200’),
the minimums used is “200’”.
ECP QFE FUNCTION
The QFE function on the ECP is designed to use QFE
feet operational procedures in a QNH feet terminal environment. The ECP QFE function is not designed for
operational procedures in a QFE meters terminal environment. Therefore, this function is not operationally
feasible for FedEx in areas where ATC clearances reference QFE meters at or below the transition altitude.
FMS QNH FEET
The FMS is designed to operate in a QNH feet terminal environment. All data base altitudes are based on
QNH altitudes or QNE flight levels. Therefore, using
QFE altimeter settings prohibits the use of PROF. Use
only the FCP to climb or descend to altitudes.
CAUTION
Do not use PROF when using QFE altimeter settings.
For operations at or below the transition altitude (e.g.,
terminal area):
•
"Altimeters will be set to QFE.
•
FCP altitude window will be set to METER.
30 October 2002
EGPS TERRAIN DATABASE
The EGPWS terrain database uses barometric MSL
altitudes, and compares the database altitude to current air data computer barometric altitude. Therefore,
using QFE altimeter settings prohibits the use of the
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-11-1-1
FLIGHT INSTUMENTS
MD-11/MD-10 FLIGHT MANUAL
EGPWS. Select Terrain OVRD when operating with
QFE altimeter settings.
CAUTION
Select Terrain OVRD for EGPWS when
using QFE altimeter settings.
ALTITUDE CALLOUT
When altitude alert is announced with 1000 feet to go
and METER is selected on the FCP, the standard callout is the altitude passing and the altitude assigned in
meters (e.g., “4800 for 4500 meters”). 1000 feet
equals approximately 300 meters.
F-PLN INIT CRZ LEVELS
The FMS will not accept a meters CRZ LEVELS entry
on the F-PLN INIT page. The CRZ LEVELS, in feet
may, be found on the FP/R. It may also be calculated
by utilizing the FCP METER/FEET button. Enter the
assigned meters flight level (e.g., FL 10800 meters) in
the FCP altitude window and select FEET. The FCP
altitude window will read the corresponding flight level
in feet (e.g., FL 35433 feet). Rounding down ensures
that the FMS will transition to CRZ mode at level off.
Enter 354 in 5L CRZ LEVELS on the F-PLN INIT
page.
4-11-1-2
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
FLIGHT INSTUMENTS
QNH METERS ALTIMETRY
INTRODUCTION
FMS QNH FEET
This section outlines FedEx policy and procedures for
operation of MD-11/10 aircraft in those terminal areas
where ATC clearances reference QNE meters at or
above the transition level and QNH meters at or below the transition altitude.
The FMS is designed to operate in a QNH feet terminal environment. All data base altitudes are based on
QNH feet altitudes or QNE flight levels. Due to conversion and rounding issues, using QNH meters may result in slight differences between charted altitudes and
FMS altitudes. Always verify altitude constraints in
FMS prior to using PROF.
DEFINITIONS
•
QNE - The barometric pressure used for the
standard altimeter setting (29.92 inches Hg or
1013.2 hPa).
•
QNH - The barometric pressure as reported
by a local station.
•
QFE - The barometric pressure that would result in an altimeter reading zero feet on the
ground.
•
Transition Level - The lowest assignable flight
level at which QNE may be used.
•
Transition Altitude - The highest assignable
altitude at which QNH may be used.
GENERAL OPERATING
PROCEDURES
Enroute cruising levels are assigned in QNE meters,
and terminal altitudes are assigned in QNH meters.
Therefore, additional cockpit altimetry procedures
must be incorporated.
ALTITUDE CALLOUT
When altitude alert is announced with 1000 feet to go
and METER is selected on the FCP, the standard callout is the altitude passing and the altitude assigned in
meters (e.g., “4800 for 4500 meters”). 1000 feet
equals approximately 300 meters.
F-PLN INIT CRZ LEVELS
The FMS will not accept a meters CRZ LEVELS entry
on the F-PLN INIT page. The CRZ LEVELS, in feet,
may be found on the FP/R. It may also be calculated
by utilizing the FCP METER/FEET button. Enter the
assigned meters flight level (e.g., FL 10800 meters) in
the FCP altitude window and select FEET. The FCP
altitude window will read the corresponding flight level
in feet (e.g., FL 35433 feet). Rounding down ensures
that the FMS will transition to CRZ mode at level off.
Enter 354 in 5L CRZ LEVELS on the F-PLN INIT
page.
For operations at or above the transition level (e.g.,
cruise flight):
•
"Altimeters will be set to QNE (1013 hPa).
•
"FCP altitude window will be set to METER.
For operations at or below the transition altitude (e.g.,
terminal area):
•
"Altimeters will be set to QNH.
•
FCP altitude window will be set to METER.
MINIMUMS
BARO minimums will move in 3 foot increments when
the FCP altitude window is set to METER. Therefore,
it may be necessary to momentarily set the FCP altitude window to FEET when setting BARO minimums.
30 October 2002
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30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-12-1
FUEL SYSTEM
FUEL TYPE OPERATING RESTRICTIONS
(1.0.0)
3. Leave remaining fuel in the Aux Tank, to
achieve an Aux/Tail ratio of 7.5/1.
Example: Aux + Tail = 34.0
JP-4 AND JET B OPERATING RESTRICTIONS
(1.1.0)
If it is necessary to operate with JP-4 or JET B the
following procedures are required:
•
Transfer Tank 2 fuel equally into Tanks 1
and 3.
•
Fuel Tank 2 with JP-4 or JET B to equal either Tank 1 or Tank 3 quantity.
•
Tank 2 aft fuel pumps must be operating for
takeoff.
•
Operate fuel system in Manual Mode.
•
Maintain the no. 2 Crossfeed closed during
flight.
TS-1 OPERATING RESTRICTIONS
(1.2.0)
If it is necessary to operate with TS-1, use slow rate
refueling.
FUEL SYSTEM CONTROLLER
(FSC) - MANUAL
34.0 / 8.5 = 4.0 fuel to TAIL, and 30.0 fuel to
Aux.
4. Perform the Captain’s Flight Deck Preparation FUEL MANUAL s ystem check fr om
Flight Manual Ch. 3.
5. Inflight: use fuel according to Flight Manual
fuel burn sequence for remainder of flight.
TAIL TANK FUEL
(3.0.0)
TAIL TANK UFOB
(3.1.0)
The Tail Tank can increase total usable fuel load by
approximately 13,400 pounds. Load and burn normal Tail Tank usable fuel on board (UFOB) IAW the
fuel schedules in Ch. 1 (except for GFS and TFM
operations, below). In addition to normal Tail Tank
use, the Tail Tank may be used for three other purposes; ballast fuel, Ground Fuel Scheduling (GFS),
and Tail Fuel Management (TFM).
The Tail Tank may be used for either usable or ballast fuel, but not both.
(2.0.0)
When operating FSC - MANUAL and in Mode H (capable of 630.5#MTOGW), FedEx Maintenance and
the fueler should place the proper ratio of fuel in the
Aux and Tail Tanks IAW the MEL to comply with the
Flight Manual Ch. 1 limitation. If the flight crew must
establish the fuel ratio, use this procedure to comply with the Aux/Tail 7.5/1 ratio limitation:
NOTE
Inoperative components •
Inoperative components which prevent fuel in the Tail Tank prevent all
T a i l T a n k us e s ; u s ab l e , b a l l a s t ,
GFS, and TFM.
•
Inoperative components which disable TFM do not necessarily prevent other Tail Tank uses; usable
fuel, Tail Tank ballast, or GFS, unless the MEL or Mx so states.
•
Inoperative components which inhibit GFS, requiring light fuel distribution (L mode, MTOGW 625.5K#) do
not necessarily prevent other Tail
Tank uses, usable fuel, Tail Tank
For Taxi and Takeoff, when Main Tanks are full, if
remaining fuel (Aux Tank plus Tail Tank) is greater
than 9.0 (thousands of pounds):
1. Divide the remaining fuel by 8.5 to calculate
Tail Fuel,
2. Transfer that fuel to the Tail Tank (do NOT
transfer any excess to the Tail Tank),
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-12-1-1
MD-11/MD-10 FLIGHT MANUAL
FUEL
ballast, or TFM, unless the MEL or
Mx so states.
TAIL TANK BALLAST FUEL
(3.2.0)
The Tail Tank may carry ballast fuel. The normal
FedEx ballast tank is the Upper Aux Tank ("U").
However, if an unusual cargo load requires Tail
Tank ballast fuel, enter the ballast amount and "T"
for Tail Tank on the FMS INIT-FUEL page (see Chp.
4 and 8-16).
Tail Tank ballast fuel prevents:
•
Usable fuel in the Tail Tank.
•
GFS (MTOGW becomes 625.5K#).
•
TFM
If the FSC is deferred to Manual, the 7.5/1 ratio
mu s t be a pp l ie d ma n ua ll y . S ee t he FS C- M A N
checklist procedure in Ch. 4 for GFS ratio calculation. With FUEL-MAN, Mx must either:
•
Momentarily reset FUEL-AUTO for an automatic Tail Tank transfer, if possible, or
•
Use the CFDS to control the Tail Tank Fill
Valve and the overhead FUEL panel pump
switches to transfer fuel to the Tail Tank.
See inoperative components NOTE above.
TAIL FUEL MANAGEMENT (TFM)
See inoperative components NOTE above.
GROUND FUEL SCHEDULING
(GFS)
Normally (FSC-AUTO), the FSC automatically transfers the correct H fuel distribution in the 7.5/1 ratio
to the Aux and Tail Tanks when the fueler closes
the Refueling Door on the wing leading edge.
(3.3.0)
The Tail Tank is used by GFS for ground taxi structural protection. GFS is a function of the Fuel System Controller (FSC) which allows the MD11 to use
heavy fuel distribution (W&B "H" mode). To permit
the MD11 to taxi at GW over 625.5K# (up to
630.5K#), a certain amount of fuel must be carried
in the Tail Tank, for structural integrity. Inflight, there
is no GFS Tail Tank requirement. The required ratio
is 100 # in the Tail Tank for each 750 # in the Aux
Tank (after the main tanks are full and the Aux Tank
contains over 9.0K#).
Aircraft structural limitations require GFS only when
the actual taxi GW exceeds 625.5K#. However, so
that the Ramp may always predict the aircraft fuel
distribution and CG for loading purposes, the FSC
(in H mode) and FedEx W&B computers apply the
GFS ratio to the Tail Tank whenever Aux Tank fuel
exceeds 9.0K#, regardless of actual GW, on the
ground.
(3.4.0)
Tail Fuel Management (TFM) positions fuel inflight
to maintain an aft CG, which decreases fuel burn.
The FSC automatically transfers fuel to and from the
Tail Tank while inflight, maintaining an aft CG up to
2% from the aft CG limit. See Ch. 8-12 for TFM system description.
TFM is a function of the FSC in AUTO. The pilot
must not attempt FSC-MANUAL TFM management.
TFM is prevented by:
•
Several fuel, CADC, FCC, and FMS conditions (see Chp. 8-12), including:
•
Any ballast fuel carried in the Tail Tank, or
•
If only ballast fuel is carried in the Upper
Aux Tank.
See inoperative components NOTE above.
The W&B computer and the APLC/PERF Contingency W&B program automatically apply the required 1/7.5 ratio to Tail and Aux Tank quantities
whenever their starting (input) conditions include a
MTOGW limit of 630.5K#, indicating H fuel distribution. Therefore, the pilot or ramp agent may enter
the tank fuel quantities into the W&B computer before the FSC has finished transferring GFS fuel to
the Tail Tank; the W&B computer will apply the
proper H fuel distribution.
4-12-1-2
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28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-13-1
HYDRAULICS
RESERVED FOR FUTURE USE
28 February 2000
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(1.0.0)
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28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-14-1
ICE AND RAIN PROTECTION
HYDROPLANING
•
Hydroplaning is the lifting of a tire off the runway due
to a combination of aircraft speed and water or slush
on the runway. The result is loss of main wheel braking and nosewheel steering. Landing and rejecting
distances increase dramatically, and it’s difficult to remain on the runway with any crosswind.
Do not float a landing flare past the touchdown zone attempting a smooth touchdown;
this increases landing distance and increases
the likelihood that hydroplaning will occur,
compared to a safe firm touchdown early in
the landing zone.
•
Expect to need maximum use of aerodynamic controls to continue to fly the aircraft to a
controlled stop, even after touchdown.
•
Use full reverse thrust.
•
Slow as early as possible, to avoid the unusually slippery rubber deposits at the end of the
runway.
•
Use maximum braking metered only by antiskid.
Hydroplaning can occur with as little as 0.1” of standing water. Partial hydroplaning occurs long before the
pilot notices total hydroplaning, and, once in effect, will
continue well below the beginning speed for hydroplaning.
Factors that can increase hydroplaning danger:
•
Speed.
•
Depth of standing water or slush.
•
Lack of runway surface roughness, such as
grooving.
•
Rubber deposits on runway.
•
Tire tread wear.
•
Improper tire inflation pressure.
•
Improper braking technique.
The pilot has limited control over these factors, but
must be very aware of them, of the likelihood of hydroplaning, and of methods to maintain aircraft control in
a hydroplaning environment. Consider all the variables when determining the airworthiness of the aircraft and the techniques required in a given
environment.
Methods to reduce the likelihood and effects of hydroplaning:
•
Proper preflight tire tread and inflation.
•
Forward CG and/or forward yoke pressure
helps maintain nosewheel contact with the
runway.
Report hydroplaning to ATC Tower Control.
RUNWAY CONTAMINATION
Runway contamination (sometimes referred to as
“clutter”) is a depth of water, slush or snow as opposed to a runway surface condition which is dry,
damp or wet.
TAKEOFF
The Performance Computer has options for all the acceptable runway contamination conditions for takeoff.
Takeoff is prohibited with runway contamination in excess of 1/2” water/slush or 4” dry snow.
The Performance Computer may not provide MD11
takeoff data for cluttered runways (water, slush, or
snow) above 2,000' MSL until a future upgrade of
manufacturer's data. Contact Flight Standards and/or
FedEx Aircraft Engineering-Performance.
LANDING
•
Preflight the airport diagram for grooved and
crowned runways. When practical, avoid uncrowned, ungrooved runways during rain or
slush conditions.
The Performance Computer has only DRY or WET
options for landing data calculation, as part of FAA aircraft certification. Industry standard and FedEx policy
for landing runway contamination is:
•
Consider the lower landing speed afforded by
a flaps 50 touchdown.
(CONTINUED)
30 October 2002
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4-14-1-1
ICE AND RAIN PROTECTION
MD-11/MD-10 FLIGHT MANUAL
Landing (Continued)
•
Use WET calculation for landing when any
runway contamination exists.
eryone’s responsibility to have a thorough knowledge
of existing and forecast weather conditions, to exercise extreme caution, and to adhere to standard operating procedures.
•
Maximum landing contamination is 1” water/
slush or 6” dry snow.
See FOM for ground de-icing and anti-icing fluid application procedures.
COLD WEATHER OPERATION
GENERAL
Cold weather operations, particularly those associated with icing conditions, freezing rain, and slush or
snow covered runways, present flight crews with potentially hazardous conditions. The following information is intended to supplement or amplify the normal
operating procedures and should be applied appropriately.
ICING CONDITIONS
Icing can occur under the following conditions:
•
•
On the ground when OAT is 6°C or below
and:
-
Visible moisture is present or:
-
OAT and dewpoint are within 3°C of each
other or:
-
When operating on ramps, taxiways, and/
or runways where slush/standing water
may impinge and freeze on exterior surfaces.
In flight when TAT is 6°C or below and
-
Visible moisture is present or:
-
ICE DETECTED (MD-11) alert is displayed or:
-
When ice builds up on edges of the windshield and other visible portions of the aircraft.
PREFLIGHT CHECK
A careful visual inspection of the fuselage, wings, tail,
control surfaces, surface actuators, nacelle inlets,
landing gear and gear doors must be made. Frost or
ice on upper wing surfaces, or on upper or lower horizontal tail surfaces is not permitted and must be removed prior to flight.
Frosting of the underside of the wings below the fuel
tanks will occur when the fuel temperature is low, the
outside air temperature is above freezing and the humidity is high. This type of frost may reform after removal on the ground. Takeoff with frost on the fuel
tank underwing surfaces is permitted, provided it is not
excessive. A coating of frost thicker than 1/8 inch
should be removed before departure. Operation with
frost adhering on areas of the wing other than the lower surface fuel tank is not permitted.
Pay particular attention to the underside of the flaps.
Descent through icing conditions with flaps extended
may have caused considerable ice to accumulate on
the lower surface of the flaps.
Frost or ice may form on the upper or lower surfaces
of the horizontal stabilizer due to super cooled ballast
fuel in the tail tank. As a result, the fuel must be transferred forward after landing and replaced with warmer
fuel.
Special consideration must be given to the fuselage
and the inlet of engine 2, where ice from the fuselage
may be ingested. Make sure the fuselage is clean. If
there is any chance of ice or snow collection in the inlet of engine 2, a visual inspection should be made.
(CONTINUED)
The liquid water content of the cloud and severity of
icing decreases with lower OATs. However, severe icing has been encountered at OAT as low as -60°C.
Usually icing conditions can occur and the only simple rule is, when in doubt, turn on ice protection. Visible moisture may exist in the form of clouds, fog with
visibility of one mile or less, rain, snow, sleet and ice
crystals.
Since winter weather is often characterized by rapidly
changing and widespread adverse conditions, it is ev4-14-1-2
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL ICE AND RAIN PROTECTION
Preflight Check (Continued)
ENGINE START
The removal of snow from the fuselage should be accomplished before prolonged heating of the interior,
since after melting, subsequent refreezing of water on
the fuselage may occur. Similarly, the hangaring of the
aircraft or the application of external heat for snow removal should be carefully monitored. If heat is used, it
should be applied for a period sufficient to allow the
aircraft surfaces to dry completely.
When parked on a slippery area, make sure that
chocks are applied to nose wheel and main wheels
both in front and behind prior to starting engines.
Chocks may not hold on slippery surfaces unless they
are sanded. Be especially alert when crossbleed starting is to be used.
A thin coating of frost on the upper surface of the fuselage is acceptable, provided all vents or ports are
clear. Thin frost is defined as a uniform white deposit
of fine crystalline texture through which surface features such as paint lines, markings or letters can be
distinguished. This must not be confused with rime
ice, which is not acceptable, that may form on windward surfaces in freezing fog conditions.
The area around pitot tubes, static ports, vanes, etc.,
should be carefully inspected and verified to be clear.
Air conditioning pack inlets and outflow valves, cabin
air outflow valves, cabin pressure relief valves, and
windshields should have ice or snow formations completely removed.
The flight crew should be aware that contamination of
the wheel brakes by de-icing fluids may cause erattic
brake performance, vibration and brake damage.
Landing gear components should be covered, if possible, prior to de-icing fluid application. In addition, if deicing fluid is allowed to enter an engine or APU inlet
duct, it may cause white acrid smoke to enter the aircraft via the air conditioning system. All engine bleed
valves should be closed while applying de-icing fluid.
After de-icing is completed, the aircraft should be taxied clear at low power settings to minimize ingestion of
fluids. When clear of area, restore air system to normal, bleeds on and air system in AUTO. The aircraft
should be thoroughly inspected by qualified ground
personnel or the flight crew. The lower surface elevator slot should be free of ice residue before elevator
operation. Operate the flight controls, slats, and flaps
through full travel. If precipitation continues, the de-icing fluid already on the aircraft could be diluted. If
takeoff is delayed, consider the possibility of subsequent refreezing on the aircraft surfaces which could
require additional de-icing. The requirement for further de-icing (exceeding holdover time) depends on
the type and concentration of de-icing fluid used, rate
and type of precipitation, outside air temperature, temperature of the fuel and aircraft surface exposure to
the elements and aircraft exhaust. Operators are responsible for establishing procedures appropriate to
their specific operations.
30 October 2002
There is no specific minimum oil temperature for engine start. GE - During cold ambient conditions, an oil
temperature rise must be noted before takeoff. PW To assure adequate heat is avaible to prevent fuel icing, engine oil temperature must be above 50 degrees C prior to takeoff.
NOTE
During starts under extreme cold conditions, oil pressure may reach maximum
indication due to high oil viscosity. Pressure should subside as oil temperature
increases. If oil pressure remains above
normal range after oil temperature stabilizes within limits, the engine should be
shut down and the cause investigated.
After engine start, engine and airfoil anti-ice should be
on during ground operations when ICE DETECTED
alert is displayed or when icing conditions are expected.
NOTE
During ground operation of more than 15
minutes (including taxi), in icing conditions, power should be advanced to approximately 60% N1 for a period of 30
seconds to clear ice from the spinner and
fan blades at intervals not to exceed 15
minutes.
If airport surface conditions or congestion does not permit the throttles to be
advanced up to 60% N1, then power
should be set as high as practical for as
long as conditions permit.
(CONTINUED)
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-14-1-3
ICE AND RAIN PROTECTION
MD-11/MD-10 FLIGHT MANUAL
(Continued from previous page.)
BLEED AIR Switches . . . . . . . . . . . . . . ALL OFF
STAB TRIM. . . . . .SET 3° ANU/2° ANU (MD-10)
TAXIING
FLAPS/SLATS . . . . . . . . . . . . . . . . . . . .UP/RET
Avoid high thrust settings while taxiing, especially
when leaving the ramp area. Allow a few seconds for
the aircraft to respond after applying power. Advance
power only as necessary to start the aircraft moving,
up to approximately 40% N1, then retard the throttles
smoothly to idle or to the minimum thrust necessary to
maintain appropriate taxi speed.
PARKING BRAKE. . . . . . . . . . . . . . . . . AS REQ
Taxi speed should be as low as practical on slippery
surfaces.
FLAPS/SLATS . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE 50/EXT, SET T/O FLAPS
Extend the flaps/slats to the takeoff setting when commencing taxi as in normal established procedures. Before moving the flaps/slats to the takeoff position,
select the CONFIG page on the system display control panel and closely monitor flap movement. If the
flaps should stop prior to reaching the selected setting, the flap handle should be placed immediately in
the same position as indicated to prevent damage to
the flap system. Cause of the flap restriction should be
corrected before takeoff. Prudent taxi speeds on contaminated taxi areas provide sufficient protection from
contamination of exposed flap/slat surface areas.
NOTE
The following points are valid during all taxi operations on surfaces affected by snow/slush/ice:
•
Be aware that blasted snow or ice can cause
damage at considerable distances.
•
Adjust speed to surface conditions. Brake effectiveness is reduced. Excessive speed will
present problems in stopping and making
turns.
•
A “crowned” slippery taxiway or runway can
cause sideways slipping. Taxi on the centerline.
•
Maintain increased separation behind other
aircraft. Expect them to require engine runups to counteract ice formation.
•
Be aware of snow banks if flaps are extended
during taxi because flaps are particularly susceptible to damage from such hazards.
•
Do not taxi through deep snow/slush covered
areas.
When de-icing spraying is required and aircraft is
cleared to the de-icing facilities and just prior to reaching spray area,
AIR SYSTEM SELECT Switch . . . . . . .MANUAL
4-14-1-4
Use minimum power to taxi, after de-icing, to reduce
fluid ingestion.
When clear of the de-icing facility,
AIR SYSTEM SELECT Switch . . . . . . . . . AUTO
When flaps are cycled to 50/Ext, the ABS
will disarm (if previously armed).
STAB TRIM. . . . . . . . . . . . . . . . . . . . . SET/____
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . CKD
Complete Before Takeoff checklist.
TAKEOFF
Observe crosswind and tailwind limits on slippery runways. Loss of directional control is possible after a rej ec t ed ta k eo ff a t a ny s pe e d, e s pe c i a ll y un d er
crosswind conditions.
If freezing rain/drizzle is falling, takeoff is not permitted unless the airframe is determined to be free of ice
and precautions taken to prevent accumulation.
When a runway is contaminated by water, ice, slush
or snow, a takeoff is not permitted under any of the
following conditions; using reduced thrust, in a tailwind condition, or with an inoperative anti-skid system. Maximum depth of wet snow/slush/standing
water is 1/2 inch and maximum depth of dry snow is 4
inches.
When the depth of wet snow/slush/water is less than
1/4 inch, use the performance appropriate to 1/4 inch
slush. When the depth of wet snow/slush/water is between 1/4 inch and 1/2 inch, use the performance appropriate to 1/2 inch slush.
Under icing conditions, takeoff should be preceded by
a static run-up to 60% N1 for 30 seconds, observing
all primary engine parameters to ensure normal operation.
(CONTINUED)
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL ICE AND RAIN PROTECTION
Takeoff (Continued)
With a contaminated runway, the following procedure
should be accomplished. Align the aircraft with the
runway centerline and ensure that the nosewheel is
straight before applying power for takeoff. On slippery
surfaces, ensure that the parking brakes are released
prior to setting takeoff power to preclude a takeoff with
the parking brakes set. Advance the throttles to approximately 70% power N1. Verify symmetrical thrust
and continue with normal takeoff procedures. Asymmetrical thrust can adversely affect directional control
on slippery runways. Throttle alignment at partial power may not assure alignment at takeoff power. Be alert
to asymmetric spool-up rates. Check all engine instruments for proper indications during the early part of
the takeoff roll.
Apply slight nose down elevator to improve nose
wheel traction and directional control until rudder control becomes effective for steering the aircraft.
CAUTION
On a slippery runway, maintain the heading during rolling takeoff, by using small
rudder pedal steering inputs.
Nose gear steering of 3° or more may
cause the nose gear slip on the icy (wet)
runway.
Do not use differential thrust.
NOTE
After takeoff in slush or wet snow and
when clear of obstacles, extending and
retracting landing gear may reduce the
possibility of gear door freeze up.
During a rejected takeoff, especially under crosswind conditions, both nose
wheel steering and differential braking effectiveness are reduced on slippery runways. While the use of reverse thrust on
slippery runways is recommended to reduce the stopping distance, its use may
reduce the directional control capability
of the aircraft. Consequently, reverse
thrust should be applied gradually and
symmetrically commensurate with the
ability to maintain directional control under the existing conditions.
Using high levels of reverse thrust at low
ground speeds on a contaminated runway, could lead to flameout of the wingmounted engines due to ingestion of
large amounts of water spray, slush and
snow.
INFLIGHT
Wing, tail and engine anti-ice should be on whenever
an ICE DETECTED alert is displayed or when icing
conditions are expected.
In moderate to severe icing conditions with prolonged
periods of N1 settings less than 70% N1, every 10
minutes, verify IGN OVRD is selected and (one engine at a time) throttles reduced toward idle, then advanced to a minimum of 70% N1 for 10 to 30 seconds.
NOTE
During this procedure, ENGINE OUT
PAGE may appear on the MCDU.
LANDING
A landing on, or dispatch to a runway with poor braking action is undesirable, and should not be planned.
(CONTINUED)
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-14-1-5
ICE AND RAIN PROTECTION
MD-11/MD-10 FLIGHT MANUAL
Landing (Continued)
The flight crew must be aware of the condition of the
runway with respect to snow, ice, slush or precipitation. The most favorable runway in relation to surface
condition, wind and weather should be used. The appropriate landing distances should be obtained from
the Performance Computer. Maximum flap extension
is recommended when landing on runways with reduced braking conditions.
If a landing is planned on a runway contaminated with
snow, slush, standing water or during heavy rain, the
following factors must be considered: available runway length, visibility of runway markers and lights;
snow banks and drifts along the runway; wind direction and velocity; crosswind effect on directional control; braking action; awareness of the effect on aircraft
from slush and water spray (engine ingestion, damage to flaps, gear doors, etc.); and the possibility of
hydroplaning and the resultant increase in stopping
distances.
Braking action will be degraded following the application of a chemical de-acre on an icy runway. When
first applied, the chemicals form a watery film over
snow and ice that results in extremely poor braking.
When in doubt about the type of runway de-icing, ask
the tower specifically if chemical de-icers were used.
Blowing or drifting snow can create optical illusions or
depth perception problems during landing or taxi-in.
Crosswind conditions may create a false impression of
aircraft movement over the ground. It is thus possible
to have an impression of no drift when, in fact, a considerable drift may exist. When landing under these
conditions, runway markers or runway lights can help
supply the necessary visual references.
When it has been established that a safe landing can
be made, the aircraft must be flown with the objective
of minimizing the landing distance. The approach
must be stabilized early. Precise control over drift and
approach speeds is mandatory. Execute a missed approach if zero-drift condition cannot be established prior to touchdown.
The aircraft should be flown to a positive touchdown
on the runway. Be prepared to deploy the spoilers
manually since automatic deployment may not occur,
due to delayed wheel spin-up.
On touchdown, take positive action to lower the nose
gear to the runway and maintain slight forward pressure on control column to assist in directional control.
Maintain centerline tracking, ensure spoiler deployment and simultaneously apply brakes smoothly and
symmetrically. On contaminated surfaces, full braking
4-14-1-6
should be used to realize optimum anti-skid operation. Autobrakes should be used in the maximum setting. Reverse thrust should be applied smoothly and
symmetrically to maximum allowable as soon as possible since reverse thrust effectiveness is greatest at
higher speeds. Do not use differential reverse thrust
for directional control, as this may further aggravate
the effects of weathervaning. The use of reverse
thrust may cause a visibility problem from blowing
snow forward as ground speed decreases. Using high
levels of reverse thrust at low ground speeds on a
contaminated runway, could lead to flameout of the
wing-mounted engines due to ingestion of large
amounts of water spray, slush or snow. Take action as
appropriate to the braking action and runway length
available. Avoid rapid return to forward thrust when
engine RPM is high, the resultant forward thrust may
be high enough to cause the aircraft to accelerate.
Maintain directional control primarily with rudder pedals. Be alert for drift towards downwind side of the runway. The rudder required in strong crosswinds may
cause the nose gear to turn to an angle which could
induce skidding. Therefore, it may be necessary to
hold the nose wheel centered and control steering
with rudder and brakes to maintain tracking.
If a skid develops, especially in crosswind conditions,
reverse thrust will increase the sideward movement of
the aircraft. In this case, modulate brake pressure and
reduce reverse thrust to reverse idle, and if necessary, forward idle. Apply rudder as necessary to realign the aircraft with the runway and reapply braking
and reversing to complete the landing roll. Use of
nose gear steering wheel inputs to try to correct a skid
at high speed is extremely hazardous. It may lift one
nose tire completely off the runway and cause the other to lose most or all of its traction. Use as much runway as necessary to slow the aircraft and do not
attempt to turn off a slippery runway until speed is reduced sufficiently to turn without skidding.
TAXIING
If the approach was made through icing conditions or
if the runway was covered by slush or snow, do not retract flaps to less than 28 degrees (MD-11) or 22 degrees (MD-10). Damage to the flaps/slats could occur
if ice is present and flaps/slats are fully retracted.
Inspection after parking will show whether the necessity to de-ice the flaps exists. After inspection, flaps
and slats should be moved to UP/RET.
Slush in puddles or runway low spots may be deeper
than the 1/2 inch maximum and cause damage to
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL ICE AND RAIN PROTECTION
flaps or other parts. Therefore, inspection is required
after each landing in slush or snow conditions.
PARKING
Both main and nose gear should be properly chocked.
Parking brakes should be released to eliminate the
possibility of brakes freezing. If concerned about
chocks holding on an icy ramp, parking brakes may be
left on.
If the aircraft is parked in an area where exposure to
an accumulation of freezing precipitation is anticipated, set 3° ANU with the horizontal stabilizer trim and
power down the hydraulic system. This will allow the
inboard elevator panels to droop, trailing edge down,
while the outboard panels remain faired. This configuration minimizes ice accumulation in the elevator slot
and avoids elevator nose damage during elevator
movement.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-14-1-7
ICE AND RAIN PROTECTION
MD-11/MD-10 FLIGHT MANUAL
ENGINE AND AIRFOIL ANTIICE
NOTE
The ICE DETECTED alert will be displayed if icing conditions exist and any engine or airfoil antiice system is not turned on.
When the aircraft is above 17,500 ft., the NO ICE DETECTED alert will be displayed if any engine or airfoil anti-ice system is on and icing conditions do not exist.
The ICE DETECT SINGLE alert will be displayed if one ice detection system is inoperative. Use
the alert messages of the ice detection system that is operative combined with total air temperature and visual methods as a means of ice detection.
The ICE DETECTOR FAIL alert will be displayed if both ice detection systems have failed. Use
total air temperature and visual methods as a means of ice detection.
The following general rules may be used to assist in determining icing conditions.
•
Icing conditions can exist when the TAT is at or below 6°C and there is visible moisture in the air.
•
The higher the temperature (up to 6°C) the higher the cloud liquid water content and the more severe the
icing conditions.
•
At temperatures below -20°C, icing conditions encountered would be less severe.
•
In addition to TAT at or below 6°C and visible moisture in the air, be alert for ice buildup on the unheated portions of the aircraft visible from the cockpit.
•
The above apply in general, however, heavy icing has on occasion, been reported at temperatures as
low as -60°C.
AIRCRAFT ON GROUND BEFORE TAKEOFF
NO
After engine start, when ICE DETECTED alert is displayed or icing conditions are expected:
ENG IGN OVRD Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ON
ENG, WING and TAIL ANTI-ICE Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Push ENG, WING and TAIL ANTI-ICE switches and verify ON lights illiminate and A-ICE ALL
ON alert is displayed.
If ground operation exceeds 15 minutes in icing conditions, advance throttles to 60% N1 for 30 seconds, every 15 minutes.
NOTE
If airport surface conditions or congestion does not permit the
throttles to be advanced to 60% N1, then power should be set
as high as practical for as long as conditions permit.
(CONTINUED)
4-14-1-8
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL ICE AND RAIN PROTECTION
ENGINE AND AIRFOIL ANTI-ICE (Continued)
AIRCRAFT ON GROUND BEFORE TAKEOFF
NO
(CONTINUED)
Prior to throttle advance to takeoff thrust, advance throttles to 60% N1 for 30 seconds, observing all engine parameters are normal.
[End of Procedure]
When ICE DETECTED alert is displayed or icing conditions are expected:
ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ON
ENG, WING and TAIL ANTI-ICE Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Push ENG, WING and TAIL ANTI-ICE switches and verify ON lights illiminate and A-ICE ALL ON alert
is displayed. If A-ICE ALL ON alert is not displayed, depart icing area.
N1 SETTING IS LESS THAN 70% FOR 10 MINUTES OR MORE
NO
In moderate to severe icing conditions with prolonged periods of N1 settings less than 70% N1, every 10
minutes push IGN OVRD switch to OVRD ON and (one engine at a time) reduce throttles toward idle,
then advance to a minimum of 70% N1 for 10 to 30 seconds. When anti-ice is no longer required, push
IGN OVRD switch to OFF.
NOTE
During this procedure, *CONFIRM ENG OUT and CLEAR* prompts may appear on the MCDU.
When NO ICE DETECTED alert displayed and/or anti-ice is no longer required,
ENG, WING and TAIL ANTI-ICE Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Push ENG, WING and TAIL ANTI-ICE switches and observe ON lights extinguish.
ENG IGN OVRD Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
[End of Procedure]
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-14-1-9
ICE AND RAIN PROTECTION
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
4-14-1-10
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-15-1
LIGHTING
RESERVED FOR FUTURE USE
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
(1.0.0)
4-15-1-1
LIGHTING
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
4-15-1-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
NAVIGATION PROCEDURES
GENERAL
NAV OFF LIGHTS FLASHING
This chapter has indepth IRS and FMS pilot procedures and techniques. See Ch. 8-16 Navigation for
system descriptions.
Flashing NAV OFF amber lights indicate one of the
following problems during the ALIGN Mode (use the
memory aid "No-Bad-Move"):
Procedures are organized below by phase of flight.
Typical procedures are generalized for an average
flight. Other actions will sometimes be necessary; use
system description knowledge from Ch. 8-16.
•
No Present Position - The IRU did not receive
present position information within the 10
minute alignment: Initialize IRU with present
position.
•
Bad Present Pos - The IRU present position
fails comparison tests either against stored
latitude or longitude from its last shutdown, or
against latitude (only) approximated by earth
rate measurement during current alignment.
(Comparison test limits are approximately +/1 degree lat/long.). Turn all IRU Mode Selectors OFF for more than 5 seconds, back ON,
and reinitialize with correct position.
•
Movement during Align Mode - The IRU detects excessive aircraft motion: Do not tug or
taxi the aircraft in ALIGN Mode. Even strong
crosswinds can cause excessive motion;
move the aircraft into the wind. Turn all IRU
Mode Selectors OFF for more than 5 seconds, back ON, and reinitialize.
PREFLIGHT
Many important preflight items can not occur until the
IRS and FMS are initialized. Avoid delays; preflight
Nav systems as soon as practical. Except as indicated, the Nav systems preflight is the Captain's duty.
IRS CONTROL PANEL
With electrical power to the busses and the IRU Mode
Selectors OFF, the NAV OFF lights illuminate amber,
indicating that the IRUs are unpowered. Turn the three
IRU Mode Selectors to NAV, applying electrical power to the IRUs. The NAV OFF lights remain illuminated for the 10-minute alignment, indicating the IRUs
are in ALIGN Mode. When each IRU progresses from
ALIGN Mode to NAV Mode, its respective NAV OFF
light extinguishes.
A steady NAV OFF light after the 10 - minute alignment indicates an internal fault.
An IRU that is transported and installed in the aircraft
will probably fail its first comparison test (unless Mx
has set the "Shop Flag") because it was last shut
down elsewhere. Bypass the stored position comparison test failure by either method:
•
Turn the IRU Mode Selector OFF for more
than 5 seconds, back ON, and reinitialize
(preferred method), or
•
When the INITIALIZE* prompt reappears (with
the flashing NAV OFF lights), simply reactivate the INITIALIZE* prompt.
IRS CONTROL PANEL
IRSCtlPnl
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-1
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
FMS FLIGHT PHASE ERROR
A power interruption may cause various FMS anomalies. For example, the FMS may advance from PREFLIGHT phase to another phase and the TAKEOFF
page will not be available. Reset FMS Flight Phase by
reinitializing. Either of these methods will offer reinitialization and will require entering all INIT and F-PLN
data again:
•
•
Swap Nav Databases - On the A/C STATUS
page, select and CONFIRM the second DATA
BASE. Reselect and CONFIRM the correct
DATA BASE.
Fast Realign - Turn all IRU Mode Selectors
OFF for less than 5 seconds and back ON.
IRUs will realign in 3 minutes.
FMS / IRS INITIALIZATION
The FMS is powered when aircraft busses are powered. However, the FMS can not function until the pilot initializes with basic starting data as part of the
preflight.
Some FMS Initialization anomalies may be corrected
by swapping Nav Dbases, which clears most FMS
memory items, excluding BLST FUEL and PERF
FACTOR.
The unpredictable flow of information to the cockpit
during the preflight precludes using a standard flow for
FMS/IRS initialization. Pilots may tailor their initialization steps for each flight’s demands.
If Active Data Base is expired, swap for the current
Second Data Base at LSK4L, and activate at CONFIRM* LSK4R. Nav Dbases can not be swapped after
engine start.
PERF FACTOR = +0.0. Some MEL or CDL deferrals
add a fuel burn penalty, expressed as a percent overburn to add to the nominal fuel flow in the Perf Dbase.
Add all fuel burn penalties, then round to the nearest
tenth of a percent, and enter as a positive number,
e.g.:
•
2.7% overburn = 2.7 PERF FACTOR, or
•
0.12% overburn = 0.1 PERF FACTOR.
PERF FACTOR is not cleared during the FMS After
Landing phase; a previous flight's PERF FACTOR entry may need to be cleared to 0.0.
F-PLN INIT: press at LSK6R, or press INIT tile.
A/C STATUS
ENGINE
MODEL
1L
MD-11 DEF AIL
OP
CF6-80C2
1R
PROGRAM
2L
PS4070541-911
3L
08MAR-04APR MD19003
3R
4L
SECOND DATA
08FEB-07MAR
4R
ACTIVE DATA
2R
BASE
BASE
CONFIRM*
5L
5R
PERF
6L
+0.0
FACTOR
F-PLAN
INIT
6R
REF
REF tile = REF page.
001a
Press A/C STATUS. Check:
MODEL = MD-11, MD-10-10, or MD-10-30
Configuration MD-11 = DEF AIL if Deflected Ailerons are operative. If Configuration area is blank, Deflected Ailerons are inoperative; check circuit breaker
(OVHD), check EAML/Mx, and adjust Performance
Computer takeoff data.
ENGINE = (MD-11) CF6-80C2 (GE) or PW4462 (PW).
(MD-10-10) CF6-6K or CF6-6D, (MD-10-30)
CF6-50C2
OP PROGRAM = Mx updates the FMS with new Op
Programs. Flight Standards revises this manual for
new Op Programs when appropriate.
ACTIVE DATA BASE = current. Mx loads Nav Dbases. A Nav Dbase is current for approximately 1 month.
4-16-1-2
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
INIT
INIT tile = F-PLN INIT page.
Initialize the FMS and IRS. FedEx does not load CO
ROUTEs, ALTN ROUTEs, or EOSIDs due to lack of
FMS memory when a worldwide Nav Dbase is loaded, and due to the rapidly changing route plans.
FROM/TO = Enter 4-letter ICAO identifiers for Takeoff / Destination airports. (On a re-release FP/R: enter
filed destination airport of intended landing.) If the airport is not in the Nav Dbase, enter it as a Pilot Defined Runway (see Ch. 8-16). The stored route page
displays NONE; press F-PLN INIT to return.
ALTN = Enter 4-letter ICAO for Alternate airport, if desired. (Since the Nav Dbase has no stored alternate
routes, use of this entry is optional; see WEIGHT INIT
Techniques, below.) If an ALTN is entered, the stored
route page displays NONE; press F-PLN INIT to return.
LAT/LONG (No GNS) - Check the Nav Dbase lat/long
of the Airport Reference Point (ARP) of the FROM airport against either:
•
FP/R lat/long for the airport's ARP, or
•
Airport diagram (xx-9 page) lat/long for ARP.
If close, accept the Nav Dbase as more recently updated.
Accuracy limit: If the lat/long discrepancy is over 2
minutes of latitude or longitude,
not within 2 miles of the ramp position (approximately
2 minutes lat or long), resolve the discrepancy before
initializing. If GNS appears to have failed, make AML
entry before takeoff, and dispatch without GNS.
POSITION SLEW PROMPTS
The lat/long position at line 3 includes slew prompts.
Press LSK3L (or 3R) to select latitude (or longitude);
the slew prompts shift left or right to the appropriate
side. Then use the up or down arrow slew keys to adjust the latitude (or longitude) in 0.1 minute increments, if necessary.
No GNS - Slew prompts are labeled "ALIGN POS".
Before initialization of IRS Position, slewing the lat/
long changes the present position which will be given
to the IRUs as IRS Position when the INITIALIZE IRS*
prompt is activated. After initialization (INITIALIZE
IRS* changes to POS REF>), slewing the lat/long has
no effect whatsoever on IRS Position or FMS Position.
With GNS - Slew prompts are labeled "GNS POS". Either before or after initialization, slewing the lat/long
has no effect whatsoever on GNS, IRS, or FMS position. If GNS Position is declared "valid", GNS Position
is used for FMS Position without takeoff, navaid, or
manual updates and without response to INIT page
slewing.
INITIALIZE IRS* = Activate at LSK4R, to give this lat/
long to the IRUs as their present position. Never activate an inaccurate present position; the activation at
the INITIALIZE IRS* prompt is the first, last, and only
update or correction to IRS Position for the flight.
•
Do NOT activate at the INITIALIZE* prompt.
•
Check for proper FROM airport ICAO.
NOTE
•
Resolve the discrepancy with certainty.
•
If necessary, use LSK3L/R and slew keys to
refine lat/long ARP.
If the "INITIALIZE IRS" prompt is not selected within 10 minutes of selecting
NAV, the NAV/OFF lights will begin flashing.
•
Report the discrepancy to Flight Standards.
LAT/LONG (With GNS) - Check the GNS Position
against:
No GNS - Ramp position is not the ARP, but the FMS
Takeoff Update adds a Delta correction to IRS Position for an accurate FMS Position. FMS Navaid Updates refine the Delta correction inflight.
•
Gate Position lat/long (10-10 pages).
•
FP/R lat/long of the airport's ARP, or
•
Airport diagram (xx-9 page) lat/long for the
ARP, or
With GNS - GNS Position is always the actual aircraft
position. GNS continues to produce FMS Position
throughout the flight.
•
Ramp position lat/long, approximated from the
(xx-9 page) margin tics.
CI = Cost Index. Enter 200.(FedEx standard; approximates .83M cruise).
If a GNS Position appears on the INIT page, it is valid. It has passed rigorous internal tests, and will normally be very accurate. However, if GNS Position is
FLT NO = Enter FedEx numeric callsign. Use at least
4 digits, adding leading zeroes if necessary (e.g., for
flight number 88, enter "0088"). Options: include up to
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-3
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
3 prefix letters (e.g., "FDX0088". If prefix letters are
us ed , the n 1 s uffi x le tter m ay be ad ded ( e.g. ,
"FDX0088B").
CRZ LEVELS = Enter either:
•
•
Only the first level altitude from FP/R.
-
Advantage: when level at the first FP/R altitude, the FMS automatically reverts to
Cruise phase, using Max Continuous
thrust limit (MCT) and the proper wind
model for fuel and time predictions.
-
Disadvantage: possible preflight nuisance "INSUFFICIENT FUEL" alert, because FMS predicts fuel burn based only
on this initial altitude.
PERF
PERF tile, then PAGE tile = PRESELECT DES page.
Verify line 2L displays POLICY 290. If necessary, type
"290" in scratchpad. Enter the SP "290" in the ECON
line at 2L. Observe the ECON line then displays
"POLICY 290".
PRESELECT DES
-
Advantage: FMS avoids nuisance "INSUFFICIENT FUEL" alerts.
Disadvantage: FMS will not automatically
revert to Cruise phase at intermediate level offs; thrust limits and FMS fuel and time
predictions will be incorrect.
1R
P O L I CY
2L
290
2R
3L
3R
EDIT
4L
[
]
4R
DESCENT
FORECAST
5L
6L
TRANS
OPT MAXFL
5000
280 / 328
All FP/R level altitudes. (Step Climbs).
-
-
3/3
1L
Only the highest level altitude from the FP/R.
-
•
er +/- use by the abbreviation HD or TL at
LSK6L.
Advantage: Proper FMS Cruise phase for
thrust limit and fuel/time predictions, no
nuisance "INSUFFICIENT FUEL" alert.
5R
6R
067
11416309
Disadvantage: FMS fuel/time predictions
will not be accurate for step descents
(planned lower altitudes for later cruise
segments, such as anticipated oceanic
clearances).
(MD-11): The maximum CRZ LEVEL is 430. (MD-10):
The maximum CRZ LEVEL is 410.
Check for the presence of several CRZ LEVEL boxes. If they are not present, the FMS one engine-out
profile is active and must be cleared at the ENG OUT
tile.
TEMP / WIND =
•
TEMP: Enter the OAT for the first CRZ LEVEL above (from FP/R first line after T/C). For
no entry, FMS default is the standard (ISA)
temperature for the CRZ LEVEL.
•
WIND: Enter the flight cruise average headwind preceded by a minus sign (or tailwind
with a plus), from the FP/R top line. If no waypoint winds are entered in the F-PLN, the
FMS blends this average wind with current
wind to predict time and fuel. Check for prop-
4-16-1-4
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
F - PLN INIT PILOT ENTRIES
NO GNS
WITH GNS
F-PLN
INIT
ROUTE
A LT N
ROUTE
1L
2L
_ _ _ _ _ _ _ _ _ _
W08959.1
3R
INITIALIZE IRS*
4R
/ [
5L
] / [
] / [
5R
] / [
] / [
TEMP / WIND
OPT / MAX FL
_ _ _ ˚ / _ _ _ _ _
_ _ _
3L
>
LEVELS
A LT N
ROUTE
1/3
1R
/
A LT N
_ _ _ _ _ _ _ _ _ _
_ _ _ _ _
]
6R
_ _ _
_ _ _ _ _ _ _ . _
F LT
NO
CRZ
LEVELS
/ [
5L
6L
2R
LONG
4L
C I
/ _ _ _
ROUTE
L A T
NO
CRZ
2L
LONG
N5302.9
F LT
2R
_ _ _ _ _
GNSPOS
INIT
FROM / TO
CO
1L
A LT N
4L
6L
1R
/
L A T
3L
F-PLN
1/3
FROM / TO
CO
] / [
] / [
_ _ _ _ _ _ _ . _
3R
POS REF
4R
] / [
] / [
TEMP / WIND
OPT / MAX FL
_ _ _ ˚ / _ _ _ _ _
_ _ _
]
5R
C I
/ _ _ _
_ _ _
6R
>
>
ALIGN IRS
PRIOR TO PILOT ENTRIES
F-PLN
CO
INIT
A LT N
ROUTE
1R
2R
2L
L O N G
W08959.1
N5302.9
4L
CRZ
LEVELS
/ [
5L
3R
6L
] / [
INITIALIZE IRS*
4R
] / [
5R
] / [
] / [
TEMP / WIND
OPT / MAX FL
_ _ _ ˚ / _ _ _ _ _
_ _ _
]
3L
6R
_ _ _
6L
EGSS
_ _ _ _ _ _ _ _ _ _
ALIGN P O S
F LT
NO
CRZ
LEVELS
/ [
] / [
2R
L O N G
W08958.6
3R
INITIALIZE IRS*
4R
N5302.6
5L
1R
A LT N
4L
C I
/ _ _ _
ROUTE
L A T
F LT N O
1/3
FROM / TO
KMEM / LFPG
A LT N
EGSS
GNSPOS
INIT
ROUTE
1L
A LT N
_ _ _ _ _ _ _ _ _ _
L A T
3L
CO
KMEM / LFPG
1L
2L
F-PLN
1/3
FROM / TO
ROUTE
] / [
] / [
] / [
TEMP / WIND
OPT / MAX FL
_ _ _ ˚ / _ _ _ _ _
_ _ _
]
5R
C I
/ _ _ _
_ _ _
INIT
1/3
6R
ALIGN IRS
>
>
ALIGN IRS
FROM, TO, AND ALTN AIRPORTS ENTERED
F-PLN
CO
INIT
EGSS
2L
L A T
2R
2L
LEVELS
EGSS
L A T
3R
3L
POS REF
4R
4L
2 9 0 / 3 3 0 / 3 7 0 /[
] / [
] / [
TEMP / WIND
OPT / MAX FL
- 4 2 / TL 0 5 0
_ _ _
/ _ _ _
]
5R
5L
C I
200
6R
6L
W08958.6
3R
POS REF
4R
] / [
5R
NO
FDX0088
CRZ
2R
L O N G
ALIGN P O S
N5302.6
F LT
1R
A LT N
ROUTE
LEVELS
2 9 0 / 3 3 0 / 3 7 0 /[
] / [
]
TEMP / WIND
C I
- 4 2 / TL 0 5 0
200
>
6L
A LT N
NO
FDX0088
CRZ
5L
W08959.1
KMEM / LFPG
1L
L O N G
GNSPOS
N5302.9
F LT
1R
A LT N
ROUTE
FROM / TO
ROUTE
>
A LT N
4L
CO
KMEM / LFPG
1L
3L
F-PLN
1/3
FROM / TO
ROUTE
F-PLN INIT COMLETE
6R
WITHGNS
NOTE
"ALIGN IRS" scratchpad message appears
on all MCDU pages EXCEPT for F-PLN INIT.
WWoGNS
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-5
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
F-PLN
F-PLN title = ACFT F-PLN page.
String the flight plan by manually entering the route of
flight. Use the FP/R filing summary (after remarks, and
prior to the waypoint lines) to include not only waypoints but also routing (Jet, Victor, NAR, etc.). Do not
use the FP/R body listing of individual waypoints.
FROM AIRPORT ICAO = Enter takeoff runway and
SID (or delay this step until later in preflight). Lateral
revision of FROM ICAO airport displays LAT REV
page. Press SID at LSK1L to display SIDS and RWYS. Select intended runway. Select intended SID. If
SID enroute transitions are available, they are offered
as TRANS under the SIDS. Check for <SEL> at the
proper runway, SID, and transition. Then, activate at
LSK6L *INSERT.
If the desired SID does not appear after slewing STD
SIDS, press CSTM SIDS, slew and search the custom SID file. Some airports also have an ADDL SIDS
file.
NOTE
If the generic ("xxG") runway option is
used for PERF Computer takeoff calculations (for nearby, similar parallel runways), the takeoff data may be used for
either runway. However, if a NAV SID is
planned for departure, the FMS-declared
takeoff runway (from the ACT F-PLN to
the TAKEOFF page) must reflect the actual runway used for takeoff, so that the
initial heading and navigation after takeoff is correct.
cluding intervening waypoints used by ATC, do a
LATERAL REV from the last waypoint, to access the
AIRWAYS page.
•
Enter the airway identifier in the VIA box (e.g.,
J66, V15 N63B, UA2, etc.).
•
Another VIA box and a TO box appear. If the
next FP/R flight plan entry is a waypoint, enter that in the TO box. If it is another intersecting airway, enter that in the VIA box. Blank
VIA and TO boxes continue to appear.
•
When the FP/R shows that the next waypoint
is direct routing instead of via an airway (and
the last AIRWAYS box filled was a waypoint),
press LSK6L *INSERT to return to the ACT FPLN page.
Continue loading waypoints as above.
Oceanic Lat/Long Waypoints - Any lat/long waypoint
may be entered in the standard format: N5200.0/
W07500.0
However, some oceanic lat/long waypoints define airways (especially in oceanic transition areas). Such
oceanic lat/long waypoints MUST be entered with an
ICAO standard 5-character format. Use the oceanic
format below; the FMS will then access the Nav
Dbase airway information. Note: for longitude greater
than 99°, the “N”, “E”, “S”, or “W” character moves to
center of the waypoint name, replacing the “1” hundred digit.
Enter waypoints and airways:
Waypoints - On the ACT F-PLN, the line following the
FROM Airport ICAO (or last SID waypoint, if entered)
is a F-PLN DISCONTINUITY, or "DISCON". Type the
first FP/R waypoint in the scratchpad (SP), and enter it
into the active flight plan at the DISCON with the left
LSK. Continue entering waypoints at the following
lines in the ACT F-PLN. There should be no DISCONs inside the filed route.
Technique: Use ND PLAN Mode, to check the active
flight plan as it is entered.
Airways - When the FP/R shows that a Jet Route, Victor Airway, North American Route (NAR), or other airway defines the leg following a waypoint, do not enter
the following waypoint in the ACT F-PLN page. To retrieve important airway data from the Nav Dbase, in4-16-1-6
N
E
W
S
CardHdgs
Examples:
North latitude/west longitude
N5200/W075 00..............................................5275N
N5100/W050 00..............................................5150N
N0700/W008 00..............................................0708N
N7500/W170 00..............................................75N70
N0700/W120 00..............................................07N20
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
North latitude/east longitude.
N50 00/E020 00...............................................5020E
L AT R EV
N75 00/E050 00...............................................7550E
N06 00/E008 00...............................................0608E
FROM
KORD
N35 02.8/W08958.6
1L
N75 00/E150 00...............................................75E50
2L
N06 00/E110 00...............................................06E10
3L
4L
SID
1R
HOLD
3R
NEXT WPT
NEW CO RTE
*[
[
]
South latitude/west longitude
]*
4R
NEW DEST
[
5L
S52 00/W075 00.............................................5275W
S50 00/W040 00.............................................5040W
2R
6L
*TO E G S S
]*
5R
RETURN TO
ENABLE ALTN
A C T F-P L N
6R
S07 00/W008 00.............................................0708W
S75 00/W170 00.............................................75W70
030
S07 00/W120 00.............................................07W20
SID F ROM KMEM
South latitude/east longitude
S50 00/E020 00...............................................5020S
STD SIDS
RWYS
SEL 18R
1L
1R
ADDL RWYS
S75 00/E050 00...............................................7550S
2L
09
2R
S06 00/E008 00...............................................0608S
3L
18C
3R
S75 00/E150 00...............................................75S50
4L
18L
4R
27
5R
S06 00/E110 00...............................................06S10
Most lat/longs which are north of latitude 30N are in
the Nav Dbase in oceanic format, in increments of 1
degree latitude and 5 degrees longitude. South of latitude 30N, only certain lat/longs procedurally needed
for airway definition appear in oceanic format, to save
FMS memory.
End of FP/R waypoints - When the last FP/R waypoint is entered, the ACT F-PLN displays a DISCON
prior to the TO (destination) airport ICAO identifier, indicating that ATC will furnish additional routing or vectors inflight. The FP/R flight plan is now entered into
the FMS ACT F-PLN.
F-PLN tile: press to return MCDU display to the top of
the active flight plan, extinguishing the DSPY light on
the MCDU. The FROM airport or runway displays at
line 1.
CUSTOM
5L
SIDS
RETURN TO
6L
* INSERT
LAT REV
6R
^
037a
L AT R EV
FROM
YY Z
N3608.2/W08641.1
ST A R
1R
HOLD
2R
1L
2L
A I RW AY S
PROCEDURE
TURN
3L
4L
3R
NEXT WPT
NEW CO RTE
*[
[
]
]*
4R
NEW DEST
[
5L
6L
*TO E G S S
]*
5R
RETURN TO
ENABLE ALTN
A C T F-P L N
6R
042
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-7
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
PLAN
Check the active flight PLAN in the FMS on the Navigation Display (ND) in PLAN mode. Check for no
breaks, repeats, or spikes in the magenta line. Technique: this step may be accomplished here, or as the
waypoints are entered in the F-PLN.
A I RW AY S FROM YY Z
TO
VIA
BKW
1L
VIA
2L
1R
TO
J 50
YSC
2R
VIA
3R
ND Mode - PLAN on GCP (to obtain a North-Up display).
4L
4R
ND range - minimum. Check for:
5L
5R
3L
[
]
•
Proper FROM airport or runway designation at ND center.
•
FMS routing to the first waypoint. Adjust
the GCP ND range until the first waypoint is
visible. Slew down through the ACT F-PLN. If:
RETURN TO
6L
* INSERT
LAT REV
6R
046
046
•
-
No SID or RWY entered: The magenta
line starts at the FROM airport, proceeds
direct to the first waypoint, and follows the
ACT F-PLN to the last waypoint.
-
SID and/or RWY entered: The magenta
line may start at the departure runway
symbol, and proceed to and past the first
waypoint as above, if the SID contains full
route definition starting at the runway.
However, if the SID contains headings or
vectors to an incompletely defined point, a
MCDU DISCON and an ND break in the
magenta line appear for that leg. If the
DISCON follows the runway, the ND will
also display a 15 NM cyan runway heading line (visible on ND ranges 10, 20, and
40). A DISCON and a ND magenta break
between the SID and the first flight plan
waypoint may indicate: 1) The pilot neglected to select a SID transition (lateral
revise the runway and add the transition),
or 2) ATC has assigned a SID that does
not terminate at a flight plan waypoint (request further clearance to join flightplan
route). After entering any SID and/or
RWY, recheck the ACT F-PLN and the
ND for proper magenta routing and appropriate DISCONs.
ACT F-PLN: Check the remainder of the routing to the DISCON prior to the TO airport.
ND MAP Mode: return to Map Mode to enable ND
display of WxR, PWS, TCAS, and EGPWS preflight
tests.
4-16-1-8
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
"North Five One, West Zero One Five".
MENU
•
Capt. / FO: Press MENU tile = MENU page.
Capt. / FO: Press STANDBY NAV/RAD* at LSK1R
for FMC Standby Mode (see Degraded Performance,
Ch. 8-16) and the STANDBY NAV RADIO page.
N56-18.3/W085-23.1:
"North Five Six, One Eight point Three,
FO: Press F-PLN tile to get the Standby copy of the
active flight plan from FMC 2.
West Zero Eight Five, Two Three point One".
•
Capt.: Challenge each waypoint from the FP/R:
NOTE
The Standby Flight Plan may not display
all the waypoints displayed by the Active
Flight Plan. Due to Standby Flight Plan
limitations, certain waypoints that can be
identified in the Active Flight Plan cannot
be identified in the Standby Flight Plan,
and thus will not display.
•
1 to 4 letter waypoints: spell the letters:
MEM = "M", "E", "M".
•
5 letter waypoints: state the waypoint name.
•
Lat/Long waypoints:
-
Whole degree lat/long waypoints: state
the whole degrees followed by cardinal direction.
Degree and Minute lat/long waypoints: read
back in entirety:
PBD waypoints: read back with lat/long coordinates in entirety.
Capt: MENU page: Select FMC-1 to return to FMC
Dual Mode.
FO: MENU page: Select FMC-2 to return to FMC
Dual Mode.
FO: PROG tile: Announce the FMS distance to the
DEST airport on the PROGRESS page.
Capt: Check the FMS distance against the FP/R distance to DEST on the top of the FP/R. GOC's flight
planning FP/R distance should be close to FMS active flight plan distance, usually within 20 miles. Differences are due to departure and arrival routes.
MENU
STANDBY
1L
FMC - 2
ACT
NAV / RAD *
1R
2L
2R
3L
3R
N51-00.0/W015-00.0:
"Five One North, Zero One Five West".
-
Degree and Minute lat/long waypoints:
state the entire coordinate followed by
cardinal direction.
4L
CFDS
5L
OP PROGRAM
N56-18.3/W085-23.1:
6L
P S 4070541-911
4R
MAINT
5R
RETURN
6R
"Five Six, One Eight point Three North,
Zero Eight Five, Two Three point One
West".
•
63a
PBD waypoints: state the FMS PBD designation letters and numbers:
(PBD01 = "PBD Zero One").
FO:Verify each waypoint when challenged by the
Captain:
•
1 to 4 letter or 5 letter waypoints: "Checked"
•
Whole degree lat/long waypoints: read back in
whole degrees:
N51-00.0/W015-00.0:
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-9
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
SEC F-PLN
SEC F-PLN tile = SEC F-PLN INIT page.
STANDBY F - PLN
COPY ACTIVE at LSK3L, if desired. The checked active flight plan may be copied into the secondary flight
plan.
FROM
1L
RW18R
2L
BNA
3L
SWAPP
4L
GHATS
N 3608 . 2
C 0 6 8˚
1R
W 08641 . 1
2R
W 08510 . 9
3R
W 08434 . 0
4R
W 08403 . 0
5R
W 08301 . 8
6R
Advantage: The pilot may use the secondary flight
plan to evaluate contemplated changes or to prepare
for inflight clearance changes.
78 NM
C 0 6 9˚
N 3636 . 8
32 NM
C 0 6 9˚
N 3648 . 1
Disadvantage: Maintaining a Secondary F-PLN may
slow down FMC processing speed.
26 NM
FOUNT
C 0 7 0˚
6L
W 08959 . 2
174 NM
C 0 6 7˚
5L
N 3503 . 0
N 3657 . 4
52 NM
TONIO
N 3715 . 3
SEC F - PLN - INIT
CO ROUTE
1/3
FROM /
[
]/[
[
2L
[
3L
COPY ACTIVE
SEC F - PLN
4L
CLEAR SEC
ACTIVATE SEC *
ALTN ROUTE
STANDBY PROGRESS
2L
290
R18R
TO
BNA
TTG
1R
DTG
SWAPP
ALTN
____
]
2R
3R
4R
CRZ LEVELS
____
173
2R
5L
___/ ___/ ___/ ___/ [
____
78
3R
TEMP/WIND
OPT/MAXFL
6L
_ _ _˚ / _ _ _
___/___
3988
4R
NEXT
3L
1R
ALT
FROM
1L
]
1L
064a
]
TO
]/ [
]
5R
CI
___
6R
DEST
4L
LFPG
PRESENT
5L
POSITION
GS
N 3502 . 6 / W 08958 . 6
5R
237a
0 KT
6L
6R
065a
4-16-1-10
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
INIT
INIT tile = F-PLN INIT page.
Press PAGE tile to move between F-PLN INIT,
WEIGHT INIT, and FUEL INIT pages. All fuels and
weights are in thousands of pounds:
FUEL
REFUEL
1L
2L
FUEL INIT:
•
I N IT
QTY
[
. ]
BLST
FUEL
[
. ]
3/3
DUMP
TO
DUMP
FUEL
REFUEL QTY - Not used by FedEx.
3L
DUMP TO GW - Check. During fuel dump, the
FMS will stop dump at this gross weight. (Defaults to 481.5K# max. landing weight. Pilotalterable to any weight from 240.0K# to takeoff gross weight.)
•
DUMP TIME - Note. Minutes required to dump
fuel from current GW to the DUMP TO GW
above, at 5.0K#/min.
•
FUEL TYPE - Check and change if necessary. Default is JetA; pilot-alterable to JetA1,
JetB, or JP5 (enter the character in bold).
Used by the FMS to find the fuel freeze temperature in Perf Dbase for COLD FUEL RECIRC and associated alerts; FREEZE TEMP
is automatically displayed by FMS. If fuel type
is none of the above, ignore FUEL TYPE entry, see Ch. 1 Limitations for other fuel types
and fuel freeze temperatures, and enter the
fuel FREEZE TEMP at LSK4R.
•
BLST FUEL - Check and enter if necessary.
Default is an empty box, for no ballast fuel declared. If FP/R and W&B have ballast fuel (for
CG or MEL purposes), enter the ballast fuel
amount, in thousands of pounds; an entry box
BLST TNK appears.
481.5
1R
TIME
____
2R
TY P E
A
3R
TEMP
- 4 0˚
4R
JET
FREEZE
•
GW
4L
5L
5R
6L
6R
FUEL
REFUEL
1L
[
2L
12.0
BLST
BLST
3L
I N IT
QTY
3/3
DUMP
TO
. ]
FUEL
TANK
1R
DUMP
TIME
0023
2R
FUEL
TY P E
UPR AUX
A
3R
TEMP
- 4 0˚
4R
JET
FREEZE
4L
GW
481.5
5L
5R
6L
6R
26a
To clear a ballast fuel entry, enter CLR in the SP and
insert at LSK 2L. Do not enter all zeros because the
FMS will not accept zeros as meaning “no ballast” and
may produce a BALLAST FUEL DISAG alert instead.
•
BLST FUEL is not cleared during the FMS After Landing phase; a previous flight's ballast
fuel entry may need to be cleared.
•
BLST TNK - Enter “U” for Upper Aux Tank,
the normal FedEx ballast tank. Enter “T” for
Tail Tank (MD-11), which may be used for
some charter loads.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-11
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
WEIGHT INIT:
•
TAXI = Check; change if desired. Default value from Perf Dbase. Pilot-alterable. Recommended: change to FP/R taxi fuel.
•
TRIP/TIME = Check: FMS calculated trip fuel
and time to DEST. Not pilot-alterable. May not
agree closely with FP/R fuel to destination,
due to FP/R planned cruise altitude and
speed.
•
RTE RSV / % = Check; change if desired. Defaults to the international 10% reserve requirement. Pilot-alterable.
•
ALTN = Check. If ALTN airport is entered,
FMS-predicted fuel to ALTN displays. On MD11 this is not pilot-alterable. If no ALTN airport is entered, the pilot may enter any figure.
See Extra and Limit Fuel Techniques below.
CAUTION
MD-10 Pilot entered ALTN fuel (large
font) on the WEIGHT INIT page is retained, even after end of flight. Ensure
ALTN fuel entry is cleared, or proper
ALTN fuel is entered.
•
•
FINAL/TIME = Check; change if desired. Pilotalterable. Default is /0030; 30 minutes fuel at
touchdown at ALTN. Decide on a desired minimum fuel or minimum time remaining at
touchdown at ALTN for planning purposes,
and enter. Technique; since time remaining
varies with GW, pilot may enter one hour as /
0100. EXTRA fuel will allow for landing at
ALTN with one hour fuel reserve.
EXTRA/TIME = Note. FMS adds all required
fuel above and subtracts from UFOB.
-
-
•
If a negative value appears on the ground
before departure, SP displays INSUFFICIENT FUEL message. Check WEIGHT
INIT values, and F-PLN INIT for proper
CRZ FL and TEMP/WIND.
If a negative value appears inflight, the
flight may be using more than planned
fuel reserves, and the pilot should make
necessary adjustments.
UFOB = Check and Accept when refueling is
complete. [For ballast fuel - On the FUEL INIT
4-16-1-12
page, complete BLST FUEL entry. On the
WEIGHT INIT page, include any ballast fuel
weight in the ZFW (line 3R reads "BLST IN
ZFW")]. On WEIGHT INIT page, check the
FMS's leading small font UFOB, which is a
summary of usable (non-ballast) fuel tank
quantities. If correct, accept it at LSK1R; the
UFOB becomes the large font (pilot-entered)
BLOCK fuel. If the FMS's UFOB is incorrect
due to a fuel tank quantity inoperative, enter
the correct UFOB (from Mx or fuel ticket) for
FMS calculations, and see "WEIGHT INIT
changes at engine start" below.
•
ZFW, TOCG, ZFWCG, = Enter and check.
The pilot enters ZFW and accepts UFOB; the
FMS calculates TOGW. ZFW always includes
ballast fuel, if any.
When the Ramp Agent presents the W&B form, or
W&B information arrives via ACARS, enter the W&B
values for ZFW, ZFCG, and TOCG. The FMS computes the TOGW and displays TOGW on this page
and on the TAKEOFF page (until engine start; see below).
During the takeoff data briefing, the Captain checks
the FMS-calculated TOGW against the W&B TOGW
entered in Performance Computer by the F/O.
•
TOGW - FMS calculates TOGW. Check during takeoff data briefing.
•
LW = Landing Weight; Note. Not pilot-alterable.
•
TOCG - Compare. TOCG on WEIGHT INIT
page is pilot-entered from W&B. TOCG on the
SD Secondary Engine page is FMS-calculated. After start of the second engine, a TOCG
difference of 2 units or greater (e.g., 25% vs.
27%) causes a Level-1 CG DISAG alert,
which should be resolved prior to takeoff.
-
(MD-11) With heavy (H) fuel distribution,
the FMS TOCG on the Secondary Engine SD is not accurate until after the FSC
transfers fuel to the tail.
-
Small variations in TOCG (less than 2
units) may be the result of minor calculation differences, and may be ignored.
-
F/O: Enter W&B values in the Performance Computer to calculate takeoff data.
-
Capt: Perform Ch. 7-1-1 Takeoff Performance Data Briefing using challenge and
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
response. The takeoff data briefing may
be combined with briefings for takeoff and
departure procedures.
-
•
Small differences in takeoff Stab. Trim
(less than 1 unit) between the FMS and
the PERF may be ignored. Larger differences should be resolved. A difference of
exactly 1 unit may indicate an incorrect
DEF AIL status.
"CHECK ZFW" message in SP after engine
start = Check and resolve. Displays if the
UFOB and BLOCK disagree by more than
1.0K#. Check FMS UFOB for accuracy. The
message often appears if the UFOB changes
(such as during refueling, extended APU use,
fuel quantity fluctuations during taxi turns, or if
BALLAST entry was changed). The pilot may
change ZFW if inaccurate, or adjust UFOB if
necessary. Ensure any Ballast Fuel is included in ZFW, and not included in UFOB. See
WEIGHT INIT changes after first engine start,
below.
•
"MAX TOGW...", or "MAX ZFW...", or "MAX
LW EXCEEDED" (SP message): Correct the
WEIGHT INIT values.
•
"INSUFFICIENT FUEL" message in SP indicates the predicted fuel burn to destination
(TRIP) is greater than useable fuel (BLOCK).
Message is enabled only during preflight.
(Check CRZ LVLs, INIT WIND, ACT F-PLN,
TOGW, etc.)
W E I G HT
1L
2L
I N IT
UFOB
TAX I
200
2.0
.
TOGW
_ _ _ ._ / _ _ _ _
.
RSV / %
B L S T IN
3L
__._
/ 1 0. 0
__ . __
4L
ALTN
___._
LW
___._
FINAL / TIME
TOCG
6L
•
TOGW on the WEIGHT INIT page changes to
current GW and is continually recalculated.
TOGW on the takeoff data page is constant.
Pilot entry into either field after engine start
causes both fields to blank.
•
UFOB / BLOCK changes to UFOB and the
method the FMS is using to calculate the
changing UFOB and GW; normally UFOB /
FF+FQ. GW is normally calculated by a combination of:
-
FF: Adding fuel flow to the engines.
-
FQ: Adding fuel tank quantities.
If the FMS determines that either FF or FQ is inaccurate, it is automatically eliminated. If the pilot determines that either is inaccurate, he may manually
eliminate it by entering the other sensor (e.g., enter "/
FF" to eliminate the fuel quantity sensors). If the pilot
manually enters a UFOB, the fuel quantity sensors are
automatically eliminated. The pilot may reselect /
FF+FQ by clearing the field.
With a fuel tank quantity inoperative, all weights may
need to be reentered after all engines are started.
When the pilot manually enters UFOB after engine
start, the BLOCK displays "/FF", indicating that fuel
tank quantities ("FQ") will not be used for inflight GW
calculations, fuel predictions, and FMS speeds. The
FMS will use fuel flow for all weight calculations.
1R
W E I G HT
1L
ZFW
.
.
EXTRA / TIME
ZFWCG
_ _ _ ._ / _ _ _ . _
.
I N IT
UFOB
2R
3R
2L
/ 0030
TAXI fuel line disappears.
2/3
TRIP / TIME
___._
•
BLOCK
RTE
5L
WEIGHT INIT changes at engine start: When the
first engine starts, some WEIGHT INIT page fields
change from an initialization mode to an operational
mode:
4R
2 2 4 . 9 / FF + FQ
TRIP / TIME
TOGW
1 0 0 .8 / 0 8 2 4
601.9
RTE
6L
2R
ZFW
3R
ALTN
11.9
LW
464.7
4R
FINAL / TIME
TOCG
4L
5L
B L S T IN
1R
377.0
1 0. 0 / 0 3 . 6
6R
Default Weight INIT
RSV / %
3L
5R
2/3
BLOCK
6.6
0 .0
/ 0100
25.0
EXTRA / TIME
ZFWCG
6.9 / 0103
23.0
5R
6R
009a
After Engine Start
010B
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-13
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
EXTRA and LIMIT Fuel Techniques: EXTRA FUEL
(WEIGHT INIT page) and LIMIT FUEL (HOLD page)
are continually recalculated inflight for pilot use. If the
WEIGHT INIT page is properly configured, EXTRA
and LIMIT fuels will be meaningful to the pilot.
The LIMIT fuel on the HOLD page is the fuel at which
the FMS predicts the EXTRA fuel will be used.
EXTRA FUEL = onboard fuel in excess of the "required" fuels above it on the WEIGHT INIT page. EXTRA FUEL approximates the FP/R planned extra fuel,
referred to as "fuel reserve" inflight by ATC. The FMS
also calculates the extra TIME duration equivalent of
EXTRA fuel, using cruise fuel flow.
When each IRU NAV OFF light extinguishes, that IRU
is aligned and progresses from Align Mode to Nav
Mode. When all three NAV OFF lights extinguish, the
IRS is in Nav Mode, and the PFD airspeed window
progresses from "NO TAXI" to "0 TAXI".
LIMIT FUEL = the total fuel on board during holding at
which all EXTRA FUEL will be used. The FMS also
calculates the clock TIME (Zulu, or UTC) that the EXTRA FUE L w ill be co ns ume d an d LIM IT FUE L
reached.
BEFORE START CHECK
Configure WEIGHT INIT page entries so that EXTRA
FUEL and LIMIT FUEL are useful to the pilot inflight.
Two methods below each disregard the RTE RSV figure, which is legally accounted for on the FP/R:
Method #1 - Declare an ALTN on the FMS F-PLN INIT
page (advantage: in event of a low-fuel diversion, the
direct heading to the ALTN is immediately available):
•
Subtract the ALTN fuel on the WEIGHT INIT
page from the ALTN fuel on the FP/R (must
be a positive number): i.e.,
IRS NAV MODE
When the F/O challenges "IRS", the Captain responds "Aligned", meaning he has checked the PFD
airspeed window for "0 TAXI":
•
"0 -" means the IRS position has zero knots
drift; a good alignment.
•
"-TAXI" means the IRS is in Nav Mode; ready
for taxi and flight.
During preflight and taxi, “0 TAXI” may change to one
or two knots even when aircraft is stopped. Such minor errors do not indicate a faulty IRU unless they
continue to increase.
ALTN (FP/R) - ALTN (FMS) = Difference.
•
Enter this Difference for RTE RSV.
NOTE
The FP/R ALTN fuel should always be
greater than the FMS ALTN fuel (giving a
positive number for Method #1), because the FP/R calculates fuel for descent, approach and missed approach at
the destination, while the FMS calculates diversion from cruise alitude.
Method #2 - DO NOT declare an ALTN in the FMS
(advantage: less likelihood of arithmetic errors):
•
Clear RTE RSV fuel to zero.
•
Enter FP/R ALTN fuel in the WEIGHT INIT
page ALTN fuel area.
With either method, the total of ALTN and RTE RSV in
the FMS is the FP/R fuel for missed approach at the
destination and diversion to the alternate. The FMS
EXTRA fuel then approximates the FP/R EXTRA fuel.
4-16-1-14
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
TAKEOFF
500' AGL
At approximately 500' AGL, press:
ATS - ARM: PRESS AUTOFLIGHT
Press the AutoFlight tile when:
•
Lined up on the runway before takeoff, and
•
Cleared for takeoff, and
•
Throttles are stabilized at the 10:00 o’clock
position on the N1 gauges.
AutoFlight arms the ATS. ATS engages with sufficient
throttle advance and sets takeoff thrust on each engine individually.
FMS TAKEOFF UPDATE
No GNS
Before takeoff,
FMS Position = IRS Position.
However, when throttles advance for takeoff, the FMS
automatically adds a Delta Correction to IRS Position,
creating an accurate FMS Postion equal to the lat/lon
of the FMS takeoff runway from the Nav Dbase. This
takeoff update to FMS Position is seen as a shift in the
ND, as the runway symbol moves beneath the aircraft
symbol.
At takeoff,
FMS Position = IRS Position + Delta.
With GNS - At all times,
FMS Position = GNS Position
No FMS Takeoff Update occurs, therefore no ND map
shift appears with throttle advance. The ND runway
appears beneath the aircraft symbol as the aircraft
taxis onto the runway.
If GNS is installed and active, FMS Position always
equals GNS Position, starting with initialization. No
FMS Takeoff Update occurs, and no map shift occurs
at throttle advance. The Delta correction is always the
GNS Position correction to IRS Position.
If GNS is invalid, inhibited, or fails inflight - The difference between GNS Position and IRS Position becomes a Delta correction, available if GNS fails
inflight. If GNS fails, the last GNS-generated Delta
correction is applied to IRS Position to produce FMS
Position. Automatic FMS Navaid Updates then continually refine the Delta correction, as with the No GNS
installation.
30 October 2002
•
AUTOFLIGHT (for AP),
•
PROF,
•
NAV or HDG (as appropriate), and
•
FMS SPD (if necessary).
AFS
Press the AutoFlight tile at 500' AGL: the AP engages
and follows FMS Flight Director (FD) guidance.
PROF
Press the PROF tile at 500' AGL: The FMS takeoff
profile (vertical navigation and speed targets) is available to the FD. Only during takeoff and go-around
FMS phases, engaging PROF also engages FMS
SPD, because the takeoff and go-around profiles include climb speed, level-off, and accelerate commands using FMS SPD.
NAV
Press the NAV tile or select HDG at 500' AGL, as appropriate. If assigned runway heading or expecting a
vector, delay NAV mode until cleared to an FMS route
or waypoint. If cleared for an instrument departure
which emanates from the runway press NAV before
takeoff.
FMS SPD
Engaging PROF while in FMS takeoff phase (or after
using the GA button on a missed approach) also engages FMS SPD. Confirm FMS SPD mode in the
FMA; press FMS SPD if required. As a technique, PF
may always press FMS SPD as a back-up procedure,
if desired.
Early NAV Engagement
NAV mode may be engaged before 400' AGL, if desired. See Ch. 8-4 Autoflight and Ch. 8-16 Navigation
for detailed system descriptions.
Parallel Rudder
Once NAV is engaged, parallel rudder is not available
with the AP-ON, in event of an engine loss on takeoff.
For an engine failure without parallel rudder, apply
manual rudder until manual rudder trim is correct.
Therefore, the PF planning NAV use below 500' must
prebrief the PNF.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-15
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
•
AP:
NO PROF - The PF commands CLB thrust by
pulling the altitude select knob for a level
change.
•
Engage AP at 500' or prebrief other technique (FedEx standard procedure).
•
AP tracks the FD guidance (FMS or FCP
commands).
NOISE ABATEMENT PROCEDURES
•
AP inhibits NAV mode until 400' AGL.
The FMS takeoff profile complies with standard U. S.
and ICAO-A noise abatement procedures for:
NAV:
•
NAV may be engaged before takeoff for an instrument departure emanating from the runway.
•
NAV arms FMS track capture mode; FD guidance to the FMS track is available immediately after takeoff.
•
NAV inhibits AP until 400' AGL.
•
1,500’ AGL thrust reduction.
•
3,000’ AGL acceleration and flap/slat retraction.
•
Speed control.
With NAV and AP engaged, the aircraft is immediately armed to automatically capture and follow FMS
guidance. The FMS track may be the ACT F-PLN, a
LOC course, a VOR radial, or FCP commands.
1,500' AGL
The FMS takeoff phase ends at acceleration altitude
(TAKEOFF page ACCEL altitude). The default is
3,000' msl and pilot-alterable.
Climb Speed
Below the acceleration altitude (default 3,000' agl),
climb speed is determined by the FMS with PROF
Guidance Mode:
•
All engines operating: V2+10 KTS.
•
One engine inoperative climb speed depends
on the speed at engine failure:
-
V2 (for engine failure at V2 or below).
-
Speed at engine failure (for engine failure
between V2 and V2+10).
-
V2+10 (for engine failure above V2+10).
Thrust Limit
Engine thrust limit is reduced from takeoff power to
climb power (displayed on the EAD) at the thrust reduction altitude; CLB THRUST on the TAKEOFF page
(default 1,500' AGL). Pitch guidance maintains PROF
speed.
•
PROF engaged - The FMS automatically reduces engine thrust to CLB thrust.
4-16-1-16
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
CLIMB
INTERMEDIATE LEVEL OFF
FMS CLB phase extends from the end of the takeoff
phase until reaching CRZ FL (on F-PLN INIT page) at
T/C. The FMS determines climb speed above the acceleration altitude (default 3,000' AGL):
If the pilot uses the FCP to level off prior to the CRZ
FL (F-PLN INIT page), the FMS remains in CLIMB
phase:
•
Below 10,000' MSL: Vcl (even if Vcl is above
the 250 KT speed limit).
•
Above 10,000' MSL: ECON CLB speed (or
other Performance Mode speed) until T/C.
•
Thrust limit remains CLB thrust (instead of
MCT).
•
Speed is climb speed (instead of cruise
speed).
•
Fuel and time predictions use only current
wind (instead of blending INIT and FORECAST Winds).
3,000' AGL
3,000' AGL is the default acceleration altitude. The acceleration altitude is pilot-alterable on the takeoff
page. During acceleration, retract the flaps and slats
on schedule.
For temporary level offs, leave the FMS in CLIMB
phase.
•
PROF engaged - The FMS automatically reduces pitch for acceleration and clean up.
For extended level offs, force the FMS to CRUISE
phase by changing the CRZ FL to the level off altitude
on the F-PLN INIT page.
•
NO PROF - The PF commands a pitch reduction and accelerates by pulling the SPD switch
for a SPD select.
If climb continues past the F-PLN INIT CRZ FL, the
FMS automatically changes the CRZ FL to the higher
altitude, and retains CRUISE phase.
Delay flap/slat retraction until approximately 10 KTS
above the retraction speeds for any of the following:
•
High GW.
•
Turbulence.
•
Potential windshear.
•
Bank angle during turns.
10,000' MSL
Below 10,000’ MSL, FMS climb speed is 250 KTS. or
Vcl, whichever is greater. Passing 10,000', CLB speed
accelerates to:
•
The FMS CRUISE phase extends from T/C to T/D. T/
C occurs when reaching CRZ FL. The FMS calculates the T/D using PROF and FMS SPD. The pilot
can force T/D early or hold it until later by overriding
the FMS with the FCP.
CRUISE CLIMB
10,000' MSL is the default speed limit altitude. 250
knots is the default speed limit below this altitude. Pilots may alter the default speed and/or altitude with a
waypoint vertical revision and scratchpad entry into
LSK5R. For the FMS Climb phase, vertical revise any
waypoint prior to T/C. (For the FMS Descent phase,
vertical revise any waypoint after T/C.)
•
CRUISE
During CRUISE phase, the FMS continually calculates fuel and time to future waypoints, and suggests
optimum altitudes. For predictions, the FMS assumes:
•
Speed: FMS speed as determined by the Cost
Index. The FMS ignores any pilot-selected
FCP speed for predictions.
•
Altitude: CRZ FL, including any step climbs
entered in the F-PLN INIT.
•
Thrust and Drag: Standard Perf Dbase calculations (plus PERF FACTOR from F-PLN
INIT).
•
Wind: The FMS Wind Model is a blend of Current Wind and Forecast Cruise Winds.
ECON SPD (The ECON climb phase speed/
mach targets are calculated to obtain the minimum operating cost per mile traveled enroute
based on the entered cost index. Some factors considered in these calculations include
cruise flight level, gross weight, temperature,
and current or predicted winds.) or
WIND MODEL
Other Performance Mode speed target (pilot
selected on PERF page; MAX CLB or EDIT).
Current Wind is the wind speed and direction sensed
by the IRS, and displayed on the ND upper left corner.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-17
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
INIT Wind (TRIP WIND) is the overall average headwind or tailwind for cruise, is found on the FP/R top
line, and must be entered on the F-PLN INIT page.
The FMS uses INIT Wind as a default wind if no Forecast Winds are available.
Forecast Cruise Winds are wind speed and direction
for specific waypoints on the ACT F-PLN at cruise at
specific altitudes, and are optional entries.
Forecast Climb and Descent Winds are wind speed
and direction at specific altitudes, and are optional entries on the Climb and Descent Forecast pages (accessible from the PERF tile).
INIT Wind
Since the FMS will not initialize without an INIT Wind
on the F-PLN INIT page, the FMS always has a default predicted wind; the headwind or tailwind average
for the cruise portion of the flight, from the top line of
the FP/R.
Blended Wind
Within 200 miles of current position, the FMS uses a
blended wind. It uses Current Wind at present position, and linearly approaches Forecast Wind speed
and direction as the distance considered increases. At
100 miles, an average of Current and Forecast Wind
is used. Outside of 200 miles, only Forecast Wind is
used.
Forecast Cruise Wind
The FMS always has INIT Wind as a default predicted wind. The pilot may enter forecast waypoint winds
and altitudes in the ACT F-PLN, page 2.
published restrictions or to add an airspeed or altitude
constraint. FMS final approach segment editing may
ONLY be done in the FMS if the edit is by direction of
an FAA NOTAM, or due to an ATC-issued restriction.
If such editing results in a F-PLN DISCON within the
final approach segment, DO NOT clear the discon; reenter the IAP and re-edit the constraint. If unable to
comply with these FMS final approach segment editing restricitons, fly the approach without using FMS
NAV; use FCP controls as required.
FLIGHT PLANNING
The F-PLN tile allows the pilot to review and revise the
lateral and vertical elements of the flight plan in the
sequence in which they occur. There are two major
portions of the Active (ACT) flight plan, a Primary
Flight Plan which describes the intended route for the
remainder of flight and an Alternate (ALTN) Flight Plan
from destination to the alternate airport. The legs of
the alternate flight plan may be incorporated into the
primary flight plan with a lateral revision (ENABLE
ALTN). The ALTN F-PLN includes the calculation and
display of an optimum cruise flight level (T/C). Minimum elements in the primary flight plan include origin
and destination airports. A Secondary Flight Plan almost identical to the Active F-PLN is detailed in a later section.
In this section a flight plan will be built (strung) from
the initialized origin airport to the destination airport.
The entry of the stored CO ROUTE will enable immediate entry of the entire flight plan appreciably reducing pilot workload.
F-PLN PAGE 1
APPROACH
Although Jeppesen charts often offer multiple similar
approaches to the same runway, the FMS can not.
Software constraints limit the FMS Nav Dbase to only
one approach of the same type to the same runway.
For example, Jeppesen charts to DFW may offer an
"ILS Rwy 17C" and a "CONVERGING ILS Rwy 17C".
However, the FMS Nav Dbase can offer only one ILS
to 17C. The pilot must understand, review, and brief
the approaches' differences. If cleared for the approach not in the FMS, the pilot may alter the FMS approach in the ACT F-PLN to comply, or may fly that
portion of the approach not in NAV (using FCP controls).
However, no part of the final approach segment (between and including the FAF and the MAP) may be altered in the FMS, except for raising minima for various
4-16-1-18
For an example and explanation of typical flight plan
elements and values review figure below.
Time at the FROM waypoint is 0000 until takeoff when
it becomes arrival time at waypoint and other displayed times become waypoint and pseudo waypoint
Estimated Time Over (ETO)s. The pseudo waypoints
are computer generated and are enclosed in brackets
[ ]. They are placed in the flight plan for pilot reference and cannot be displayed as a FROM waypoint.
They signify a computed vertical occurrence in relation to the lateral flight plan. Table 1 lists possible
pseudo waypoint vertical occurrences. Each pseudo
waypoint will be explained as they occur in the following sections.
The F-PLN INIT page entered KORD as the origin airport (A/P) and LSZH as the destination and EDDM as
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
the alternate A/P. Pressing the F-PLN function key
with this initialization shows the flight plan. Vertical
scrolling (Up Arrow) is used to display the additional
route information.
TIME AT
FROM
WAYPOINT
FROM
WAYPOINT
LABEL
A CT F - P L A N
FROM
FROM
WAYPOINT
DATA FIELD
(ORIGIN
AIRPORT)
1/2
ETE
SPD
ALT
0000
___/
670
1R
1L
KORD
2L
ELX
13
355/
FL199
2R
3L
UNBAR
17
.82
FL259
3R
4L
(T / C )
19
//
/ FL290
4R
5L
SV M
24
//
/
FL290
5R
6L
YXU
36
//
/
//
6R
WAYPOINT
PSUEDO
WAYPOINT
(TOP OF
CLIMB)
PAGE 1 OF 2
AIRPORT
ELEVATION
ALTITUDE
(TOP OF
CLIMB)
027
WAYPOINT
TIME
WAYPOINT
SPEED
VERTICAL
SLEWING
AVAILABLE
027
CDU Display
Pseudo Waypoint
Definition
T/D
Top of Descent
FMC calculates
where the A/C should
start its descent.
S/C
Step Climb Point
Pilot has inserted a
step climb (where the
step climb will begin).
T/C
Top of Climb
FMC calculates
where the A/C will
reach the cruise
altitude or step
altitude if in a step
climb.
Table 1
Table1
STEP:
PUSH F-PLN
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-19
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
SID SELECTION/ENTRY
A CT F - P L A N
FROM
ETE
ALT
___/
1L
KORD
670
1R
2L
- - F-PLN D I S C O N T I N U I T Y - -
2R
3L
LSZH
1420
3R
4L
----- END OF F-PLN -----
4R
5L
LSZH
5R
6L
- - F-PLN D I S C O N T I N U I T Y - -
6R
----
The SID page lists and allows selection of SIDs and
runways from the origin airport as well as selection of
a departure transition and also displays the automatically selected engine out SID for the selected runway
if it exists in the navigation data base.
1/2
SPD
---/
PRIMARY
F-PLAN
SID entry into the F-PLN is made by accomplishing a
lateral revision to the origin airport. Pressing the left
LSK of KORD displays the LAT REV page. Pressing
1L < SID provides a listing of airport associated SIDs.
028
STEPS:
A. PUSH F-PLN
B. PUSH 1L (with SP empty)
028
STEP:
PUSH Up Arrow 3 times
L AT R EV
A CT F - P L A N
ETE
KORD
FROM
N35 02.8/W08958.6
1/2
SPD
1L
ALT
1L
----- END OF F-PLN -----
1R
2L
LSZH
2R
3L
- - F-PLN D I S C O N T I N U I T Y - -
3R
SID
1R
HOLD
2L
4L
5L
(T / C )
FL220
EDDM
ALTERNATE
F-PLAN
4L
3R
NEXT WPT
NEW CO RTE
*[
[
]
]*
4R
NEW DEST
5R
--END OF F-PLN--
6L
4R
3L
2R
[
5L
6L
*TO E G S S
]*
5R
RETURN TO
ENABLE ALTN
6R
A C T F-P L N
6R
029
029
NOTE
The FROM data label disappears when
the point in 1L is not the ‘’FROM’’ waypoint.
030
STEP:
S I D FROM K O R D
NOTE
Vertical scrolling (Down Arrow) either displays toward the FROM waypoint or displays the end of the primary flight plan
and alternate flight plan. The slew keys
(Up Arrow and Down Arrow) move the
flight plan up or down to either load waypoints or to review any portion of the
flight plan. The waypoint string ‘’wraps
around,’’ that is, pressing the down slew
displays end of flight data (i.e. arrival airport or alternate flight plan).
PUSH 1L
SIDS
RWY S
04L
1R
2L
04R
2R
3L
09L
3R
4L
09R
4R
14L
5R
1L
NONE
5L
RETURN TO
6L
L AT R EV
6R
031
031
4-16-1-20
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
At Chicago no SIDs are listed but multiple runways
are available for selection. If enroute transitions
(TRANS) were available for a selected SID, they
would be displayed below the selected SID for pilot
selection. With a transition selected, remaining unselected transitions are listed below that selected
TRANS. The vertical slew prompt indicates that additional RWYS are available for display and selection.
The RETURN TO LAT REV › 6R prompt and selection returns the display to the LAT REV page without
SID or RWY selection.
STEPS:
A. PUSH Up Arrow (Vert slew until desired RWY in view).
B. PUSH 4R
S I D FROM K O R D
033
STEP:
If an ENGINE OUT SID (EOSID) existed in the data
base for RWY 32L (only one can) it would have been
automatically selected along with the runway. When
all SID selection requirements are met the 6L *INSERT prompt appears. Pushing 6L inserts the SID,
TRANS and RWY into the F-PLN.
ACT F-PLAN
22R
1R
2L
27L
2R
3L
27R
3R
4L
32L
4R
5L
32R
5R
1/2
FROM
ETE
SPD
ALT
1L
RW32L
0000
---/
650
1R
2L
- - F-PLN D I S C O N T I N U I T Y - -
2R
3L
LSZH
1420
3R
4L
----- END OF F-PLN -----
4R
5L
LSZH
5R
6L
- - F-PLN D I S C O N T I N U I T Y - -
6R
RWY S
1L
PUSH 6L *INSERT
---/
----
034
034
NOTE
RETURN TO
L AT R EV
6L
Insertion of the runway configures the
ND MAP display with a runway symbol
and course as shown below.
6R
032
032
Selecting RWY 32L by pressing 4R automatically results in the display shown below. F-PLN insertion is
accomplished by pressing 6L.
SID F ROM KORD
SIDS
1L
NONE
RWYS
SEL
32L
2L
1R
2R
ADDL RWYS
3L
04L
3R
4L
04R
4R
09L
5R
5L
ORD
RETURN TO
6L
* INSERT
LAT REV
6R
KORD
^
033
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
0062M
4-16-1-21
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
CUSTOM SID SELECTION/ENTRY
036
LSK 5L on the SID page provides a CSTM SIDS * for
selection if custom SIDs are available. If pushed, all
the custom SIDs for that airport will be displayed.
By selecting a custom SID from the menu, the following screen will be displayed.
SID Page With Custom SIDs Selected
Initial SID page
SID F ROM KJFK
CSTM SIDS
SID F ROM KJFK
1L
1L
STD SIDS
RWYS
BELLE6
04L
2L
1R
BELLE
RWYS
SEL
SEL 22R
TRANS
EOSID
NONE
EO22R
ADDL SIDS
ADDL RWYS
1R
2R
2L
CYN5
04R
2R
3L
LINND3
04L
3R
3L
LINND3
13L
3R
4L
OKWD2
04R
4R
13L
5R
STD
4L
OKWD2
13R
RETURN TO
CUSTOM
5L
SIDS
5L
4R
22L
SIDS
6L
5R
* INSERT
LAT REV
LAT REV
6L
6R
^
RETURN TO
6R
037
^
037
035
035
Page operation using Customer SIDs/Transitions is
the same as that previously described for standard
SIDs.
Switching between Standard and Custom SIDs/Transitions is accomplished by pushing LSK 5L. The SID
page will only allow selection of one procedure type,
either custom or standard or vice versa. The selections already made by the pilot will be retained for display and insertion until another selection is made.
The following screen reflects the result of having selected Custom SIDs after a standard procedure was
already chosen.
SID Page With Custom SIDs Menu
SID F ROM KJFK
STD SID
1L
2L
CYN5 SEL
WAYPOINT ENTRY/DELETION
Waypoints may be entered (strung) into the flight plan
by any one of several methods. Direct entry, and the
insertion of waypoints via the use of airways will be
discussed. Other waypoint insertion methods are covered in Advanced Flight Planning. Waypoint deletion
and duplicate waypoints are also covered in the following sections.
DATA BASE WAYPOINT ENTRY
Refer to FLIGHT DATA for the routing between
KORD and LSZH. Direct entry into the F-PLN of the
waypoint navaid Keeler (ELX) is accomplished by typing ELX into the SP and pressing 2L.
STEP:
Type ELX in SP
RWYS
SEL 22R
CSTM SIDS
EOSID
BELLE6
EO22R
1R
2R
ADDL RWYS
3L
LINND3
04L
3R
4L
OKWD2
04R
4R
13L
5R
STD
5L
SIDS
RETURN TO
6L
* INSERT
LAT REV
6R
^
036
4-16-1-22
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
STEPS:
A CT F - P L A N
A. Type UNBAR in SP
1/2
B. PUSH 3L
FROM
ETE
SPD
ALT
1L
RW 32 L
0000
---/
650
1R
C.Type SVM in SP
2L
- - F-PLN D I S C O N T I N U I T Y - -
2R
D.PUSH 4L
3L
LSZH
1420
3R
4L
----- END OF F-PLN -----
4R
5L
LSZH
5R
6L
- - F-PLN D I S C O N T I N U I T Y - -
6R
----
---/
E. Type YXU in SP
F. PUSH 5L
G.Type YYZ in SP
H.PUSH 6L
ELX
A CT F - P L A N
038
FROM
038
PUSH 2L
A CT F - P L A N
1/2
FROM
ETE
SPD
ALT
1L
RW 32 L
0000
---/
650
2L
ELX
----
---/
3L
- - F-PLN D I S C O N T I N U I T Y - -
1R
2R
1L
RW 32 L
2L
ETE
SPD
1/2
ALT
0000
---/
650
1R
ELX
----
---/
-----
2R
3L
UNBAR
----
---/
-----
3R
4L
SVM
----
---/
-----
4R
5L
YXU
----
---/
-----
5R
6L
YYZ
----
---/
-----
6R
3R
040
1420
4L
LSZH
5L
----- END OF F-PLN -----
5R
6L
LSZH
6R
----
---/
4R
040
STEPS:
• PUSH Up Arrow
• PUSH Up Arrow
039
A CT F - P L A N
039
The new waypoint ELX is inserted at 2L causing the
discontinuity or waypoint that previously existed at that
location, as well as the remainder of the F-PLN, to be
pushed down.
Other flight plan waypoint entries are similarly inserted into the flight plan.
ETE
SPD
1/2
ALT
1L
UNBAR
----
---/
-----
1R
2L
SVM
----
---/
-----
2R
3L
YXU
----
---/
-----
3R
4L
YYZ
----
---/
-----
4R
5L
- - F-PLN D I S C O N T I N U I T Y - -
5R
6L
LSZH
----
---/
1420
6R
041
041
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-23
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
NOTE
The FROM waypoint may be the revise
point only if it is a fixed waypoint or
present position (PPOS). An origin airport or runway waypoint in 1L cannot be
used as a waypoint entry LSK.
L AT R EV
FROM
YY Z
N3608.2/W08641.1
ST A R
1R
HOLD
2R
1L
A I RW AY S
2L
PROCEDURE
TURN
3L
F-PLN DISCONTINUITY
4L
F-PLN discontinuity is defined as a break in the flight
plan where there is no connection between two successive path/terminations. The FMC does not automatically insert route legs into the flight plan to bridge
discontinuities. Insertion of legs is a direct result of a
pilot action. Therefore, the pilot should utilize the EIS
or refer to the F-PLN routing to identify subsequent
deletions or additions to construct the desired routing.
Whenever the aircraft is within 30 seconds of a leg sequence into a discontinuity, the message ‘’DISCONTINUITY AHEAD’’ is displayed in the CDU SP.
NEXT WPT
NEW CO RTE
*[
[
]
]*
3R
4R
NEW DEST
[
5L
6L
*TO E G S S
]*
5R
RETURN TO
ENABLE ALTN
A C T F-P L N
6R
042
STEP:
PUSH 2L < AIRWAYS
A I R W A Y S FROM Y Y Z
AIRWAY ENTRY
VIA
This function allows F-PLN construction or revision via
use of inserting airways and their associated waypoints into the F-PLN. The pilot chooses a waypoint
from which the desired airway and routing will be
flown. For example, the routing from YYZ (Toronto) to
YSC (Sherbrooke) is via J586 and J500.
1L
[
]
1R
2L
2R
3L
3R
4L
4R
5L
YCF
113.5
YYZ
113.3
J586
YXU
117.2
J5
MSS
114.1
J586
J586
5R
MIILS
YJN
115.8
RETURN TO
YSC
113.2
LAT REV
6L
J500
6R
86
REVISE
WAYPOINT
043
TERMINATION
WAYPOINT
0069M
043
0069M
To begin inserting these airways and waypoints into
the F-PLN a LAT REV is accomplished at YYZ by
pressing the left LSK adjacent to YYZ with the SP
empty and pressing 2L the < AIRWAYS prompt.
STEP:
PUSH 4L
The airway (J586) from the revise point (YYZ) is entered in 1L followed by entry of J586 termination point
YJN in 1R. Notice that as one entry is made new selection brackets appear and that when an airway and
termination point is entered the *INSERT prompt appears for insertion of the airway and waypoints into
the F-PLN.
STEPS:
A. Type J586 in SP
B. PUSH 1L
4-16-1-24
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
A I RW AY S FROM YY Z
1L
A I RW AY S FROM YY Z
TO
VIA
J586
[
]
1R
BKW
1L
VIA
2L
TO
VIA
VIA
[
]
2R
2L
1R
TO
J 50
YSC
2R
VIA
3L
3R
3L
4L
4R
4L
5R
5L
5L
[
]
3R
4R
5R
RETURN TO
L AT R EV
6L
RETURN TO
6R
6L
LAT REV
* INSERT
6R
046
044
044
STEPS:
046
A. Type YJN in SP
STEP:
PUSH 6L *INSERT
B. PUSH 1R
The entire routing from YYZ to YSC is entered into the
F-PLN by pressing 6L which results in the flight plan
shown below.
A I RW AY S FROM YY Z
1L
VIA
TO
J 586
YJN
1R
A CT F - P L A N
VIA
2L
[
FROM
]
2R
1L
YYZ
1/2
ETE
SPD
----
---/
-----
1R
----
---/
-----
2R
----
---/
-----
3R
----
---/
-----
4R
----
---/
-----
5R
----
---/
-----
6R
ALT
J586
3L
3R
2L
VQC
4L
4R
3L
MSS
J586
J586
5L
5R
4L
RETURN TO
6L
LAT REV
* INSERT
KELVI
J586
6R
5L
NAPEE
J586
6L
045
YJN
045
047
Further entry of J500 to YSC is completed below.
047
STEPS:
• Type J500 in SP
STEP:
PUSH Up Arrow (3 times)
PUSH 2L
• Type YSC in SP
PUSH 2R
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-25
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
PLN entry) and/or aircraft position for other duplicate
names pages.
A CT F - P L A N
1L
1/2
NOTE
J 586
ETE
SPD
ALT
KELVI
----
---/
-----
1R
----
---/
-----
2R
----
---/
-----
3R
----
---/
When a navaid is entered into the NAV
RAD page, DUPLICATE NAMES page
are not displayed (navaid automatically
selected) when only one navaid with the
selected IDENT exists within 100 NM of
the aircraft position.
J 586
2L
NAPEE
3L
YJN
J 586
J 500
4L
YSC
-----
4R
5L
- - F-PLN D I S C O N T I N U I T Y - -
5R
6L
LSZH
----
---/
1420
Routing after YSC is direct MIILS direct SG direct
5150N etc. Entering MIILS and attempted entry of SG
(Springdale) results in the display of the Duplicate
Names Page.
6R
048
048
An airway modification to an existing F-PLN may be
accomplished by a similar LAT REV. When the airway termination waypoint is not a F-PLN waypoint, a
F-PLN DISCONTINUITY is inserted after the termination waypoint. If the termination waypoint is in the original flight plan, then legs in the original flight plan
between the revise point and the termination point are
deleted with no discontinuity. If a DISCON does exist,
use the MAP and modify the F-PLN to reflect the desired routing. The ‘’FROM’’ waypoint may be a revise
point.
NOTES
With multiple intersecting airways, the
‘’TO’’ point does not need to be entered
as the FMS will automatically identify the
intersecting waypoint. Without an intersecting waypoint the FMS will create an
intersecting waypoint named ‘’XAWY’’
where AWY is the name of the airway after the intersection.
STEPS:
A. Type MIILS in SP
B. PUSH 3L
C.PUSH Up Arrow 2 tiimes
A CT F - P L A N
J 586
1L
YJN
1/2
ETE
SPD
----
---/
-----
ALT
1R
J 500
2L
YSC
----
---/
-----
2R
3L
MIILS
----
---/
-----
3R
4L
- - F-PLN D I S C O N T I N U I T Y - -
4R
5L
LSZH
----
6L
-----END
OF
---/
1420
5R
F-PLN-----
6R
049
049
DUPLICATE WAYPOINTS
If a non unique identifier is entered through the CDU,
the duplicate names page will be automatically displayed for pilot review and waypoint selection. The
LAT/LONG of the waypoint is displayed in whole degrees and if a navaid, the frequency is also displayed.
Pilot selection of the desired waypoint is made
through the associated LSK where upon the display
reverts to the previous displayed page.
STEPS:
A. Type SG in SP
B. PUSH 3L
Duplicate waypoints will be displayed top to bottom in
order of closest distance to the revise waypoint (for F-
4-16-1-26
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
SG
364.0
DUPLICATE NAMES
N 49 / W O56
364.0
2L
* SG
N 44 / W 088
332.0
2R
3L
* SG
N58 / W012
409.0
3R
4L
* SG
N 45 / E 005
109.70
4R
5L
* SG
N 48 / E 009
306.0
5R
LSZH
DI
* SG
1R
N
YSC
113.2
FREQ
SC
O
LAT / LONG
1L
DISCON
MIILS
0069M1
0069M1
STEP:
PUSH CLR
RETURN TO
ACT F-PLN
6L
A CT F - P L A N
6R
J 586
050
1/2
ETE
SPD
----
---/
-----
ALT
1R
1L
YJN
2L
YSC
----
---/
-----
2R
3L
SG
----
---/
-----
3R
4L
- - F-PLN D I S C O N T I N U I T Y - -
4R
5L
MIILS
-----
5R
6L
- - F-PLN D I S C O N T I N U I T Y - -
6R
J 500
050
Choosing the correct SG waypoint by comparing LAT/
LONGs and FREQ to the flight plan route yields SG at
N49/W056 with a frequency of 364.0. To enter this navaid waypoint into the F-PLN, press 1L and it is inserted into the F-PLN shown below.
A CT F - P L A N
J 586
1L
YJN
----
---/
CLR
1/2
052
ETE
SPD
ALT
----
---/
-----
1R
052
J 500
2L
YSC
----
---/
-----
2R
3L
SG
----
---/
-----
3R
4L
- - F-PLN D I S C O N T I N U I T Y - -
4R
5L
MIILS
-----
5R
6L
- - F-PLN D I S C O N T I N U I T Y - -
6R
----
---/
STEP:
PUSH 3L
Actuation of the left LSK 3L abeam the waypoint to
delete removes the waypoint from the flight plan and
inserts another F-PLN DISCONTINUITY. Since the
two discontinuities describe the same condition, only
one is displayed on the CDU.
051
ACT F-PLAN
J 586
051
Note the error in pressing 3L with SG in the SP. This
commands SG entry before MIILS but sets the stage
for Waypoint Deletion discussed next.
WAYPOINT DELETION
Waypoint deletions from the flight plan including FPLN DISCONTINUITY are made using the SP and
CLR key.
1/2
ETE
SPD
----
---/
-----
ALT
1R
----
---/
1L
YJN
2L
YSC
-----
2R
3L
- - F-PLN D I S C O N T I N U I T Y - -
3R
4L
MIILS
-----
4R
5L
- - F-PLN D I S C O N T I N U I T Y - -
5R
6L
LSZH
J 500
----
----
---/
---/
Actuation of the CLR key with the SP empty places
the message CLR in the SP.
1420
6R
053
053
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-27
MD-11/MD-10 FLIGHT MANUAL
YSC
113.2
ACT F-PLN
LSZH
DISCON
J586
MIILS
1L
0069M2
YJN
J500
0069M2
To create a continuous routing from YSC to MIILS, the
pilot need only clear the F-PLN DISCONTINUITY located at 3L. Next, SG must be reentered as previously described. Note that when the F-PLN discontinuity
of 3L is cleared, the F-PLN in 4L, 5L, and 6L moved
up one line.
STEP:
1/2
^
DISCON
ETE
STD
----
---/
----
1R
ALT
2L
YSC
----
---/
----
2R
3L
MIILS
----
---/
----
3R
4L
SG
----
---/
----
4R
5L
- - F-PLN D I S C O N T I N U I T Y - -
5R
6L
LSZH
6R
----
---/
PUSH CLR
1420
^
^
NAVIGATION PROCEDURES
055
055
A CT F - P L A N
J 586
1L
YJN
ETE
SPD
----
---/
1/2
ALT
-----
1R
-----
2R
SG
364.0
J 500
2L
YSC
----
---/
LSZH
MIILS
3L
- - F-PLN D I S C O N T I N U I T Y - -
3R
4L
MIILS
-----
4R
5L
- - F-PLN D I S C O N T I N U I T Y - -
5R
6L
LSZH
CLR
----
---/
DIS
CO
N
YSC
113.2
0069M3
0069M3
NOTE
----
---/
1420
Clearing a FROM point is only possible
when NAV is not engaged. This causes
one leg sequence to occur.
6R
054
054
STEPS:
A. PUSH 3L
Continuing the process of waypoint and airway entries and clearing of any F-PLN DISCONTINUITY
completes the flight plan stringing process to the destination airport.
B. Type SG in SP
C.PUSH 4L
D.PUSH
page)
1L
(DUPLICATE
If the aircraft position is invalid, the TO
waypoint can not be deleted.
NAMES
F-PLN PAGE 2
F-PLN page 2 provides great circle distance to the
next waypoint, F-PLN outbound course for the next
leg, temperature, and wind information for the identical waypoints displayed on page 1. Pressing PAGE
with F-PLN page 1 displayed accesses page 2. Labels below provide an explanation of F-PLN page 2
data.
4-16-1-28
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
DISTANCE REMAINING
(TO ELX)
RETURNS
PAGE TO
PAGE 1/2
A CT F - P L A N
DIST
FROM
RW 32 L
1L
A CT F - P L A N
2/2
DIST
FROM
C
WIND
14
--- /---
1R
1L
MAG COURSE TO
WAYPOINT UNBAR
RW 32 L
ELX
-27
41/103
-39
UNBAR
3L
264
261
/067
/081
2R
3R
COMPUTER TEMP
& WINDS
FROM CLIMB FORECAST
13
4L
(T / C )
5L
SVM
6L
YXU
WIND
14
--- /---
1R
80
80
2L
2/2
C
-45
260
/085
4R
//
TAIL
/1 2 0
5R
//
//
/ //
6R
63
2L
ELX
3L
UNBAR
-27
264
/067
2R
41/103
-39
261
/081
3R
-45
260
/085
4R
//
TAIL
/1 2 0
5R
//
//
/ //
6R
13
CRZ TEMP
& WINDS
PILOT ENTERED
F-PLN INIT
4L
(T / C )
5L
SVM
63
115
115
056
DISTANCE
BETWEEN
WAYPOINTS
6L
YXU
VERTICAL
SCROLLING
AVAILABLE
058
056
058
The temperature defaults to ISA temperatures unless
there is a pilot entered value on the F-PLN INIT page,
then it is a calculated temperature for that altitude.
Winds default to HD/000 unless entered on the F-PLN
INIT page. If parameters do not change on successive legs of the F-PLN, the ditto (// ) marks will be displayed.
STEP:
PUSH F-PLN
1/2
STD
RW32L
0000
---/
2L
ELX
13
3L
UNBAR
4L
(T/C)
ALT
650
1R
355/
FL199
2R
17
.82/
FL259
3R
19
//
FL290
4R
/
Type 330/280/100 in SP
VERT REV AT SG
2/2
ALT/TEMP
5L
SVM
24
//
/
FL290
5R
6L
YXZ
36
//
/
//
6R
1L
ALT /
^
^
STEP:
^
FROM
1L
Winds entered on the F-PLN INIT page are inserted
into the flight plan between the origin airport and destination airport and used for predictions. Cruise waypoint wind entries or changes may be made by a
VERT REV to F-PLN page 2.
Pressing the right LSK adjacent to the cruise waypoint SG with the SP empty, results in the display
shown below. Typing the altitude and wind into the SP
and pressing 2L enters the wind into the VERT REV
page for insertion into the flight plan.
^
ACT F-PLN
ETE
F-PLN TEMP AND WIND ENTRY
[
WIND
] / [
1R
]
2L
[
] / [
] /[
]
3L
[
] / [
] /[
]
PREV >
3R
4L
[
] / [
] /[
]
NEXT >
4R
5L
[
] / [
] /[
]
2R
057
057
5R
PAGE
RETURN TO
ACT F-PLAN >
6L
330 / 280 / 100
^
6R
^
STEP:
059
059
STEP:
30 October 2002
PUSH 2L
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-29
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION PROCEDURES
3R
2/2
^
VERT REV AT SG
PREV> and NEXT> - Prompts allow direct
access t o the wind entry page of the previous or next waypoint along the route.
4R
ALT/TEMP
1L
ALT /
[
WIND
] / [
1R
]
2L
FL 330 / 280 / 100
3L
[
] / [
] /[
]
PREV >
3R
4L
[
] / [
] /[
]
NEXT >
4R
5L
[
] / [
] /[
]
6R
2R
As an example the wind of 240° and 80 kts is entered
into the F-PLN at 5520N.
5R
RETURN TO
* INSERT
ACT F-PLAN >
^
STEPS:
6R
A. Line select 4R, move to wind entry
page for waypoiny 5520N
^
6L
RETURN TO ACT F-PLN - Activation of
LSK returns to ACT F-PLN page without
insertion of entered data.
B. Type 290/240/80 in SP
060
C.PUSH 3L
060
VERT REV
AT
5520N
2/2
^
Pressing 6L *INSERT will enter the FL330 SG wind
into the flight plan. The basic VERT REV data fields
are further explained.
ALT/TEMP
ALT/WIND - Up to four altitudes of cruise
winds can be entered. They are automatically arranged in descending order from
top to bottom. The same four altitudes will
apply to all cruise waypoint winds. If no
entry is made at a particular altitude, only
brackets will be displayed.. Pilot entered
or uplinked winds will appear in LARGE
font. Propagated winds will be in small
font. All winds displayed on the F-PLN2
page will be in small font.
If a pilot clears the wind entry for any altitude on the wind entry page, all entries for
that altitude along the route will also be
cleared.
6L
*INSERT - INSERT prompt is displayed
when a wind entry is made. Inserts wind
value into ACT F-PLN, and propagates the
wind to all other waypoints that do not already have winds entered.
1R
ALT/TEMP - The altitude/temperature field
allows entry of a specific altitude with a
known temperature in °C.
2R
TRIP WIND - TRIP WIND as entered on
the F-PLN INIT page. Value is displayed
only until entry is made in 2L, 3L, 4L or 5L.
4-16-1-30
1L
ALT /
[
WIND
] / [
1R
]
2L
FL 330 / 280 / 100
2R
3L
FL 290 / 240 / 080
PREV >
3R
4L
[
] / [
] /[
]
NEXT >
4R
5L
[
] / [
] /[
]
5R
RETURN TO
ACT F-PLAN >
6L
^
6R
^
2L
061
061
STEP:
PUSH 6L *INSERT
The wind profile used for prediction calculations is
constructed in the following manner.
INITIAL F-PLN - The F-PLN INIT page TRIP WIND is
applied from takeoff at the origin A/P to landing at the
destination A/P.
CLIMB - Entries on the Climb Forecast Wind page are
used to compute the climb portion of the flight plan by
linear interpolation. Entry of winds on the climb forecast page must be done manually. If no climb wind
data is entered, the system will use TRIP WIND from
the INIT page. If no TRIP WIND is entered, the system will use ZERO WIND for the climb.
CRUISE WIND PROPAGATION - Propagation is defined as the copying of entered or uplinked wind data
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
from the waypoint where the entry is made to other
waypoints for which no entries have been made.
Wind propagation applies only to the cruise phase of
flight. If NO wind entries are made for any cruise waypoints, the TRIP WIND from the F-PLN INIT page will
be used for cruise calculations. However, if even one
cruise waypoint wind has been entered, that entry will
be propagated to all other cruise waypoints along the
route. Propagation is forwarded along the route to
each subsequent waypoint until another waypoint is
met at which a wind entry has been made. That entry
is, in turn, carried along the route, and if no other entries have been made the propagation continues to T/
D (Top of Descent).
The display of pilot-entered or uplinked winds will be
in LARGE font on the VERT REV 2 page. Display of
propagation winds on the VERT REV 2 page will be in
small font. All winds displayed on the F-PLN 2 page
will be in small font.
Backward propagation will occur if a wind entry has
been made at a downpath waypoint with no previous
waypoint wind entries. The entry will carry all the way
back to T/C ( Top of Climb ) or to the aircraft position
whichever comes first.
NOTE
It is EXTREMELY IMPORTANT to enter
TRIP WIND on the F-PLN INIT page during preflight and equally important to enter all significant enroute waypoint winds.
This is critically important for accurate
ETAs.
I F N O T R IP W I ND O R W A Y P O IN T
WINDS ARE ENTERED, THE SYSTEM
WILL USE ZERO WIND AND ETAs MAY
BE IN ERROR.
WIND will be used if no descent winds have been entered.
TAKEOFF DATA ENTRY
Pressing the TO/APPR key prior to or during takeoff
displays the pilot entered and calculated takeoff data
for the selected departure runway. The page is not accessible after the takeoff mode is exited.
STEP:
PUSH TO/APPR
TAKEOFF KORD RW 32 L
FLEX
TOCG/TOGW
THRUST
2 5¡
18.9 / 569.5
LIMITS>
PACKS
N1
SLOPE / WIND
2L
OFF
109.0
U
FLAP
STAB
3L
20.0¡
8.1
V1
VFR
CLB THRUST
4L
*154
1 86
2150
VR
VSR/V3
5L
*168
2 43
3650
V2
VCL
EO ACCEL
1L
6L
0.1 / HD 20
1R
2R
OAT
58¡F
3R
4R
ACCEL
*176
273
CHECK / CONFIRM VSPDS
1450
5R
6R
062
062
NOTE
PW - On the takeoff page, PW aircraft
display "EPR" and the EPR takeoff limit
in place of "N1" and the N1 limit. All textual references to N1 limit apply to the
PW EPR display.
For inflight operations, the full value of actual winds
are used at the aircraft modified to the full value of
predicted winds at a point 200nm ahead of the aircraft.
Wind at the FROM waypoint is the actual wind
"stored" as that point is sequenced. The predicted
wind while flying between any two waypoints is a
blend of the "stored" winds at the FROM waypoint and
the forecast winds at the next waypoint.
Descent - If no entries are made on the descent forecast pages the system will use TRIP WIND from the
F-PLN INIT page. If TRIP WIND has not been entered, ZERO wind will be used. Descent forecast wind
will be used in alternate flight planning and TRIP
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-31
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
3L
TAKEOFF KORD RW32L
FLEX
1L
2L
[
]
*PACKS
OFF
.
V1
EPR
SLOPE/WIND
V2
___
.
1R
2R
STAB
VFR
CLIMB THRUST
_ _. _
VSR/V3
VR
5L
.
OAT
___
4L
6L
LIMITS >
1.61
FLAP
3L
THRUST
TOCG/TOGW
22.3/585.0
3R
2150
(MD-11) Flap range is 10 through 25 degrees, and 28 degrees. If Deflected Ailerons are inoperative, the range is 10 to 25
degrees. No flap setting between 25 and
28 is allowed.
4R
ACCEL
235
3650
VCL
EO ACCEL
275
1450
5R
6R
(MD-10-10) Flap range is 0 through 25 degrees. 0 flaps means 0/EXT.
328
(MD10-30) Flap range is 5 through 20 degrees.
328
1L
2L
FLAP / STAB - The flap setting (degrees
and tenths) is boxed, indicating a required
pilot entry. Enter degrees and tenths, or
just degrees (e.g., enter "25.0" or "25" to
get "25.0"). To the right, the FMS calculated STAB trim displays in small font (not pilot alterable).
FLEX - Allows pilot entry of an assumed
temperature for a FLEX TO thrust rating.
Range is from the present Total Air Temperature (TAT) indication to 70°C. FLEX
entries on this page are also entered on
the THRUST LIMITS Page. To regain full
thrust the assumed temperature may be
cleared using the CLR key, SP, and 1L.
To the right of FLEX, (center of page) is
the TOCG/TOGW, same as on the Weight
Init page.
PACKS - Displays the expected packs setting and may be toggled from OFF (small
font) to ON (LARGE font) by pressing. The
PACKS OFF or ON signal controls automatic PACK operation during the TO
phase of flight. To the right of the PACKS
field, the N1 thrust rating is computed and
displayed in small font and cannot be
changed.
4L
V1, VR, and V2 will be computed for pilot
reference and display on the PFD. Before
they are computed dashes are displayed
but the pilot may enter and clear speeds.
Computed speeds are displayed in small
font with an asterisk prompting the pilot to
confirm the speeds by pressing the associated LSK. The CDU SP message
‘’CHECK/CONFIRM VSPDS’’ is displayed
until V speed entry, confirmation or clearing of the message. Confirmed and pilot
entered values are displayed in large font,
but if cleared return to computed small font
values. FMS computed and pilot confirmed V speeds are compared to computed values and if a ± 2 knot difference is
exceeded, the V speeds revert back to asterisk computed values. Pilot entered V
speeds will not default to FMS computed V
speeds. If a 2 knot difference is present,
pilot entered V speeds remain unchanged. CHECK/CONFIRM Vspds message will then be displayed.
V1, V2, VR, VFR, VSR, V3, and VCL are computed
when defining parameters are available. Vspeeds are
computed only after crew redefines an entered parameter. Re-entered flap setting will not cause V1 to be
recomputed.
4-16-1-32
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
NOTE
V1, VR, and V2 values must be confirmed by the pilot with APLC data.
5R
ACCEL - Default 3000 feet (minimum 1000
ft) above origin elevation (small font)
where acceleration above V2 + 10 kts can
begin. Must be greater than or equal to
CLB THRUST altitude. Pilot alterable.
6R
EO ACCEL - Default 800 feet above origin
elevation (small font) where engine out acceleration is initiated. Pilot Alterable, minimum 400 feet above airport elevation. EO
ACCEL altitude for takeoff shall only be altered if the Performance Computer indicates the EO ACCEL altitude is nons ta nd ar d . EO A CCE L a lt it ud e fo r g o
around shall not be altered.
VFR - The flap retract speed is displayed when V1, VR, and V2 are computed or pilot entered.
VSR/V3 - The slat retract speed is the
same as V3 and is computed and displayed based on aircraft gross weight.
VCL - The operational climb speed is displayed after a
TOGW is entered. VCL is computed and displayed
based on aircraft gross weight. This field is not pilot
alterable. VCL will become the active FMS speed target above the all engine acceleration altitude and until
10,000 feet
1R
THRUST LIMITS - Selection will give direct access to the THRUST LIMITS page.
2R
SLOPE/WIND - Runway slope and wind
components are mandatory pilot entries. U
or + designates an uphill slope (in %) while
a D or - designates a downhill slope. H or
+ and T or - designates a head wind or
tail wind. An example format would be
''U0.2/H10'' (upslope of 0.2% and headwind of 10 knots).
3R
OAT ENTRY - The OAT may be entered in
either Centigrade or Fahrenheit by adding
C or F to the value entered. Once entered
the 3R line select can be pressed again to
convert from C to F or F to C.
NOTE
Temperature for the FMS OAT must not
be taken from the TAT display on the
EAD. Another source, such as ATIS
must be used.
4R
CLB THRUST - Defaults to 1500 feet (minimum 1000 ft) above origin elevation (small
font) where takeoff thrust can be reduced
to climb thrust. Pilot alterable.
30 October 2002
NOTES
FMS EO ACCEL altitude for takeoff may
differ from Performance Computer "standard" EO ACCEL altitude because the
FMS is using runway elevation and the
Peformance Computer is using airport elevation. However, due to the methods
used by the FMS and the Performance
Computer for the obstacle clearance calculations, obstacle clearance is assured
and the EO ACCEL altitude should not
be changed in the FMS to match the Performance Computer, unless listed as
"NON-STD" in the Performance Computer.
FMS EO ACCEL altitude for go around
does not need to be altered because 'approach climb limit' criteria have already
taken into account obstacle clearances
on go around. The Performance computer will either restrict the takeoff weight or
restrict the landing weight to ensure compliance with the approach climb limit.
With the FCP altitude set lower than the
ACCEL or CLB thrust altitude, the values will be edited to the FCP altitude
when the FMS phase transitions to takeoff.
ACCEL Altitude can be entered equal to
the CLB THRUST altitude but not lower.
ICAO B noise abatement procedures
must be flown without the aid of the FMS.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-33
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
CAUTION
PITCH
If it is planned that the aircraft stay in the
traffic pattern after the first takeoff and
will not climb above the default ACCEL
altitude, the ACCEL altitude should be
edited below the aircraft's initial level off.
This will insure the FMS speeds are controlled to 1.3 VS and not 1.2 V2 (Takeoff
mode) or (Go-Around mode).
TAKEOFF
T/O CLAMP
AP OFF
ATS OFF
250
V2
VR
V1
Appropriate values for the flight from Chicago to Zurich to include 25° FLEX Temp, upslope 0.2 (15ft),
headwind 10 knots, and FLAP 20° are entered below.
2
1
0
TAXI
1
2
STEPS:
RA 200
A. Type 25 in SP
B. PUSH 1L
0026
C.Type 20 in SP
0026
NOTE
D.PUSH 3L
V speed boxes are dashed on the Primary Flight Display (PFD). Pressing 4L, 5L,
and 6L confirm the V speeds and result
in that data entering the appropriate box
on the PFD. FMS confirmed entries and
boxes are colored MAGENTA. Pilot entered values are displayed in WHITE.
E. Type U0.2/H10 in SP
F. PUSH 2R
G.Type 58 F
H.PUSH 3R
TAKEOFF KORD RW 32 L
1L
2L
3L
4L
5L
6L
FLEX
TOCG/TOGW
THRUST
2 5˚
18.9 / 569.5
LIMITS >
PACKS
N1
SLOPE / WIND
OFF
109.0
UP
FLAP
STAB
0.2 / HD 10
STEPS: PUSH 4L
1R
PUSH 5L
2R
PUSH 6L
OAT
58˚F
2 0.0˚
8.1
V1
VFR
*154
1 86
VR
VSR/V3
*168
2 43
3650
V2
VCL
EO ACCEL
3R
CLB THRUST
2150
4R
TAKEOFF KORD RW 32 L
ACCEL
*176
273
CHECK / CONFIRM VSPDS
1450
5R
FLEX
TOCG/TOGW
THRUST
2 5˚
18.9 / 569.5
LIMITS >
PACKS
N1
SLOPE / WIND
2L
OFF
109.0
UP
FLAP
STAB
3L
2 0.0˚
8.1
1L
6R
063
063
4L
5L
6L
0.2 / HD 10
1R
2R
OAT
58˚F
V1
VFR
CLB THRUST
154
1 86
2150
VR
VSR/V3
168
2 43
3650
V2
VCL
EO ACCEL
176
273
1450
3R
4R
ACCEL
5R
6R
064
064
4-16-1-34
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
PITCH
TAKEOFF
T/O CLAMP
AP OFF
ATS OFF
ECON
CLB
250
0
TAXI
1R
ECON
TIME
DIST
2L
341 / .82
0019
134
2R
3L
* 251
0019
124
3R
2
1
TO
FL 290
1L
185 V
2
173 V
R
162 V
1
1/3
PRED
MAX
CLB
EDIT
4L
[
]
4R
CLIMB
FORECAST
5L
1
6L
TRANS
OPT/MAXFL
18000
280 / 328
5R
THRUST
LIMITS
6R
065
2
RA 200
065
0028A
TITLE LINE
0028A
Special Case Mode Identifiers (Left Side):
PERFORMANCE MODE ENTRY
The performance (PERF) page presents the pilot with
FMS speed mode data along with time and distance
predictions for planned altitude transitions in the active flight phase. In addition, the PERF page allows
the pilot to preview and preselect FMS speed modes
for the cruise and descent portions of flight.
There are two types of PERF pages: The active page
and PRESELECT page. The active speed mode is
used by guidance and predictions to determine the
proper speed targets for the current portion of the
flight, either CLB, CRZ or DES. The PRESELECT
speed modes are used to define the speed profile for
future portions of the flight.
Pressing the PERF key on the ground results in the
CDU display below. The two remaining pages 2/3 and
3/3 are named PRESELECT CRZ and PRESELECT
DES.
STEP:
PUSH PERF
RTA TIME - Time constraint is RTA dictating
speed calculations (ECON only).SCR
D/D - Guidance calculations dictated by drift/down
mode during engine out operation.CGM Import, filt
??? - Discrepancy exists between FMS target and
FCP selected altitude. _
Active Speed Modes (Middle):
ECON - Speed which minimizes operating cost.
Based on pilot input of cost index.
MAX CLIMB - Best angle of climb speed target
from data tables.tit
MAX END - Speed target calculated which provides minimum drag.
MAX DES - Speed target based on operation at
maximum flight speeds. That is MMO - .02 MACH
or VMO - 10kts.
EDIT - Pilot entered CAS/Mach subject to flight
envelope limits.
DECEL - Speed target computed as VMIN +5kts
when selected by the pilot on the active F-PLN
page.
Flight Phase Modes (Right Side):
CLB - Preflight, Takeoff, and Climb.
CRZ - Cruise.
DES - Descent and approach.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-35
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
2L
ECON - LARGE font. Denotes selected
speed mode. Reverts to small font and asterisks (*) when another speed mode is selected. FMS power-up default speed mode
is ECON.
1R
3L
MAX CLB - Small font with asterisks indicates maximum angle of climb speed
ready for selection. MAX CLB selected is
displayed in LARGE font.
Pressing the PAGE key when ECON CLB is displayed provides access to the PRESELECT CRZ
page 2/3. An additional press of the PAGE key accesses the PRESELECT DES page 3/3.
4L
EDIT - Pilot entered CAS and/or MACH. If
only one value is entered, a constant CAS
or MACH is flown. If entered in combination with a slash (i.e., 270/.78) a constant
CAS climb is used until the crossover altitude where a constant MACH is maintained. CAS entry without a specified
MACH causes MMO to be the associated
MACH. A MACH entry without a specified
CAS causes VMO to be the associated
CAS. When the pilot enters a speed, an
asterisk and small font is displayed. A subsequent push activates the speed target
and changes displayed speed to LARGE
font.
STEP:
The EDIT field may also be activated by preselecting
a speed on the FCP and pushing the FMS SPD pushbutton within 10 seconds. Pressing the FMS SPD
pushbutton at any other time resets the speed mode
to ECON. Pushing or pulling the FCP speed knob exits FMS SPD mode and also resets the FMS speed
mode to ECON.
6L
TRANS - Transition altitude of the origin
airport from the data base. If no value is
available from the data base, 18,000 feet
is the default value.
OPT/MAXFL - FMC computed optimum
and maximum flight levels. Optimum altitude is calculated using ECON, EDIT or
MAX ENDURANCE Speed. Maximum
flight level is from tabular data but always
equal to or less than 43,200 ft (max certified altitude).
PRED TO - Provides time and distance
predictions to the displayed altitudes using
corresponding speed modes. The displayed altitude is LARGE font if pilot entered, otherwise FCP altitude is displayed
in small font.
PUSH PAGE
PRESELECT CRZ
2/3
1L
1R
ECON
2L
.82
2R
3L
3R
EDIT
4L
[
]
4R
5L
5R
OPT
MAXFL
280 / 328
6L
6R
066
066
STEP:
PUSH PAGE
PRESELECT DES
3/3
1L
1R
ECON
2L
.82 / 333
2R
3L
3R
EDIT
4L
[
]
4R
DESCENT
FORECAST
5L
6L
TRANS
OPT MAXFL
5000
280 / 328
5R
6R
067
067
4-16-1-36
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
The pilot may enter an EDIT speed for either phase of
flight to replace the default ECON selection. For the
PRESELECT DES page, the ECON field may be
changed on the ground only to a company policy
speed whereupon ECON changes to POLICY. POLICY can only be entered while on the ground in the
MD-11 but can be entered anytime on MD-10. Upon
flight phase transition, for example, CLB to CRZ or
CRZ to DES, the PROF speed target transitions to the
PRESELECTED speed mode. The DESCENT FORECAST prompt provides access to the DESCENT
FORECAST Wind Page.
The Mach number used is either ECON cruise or Edited Mach depending upon the FMS speed mode.
BUFFET LIMITED ALTITUDE
The buffet limited altitude is a function of pressure ratio delta. Pressure ratio is computed using predicted
weight, predicted CG, load factor of 1.2g, and weight/
delta from tabular lookup.
OPTIMUM ALTITUDE
Optimum Altitude computation is based on:
MAX OPTIMUM ALTITUDE
COMPUTATIONS
The FMS Maximum and Optimum Altitude computations are based on the following:
MAXIMUM ALTITUDE
FMS Max Altitude - All Engines Operating - the lower
of:
•
43,200 feet.
•
The buffet-onset-limited altitude with a 1.3g
margin.
•
The thrust-limited altitude based on a Zero (0)
feet per minute climb rate at Max Cruise
Thrust.
FMS Max Altitude - 2 Engines Operating - the same
as all engines operating except:
The thrust-limited altitude based on a 100
feet per minute climb rate at Max Continuous Thrust.
•
ECON mode - least cost ($/NM).
•
EDIT or Max Endurance - maximum range per
pound of fuel (NM/LBS).
Optimum Step computations use the same criteria.
Solutions for the current and next cruise flight levels
are compared. When the solution for the next cruise
level becomes more economical, a step point will be
added to the flight plan.
Wind used in Optimum Altitude and Step computation
is the predicted winds averaged over the next 500
NM. Predicted CG at Top of Climb is used when the
aircraft is in preflight, T/O, or climb. Current CG is
used when the aircraft is in cruise.
The FMC will stop computing the Optimum Step when
the aircraft is less than 200 NM from Top of Descent.
The FMS uses the International Standard Atmosphere (ISA) model to calculate the temperature model used in the calculations of Optimum and Maximum
Altitudes. Pilot entered temperatures and/or actual
ambient temperatures are converted to "Delta ISA" using the standard altitude/temperature lapse rate. The
Delta ISA is then used to derive the Max Altitude and
Optimum Altitude.
THRUST LIMITED ALTITUDE
The thrust limited altitude is obtained by table lookup,
internal to the FMC, using weight and temperature.
This value is then corrected for CG and Mach Number.icat
The weight and CG, at the Max altitude are based on
the current aircraft weight minus a calculated fuel burn
to that altitude. The CG for the max altitude is calculated using the aircraft ZFWCG plus a CG increment,
taking into consideration expected fuel burn and resulting fuel loading. If this CG is greater than 29%,
the FMS will use a constant CG of 30.5%.
30 October 2002
CLIMB FORECAST WIND ENTRY
Pressing 5R on PERF CLB Page provides access to
the CLIMB FORECAST page shown below.
STEPS:
A. PUSH 5R PERF CLB page
B. Type 300/15 in SP
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-37
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
STEPS:
CLIMB FORECAST
B. PUSH 4L
1L
ALT
/
A. Type 100/280/45 in SP
1R
C.Type 200/265/65 in SP
D.PUSH 4L
WIND
2L
[
]/[
] /[
]
2R
3L
[
]/[
] /[
]
3R
4L
[
]/[
] /[
]
4R
E. Type 290/260/85 in SP
F. PUSH 4L
G.Type 14 in SP
TEMP
5L
KORD / [
] /[
[
]
]
5R
H.PUSH 5R
RETURN TO
PERF MODE
6L
6R
300 / 15
CLIMB FORECAST
068
068
The CLIMB FORECAST page ALT/WIND entries are
accomplished the same as waypoint wind entries. Review this section. Line 5R, 5L is the origin airport data
line. As a minimum two wind entries are recommended one of which is the origin airport data line 5L and
the other to be entered in 2L, 3L, or 4L.
1L
1R
ALT
/
WIND
2L
FL 290 / 260 / 085
2R
3L
FL 200 / 265 / 065
3R
4L
FL 100 / 280 / 045
4R
TEMP
Entry of wind at KORD does not require a preceding
slash and is accomplished above. Other data is entered and displayed below. No matter where the altitude/wind is entered, it is ordered according to altitude
from top to bottom.
5L
14
KORD / 300 / 015
5R
RETURN TO
6L
* INSERT
PERF MODE
6R
070
070
STEP:
PUSH 5L
STEP:
THRUST LIMIT PAGE
CLIMB FORECAST
1L
1R
ALT
/
AUTOMATIC THRUST
WIND
2L
[
]/[
] /[
]
2R
3L
[
]/[
] /[
]
3R
4L
[
]/[
] /[
]
Access to the THRUST LIMITS page is from the
TAKEOFF page, the active PERF page or the GOAROUND page. The page allows selection of maximum thrust limits. AUTO is the normal thrust page
mode, however, MANUAL thrust selection is allowed
at pilots discretion.
4R
TEMP
5L
KORD / 3 0 0 / 0 1 5
6L
* INSERT
PUSH 6L *INSERT
[
]
5R
RETURN TO
PERF MODE
To select the Thrust Limits Page from the takeoff
page:
6R
069
STEPS:
A. PUSH TO/APPR
069
B. PUSH 1R
4-16-1-38
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
PW - Current thrust rating: "60K" or "62K" displays on
the AUTO and MANUAL THRUST LIMITS page at
LSK 1L above "T/O". The unused thrust rating displays under "SELECT" at LSK3R with an activation
prompt (*). Activate the alternate thrust rating by
pressing LSK3R. The FMS default thrust rating is
60K.
PW - The FMS default engine thrust rating is 60K.
There are three ways to temporarily select 62K thrust
rating:
•
On the ground before takeoff, the pilot may
select 62K for takeoff on the AUTO THRUST
LIMITS page. When the throttles are reduced from takeoff power, the thrust rating returns to 60K.
063
•
T/O
N1
TAT
113.2
20¡
FLEX
[
]*
2L
1R
2R
3L
MCT
103.2
3R
4L
CLB
102.8
4R
5L
•
5R
CRZ
PERF MODES >
100.1
WAGS event During a WAGS windshear event, thrust rating automatically becomes 62K. When the
WAGS event ends, thrust rating returns to
60K.
RETURN TO
6L
G/A button On the ground during takeoff run, the pilot
may select 62K for takeoff by pressing the G/
A button on throttle #2. When the throttles are
reduced from takeoff power, the thrust rating
returns to 60K. If the G/A button is pressed at
any time, the thrust rating remains 60K.
AUTO THRUST LIMITS
1L
MCDU AUTO THRUST LIMITS -
6R
PW - 60K thrust rating:
071
071
AUTO THRUST LIMITS
1L
2L
60K
EPR
TAT
FLEX
T/O
1.70
20˚
50
FLX
DERATED
T/O
1.68
1R
PW - 62K thrust rating:
2R
Standard power takeoffs (FLEX) are not available; all
takeoffs are at Maximum power.
SELECT
3L
MCT
*
3R
]*
4R
62K
1.50
During a flight one thrust limit is always active while
others are either available for activation, armed, or
available for arming. The present active limit is displayed on the left side of the page in LARGE font preceded by an arrow. The only thrust rating value
displayed in LARGE font is adjacent to the active
thrust limit.
OVERRIDE
4L
CLB
1.45
[
5L
5R
RETURN TO
6L
CRZ
1.25
TAKEOFF >
Takeoff may be made at Maximum power or at Standard power with a FLEX temperature. If the G/A
switch on throttle #2 is pressed during takeoff, the
thrust rating advances to 62K. If the G/A switch is
pressed at any other time, the thrust rating remains
60K.
6R
361
361
30 October 2002
Additional limits are available for activation and are indicated by an adjacent asterisk (*).
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-39
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
Armed thrust limits are those which either become active automatically or become active manually when
selected by the pilot. These limits are distinguished
by LARGE font (for example MCT, CLB, or CRZ) but
have the thrust rating value displayed in small font.
To the right is Total Air Temperature (TAT). It is in
small font and is not editable.
Line 1R allows entry of a FLEX temperature. If Flex
thrust is used, line 2L, 2R will be replaced by the computed Flex thrust rating. Flex thrust can be deactivated prior to takeoff by clearing the Flex temperature
entry in 1R or by activating an available Takeoff thrust
selection. During a Flex takeoff, pressing the GA button will restore full Takeoff thrust.
Line 3L always displays the available MCT limit.
Line 4L always displays Maximum Climb Thrust limit.
Line 5L always displays the Cruise Thrust Limit (CRZ).
Line 6R provides a return prompt to the page from
which the Thrust Limits page was accessed. (i.e., T/O,
PERF, or G/A)
During the takeoff, a windshear situation activates the
maximum available Takeoff thrust limit. In a GoAround windshear the maximum Go-Around thrust is
activated. An engine out in other than takeoff or goaround automatically activates the MCT Thrust limit.
A Low-Speed Protection situation activates the next
higher thrust limit.
MANUAL THRUST LIMITS
N1
TAT
FLEX
108.7
14¡
20
1L
T/O
2L
T/O
1 0 8.7
2R
3L
MCT
103.2
3R
4L
CLB
98.4
1R
FLX DERATE
4R
SELECT
5L
CRZ
AUTO *
94.6
RETURN
TO
PERF MODE
6L
5R
6R
072
NOTE
072
The pilot may change the active thrust
limits anytime prior to takeoff by selecting a line select key corresponding to an
available takeoff Thrust Limit. (i.e., one
with an adjacent asterisk).
Selections on this page merely set thrust limits, they
do not control the thrust required.
Windshear or Low-Speed Protect will command full
available thrust regardless of thrust selections made
by the crew.
NAV RADIO TUNING
The NAV RADIO page provides tuning status display
and tuning control capability for the VOR, ADF, and
ILS receivers.
On this page small font data line (lower line) are FMC
auto tuned frequencies, identifiers or courses. LARGE
font values in the data line are pilot entered data. Label lines remain small font.
STEP:
NAV RAD
MANUAL THRUST
The thrust page will change to MANUAL THRUST
LIMITS any time a pilot selection of an armed or active thrust limit is made. All of the thrust limits are
available for activation and are displayed in LARGE
font. The ACTIVE limit is preceded by an arrow with
the corresponding thrust rating numeric readout
shown also in LARGE font. The SELECT AUTO
prompt is displayed in 5R. Pressing the 5R key will
return the thrust limits mode to AUTO.
In the Manual mode, only crew action can change the
active thrust limit, except in the event of an engine out,
windshear or low-speed protection.
4-16-1-40
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
NOTE
If the station frequency was used to tune
the VOR, the course may not be displayed on the ND MAP page. The preferred method of tuning VOR Nav Aid is
to use the station identifier. Proper VOR
tracking and navigation is provided with
either method of tuning.
N AV R A D I O
ORD / CRS
ORD / CRS
1L
113.90
/[
]
113.90
/[
]
1R
2L
3L
2R
ADF 1
ADF 2
257.0
257.0
3R
I LS / C R S
4L
109.1 / 320
5L
* LOC ONLY
4R
5R
2L
6R
2R
PRESELECT
6L
111.1 / 270
110.5 / 270
[
] / [
]
073
073
1L
1R
The selected navaid ident, frequency and
course of VOR1 and VOR2 respectively.
Label Line - Either the selected ident or frequency is
display followed by ‘’/CRS’’. This line is always shown
in small font.
Data Line - Either the selected frequency or ident followed by the course if entered. A course may not be
entered without a frequency or ident.
NOTE
Any of the VOR prompts or displays may
be cleared by use of the CLR key.
Line 1L and 1R display the auto or manual-tuned station for VOR 1 and 2, respectively. If auto-tuned the
course data (/[ ]) will be blank.
VOR1 and 2 may be manually tuned by inserting the
station three letter identifier or by entering the station
frequency in 1L or 1R. If tuning was accomplished
with the identifier the frequency will be shown above
the identifier in small font. If the frequency was used,
the identifier will appear in small font above the selected frequency.
If any identifier entered on this page is not found in the
data base, MCDU message "NOT IN DATA BASE" is
displayed in the SP. If the frequency is not found, the
label line remains "VOR/CRS". If more than one selected ident exists, the Duplicate Names page is displayed for pilot selection of the correct navaid.
When entering the course in 1R and 1L the respective CDI on the VOR ND will be set to the selected
course. If the station was tuned by entering the identifier in 1R or 1L the course line will also be displayed
on the ND MAP page from the respective VOR.
30 October 2002
With the VOR course entered in 1L/1R,
small font VOR ARM prompt with asterisk
appears on the same side of the MCDU as
the selected VOR/CRS. Two VOR ARM
prompts may be displayed at a time.
Pressing 2L or 2R prepares the FMC for
the VOR mode and replaces VOR ARM
with VOR ARMED in LARGE font. Once
the VOR mode conditions for VOR tracking are satisfied, VOR TRACK (LARGE
font) replaces the VOR ARMED display
and the aircraft will intercept and track that
course. VOR tracking mode is only available below 18,000 ft.
3L
3R
4L
Automatically tuned or pilot entered ADF
frequency or ident. The unentered item
(frequency or ident) is displayed in the label line.
ILS ident or frequency and course are pilot enterable and will be displayed in large
font. In autotune the ident is placed in the
label line with frequency placed in the data
line (small font). The course field displays
final approach course derived from the selected ILS approach. This course is used
by the AP for the ALIGN maneuver when
in automatic LAND mode.
NOTE
ILS frequency may be retuned after LOC
and G/S capture if in F/D only approach
mode (A/P off). After retuning, APPR/
LAND may be rearmed and AP reengaged.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-41
NAVIGATION PROCEDURES
5L
6L
6R
MD-11/MD-10 FLIGHT MANUAL
With the course entered in 4L the LOC
ONLY prompt with asterisk is displayed in
small font. Pressing this key provides ILS
localizer guidance with disabled glideslope guidance. Upon receiving the LOC
ONLY mode request, the AFS is armed to
capture the localizer. LOC ARMED is annunciated on the FMA. When the FCC localizer capture criteria are satisfied, the
AFS captures and controls to the ILS localizer using the same FCC controls laws as
when APPR/ LAND is selected. Engaging
another lateral control mode cancels the
LOC ONLY mode. Descent to the MDA
must be accomplished by use of the FCP
V /S o r F P A m o de s . S e l e c t i n g N A V ,
APPR/LAND, VOR ARM, or pushing the
HDG/TRK select knob will reset the LOC
ONLY approach mode. The LOC ONLY
mode may also be disengaged by the FMS
or may be deselected on the CDU by selecting another ILS frequency.
PRESELECT provides the pilot with storage capabilities for future entries. Frequency or ident and course are entered by SP
and LSK or may be cleared by the CLR
key and SP. The navaid course data may
be transferred to a different data field by
pressing the desired PRESELECT key,
which drops it to the scratchpad SP, then
pressing the LSK corresponding to the
field where the preselect information is desired.
NAV RADIO
ORD / CRS
ORD / CRS
1L
113.90/218
2L
* VOR ARM
3L
257.0
113.00/141
1R
*
2R
VOR ARM
ADF1
ADF2
257.0
3R
IRVG / CRS
4L
109.10/320
5L
* LOC ONLY
4R
5R
PRESELECT
6L
111.12/270
110.5/270
6R
074
074
STEPS:
A. Type BUF in SP
B. PUSH 1L
NAV RADIO
YYZ / CRS
116.40 / CRS
BUF / [
1L
]
113.30 / [
]
2L
1R
2R
ADF 1
ADF 2
3L
[
[
4L
[
]
]
3R
ILS / CRS
]/[
]
4R
5L
5R
PRESELECT
6L
[
]/[
]
[
]/[
]
Examples of manually entered VOR frequencies/
courses and idents:
6R
075
075
STEPS:
A. Type 113.90/218 in SP
B. PUSH 1L
C.Type 113.00/141 in SPst
D.PUSH 1R
NOTE
Once a radio has been manually tuned, it
will not auto tune again until that radio
frequency is ‘’CLEARED’’.
When the autopilot is engaged and either LOC or G/S
have been captured, if another ILS frequency is manually entered ( such as for a parallel runway "sidestep"
maneuver) the new frequency will not tune until the
mode is exited and the APPR/LAND is once again selected.
4-16-1-42
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
DEPARTURE RUNWAY CHANGE
The situation may arise requiring the pilot to change
runways and/or departure during taxi. A change of the
departure runway (also SID and transition) may be accomplished by accessing the flight plan and completing a LAT REV to the present takeoff runway. The
following steps will accomplish a runway change at
Chicago from 32L to 27L.
STEP:
S I D FROM K O R D
RWY S
SEL
1L
32L
1R
A D D L RWY S
2L
2R
3L
22R
3R
4L
27L
4R
27R
5R
PUSH F-PLN
5L
RETURN TO
6L
A CT F - P L A N
* I N S E RT
L AT R EV
6R
1/2
FROM
ETE
SPD
1L
RW 32 L
2116
162 /
650
ALT
1R
2L
ELX
28
355/
FL213
2R
3L
UNBAR
33
.82/
FL274
3R
4L
(T / C )
34
//
/ FL 290
4R
5L
SVM
40
//
/
5R
078
078
6L
YXU
52
//
FL290
STEP:
PUSH 4R
S I D FROM K O R D
SIDS
/
6R
//
NONE
1L
RWY S
SEL
27 L
1R
A D D L RWY S
2L
2R
076
3L
04L
3R
4L
04R
4R
09L
5R
076
STEP:
PUSH 1L
5L
RETURN TO
6L
L AT R EV
FROM
* I N S E RT
L AT R EV
N4157.8 / W08754.1
1L
6R
RW 3 2 L
SID
079
1R
079
HOLD
2L
3L
*[
*[
[
]*
4R
NEW DEST
]
[
]*
5R
RETURN TO
ENABLE ALTN
6L
PUSH 6L *INSERT
NEW CO RTE
]
OFFSET
5L
STEP:
3R
NEXT WPT
4L
2R
*TO E D D M
A C T F-P L N
6R
077
077
STEP:
PUSH 1L <SID
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-43
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
A CT F - P L A N
1L
RW 27 L
ETE
SPD
----
---/
W E I G HT
1/2
ALT
650
- - F-PLN D I S C O N T I N U I T Y - -
2R
2L
3L
ELX
3R
3L
TRIP / TIME
GW
120.3 / 0702
585.8
RTE
4L
5L
6L
UNBAR
-------
SVM
----
YXU
---/
---/
---/
---/
-----------------
2/3
171.3 / FF + FQ
1L
1R
2L
----
I N IT
UFOB
4L
4R
ZFW
3R
ALTN
8.4
LW
464.7
4R
FINAL / TIME
TOCG
12.0
/ 0030
22.3
EXTRA / TIME
ZFWCG
31.6 / 0153
23.0
8.4
6L
6R
IN
2R
413.7
5L
5R
BLST
RSV / %
2.6 / 0 5 . 0
1R
5R
6R
081
080
081
080
Clearing the F-PLN DISCONTINUITY (press CLR and
2L) connects the new runway with the first route waypoint and enables new FMC computation of F-PLN
predictions.
STEPS:
A. Type 589.9 in SP
B. PUSH 2R
NOTE
A DISCONTINUITY will not be generated and inserted into the F-PLN if the SID
termination waypoint is a common waypoint with the original F-PLN route. In this
case, F-PLN waypoints between the origin runway and common termination
waypoint will be deleted.
W E I G HT
2/3
171.3 / FF + FQ
1L
TRIP / TIME
2L
3L
5L
6L
1R
GW
589.9
123.0 / 0714
RTE
4L
Because the runway has been changed, the CDU
message ‘’CHECK/CONFIRM VSPEEDS’’ is displayed in the SP and the VSPEEDS must be reentered or reconfirmed prior to departure. Also, the
FLEX T/O thrust settings will be reset to maximum T/
O thrust and requires reselection.
I N IT
UFOB
BLST
RSV / %
2.6 / 0 5 . 0
IN
2R
ZFW
418.6
3R
ALTN
8.4
LW
466.9
4R
FINAL / TIME
TOCG
/ 0030
22.3
EXTRA / TIME
ZFWCG
28.3 / 0141
23.0
8.4
12.0
5R
6R
CHECK / CONFIRM VSPDS
082
082
GW UPDATE
The GW may be updated during taxi on the WEIGHT
INIT page. Access to this page is gained by pressing
the INIT and PAGE keys. Alternately, the ZFW could
be updated to perform the same function. Either entry appears in LARGE font when pilot entered.
STEPS:
A. PUSH INIT
B. PUSH PAGE
4-16-1-44
Changing the GW after engine start changes the ZFW
and could affect ZFWCG and the TOCG. Check these
values and the Vspeeds.
NOTE
If the UFOB is invalid (dashed) and GW
is invalid (dashed), the pilot must first enter UFOB before entering a GW. When
UFOB is pilot updated, the fuel quantity
(FQ) is removed from the UFOB computation and only fuel flow (FF) is used to
update UFOB.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL NAVIGATION PROCEDURES
TRANSITION TO TAKEOFF
The FMC transitions from PREFLIGHT to TAKEOFF
when either conditions A or B are true.
•
A. - Takeoff thrust limit is active and any two
or more throttles are set at 60° or more throttle resolver angle with the engines running.
•
B. - Ground speed is valid and greater than
100 kts.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-1-45
NAVIGATION PROCEDURES
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
4-16-1-46
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-16-2
NAVIGATION (CONTINUED)
TAKEOFF AND TRANSITION TO
CLIMB
Press AUTOFLIGHT on the FCP to arm AutoThrottles
(ATS). Arm ATS only when on the runway, aligned for
takeoff, after the engines stabilize at approximately
the 10:00 o'clock N1 position. As the throttles are advanced sufficiently, ATS engages and the throttles automatically advance to the active takeoff thrust limit.
Without GNS - When throttles advance, the FMC
present position updates to the lat/long of the approach end of the takeoff runway (as declared in the
FMS, from the FMS Nav Dbase). This update (the
Delta correction) may be observed by watching a
small jump in in the Navigation Display (ND) as the
runway becomes FMS Position. The same update occurs on the IRS STATUS page. FMS Navaid Updates
(when available) continually refine the Delta correction inflight.
With GNS - FMS Position is always GNS Position.
The ND shows takeoff position correctly on the runway. No position update or ND shift occurs at throttle
advance. If GNS fails inflight, FMS Navaid Updates
create the Delta correction and the updated FMS Position, and the FMS reverts to non-GNS operation.
NAV MODE ENGAGE LOGIC
Pushing the NAV switch on the FCP arms the AFS/
FMS NAV track capture mode or initiates lateral control if the capture criteria are satisfied. NAV ARMED
is displayed in the FMA or NAV 1 (or 2) if already engaged. If the mode is armed on the ground, it provides the pilot with automatic flight director guidance
at 100 ft RA with autopilot engagement allowed above
400 ft RA. All three engines must be running in order
to arm NAV on the ground. If airborne, the minimum
NAV engage altitude is 100 ft in the FD mode only.
NAV track mode is inhibited during the following:
•
On the ground.
•
In LAND or AP TO/GA modes.
•
Below 100 feet above the origin or destination altitude.
NAV engaged may be cancelled by:
30 October 2002
•
Pushing or pulling the FCP HDG/TRK select
knob to select existing heading or to select a
new heading.
•
Selecting APPR/LAND (When LOC capture
occurs).
•
Selecting VOR ARMED or LOC ONLY modes
(when capture occurs).
Above 400 feet and when FMS NAV capture criteria is
satisfied, the roll control window on the FMA changes
to NAV1 or NAV2 and the AFS captures and controls
to the FMS lateral flight plan in response to steering
commands from the selected FMC. The FMC steering command is limited to an optimum maximum bank
angle which provides a stall speed and initial bank angle limit. The FMS bank limit is used by the FCC to
provide bank angle limiting and display on the PFD.
NOTE
The NAV mode automatically disengages when the FMC enters a F-PLN DISCONTINUITY.
CAPTURE ZONE
With the exception of a heading leg or a discontinuity,
the capture zone is a 10NM zone around the current
path to be flown. A heading leg is always defined to
be within the capture zone. If an aircraft with a DISCONTINUITY in the active leg has another leg defi n e d i n t h e F- P LN , t he n t h e o th e r l eg c a n b e
sequenced and captured when within 10NM if NAV is
ARMED.
In capturing or maintaining the reference path, the pilot may expect bank angles between 5 degrees and
25 degrees of bank.
PROF MODE ENGAGE LOGIC
The FMS vertical profile mode control (PROF) is engaged by pushing the PROF switch on the FCP.
When PROF is engaged the AP/FD responds and follows FMS calculated vertical profile. When PROF is
engaged the FMA altitude target and control legend
color turns from white to magenta. PROF engagement is inhibited as follows:
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-1
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
•
When "Low Speed Protect" forces a departure from altitude as in a drift down when the
speed gets too slow.
NOTE
•
If in the aircraft Takeoff phase, pushing
PROF engages both PROF and FMS
SPD. Other phases of flight require both
button pushes.
When using Vertical Speed (V/S) or Flight
Path Vector (FPV).
•
When an ILS glideslope is captured.
•
In the LAND modes.
•
Below 400 feet in the AP TO/GA modes.
CAUTION
PROF is cancelled by:
•
Rotating the V/S wheel.
•
Pushing or pulling the altitude preselect knob
to engage the FCP Altitude Hold or Altitude
Select mode (level change).
•
Engaging the AP/FD GA or glideslope capture mode.
•
FMS disengagement of PROF.
FMS PROF/SPD mode will not engage if any of the
following exist:
•
A/C Status page indicates ‘’NO FMS SPD/
PROF’’ in the CDU scratchpad.
•
Sensor status page indicates that any of the
following computers have failed:
•
-
All 3 IRUsd:
-
All ADCs
-
Both FCCs
The following information not entered or not
valid on the CDU:
-
Valid GW or ZFWCG (Airborne)
-
Cost Index›
-
CRZ LEVEL for Takeoff, Climb and Cruise
phase.
-
V2 Speed
•
The Onside CDU has failed to the master
FMC.
•
In descent with no destination.
If the ATS is not engaged, they will engage when the
PROF switch is pushed.
The absolute altitude floor or ceiling in all AFS modes
including FMS PROF is the altitude displayed in the
FCP altitude window. The only exceptions are:
4-16-2-2
The FCP altitude window should always
be set to the currently assigned altitude
to prevent clearance deviations.
FMS SPEED CONTROL
FMS SPD mode is selected as the AFS reference
speed by pushing the FMS SPD button on the FCP.
An FMS speed may be engaged independent of
PROF engagement through use of the AP/FD and
ATS modes of operation. When the FMS SPD mode is
active, the FMA speed target and speed control legend changes from white to magenta in color. The
FMS SPD mode is canceled when:
•
FCP speed is selected by pushing or pulling
the IAS/MACH select knob (Hold or Select
mode).
•
The GA mode is selected.
Pushing the FMS SPD button within 10 seconds after
preselecting a FCP speed, results in entry of that
speed on the active PERF page in the EDIT field and
the aircraft controlling to that speed. Pressing the
FMS SPD button any other time first activates the selected speed mode. Pressing the FMS speed button
again with no other changes will return the control to
FMS ECON speed.
BANK ANGLE LIMITS
The FMS computes the Bank Angle Limits which are
displayed on the EIS PFD. The active bank limit will
vary with selected modes and aircraft conditions.
When flying in FMS NAV Mode, the bank limit will be
the minimum of the 1.2g to Buffet Bank Limit, 1.2g to
Stick Shaker Bank Limit, as depicted in graph below,
or any limit imposed by flying a specific leg type of the
FMS.
When flying in AFS Modes, the bank limit will be the
minimum of the FCP-selected bank limit (5-25 degrees), the 1.2g to Buffet Limit, or 1.2g to Stick Shak-
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
er Limit. If the bank angle limit is selected to AUTO
via the FCP, the bank limit will be the minimum of the
1.2g to Buffet Limit, 1.2g to Stick Shaker Limit, or as
depicted in graph below. If FMS is not available, the
AFS will use limits as depicted in graph below.
In Localizer Mode, only the computed limits are used
and the FCP Bank Limit Selector is overridden.
The characteristics of the Buffet and Stick Shaker
Bank Limits are such that when flying at V MIN , the
Bank Limit will close to 5 degrees. As speed is increased away from VMIN, the Bank Limit significantly
increases to 25-30 degrees.
NAVIGATION (CONTINUED)
CLIMB PERFORMANCE CHANGE
The climb performance may be changed on the Active PERF page by selecting an alternate performance mode. To climb at 320 KCAS, the speed may
be entered via the IAS/MACH preselect and FMS SPD
button or from the PERF page as shown in the following example.
STEP:
PUSH PERF
ECON
CLB
1/3
PRED
30
1L
U T C
DIST
2L
355 / .82
2125
99
2R
3L
* 263
2123
89
3R
MAX
DEGREES
20
1R
ECON
LIMIT 1
25
TO
FL 290
CLB
EDIT
4L
[
]
4R
10
CLIMB
FORECAST
5L
6L
0.17 0.25
0.2
0
TRANS
OPT/MAXFL
18000
280 / 330
5R
THRUST
LIMITS
6R
0.55
0.4
0.6
0.8
.87 .93
MACH NUMBER
1.0
083
1754
083
1754
NOTE
Limit is used by the FMS in the terminal
area and most straight line segments of a
flight leg and by the AFS with the FCP
selected to AUTO Mode.
Entering 320 in the SP and pressing 4L enters the
speed in the EDIT brackets. Pressing 4L again selects it (LARGE font) to control aircraft speed.
STEPS:
A. Type 320 in SP
B. PUSH 4L
C.PUSH 4L
CLIMB
The FMS CLIMB (CLB) phase begins when the aircraft climbs above the thrust reduction altitude with all
engines operating and ends when the top of climb (T/
C) is attained. Speed is controlled to V2 +10 knots until the acceleration altitude where it begins to increase
to the limit of V CL knots below 10,000 feet. Above
10,000 feet, the FMS target speed for the active performance mode is selected for the remainder of the
climb. Altitude and speed constraints are observed
during the climb if they exist.
During the climb to altitude it may be desirable to
modify the flight plan or climb schedule. These modifications could alter climb performance, entered altitude, speed, or time constraints and/or alter routing.
FMS operation to accommodate these changes will be
discussed in this section.
30 October 2002
E D IT
CLB
1/3
PRED
1L
TO
FL 290
ECON
2L
* 355 / .82
3L
* 271
MAX
1R
DIST
U T C
2R
CLB
2123
61
3R
68
4R
EDIT
4L
320 / M M O
2124
CLIMB
FORECAST
5L
6L
TRANS
OPT/MAXFL
18000
285 / 332
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5R
THRUST
LIMITS
6R
084
4-16-2-3
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
084
085
Reselecting ECON speed or MAX CLB (best angle of
climb) speed changes the pilot selected climb performance mode but the edit value will be retained in
small font with an asterisk for possible future reselection. Clearing the EDIT speed is ‘’NOT ALLOWED’’.
To enter an airspeed constraint at a waypoint, enter
the constraint CAS airspeed with or without the trailing slash ( / ) and press the revise waypoint right LSK.
To clear both airspeed and altitude the CLR key and
SP may be used. MACH constraints cannot be made.
VERTICAL CLIMB REVISIONS
When vertical altitude restrictions or deletions of restrictions occur during climb, the FMC can be modifie d to pr ov id e u pda ted ve rti c al gui dan ce an d
performance. Changes to waypoint altitude and airspeed constraints, altitude speed limits and CRZ FL
may be accomplished. When F-PLN changes are
made, performance predictions will become invalid
(dashed data fields,- - -) for display purposes until they
are recalculated. There can only be one altitude/
speed limit for the CLB phase or one in the DES
phase of flight. The initially selected CRZ FL must be
eventually attained or changed or the FMS will not
transition to the CRZ phase of flight.
Altitude restrictions may be inserted and cleared by
direct entry into the F-PLN or through a VERT REV to
the revise waypoint. For example ATC instructs
FDX1234 to cross ELX ‘’AT OR BELOW’’ FL250. ‘’AT
OR BELOW’’ FL250 is inserted into the F-PLN by typing /-250 in the SP and pressing 2R. An ‘’AT OR BELOW’’ uses a minus (-) sign, ‘’AT’’ an altitude is
accomplished by no sign, and ‘’AT OR ABOVE’’ uses
a plus (+) sign.
The altitude or airspeed constraint entry may also be
accomplished by a VERT REV to the constraint waypoint. Pressing the ELX right LSK results in the VERT
REV AT ELX page shown below. Entry of 250 in the
SP and pressing 5L results in the second screen below. The FMC is not certain of the constraint being a
*CLB or a DES* altitude constraint and invites pilots
clarification. Pressing 6L *CLB enters the altitude as a
climb constraint in the F-PLN.
STEPS:
A. PUSH Right LSK abeam ELX with SP
empty
B. Type 250 in SP
VERT REV
ELX
1/1
EXTRA = 29.0
1L
1R
SPD : AT/BELOW
2L
*[
]
RTA
PROGRESS >
2R
ALT : AT/ABOVE
3L
*[
4L
*[
]
3R
ALT : AT
]
ALT : AT/BELOW
5L
STEPS:
AT
EFOB = 160.6
A. PUSH F-PLN
*[
]
4R
CLB
SPD
LIM
275 / 10000
5R
RETURN TO
ACT F - PLN
6L
B. Type /-250 in SP
6R
250
C.PUSH 2R
089
089
A CT F - P L A N
FROM
SPD
277 /
1L
T-P
2109
2L
ELX
20
3L
(T / C )
4L
STEP:
1/2
ETO
PUSH 5L
ALT
7600
1R
.82/
- FL 250
2R
23
.82/
FL 290
3R
UNBAR
24
//
/
FL290
4R
5L
SVM
31
//
/
//
5R
6L
YXU
43
//
/
//
6R
085
4-16-2-4
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
VERT REV
AT
ELX
1/1
>
E X T R A = 2 9 .0
EFOB - 160.6
1L
1R
2L
2R
3L
3R
4L
4R
ALT:AT/BELOW
5L
FL 250
6L
* CLB
04
05
06 07
NAVIGATION (CONTINUED)
08 09 10 11
12
13
14
ELX
-FL250
G1J
5R
DES *
OR
6R
087
087
PUSH
6L
29A
29A
A CT F - P L A N
FROM
SPD
277 /
T-P
2109
2L
ELX
20
3L
(T / C )
4L
5L
6L
1/2
ETO
1L
Only altitude constraints that are defined by the aircrew as ‘’AT’’ or ‘’AT OR BELOW’’ are restrictive in
the takeoff/climb phase of flight. If conflicting altitude
constraints (consecutive altitude constraints which
would require a descent in the takeoff/climb phase)
are encountered then they are resolved as follows:
ALT
7600
1R
.82/
- FL 250
2R
23
.82/
FL 290
3R
UNBAR
24
//
/
FL290
4R
SVM
31
//
/
//
5R
YXU
43
//
/
//
6R
088
•
The restrictive altitude of each lower (conflicting) constraint is made equal to that of the
higher constraint.
•
Each lower (conflicting) altitude is displayed in
the flight plan at its associated waypoint.
•
CDU message ‘’CHECK ALT CSTR XXXXXXX’’ is displayed if conflict exists.
XXXXXXX is the name of the waypoint.
088
During the FMS climb or cruise phases of flight (with
step climbs remaining), when the aircraft transitions to
descent, all remaining climb altitude constraints are
automatically cancelled. The CDU message ‘’CLB
ALT CSTRS DELETED’’ is displayed.
A speed (SPD) constraint may be inserted at waypoint ELX by entering a value into the data field at 2L
of screen below. Enter the speed in the SP and press
2L. Speed constraints entered at cruise or descent
waypoints become effective AFTER sequencing the
waypoint. This speed then becomes the upper limit
for the remainder of the flight, unless removed. While
a constraint is active, a prompt will appear on the
VERT REV page of the FROM waypoint to provide the
pilot a way to remove the constraint if necessary.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-5
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
Pressing 2L will remove the constraint and allow return to normal speeds.
STEPS:
A. PUSH Right LSK abeam ELX with SP
empty.
B. Type 250 in SP.
AT
ELX
1/1
EXTRA = 29.0
EFOB = 160.6
1L
1R
SPD : AT/BELOW
2L
*[
3L
*[
RTA
PROGRESS >
]
Above the altitude speed limit and after all entered
climb speed constraints, the FMS will command speed
targets as selected on the active CLB PERF page.
These speed targets appear on the speed tape as an
‘’open’’ magenta circle. Pressing the FMS SPD pushbutton commands the aircraft to fly the FMS speed
target (Magenta circle becomes solid).
2R
ALT : AT/ABOVE
]
3R
ALT : AT
4L
*[
]
4R
ALT : AT/BELOW
5L
*[
CLB
]
SPD
LIM
275 / 10000
If it is desired to level and cruise at an altitude below
the initial CRZ ALT found on the F-PLN INIT page, it
will be necessary to change the F-PLN INIT initial
CRZ FL or the FMS will not transition to CRZ flight.
If an altitude conflict exists between the FMS target altitude and the FCP selected altitude such that the A/C
is between the two, ‘’???’’ is displayed on the left side
of the title line (replacing RTA) to indicate the conflict. This condition can occur when the FCP altitude
is set below A/C altitude in CLB or above A/C altitude
in descent.
C.PUSH 2L
VERT REV
may be cleared by use of the CLR key or altered by
pilot entry into data field 5R.
5R
RETURN TO
ACT F - PLN
6L
6R
HOLDING PATTERNS IN CLIMB
250
089
089
STEPS
A. PUSH Right LSK adjacent to ELX with
SP empty.
B. PUSH 2L
VERT REV
UFOB = 160.6
AT
ELX
1/1
E X T R A = 14.3
1L
1R
CLEAR
2L
With a holding pattern in the climb portion of the flight
plan, three minutes prior to the waypoint at which to
hold exists, the aircraft will begin a deceleration to the
holding speed. These default holding speeds are limited by the ICAO upper speed limits. The holding
speed, like any other speed, is bound by the upper
and lower speed envelopes (VMAX -10 and V MIN +5).
Above the acceleration altitude, the holding speed and
ICAO limit will override the operational climb speed
VCL (below 10,000 feet) and override the FMS ECON
speed above 10,000 feet.
* 320
2R
3L
3R
4L
4R
5L
6L
REQUIRED TIME OF ARRIVAL (RTA)
SPD
CLB SPD LIM
250/10000
RETURN TO
ACT F - PLN
RTAs may be entered for any cruise waypoint. The
FMS will compute and adjust the speed to arrive at the
entered time. A scratchpad message will appear if the
aircraft cannot meet the required time. The RTA entry page can be accessed via the Progress page followed by the PAGE key, or through any Vert Rev
page one and the PROGRESS > prompt in 2R of that
page.
5R
6R
090
090
An altitude speed limit is default-entered into the
flight plan as 250 kts below 10,000 feet. The limit may
be found on any climb waypoint VERT REV page and
4-16-2-6
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
VERT REV
AT
5150 N
RTA PROGRESS
1/2
FIX
EXTRA = 37.2
EFOB = 116.4
1L
1L
1R
SPD : AT/BELOW
2L
*[
3L
*[
RTA
PROGRESS >
]
ALT : AT
OR
NAVIGATION (CONTINUED)
RTA
5150N
1458
RTA SPD
1R
ALT /ETO
FL330/1458
.833
2R
2L
2R
3R
3L
3R
4R
4L
4R
5R
5L
ABOVE
]
ALT : AT
4L
*[
]
ALT : AT/BELOW
5L
*[
]
DES
SPD
LIM
250 / FL 100
MAX SPD
5R
.850
RETURN TO
RETURN TO
ACT F - PLN
6L
6L
6R
VERT REV >
6R
093
091
093
091
The following diagram shows the RTA PROGRESS
page. Enter the desired fix in 1L and the required time
in 1R. The FMS will compute the speed necessary to
arrive at the entered time and will display that speed in
2L in LARGE font. The altitude and ETO will appear
in 2R in small font. RTA entries may be "at or before"
using a minus sign (-), or "at or after" using a plus (+).
If the FMS cannot meet the RTA, a message RTA ERROR AT XXXX will appear in the SP. This will also
cause a CDU MSG alert on the NAV display. An error of 30 seconds or greater will trigger the message.
The computed ETO will be displayed on the ACT-FPLN page in LARGE font at the RTA waypoint.
NOTE
RTA PROGRESS
FIX
1L
2L
RTA SPD
____
The secondary flight plan has RTA capability also, accessed through the secondary PROGRESS or VERT REV pages.
2/2
RTA
____
1R
ALT / ETE
____/____
2R
3L
3R
4L
4R
5L
MAX SPD
____
6L
If the RTA function is used prior to departure for predictions, it will be removed automatically at Takeoff,
and must be re-entered enroute. A message RTA
REMOVED will appear if this occurs.
NOTE
5R
Arrival time control performance will be ±
30 seconds when accurate forecast
winds have been entered and the aircraft is not thrust or speed limited.
6R
092
092
The following diagram shows the page after entry and
calculations. The MAX SPD in 5L is the highest
speed used in computing RTA.
30 October 2002
DIRECT TO A WAYPOINT
During climb it is common to be either cleared DIR TO
a waypoint or intercept a course to a waypoint either
on or off the flight plan. The DIR INTC function key allows the pilot to select, review, and insert a direct path
from the aircraft present position to a selected fixed
waypoint or to intercept a pilot defined inbound course
to any waypoint. When the DIR TO waypoint is identical to any fixed waypoint in the flight plan, then a direct leg is strung to that waypoint with intervening
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-7
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
waypoints being deleted or retained as abeam waypoints. If the DIR TO waypoint is not in the F-PLN, a
direct leg is created to the waypoint followed by a DISCONTINUITY.
1R
INTC FIX/CRS - The waypoint entered in
1L is also entered in 1R followed by a trailing asterisk. A unique and separate waypoint and inbound course entry may be
made via the SP using a slash ( / ) to separate waypoint and course. Waypoint and
course may be entered separately. After
the inbound course is entered, a trailing
asterisk is displayed and insertion into the
F-PLN is possible by again pressing the
LSK next to the asterisk.
2L
The F-PLN waypoints can be scrolled.
When a left LSK is pressed adjacent to a
fixed waypoint with the SP empty, the waypoint is entered into 1L and 1R. Waypoint
entry can also be entered as either an
IDENT, LAT/LONG, or PBD via the
scratchpad. Selection of a Pseudo-waypoint, F-PLN marker or Nonfixed waypoint
is NOT allowed.
Use the DIR INTC key to proceed to downtrack waypoints, rather than placing a CLR in the scratchpad
and clearing unwanted waypoints. The FMS can not
combine certain leg combinations which may result
when clearing waypoints, and a latch failure (lock-up)
of the FMCs may result in a reversion to FMS Standby operation until FMCs are unpowered and reset.
Pressing the DIR INTC key displays the DIR TO and
INTC FIX/CRS prompts on the F-PLN page.
STEP:
6L
PUSH DIR INTC
A CT F - P L A N
DIR
INTC
TO
]
FIX
1L
[
2L
ELX
3L
(T / C )
20
//
4L
UNBAR
24
.82 /
5L
SVM
32
//
6L
YXU
43
//
[
2120
]
/
/
CRS
]
1R
FL277
2R
/ FL 290
3R
FL290
4R
/
//
5R
/
//
6R
.83 /
[
To execute a maneuver direct to ELX, the pilot need
only press 2L to enter ELX into 1L. The asterisk appears and the proposed routing may be viewed on the
ND (soft DIRECT TO, dotted magenta line). Pressing
1L inserts a Turn-Point (T-P) into the F-PLN at the
present position FROM point and immediately a maneuver is initiated to proceed directly to the entered
waypoint.
NOTE
094
094
1L
4-16-2-8
DIR TO - DIR TO replaces the FROM field
of the active F-PLN page 1. The field allows entry of the desired fixed waypoint
which can be selected from the active flight
plan via pressing its left LSK with the SP
empty or via manual entry of a waypoint
not in the F-PLN. In either case the entered waypoint is asterisked with the ND
displaying the proposed route change as a
dotted magenta line. When asterisked, the
*ABEAM POINTS prompt appears in 2L.
Entry of Latitude/Longitude as well as
Place/Bearing/Distance type waypoints
are allowed in the DIR/TO field.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
cruise flight level ±50 ft and the cruise flight level
equals clearance altitude ±50 ft.
A CT F - P L A N
DIR
1L
INTC
TO
FIX
* ELX
/
NOTE
CRS
ELX / [
]
1R
Cruise Flight Level - is the altitude originally entered on the ‘’INIT’’ page as the
first cruise altitude.
WITH
2L
* ABEAM POINTS
3L
ELX
4L
(T / C )
21
//
5L
UNBAR
24
.82 /
6L
2120
SVM
32
2R
FL277
3R
/ FL 290
4R
.83 /
//
/
FL290
5R
//
6R
Clearance Altitude - is the altitude set in
the FCP altitude window.
CRUISE
095
095
STEPS:
A. PUSH 2L
B. PUSH 1L
A CT F - P L A N
ETO
INTERCEPT WAYPOINT INBOUND
COURSE
1/2
SPD
FMS cruise is the phase of flight between T/C and T/
D. During cruise the pilot may be required to make
navigation changes, position updates, position reports, monitor flight progress, change cruise altitudes,
and prepare for descent into the destination airport.
Preparing for descent can include STAR selection, descent forecast wind entry and review of approach and
go around data.
ALT
1L
T-P
2108
277 /
7600
1R
2L
ELX
19
.83 /
FL251
2R
3L
(T / C )
22
//
/ FL 290
3R
4L
UNBAR
23
.82 /
FL290
4R
5L
SVM
31
//
/
//
5R
6L
YXU
42
//
/
//
6R
Occasionally you may be cleared to intercept an inbound course to a fix or waypoint either on or off the
planned route of flight. The DIR INTC function key allows the pilot to define a waypoint and inbound course
from which the aircraft’s course will create an intercept waypoint enroute to the selected waypoint. Just
like the DIR TO, when the selected waypoint is identical to any waypoint in the F-PLN, then a direct leg is
strung to that waypoint with the intervening waypoints
being deleted. If the INTC FIX/CRS waypoint is not
on the F-PLN, a direct leg is created to the waypoint
followed by a DISCONTINUITY.
096
096
After entry of an INTC FIX, if the aircraft’s existing
heading intercepts the course short of the chosen
waypoint, the aircraft will continue flying directly to a
FMC created intercept waypoint. Otherwise, the FPLN is unchanged and the SP message ‘’NOT ON
INTC HEADING’’ is displayed. The intercept waypoint must be within 1000 NM of both the A/C and selected fix waypoint.
Pressing the DIR INTC function key displays the INTC
FIX/CRS brackets shown in 1R below.
STEP:
PUSH DIR INTC
TRANSITION TO CRUISE
The FMS transitions from a climb or descent to cruise
mode of operation when the aircraft altitude equals
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-9
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
A CT F - P L A N
DIR
1L
INTC
TO
[
]
A CT F - P L A N
FIX
[
/
CRS
] / [
]
DIR
1R
1L
INTC
TO
* YXU
FIX
/
CRS
YXU / [
]
1R
WITH
FL290
2R
2L
* ABEAM POINTS
/
//
3R
3L
YXU
2153
.82 /
//
/
//
4R
4L
YYZ
2201
//
//
/
//
5R
5L
VQC
2L
YXU
2153
.81 /
3L
YYZ
2201
.80
11
24
2R
FL 290
3R
/
//
4R
11
.81 /
//
5R
24
//
/
//
6R
J 586
4L
VQC
5L
MSS
J 586
J 586
J 586
6L
J 586
KELVI
27
//
/
//
6R
6L
MSS
/ 069
097
098
097
1R
INTC FIX/CRS - The waypoint, LAT/LONG
or PBD entered in 1L is also entered in 1R,
followed by open brackets. A unique and
separate waypoint and inbound course entry may be made via the SP using a slash (
/ ) to separate waypoint and course. Waypoint and course may be entered separately. After the inbound course is
entered, a trailing asterisk is displayed and
insertion into the F-PLN is possible by
again pressing the LSK adjacent to the asterisk 1R. The aircraft must be on an intercept course or pressing 1R will not create
an intercept waypoint.
As an example of INTC FIX, enroute to London (YXU),
it is desired to intercept the 069° inbound course to
that navaid. Entering the waypoint YXU by pressing
2L is shown below and entering the course 069° is accomplished in the second graphic.
NOTE
Activation (second press of 1R) of the
INTC FIX/CRS function should be accomplished in straight and level flight.
STEPS:
A. PUSH 2L
B. Type /069 in SP
4-16-2-10
098
STEP:
PUSH 1R
A CT F - P L A N
DIR
INTC
TO
FIX
1L
* YXU
2L
* ABEAM POINTS
3L
YXU
2153
.82 /
4L
YYZ
2202
//
/
CRS
YXU / 069 *
1R
WITH
2R
FL 290
3R
/
//
4R
11
.81 /
//
5R
24
//
/
//
6R
J 586
5L
VQC
6L
MSS
J 586
NOT ON INTC HEADING
099
099
After pressing 1R and if the existing aircraft’s course
intercepts the inbound course short of the chosen
waypoint, the aircraft will create an intercept waypoint
and continue flying directly to the intercept point. If
the SP message ‘’NOT ON INTC HEADING’’ is displayed the aircraft is not on an intercept heading to the
selected course. The aircraft heading may be altered
to the intercept heading if desired. Pushing 1R and
the NAV button after the turn is complete will reengage FMS NAV and guide the A/C to intercept the
course to the waypoint. That intercept waypoint is
shown in the F-PLN as waypoint/course (YXU/069).
The ND will look similar to that shown next. The intercept waypoint must be within 1000 NM of both the A/C
and selected fix waypoint.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
STEP:
NAVIGATION (CONTINUED)
PUSH 1R
YYZ
A CT F - P L A N
DIR
1L
INTC
TO
* YXU
FIX
/
CRS
YXU / 069 *
1R
WITH
2L
* ABEAM POINTS
3L
YXU
2153
.82 /
4L
YYZ
2202
//
2R
FL 290
3R
/
//
4R
11
.81 /
//
5R
24
//
/
//
6R
YXU
J 586
5L
VQC
6L
MSS
J 586
YXU/069
100
100
A CT F - P L A N
ETO
1/2
SPD
T-P
2L
YXU / 069
46
.83 /
3L
YXU
54
//
4L
YYZ
2202
5L
VQC
6L
MSS
2144
T-P
ALT
1L
320 / FL 290
1R
FL 290
2R
/
//
3R
.82 /
//
4R
11416310
ABEAM WAYPOINTS
J 586
12
//
/
//
5R
25
//
/
//
6R
J 586
101
101
When a waypoint is selected to proceed DIR TO and
entered into , an insertion asterisk appears and is replaced with the asterisk option ‘’WITH ABEAM
POINTS’’. Selecting this option performs the same
DIR TO function as with the automatic insertion of up
to 40 abeam points along the new path. Abeam waypoints are defined to be located where a perpendicular intersection is created by the DIR TO leg and a line
that passes through an existing flight plan waypoint
deleted by the DIR TO. If a deleted flight plan waypoint is more than 100 NM from the DIR TO leg, the
respective abeam waypoint will be excluded from the
function.
NOTE
Abeam points can only be made for waypoints on the F-PLN. No ‘’off’’ F-PLN
abeam waypoint can be created.
When the FMS memory used to store pilot defined
waypoints or flight plan waypoints is full and creation
of ABEAM waypoints cannot be accomplished, the
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-11
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
CDU SP message ‘’ABEAM WPTS INCOMPLETE’’
will be displayed.
For example, prior to Massena (MSS), MIILS is selected for DIR TO routing and the option *ABEAM
POINTS is selected from the DIR INTC page.
03
5
4 0
06 07 08 09 10 11
0
12
13
ABYSC
A CT F - P L A N
DIR
1L
INTC
TO
* MIILS
FIX
/
CRS
MIILS / [
]
1R
WITH
2L
* ABEAM POINTS
3L
YXU
2R
J 586
2241
.85 /
FL 290
3R
J 586
4L
YYZ
5L
VQC
6L
MIILS
43
//
/
//
4R
49
//
/
//
5R
2310
//
/
//
6R
YOW
ABYJN
ABNAP
ABKEL
ABMSS
J 500
102
T-P
102
11416311
11416311
A CT F - P L A N
FROM
ETO
Notice that there are two non-compulsory reporting
points KELVI and NAPEE which are found in the FPLN. When the DIR TO with ABEAM POINTS is inserted into the flight plan, all waypoints are prefixed
with ‘’AB’’ and in the case of KELVI and NAPEE the
last two letters are truncated for display. Wind data
defined for deleted waypoints shall be copied to the
respective abeam waypoints, if within 99 miles of the
original waypoint.
1/2
SPD
ALT
1L
T-P
2L
ABMSS
35
.85 /
3L
ABKEL
37
//
4L
ABNAP
40
5L
ABYJN
6L
ABYSC
332 / FL 290
1R
FL 290
2R
/
//
3R
//
/
//
4R
41
//
/
//
5R
FIX USE
47
//
/
//
6R
The FIX mode key provides access to two FIX INFO
pages which provide the pilot with the bearing and distance from a specified fix to the aircraft and the capability to obtain predicted down path crossing times,
distances, and altitudes from a user defined radial off
the reference fix. The specified fix may be a waypoint,
a waypoint/course intercept point on the ACT F-PLN
or an abeam point. The operation of each page is
identical.
2227
103
103
Pressing the FIX mode key results in the display below. Choosing a fix of interest such as Midland (YEE)
and entering it into 1L via the SP results in the FIX
INFO page.
4-16-2-12
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
FIX
INFO
3L
DNTKFX, ETO, DTG, ALT - Course from
that fix may be entered in 3L, 4L and/or 5L.
Predictions are calculated for the radial
distance or down track distance (DNTKFX) from the fix to over the F-PLN intercept point, the estimated time over (ETO)
to the intercept point, the distance to go
(DTG) to the intercept point, and the predicted altitude (ALT) over the intercept
point. Course entries which do not intercept the active F-PLN or that intercept with
a leg transition or any leg not terminating
at a fix are displayed in LARGE font followed by the ‘’NO INTERCEPT’’ message
on the same line. Line 3L, 4L and 5L can
be cleared by the CLR key.
6L
ABEAM - The abeam course to the flight
plan track with the same information as in
3L above. If there is not an abeam course
to the flight plan, then the abeam field is
dashed with the ‘’NO INTERCEPT’’ message.
1/2
FIX
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
NAVIGATION (CONTINUED)
104
104
STEPS:
A. PUSH FIX
B. Type YEE in SP
C. PUSH 1L
FIX
FIX
1L
YEE
INFO
RAD
/ DIST
246 / 241
1R
2L
2R
DNTKFX
ETO
DTG
3L
[
] /---
-----
-----
-----
3R
4L
[
] /---
-----
-----
-----
4R
] /---
-----
-----
-----
5R
2202
242
FL 290
6R
5L
The radial/distance and ABEAM points are automatically computed and displayed. The ND display shows
the abeam course of 164 degrees.
1/2
[
ALT
03
04
6 07 08 09 10 11
0
05
12
YEE
13
YYZ
ABEAM
6L
164 / 51
164
YXU
105
105
NOTE
LAT/LONG as well as PBD entries may
be made when using the FIX page.
CRL
SVM
1L
FIX, RAD/DIST - FIX of interest entered
into the FIX data field . RADial and DISTance from that point to the aircraft.
T-P
0062
0062
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-13
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
As an example of fix courses and their display, the
courses of 223 degrees and 110 degrees are entered
into data fields 3L and 4L below.
FIX
1L
INFO
RAD
FIX
1/2
/ DIST
244 / 221
YEE
1R
2L
2R
DNTKFX
ETO
DTG
ALT
3L
223 / 110
2152
126
FL 290
3R
4L
110 / 83
2209
287
FL 290
4R
5L
[
----
----
-----
5R
2202
220
FL 290
6R
] /--ABEAM
6L
164 / 51
OFF ROUTE NAVIGATION
It may be necessary to navigate off the F-PLN routing. The HDG/TRK selector conveniently accomplishes this task when pulled but also disengages the FMS
NAV function. When NAV is once again pushed to engage lateral NAV, the aircraft will either turn to intercept the active F-PLN leg with up to a 45° intercept or
continue straight ahead in heading hold based on distances from the F-PLN route. If the aircraft has remained within the 10NM capture zone, it turns to
intercept the ACT F-PLN leg. If the aircraft is more
than 10NM on a diverging vector from the F-PLN routing, it would be necessary to turn to an intercept
course and close the distance to 10 NMs before the
FMS NAV will reengage and provide intercept guidance. In this case, the selected intercept heading will
be flown until NAV capture of the F-PLN route.
In figures below, the pilot navigates off a ''DIR TO''
MONCE routing.
106
106
11
05
04
YEE
03
21
09
3
10
2 13 14 15 16 17
1
11
TUL
18
MET
>
06 07 08 09 10 1
19
SD
YYZ
164
YXU
DIK
MMD
SVM
T-P
0065
0064
0065
0064
If more than one intercept point exists for a given
course, the data is displayed for the one nearest the
aircraft along the flight plan. All intercept points must
be within 999 NM of the reference fix for predicted
data to be displayed. Course resulting in intercept
points outside this range are displayed, but the predicted data is dashed.
4-16-2-14
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
>
>
13
5
4 1
16 17 18 19 20 21
1
22
5
4 1
23
16 17 18 19 20 21
1
22
13 RAMBE
SDI
23
SDI
TUL
TUL
MONCE
MET
ETN
MET
MMD
T-P
ETN
MMD
0068
0066
0068
0066
When the FCP NAV pushbutton is pushed to reengage lateral navigation, the FMC remembering the active leg ''DIR TO'' function, computes a new ''DIR TO''
MONCE using a new T-P. This routing is shown below.
ACT F-PLAN
FROM
1L
T-P
2L
MONCE
3L
ETO
0409
SPD
1/2
When flying parallel to an active leg (such as in Heading Select mode) if greater than 7 miles abeam the
"TO" waypoint, leg sequencing may not occur. The
present "Active Leg" may now be in back of the aircraft. To prevent the aircraft from turning back when
engaging NAV, first "Clear" the "FROM" waypoint.
The next leg will become the new Active Leg and NAV
mode will conduct a proper capture.
ENROUTE NAVAID USE
ALT
327 / FL 290
1R
FL 290
2R
17
310 /
RAMBE
19
//
/
//
3R
4L
(T/D)
20
//
/
//
4R
5L
REMIR
23
//
/
FL 233
5R
25
//
/
FL 183
6R
Radio information may be found on the NAV RAD
page or through the REF page and NAVAID prompt.
Those pages will be discussed in this section. For illustration purposes the aircraft will be flying from Salem (SVM) to London (YXU) thence to Toronto (YYZ)
as shown below.
UA 242
UA 242
6L
D099Q
>
REMI5T
24
0
TORONTO
113.3 YYZ
N43 40.9 W079 38.6
88
J5
>
107
107
AU SABLE
116.1 ASP
7
06
0
24
POSITION
2
>
N44 26.0 W083 24.1
LONDON
117.2 YXU
N43 02.3 W081 08.9
POSITION
1
0069
0069
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-15
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
Autotuning
Inflight the pilots may access the NAV RADIO Page to
confirm Automatic VOR radio tuning. In position one,
both FMC’s have tuned London (117.2) for display on
the EIS . FMC1 has tuned VOR1 in 1L and FMC2 has
tuned VOR2 in 1R.
STEP:
PUSH NAV RAD
Fig of
Merit
A/C Alt
Lateral
Distance
Nav Database
Definition
0
< 12,00 ft MSL
< 40 NM
T (terminal)
1
< 18,00 ft MSL
< 70 NM
L (low altitude)
2
_
Lesser of 130
U
NM or LOS (unclassified)
3
_
H
Lesser of 130
NM or LOS (high altitude)
4
_
Lesser of 250
H
NM or LOS (high altitude)
N AV R A D I O
YXU / CRS
1L
117.20
/[
YXU / CRS
]
117.20
/[
]
1R
2L
2R
ADF 1
ADF 2
3L
[
[
4L
[
]
]
3R
FigMrtCrt
ILS / CRS
]/[
]
4R
5L
FigMrtCrt
When the active leg of the flight plan has a procedure
specified navaid associated with it and a different
manually tuned navaid is entered, the CDU SP message (example): ‘’TUNE ORD 113.9’’ is displayed.
Manual tuning of ORD or clearing the manual selection clears the message.
5R
PRESELECT
[
6L
] / [
]
[
] / [
]
6R
108
108
Radio navaids for EIS display are automatically selected according to the following priority.
The ADF is tuned by the FMC using the following priorities:
•
Manually tuned nav data base navaid.
•
Manually tuned navaid.
•
•
Navaid specified for current F-PLN leg via nav
data base.
Nav data base navaid specified for the current leg.
•
•
Upcoming F-PLN waypoint (if navaid).
Nav data base navaid at the upcoming F-PLN
waypoint
•
Preceding F-PLN waypoint (if navaid).
•
•
Closest navaid which is a F-PLN waypoint.
Nav data base navaid at the preceding F-PLN
waypoint
•
Closest VOR/DME or VORTAC within 300
NM.
•
Closest VOR within 300 NM.
If no nav data base navaid can be selected from these
priorities, then an ADF station is not selected for tuning. A nav data base ADF is never used in radio position computations.
NOTE
NOTE
All navaids automatically selected should
meet the figure of merit criteria.
In normal operation the FMCs have the
ability to tune and identify the navigational station corresponding to the flight plan.
With no data base, it is additionally important to properly tune and identify radios to ensure the appropriate navigational
aid has been tuned.
4-16-2-16
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
Radio Position
The FMC inertial position is calculated using a combination of three IRUs for an IRS position. Radio DME/
DME or DME/Bearing or Localizer data is used to calculate a radio position. Normally two of these sources
of position and groundspeed information are combined to reflect the FMC position displayed on the IRS
status page. There are three modes available for updating the FMC position and they are in order of priority:
•
Radio/Inertia.
•
Inertial only.
•
Radio only (advisory only).
If none of the three modes are active, the aircraft position will not be computed. For the remainder of this
section, Radio tuning for navigation will be discussed.
Each FMC shall use signals from the radio sensors
that are tuned by that FMC. If FMC, CDU or radio sensors become degraded, fail or SISP configuration is
changed, the FMC will only provide as much tuning
capability and position accuracy as allowed by the radios it controls.
Radio position may be computed using the following
prioritized methods.
•
DME/DME data.
•
DME/Bearing data.
•
Localizer Update
DME/DME
Slant range distance from two independent DMEs
used to calculate a ground referenced radio position.
The first DME is selected as an existing procedure specified navaid (must have DME) for the current flight
segment or if none are specified the closest DME navaid. The second DME selected will be the closest
DME which allows the angle to be nearest to 90ø degrees.
DME/Bearing
NAVIGATION (CONTINUED)
•
Aircraft within 50.8NM of the destination, a
VOR/DME or VORTAC within 5NM of the destination.
•
VOR/DME or VORTAC closest to the A/C.
The selected navaid (not specified for approach transition or final approach) will be excluded from selection
if the A/C is flying away from it (inertial position available). If a procedure specified navaid exists (e.g. a
VOR approach) that is not the same as the manually
tuned navaid, the message ‘’TUNE AAA-FFF.FF’’ is
displayed. Where AAA is the navaid ident and
FFF.FF is the frequency.
Localizer
The localizer update uses the ILS localizer deviation
signal, center beam bearing, physical LAT LONG, and
a radio-corrected inertial position to determine the update position. This method is only used when controlling to the beam within 20NM of the localizer facility
and with a relative angle of less than 45°. The localizer used must either be manually entered by the crew
(takes priority) or automatically selected and tuned
from the data base for the destination approach and
runway in the F-PLN. If the aircraft is within 20NM of
the destination and invalid data is continually received
for 3 seconds, the CDU message ‘’ILS UNTUNABLE’’
is displayed.
Monitoring
To view the navaids automatically tuned by the FMC,
the REF key and the NAVAID 2R page must be selected.
STEP:
PUSH REF
REF INDEX
DEFINED
1L
WAYPOINT
2L
WAYPOINT
3L
AIRPORTS
4L
POS REF
5L
A/C STATUS
1R
NAVAID
2R
CLOSEST
This selection occurs only if DME/DME tuning cannot
be accomplished. The known position of the navaid
and the range and bearing are used by the FMC to
calculate the radio position. Only co-located navaid facilities can be used. The following selection priority is
used:
•
Manually tuned VOR/DME or VORTAC.
•
Procedure specified for current leg.
3R
DOC DATA
4R
MAINT
5R
M E M O RY
6L
SENSOR STATUS
READOUT
6R
109
109
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-17
NAVIGATION (CONTINUED)
STEP:
MD-11/MD-10 FLIGHT MANUAL
PUSH 2R
5L
CLASS - The navaid class designations can
include the following:
• VOR
N AV A I D
1/3
STATION
IDENT
1R
• LOC
NEXT
2R
• ILS
PREV
3R
08 W
YXU
1L
• DME
DEC
LAT / LONG
2L
N 4302.3/W 08108.9
3L
117.20
4L
930
• ILS/DME
FREQ
• VORTAC
DESELECT
ELEV
[
]
4R
• VOR/DME
CLASS
VORTAC
5L
FIG
OF
5R
3 ( 130 NM )
6L
If the Navaid is noncollocated, the word ‘’NONCOLLOCATED’’ is displayed.
MERIT
6R
110
6L
FIG OF MERIT
1R
STATION DEC - Station declination (variation) of the navaid. Only displayed for VORs,
VORTACs or VOR/DMEs.
4R
DESELECT - Ident of the deselected navaid
is displayed. The pilot may enter a navaid
ident into the field. Deselection results in
that navaid not being autotuned or used for
position update. However, manual tuning is
still available. ONLY ONE STATION AT A
TIME may be deselected. Clearing the first
deselected navaid or entering another navaid for deselection allows the FMC to again
use the first deselected navaid.
110
A maximum of four individual navaid pages automatically tuned by the FMC may be available at any one
time. They are presented as follows:
•
Page 1 - Navaid for EIS display.
•
Page 2, 3 - Navaids for radio position computation.
•
Page 4 - ILS DME for display (within 25NM of
the destination).
If a navaid for EIS display (NAV RAD page) is also being used for positioning, then the navaid for ILS DME
display, if present, will move up to page 3.
Right hand corner of the Title Line displays the page
number and total number of tuned navaid pages available. This line is blanked if a data base navaid IDENT
is entered in 1L.
1L
IDENT - Navaid identifier. Navaids autotuned by the FMC. Pages are accessed by
NEXT 2R or PREV 3R keys.
However, any navaid in the data base may be referenced by typing in the navaid ident. Once an untuned
ident is entered, tuned stations can no longer be observed by the pilot or accessed by 2R or 3R until the
field is cleared. If there are no tuned navaids, four
boxes will be displayed.
2L
It can be ascertained from the page numbers in the title field that three navaids are being FMC autotuned.
Since three pages are available and the aircraft is not
within 25NM of the destination (no ILS/DME tuned),
the three pages are the EIS displayed navaid and two
DMEs for DME/DME position calculation. Navaid pages 2/3 and 3/3 are shown.
STEP:
PUSH 2R
LAT/LONG - Navaid LAT/LONG. If a noncollocated VOR/DME is displayed, the LAT/
LONG is for the VOR.
4-16-2-18
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
STEPS:
N AV A I D
1L
A. PUSH REF
2/3
STATION
IDENT
B. PUSH 2R
DEC
07 W
ASP
1R
C.Type YYZ in SP
NEXT
2R
D.PUSH 4R
PREV
3R
LAT / LONG
2L
N 4426.8/W 08324.1
3L
116.10
NAVIGATION (CONTINUED)
FREQ
DESELECT
ELEV
4L
620
[
]
N AV A I D
4R
5L
VORTAC
FIG
6L
OF
1L
5R
1/3
STATION
IDENT
CLASS
DEC
YXU
08 W
1R
LAT / LONG
MERIT
3 ( 130 NM )
6R
2L
N 4302.3/W 08108.9
3L
117.20
NEXT
2R
PREV
3R
FREQ
111
DESELECT
ELEV
111
4L
930
5L
VORTAC
YYZ
4R
CLASS
STEP:
PUSH 2R
FIG
6L
N AV A I D
2L
N 4340.9/W 07938.6
3L
113.30
3 ( 130 NM )
6R
113
DEC
113
09 W
YYZ
5R
MERIT
3/3
STATION
IDENT
1L
OF
1R
LAT / LONG
NEXT
2R
PREV
3R
STEP:
PUSH NAV RAD
FREQ
DESELECT
ELEV
4L
600
[
]
N AV R A D I O
4R
YXU / CRS
CLASS
5L
VORTAC
6L
3 ( 130 NM )
FIG
OF
5R
1L
6R
2L
MERIT
117.20
YXU / CRS
/[
]
117.20
/[
]
2R
ADF 1
ADF 2
3L
[
[
4L
[
112
1R
]
]
3R
ILS / CRS
112
Navaid Deselection
One navaid at a time may be deselected from automatic NAV radio tuning by entering its ident into data
field 4R. The CLR key and SP clears the field or another ident may be entered to regain tuning access to
the deselected navaid.
As an example, Toronto normally would have been
tuned by the FMC. Toronto (YYZ, 113.3) is deselected below. This deselection forces the FMC to tune
another navaid for display IAW tuning priorities. FMC
has automatically chosen the preceding F-PLN navaid to tune for EIS display.
30 October 2002
]/[
]
4R
5L
5R
PRESELECT
6L
[
] / [
]
[
] / [
]
6R
114
114
Nav Data Base Information
Information for any navaid in the data base can be displayed by entering the navaid ident into the IDENT
data field 1L of the NAVAID Page. Entering Midland,
Canada (YEE) in the IDENT field displays the navaid
data.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-19
NAVIGATION (CONTINUED)
STEPS:
MD-11/MD-10 FLIGHT MANUAL
A. PUSH REF
REF INDEX
B. PUSH 2R
DEFINED
C.Type YEE in SP
1L
WAYPOINT
D.PUSH 1L
2L
WAYPOINT
1R
NAVAID
2R
CLOSEST
NAVAID
STATION
IDENT
YEE
1L
3L
AIRPORTS
4L
POS REF
5L
A/C STATUS
3R
DOC DATA
4R
MAINT
5R
DEC
10 W
1R
LAT / LONG
N 4434.9/W 07947.6
2L
M E M O RY
2R
6L
SENSOR STATUS
READOUT
6R
FREQ
112.80
3L
3R
800
4L
116
DESELECT
ELEV
[
]
4R
116
CLASS
VORTAC
5L
FIG
OF
5R
3 ( 130 NM )
6L
STEP:
MERIT
PUSH 4L
6R
POS REF
115
FMS
115
After YEE is entered, the title line page prompt and
NEXT and PREV prompts are removed and FMC autotuned navaids can no longer be displayed until the
ident field is cleared. FMC automatic tuning is still operable.
1L
N 4157.8/W 08754.1
IRS
2L
1/3
LAT / LONG
1R
(M I X)
N 4157.8/W 08574.1
2R
3L
3R
4L
4R
NOTE
When a facility is deselected it will not be
used for automatic radio update. However, it may still be manually tuned on the
NAV/RAD page and used for navigation.
5L
5R
RETURN
TO
F-PLN INIT
6L
6R
117
117
POS REF PAGE
Pressing the REF key or the INIT key provides access to the POS REF page prompt. Pressing its LSK
accesses the first of three POS REF pages.
The POS REF page provides comparative position
data to include the FMC position and an IRS MIX position (average IRU position). The second page displays all three IRU positions. The FMC position may
be manually updated on page 1/3. The third page,
IRS STATUS page, provides IRS drift and GS error
rates at flight termination.
STEP:
4-16-2-20
PUSH REF or INIT
1L
FMC LAT/LONG - Displays the current
FMC position. Pressing 1L with the SP
empty “FREEZES” the displayed FMC
LAT/LONG position. The displayed FMC
LAT/LONG title line is replaced by “POS
FROZEN” label. Pushing 1L a second
time”UNFREEZES” the position which
catches up to where the A/C position is
without update.
The FMC position may be updated by entry of a waypoint, navaid, LAT/LONG, or place/bearing/distance at
anytime. Entry in 1L results in the POS FROZEN label and appearence of an “UPDATE” prompt in 1R.
Pressing 1R updates the A/C position and unfreezes
the LAT/LONG.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
CAUTION
IRS POS
Updates, if used at all, must be conducted with discretion.
IRU
1L
NAV
N4329.1/W08007.0
IRU
A CHECK POSITION message will be displayed on
the ND when either of the following MCDU scratchpad messages is displayed.
1
2
N4329.1/W08007.0
3L
N4329.1/W08007.0
3
000
/ 00
1R
000
/ 00
2R
000
/ 00
3R
NAV
2L
IRU
2/3 >
NAV
4L
1.
2.
FMC POSITION MISMATCH - This message will be displayed if the FMCs show a
position difference of 5 NM or greater. The
message is removed if the position difference becomes less than 3 NM. Compare
the positions on the POS REF page, and
use the FMC considered to be the most
accurate. The above generally is a result
of poor radio DME position computation.
VERIFY AIRCRAFT POSITION - This will
be displayed if a single FMC radio position
varies from the IRUs. Usually it shows on
only one MCDU. Check the POS REF
page on that MCDU. If the condition persists, it is advisable to use the other FMC
as primary for navigation.
NOTE
It is possible to have the message, VERIFY AIRCRAFT POSITION, on both MCDUs if a single IRS has drifted more than
12 NM. Comparison of all three POS
REF pages should confirm this. Use the
FMC considered to be the most accurate.
The IRS POS page is accessed by pushing the PAGE
key from the POS REF.
30 October 2002
4R
5L
5R
RETURN TO
REF INDEX
6L
6R
118
118
1L. 1R
IRU 1-NAV
2L, 2R
IRU 2-NAV
3L, 3R
IRU 3-NAV
Lines 1 through 3 display the position of
each IRU used to calculate the IRS position along with the relative bearing and
distance from the FMC position to each
IRU once the IRUs are aligned. The label lines display either NAV or ALIGN
and, if ALIGN, the time remaining for
IRU alignment. In NAV, the IRU LAT/
LONG position is displayed.
IRS STATUS PAGE
The IRS STATUS page provides IRS drift and GS error ratesat flight termination and IRS status codes and
is accessed from the IRS POS page by pressing the
page key.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-21
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
•
IRS
ST AT U S
DRIFT RATE
Aircraft position can be positively and accurately determined by outside sources (e.g.,
ATC radar fix, or confirmed navaid fix).
3/3
GS
1L
I RU1
_
_
1R
2L
I RU2
_
_
2R
3L
I RU3
_
_
3R
4L
Exercise caution when performing an FMS Pos Manual Update, so that even larger navigation errors are
not mistakenly induced.
WARNING
4R
STATUS
5L
6L
CODE
If using a PBD waypoint for an FMS Pos
Manual Update, enter the aircraft bearing from the navaid (the aircraft's radial).
Do not enter the bearing from the aircraft
to the navaid.
5R
IRU
1
00
IRU
2
00
RETURN
IRU
3
00
F-PLN INIT
TO
6R
119
119
5L, 5R
STATUS CODE - The action code of
each IRU is displayed in these lines.
Code definition is as follows:
6L, 6R
IRS ACTION CODES
The FMC position may be updated both on the ground
and in the air using the POS REF page. Access to
that page is gained through the REF or INIT keys and
POS REF prompts.
STEP:
PUSH REF
01 IRU Critical Fault on GND (remove IRU).
02 IRU Non-Critical Fault (service IRU when convenient).
R EF I N D E X
DEFINED
03 PPOS not entered yet, starting at beginning of
align.
1L
< WAYPOINT
04 IRU Critical Fault in AIR (remove IRU).
2L
< WAYPOINT
05 Excess motion detected during align or rapid align.
3L
< AIRPORTS
4L
< POS REF
5L
< A/C STATUS
06 ADR data fault or data outside limits.
NAVAID >
2R
CLOSEST
07 Check circuit breakers. Input power test failed.
10 Alignment is prohibited due to IRU temperature below - 15°C.
1R
3R
DOC DATA >
4R
MAINT >
5R
MEMORY
6L
< SENSOR STATUS
NOTE
READOUT
6R
120
When a code 3 is displayed, the CDU
message “ALIGN IRS” is displayed.
120
STEP:
PUSH 4L
FMS POSITION MANUAL UPDATE
An FMS Pos Manual Update is an unusual procedure, reserved for an abnormal FMS Pos error. Perform an FMS Pos Manual Update only if:
•
FMS Pos is confirmed to be in considerable
error, such that the pilot can not otherwise
navigate safely and efficiently, and
4-16-2-22
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
POS REF
FMS
1L
IRS
2L
POS REF
1/3
FMS
LAT / LONG
N 4157.8/W 08754.1
1R
1/3 >
LAT/LONG
N4340.9/W07938.6
1L
IRS
(M I X)
N 4157.8/W 08574.1
NAVIGATION (CONTINUED)
1R
(M I X)
N4341.5/W07937.4
2R
2L
3L
3R
3L
3R
4L
4R
4L
4R
5R
5L
5L
RETURN
5R
TO
F-PLN INIT
6L
2R
RETURN TO
6R
REF INDEX
6L
117
122
117
A waypoint, navaid, LAT/LONG or a place/bearing/distance can be typed in the SP and entered into 1L.
That entry causes a ‘’POS FROZEN’’ title field to be
displayed, LAT/LONG entered between 1L and 1R
and an ‘’UPDATE*’’ prompt to appear in 1R. When
the aircraft is precisely at the update point, pressing
1R will update the FMS position to the newly entered
coordinates. The update may be cancelled by departing the CDU page for another page.
122
CRUISE PERFOMANCE CHAGE
During the climb phase the Active PERF page was the
CLB page and CRZ and DES were PRESELECT pages 2/3 and 3/3. When the FMS transitions to CRZ including any step climbs (S/C), the Active PERF page
becomes the CRZ page and its preselected speed
mode is made active. In CRZ there is only one PRESELECT page and that is DES (page 2/2).
The FMC position is updated over the navaid Toronto
(YYZ) in the following steps.
STEPS:
B. PUSH 1L
POS REF
1L
IRS
2L
1/3
FROZEN
UPDATE *
N 3246.1/W 11822.3
NOTE
When FMS SPD mode is disengaged,
the ACTIVE mode will not automatically
revert to ECON. When FMS speeds are
reengaged, the ACTIVE mode will be the
last engaged FMS SPD mode (ECON,
EDIT or MAX). If ECON was not the last
engaged mode, EDIT or MAX will become active and a second FMS SPD button push will engage ECON.
A. Type YYZ in SP
POS
6R
1R
(M I X)
N 3246.1/W 11822.5
2R
3L
3R
4L
4R
5L
5R
RETURN
PUSH PERF
TO
F-PLN INIT
6L
STEP:
6R
121
121
STEP:
PUSH 1R over Toronto.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-23
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
STEPS:
ECON
CRZ
A. Type .82 in SP
1/2
B. PUSH 4L
S / C TO F L 330
1L
0112 / 712
C.PUSH 4L
1R
ECON
2L
.78
2R
3L
MAX END
* .78
3R
ECON
CRZ
EDIT
4L
[
4R
]
5L
1L
5R
OPT/MAX FL
285 / 336
6L
1/2
S / C TO F L 330
0110 / 685
ECON
* .85
2L
THRUST
LIMITS
6R
2R
MAX END
* .78
3L
1R
3R
EDIT
.82
4L
123
123
4R
5L
5R
THRUST
OPT/MAX FL
3L
MAX END - MACH calculated by the FMC
which provides minimum drag and hence
maximizes endurance (time aloft).
285 / 336
6L
LIMITS >
6R
124
124
1R
S/C TO FL330 - Time and distance to the
next S/C point which is displayed in large
font but is not editable. If the aircraft passes the S/C point before the FCP altitude is
raised the data field shows ‘’STEP NOW’’.
If the next S/C is within 200 NM of the T/D,
the label for this field is replaced with TO
T/D and time and distance is computed to
the T/D.
The A/C speed and therefore performance may be
changed by selecting 3L (MAX END) or an edited
speed via 4L or the IAS/MACH selector and the FMS
SPD push button. If an edit speed is entered into the
active CRZ PERF page, the same speed will also be
entered into the PRESELECT DESCENT page.
Speed .82 mach is entered into 4L via the SP.
NOTE
When using speed constraints in cruise,
the speed constraint will become effective for the remainder of the flight and will
restrict the upper limit of FMS speeds
(ECON or EDIT) to that value. In order
to regain the use of FMS ECON speeds
while still in cruise, the crew may clear
the speed constraint by accessing the
VERT REV page of the FROM waypoint
and pushing LSK next to the CLEAR
SPD prompt.
NOTE
For low cruise altitudes, cruise speed
may be displayed in MACH on the FMA
and PERF pages, even though the aircraft is in a normal CAS region.
STEP:
PUSH 6R
Selecting 6R provides access to the AUTO THRUST
LIMITS page. The MANUAL THRUST LIMITS title is
displayed after selecting 3L.
AUTO THRUST LIMITS
1L
G/A
N1
TAT
103.6
-20
1R
2L
2R
3L
MCT
103.6
3R
4L
CLB
103.6
4R
5L
CRZ
6L
5R
99.6
RETURN
TO
PERF MODE
6R
125
125
4-16-2-24
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
STEP:
UFOB in 4R completes current situation information.
Predictions at the destination and alternate airports include estimated time of arrival, distance to go, and estimated fuel on board.
PUSH 3L
An existing flight plan (includes primary and alternate
but excludes missed approach) waypoint can be entered in 6L to obtain ETA, DTG, and EFOB predictions for that waypoint. The waypoint entry does not
affect the existing flight plan and can be cleared via
the CLR key. Attempted pilot entries into lines 1 thru
5 or non-active flight plan waypoint in 6L is ‘’NOT ALLOWED’’. The entry of St. Jean (YJN) in 6L provides
the predictions shown below.
MANUAL THRUST LIMITS
1L
G/A
N1
TAT
103.6
-20
1R
2L
2R
3L
MCT
103.6
4L
CLB
103.6
5L
NAVIGATION (CONTINUED)
3R
4R
SELECT
CRZ
AUTO *
99.6
RETURN
STEPS:
TO
PERF MODE
6L
5R
6R
A. Type YJN in SP
B. PUSH 6L
126
126
PROGRESS FDX 1234
FLIGHT PROGESS
FROM
1L
The PROG key provides access to the progress page
which displays dynamic flight information pertinent to
the present situation. Page layout is specifically tailored to facilitate oceanic position reporting. Starting
with the flight number in the title line and including the
position (FROM) with actual time over (ATO) and altitude, the next (TO) reporting point with estimated time
over (ETO) and the (next) succeeding reporting point
along the route of flight. Pertinent remarks could include the current TEMP and WINDS in TRUE found in
line four.
ATO
YYZ
2208
TO
ETO
2L
VQC
3L
MSS
ALT
FL 290
1R
2219
FL 290
2R
2234
FL 290
3R
NEXT
WIND
TEMP
4L
5L
-9
UFOB
290 /054
146.5
4R
DEST
ETA
DTG
EFOB
LSZH
0425
3549
42.8
5R
2240
205
138.8
6R
WPT
6L
YJN
128
128
STEP:
PUSH PROG
CLOSEST AIRPORTS
The CLOSEST AIRPORTS page provides the pilots
with the four airports closest to the current aircraft position. Pilot defined runways are not included in this
list. A fifth entry is reserved for pilot entry. Pressing
the REF function key and CLOSEST AIRPORTS
prompt 3L displays desired page.
PROGRESS FDX 1234
FROM
1L
YYZ
2L
VQC
ATO
2208
ALT
FL 290
1R
2219
FL 290
2R
2234
FL 290
3R
ETO
TO
NEXT
3L
MSS
TEMP
4L
-9
WIND
Airports found in the nav data base include all airports
requested by FedEx. Normally, runways in the nav
data base have runways 5000 ft or greater in length.
UFOB
290 /054
146.8
4R
DEST
ETA
DTG
EFOB
5L
LSZH
0424
3556
42.8
5R
6L
EDDM
0456
3689
34.7
6R
STEP:
ALTN
PUSH REF
127
127
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-25
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
REF INDEX
DEFINED
WAYPOINT
1L
1R
YJN
NAVAID
WAYPOINT
2L
NAPEE
CLOSEST
3L
AIRPORTS
4L
POS REF
5L
A/C STATUS
6L
SENSOR STATUS
KBDL
2R
3R
DOC DATA
4R
MAINT
5R
CYMX
KELV
MSS
M E M O RY
READOUT
CYOW
6R
VQC
129
129
STEP:
PUSH 3L
CYYZ
CLOSEST AIRPORTS
BRG
1L
CYOW
0199M
/ DIST
067 /97
1R
0199M
2L
CYYZ
256 /101
2R
3L
CYMX
074 /167
3R
4L
KBDL
135 /260
4R
5L
[
- - - /- - - - -
5R
6L
]
1L thru 4L - ICAO identifier of navigation data base
airports in the approximate order of distance from the
A/C. The bearing and distance display is from the aircraft to the airport. Only airports within 4000 NM are
considered for display and if there are none the CDU
message ‘’NONE WITHIN 4000 NM’’ will be displayed
across the center of the page. If the A/C position is invalid then ‘’CHECK A/C POSITION’’ will be displayed
in the same place.
6R
5L The pilot may enter any ICAO identifier not constrained by the 4000 NM limit.
130
130
KLGA is entered below and finds it bears 160ø for 263
NM.
STEPS:
A. Type KLGA in SP
B. PUSH 5L
4-16-2-26
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
Failure of a sensor which is displayed on this page
also causes the ‘’SENSOR FAIL’’ CDU SP message.
CLOSEST AIRPORTS
BRG
/ DIST
1L
CYOW
061 /72
1R
2L
CYYZ
260 /127
2R
3L
CYMX
072 /141
3R
STEP:
PUSH REF
REF INDEX
DEFINED
4L
KBDL
141 /243
4R
5L
KLGA
160 /263
5R
1L
WAYPOINT
2L
WAYPOINT
1R
NAVAID
2R
CLOSEST
6L
6R
3L
AIRPORTS
4L
POS REF
5L
A/C STATUS
3R
DOC DATA
4R
MAINT
5R
131
131
M E M O RY
SENSOR STATUS
6L
READOUT
6R
CAUTION
129
I nf o r m a t i o n o n t he C L O S E S T A IR PORTS page, lines 1 through 4, may be
in error. The pilot must verify all information displayed in lines 1 through 4.
If the information on the CLOSEST AIRPORTS page
is utilized, the pilot must verify the data in lines 1
through 4 using the following procedure:
Enter the airport identifier under examination into line
5L of the CLOSEST AIRPORTS page to verify identifier, bearing, and distance. This information will be correct in line 5.
Other methods of verifying the information in lines 1
through 4 include: (1) selecting the MAP & ARPT
switches on the FCP for the Navigation Display if the
airport is expected to be within 640 nautical miles of
the aircraft, or, (2) utilizing the FIX INFO page which
will provide radial/distance information to any waypoint or airport identifier that is entered.
129
STEP:
PUSH 6L <SENSOR STATUS
S E N S O R ST AT U S
1
3 / AUX
2
1L
IRS
2L
AFQGS
FAIL
2R
3L
CLOCK
FAIL
3R
FAIL
1R
4L
4R
5L
5R
RESET F M C
6L
6R
132
132
NOTE
SENSOR STATUS
The sensor status page of the REF INDEX page provides information on the status of sensors providing
data input to the FMC. Only failed sensors are displayed. The failures are displayed under three columns where 1 = #1 system, 3 = #3 or aux system and
2 = #2 system. Where one sensor is fitted to the aircraft, failures are recorded in column 1.
RESET FMC prompt in 6R is only displayed during FMC independent operation.
Sensor types that may be displayed on the SENSOR
STATUS page include:
IRU
30 October 2002
VOR
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
ADC
4-16-2-27
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
DME
DEU
DIS-IN
FCC
AFQGS
GCP
CLOCK
ILS
ESC
CRUISE FLIGHT LEVEL CHANGE
Cruise flight level changes can occur in the form of
scheduled or unscheduled climbs or descent. Step
climbs, unscheduled climbs, delayed climbs, unscheduled descents and decelerations will be discussed in
this section.
Climb
During cruise it may become necessary to climb to a
higher altitude than the CRZ FL. Two cases exist, one
where there is a planned S/C and the second where a
S/C does not exist in the F-PLN.
Where a S/C exists, preselecting the FCP altitude prior to the S/C will allow the FMS PROF to automatically execute the S/C. The PERF page remains the CRZ
page during this climb.
Where a S/C exists, continued PROF cruise without
changing the FCP preselected altitude results in aircraft level flight but the ‘’STEP NOW’’ prompt will be
displayed on the PERF page. Changing the clearance altitude by turning the Altitude Select Knob to the
S/C altitude will execute the climb. The PERF page
remains the selected speed CRZ titled page.
STEP:
PUSH PERF
ECON
CRZ
1/2
the altitude on the Altitude Select Knob and pull. This
action disengages PROF, sets a new FMS CRZ ALT
and begins the climb. PROF may be pushed to reengage and to subsequently guide the aircraft throughout the remainder of the climb and the S/C if it still
exists. If the S/C is cancelled by the climb, a CDU SP
message ‘’CRZ FL(s) REMOVED’’ is displayed. The
PERF page will display the selected speed and CLB
title.
Adjusting The Step Climb Point
Computed optimum step climb points may not always
be at a location useful to the flight crew. ATC or other
operational needs may require adjusting the point
where the step is initiated. There are four possibilities. Two involve moving the step point downpath
from the calculated optimum step point, and two involve moving it closer to the aircraft.
The examples below illustrate how this can be accomplished by using the “S” prefix when entering an altitude constraint that will adjust the point at which the
step will “begin” or “end”.
1. ATC requests you cross B at FL370 then climb to
FL410.
•
Enter /S370 at B.
•
Raise the GCP alt selector to 410.
•
The aircraft will remain at 370 until B, then
climb to 410.
2. Step climb so as to reach FL410 at B. Raise the
GCP altitude to FL410.
•
Do an “along track offset” prior to B equal to
the distance shown on flight plan page 2 for
the original “optimum step”.
•
Example: B/-58.
•
Enter it in the flight plan and enter /S370 as
the altitude for the new along track waypoint.
•
The aircraft will continue at 370 between A
and B until the new step point and then begin
climb to 410.
S / C TO F L 370
1L
STEP NOW
1R
ECON
2L
.79
2R
3L
MAX END
* .75
3R
EDIT
4R
]
5L
LIMITS >
410
6R
2
1
133
370
133
Where a S/C exists, and an immediate climb is required prior to the S/C point, the pilot must preselect
4-16-2-28
OP
TIM
335 / 380
THRUST
EP
OPT/MAX FL
6L
T/C
5R
ST
[
UM
4L
S/C
A
ATO
B
(ALONG TRACK
OFFSET)
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
C
11
11
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
3. Step to reach FL410 at A.
•
Enter /S410 as the altitude for A.
•
Raise the GCP alt selector to 410.
•
The aircraft will climb so as to reach 410 by A.
F - P L N I N IT
CO ROU
•
•
Enter an “along track waypoint” beyond A at a
distance equal to the original optimum step
distance (flight plan page 2).
Enter /S410 as the altitude for the new along
track waypoint.
Raise the GCP altitude to 410.
•
The aircraft will begin climb at A to 410.
1R
ALTN
ALTN ROUTE
EDDM
3L
2R
3R
FLT NO
4L
FDX 1234
POS REF
4R
--- / --- / --- / --- / --- / ---
5R
CRZ LEVELS
5L
6L
•
TO
KORD / LSZH
1L
2L
4. Cross A at FL370 and the climb to FL410.
1/3
FROM /
TEMP/WIND
OPT/MAXFL
--- /-----
- - - / 382
CI
100
6R
135
135
ATO (ALONG TRACK OFFSET)
3
ST
EP
410
T/C
OP
TIM
UM
4
370
B
A
S/C
C
12
12
DESCENT
Where PROF is engaged and the FMS is guiding to
the CRZ ALT, the clearance altitude may be lowered
for descent by preselecting the altitude with the Altitude Select Knob. PROF will guide the aircraft in level flight until the T/D is sequenced. At this point the
FMS will transition to the descent phase and begin a
descent along the descent path. The F-PLN INIT page
CRZ LEVELS data field are automatically cleared and
dashes are displayed. The PERF page is titled DES.
Where PROF is engaged and an immediate descent
is desired, the pilot must preselect the altitude with the
Altitude Select Knob and pull or set a V/S on the pitch
wheel. Both these events disengage PROF and begin descent. Both of these actions transition the FMS
to DES (PERF page DES) and clear the CRZ ALT on
the F-PLN INIT page. Reengaging PROF mode at
this point causes the FMS to engage the same mode
as selected. When the aircraft levels at the new
cruise altitude, the FMS may be transitioned back into
the CRZ phase of flight by inserting the desired CRZ
ALT in the F-PLN INIT page. Otherwise, the FMS will
remain in the descent mode until the vertical descent
profile is reintercepted. A descent profile intercept
point I/P will be displayed on the ND at this point. If
PROF is pushed and reengaged prior to the I/P and
the CLR ALT lowered, the FMS continues the descent along the vertical descent profile.
STEPS:
A. Type 290 in SP
B. PUSH 5L
STEP:
PUSH INIT
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-29
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
F - P L N I N IT
CO ROU
TO
KORD / LSZH
1L
ACT F-PLAN
1/3
FROM /
FROM
ETO
1R
1L
RAMBE
0408
2R
2L
(T/D)
09
3R
3L
REMIR
SPD
1/2
ALT
310/ FL 290
1R
.80/
FL 290
2R
11
310/
FL 256
3R
13
//
/
FL 213
4R
21
245/
FL 095
5R
23
//
/
FL 072
6R
ALTN
ALTN ROUTE
EDDM
2L
UA 242
3L
REMI5T
FLT NO
4L
FDX 1234
POS REF
4R
4L
D099Q
]/[
5R
5L
GOLKE
CRZ LEVELS
5L
6L
290 / [
]/[
]/[
TEMP/WIND
OPT/MAXFL
- - - / T L120
340 / 384
]/[
]
REMI5T
REMI5T
CI
100
6R
6L
EKRON
137
136
136
137
DECELERATION
If the T/D is over flown before lowering the CRZ ALT,
the aircraft will maintain level flight. On the F-PLN
page the DECEL* prompt will appear in 1R. Activating DECEL defines a speed target of VMIN+5 kts while
maintaining level flight. The deceleration should result in a situation that is more favorable to return to the
descent path once clearance to descend is obtained.
Once DECEL mode has been selected, either dialing
the CRZ ALT DOWN or selecting any other speed
mode will cancel the DECEL mode. After the CRZ
ALT is reset by preselecting a lower altitude with the
Altitude Select Knob, the aircraft will begin descent attempting to recapture the vertical profile. The descent target speed in this case will be either a casual
return speed (descent mode IAS + 20 KIAS) or Mach
+ .02.
For example, the aircraft is approaching the T/D but
the FCP altitude has not been set lower. Upon sequencing the T/D the DECEL* prompt appears in 1R.
The PERF page shows ECON DES which means the
FMS has passed the T/D and transitioned to DES
even though the aircraft is maintaining the same altitude.
STEP:
4-16-2-30
ACT F-PLAN
1L
FROM
ETO
RAMBE
0408
SPD
1/2
ALT
DECEL*
1R
UA 242
2L
REMIR
11
310/
FL 256
2R
13
//
/
FL 213
3R
21
245/
FL 095
4R
REMI5T
3L
D099Q
REMI5T
4L
GOLKE
REMI5T
5L
EKRON
23
//
/
FL 072
5R
6L
CF 16
26
191/
4000
6R
138
138
STEP:
PUSH PERF
PUSH F-PLN
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
140
ECON
PATH ERROR
1L
400 H I
ECON
2L
.80 / 310
3L
MAX DES
* 310
STEP:
DES
1 LONG
UTC
____
PRED
TO
FL 290
1R
DIST
__
2R
__
3R
DESCENT FORECAST
ANTI - ICE
____
1L
[
DESCENT
FORECAST >
TRANS
OPT/MAX FL
5000
335 / 380
1R
WIND
[
]/[
] /[
]
2R
5R
3L
[
]/[
] /[
]
3R
6R
4L
[
]/[
] /[
]
4R
5L
LSZH / [
] /[
]
THRUST
LIMITS >
/
2L
4R
]
5L
6L
OFF
ALT
EDIT
4L
PUSH 5R
TEMP
[
139
6L
139
*INSERT
PERF MODE
5R
6R
141
DESCENT FORECAST WIND ENTRY
As soon as practicable in FMS operation, but not later
than 40NM before the T/D point, descent winds should
be entered into the DESCENT FORECAST page and
inserted into the F-PLN. These winds are used to
build an accurate destination wind model used in fuel
and descent predictions to include determining an accurate T/D point.
During cruise, the DESCENT FORECAST page may
be accessed by pressing the PERF function key, and
pressing PAGE to sequence to page 2/2 and finally
pressing the DESCENT FORECAST > 5R key to
show the Descent Forecast display.
STEPS:
]
RETURN TO
141
2L
4L
ALT/WIND - Wind data consists of bearing
and magnitude which are considered a single entry (i.e. 255ø/90 is considered a single undivided entry). When brackets for
altitude are shown, an altitude alone or an
altitude/wind may be entered but not a
wind alone. Once ALT/WINDs are entered, the FMS sorts them in descending
order from top to bottom.
5L
Destination is always displayed and may
not be changed or cleared. Destination
winds should be entered.
5R
TEMP - Temperature (øC) at destination
may be entered and/or cleared back to
brackets if desired.
1R
ANTI-ICE - Selects the anti-ice option for
descent path computations ONLY. This is
done to anticipate the uses of anti-ice during some/all parts of descent.
A. PUSH PERF
B. PUSH PAGE
PRESELECT DES
2 / 2
1L
1R
ECON
2L
.82 / 333
2R
3L
3R
EDIT
4L
[
]
4R
DESCENT
FORECAST
5L
6L
TRANS
OPT / MAXFL
5000
335 / 380
5R
6R
140
30 October 2002
Whenever an altitude or wind entry or edit is performed the *INSERT prompt in 6L will reappear to enable insertion of new data into the FMC. The data
entered or edited on this page has no effect on the
system until the * INSERT prompt is pushed. If the
page is exited without pushing * INSERT, then the entered or edited data is not retained. Winds for de-
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-31
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
scent into Zurich are entered into the DESCENT
FORECAST page.
STEPS:
A. Type 290/255/90 in SP
B. PUSH 2L
C.Type 200/270/80 in SP
D.PUSH 3L
E. Type 100/285/45 in SP
F. PUSH 4L
lection page is normally made by a LAT REV to a revise point short of the destination. STAR cannot be
selected from the FROM point. A LAT REV of the destination results in the destination becoming a waypoint in the flight plan in addition to being the
destination. As the STAR, approach and any transitions are selected, they are inserted into the flight plan
while deleting all waypoints in the flight plan beyond
the revise point. When the approach is selected, the
missed approach legs stored with that approach are
automatically selected and strung into the revised
flight plan.
For access to the STAR TO page, scroll to the end of
the flight plan, choose the desired point short of destination for the LAT REV (REMIR) and press its associated LSK 4L. From the LAT REV FROM REMIR
page, select STAR > 1R to display the STAR TO
page.
G.Type /090/018 in SP
H.PUSH 5L
I. Type 12 in SP
J. PUSH 5R
STEP:
DESCENT FORECAST
Multiple Up Arrows
ANTI - ICE
1L
OFF
ALT
2L
/
1R
A CT F - P L A N
WIND
FL 290 / 255 /090
2R
1L
3L
FL 200 / 270 /080
3R
4L
FL 100 / 285 /045
4R
5L
LSZH / 090 /018
6L
*INSERT
SPD
MONDO
----
---/
-----
ALT
1R
----
---/
-----
2R
----
---/
-----
3R
----
---/
-----
4R
MONCE
UA 242
RAMBE
3L
TEMP
5R
UA 242
RETURN TO
PERF MODE
ETE
UA 242
2L
12
1/2
UA 242
4L
REMIR
5L
- - - F - P L N DISCONTINUITY - -
6L
LSZH
6R
5R
142
----
---/
1420
6R
142
NOTE
143
Altitudes should be entered as a FL
above the transition level.
143
STEP:
PUSH 4L
NOTE
NOTE
If the destination is changed to other than
the destination airport, all previous wind
entries on this page are deleted.
If the STAR prompt is not available, a
new destination must be entered on the
LAT REV page.
STAR SELECTION/ENTRY
The STAR TO page allows the pilot to select STARs,
profile descents, transitions, approaches, and runways for the destination airport. Profile descents are
treated identically to STARs. Access to the STAR se4-16-2-32
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
L AT R EV
FROM
If an APPROACH transition can be automatically selected, the display is returned to the originating F-PLN
page after *INSERT is selected. If an approach transition cannot be automatically selected, the Approach
Transition page is displayed after INSERTing to allow
pilot selection.
REMIR
N4757.5 / E00638.1
ST A R
1R
HOLD
2R
1L
2L
A I RW AY S
Pressing the 6L *INSERT results in the F-PLN altered
by the entry of the REMIR 5T STAR for an ILS to
RW16.
PROCEDURE
TURN
3L
*[
3R
NEW CO RTE
NEXT WPT
4L
[
]
]*
NAVIGATION (CONTINUED)
4R
NEW DEST
[
5L
6L
]*
ENABLE ALTN
RETURN TO
*TO E D D M
A C T F-P L N
5R
ST A R TO L S Z H
6R
APPR
STAR
1L
REMI5T SEL
SEL
1R
TRANS
144
2L
NONE
REMAINING
2R
APPRS
144
3L
STEP:
ILS 16
REMAINING
ILS 14
3R
VOR 28
4R
10
5R
STARS
PUSH 1R
4L
CANNE2
5L
KPT2
RETURN TO
ST A R TO L S Z H
6L
STARS
APPRS
1L
CANNE2
ILS 14
1R
2L
KPT2
ILS 16
2R
* INSERT
LAT REV
6R
146
146
3L
LUL5T
VOR 28
3R
4L
REMI5T
10
4R
5L
RESIA2
14
5R
STEP:
A P P R T R A N S T OL S Z H
RETURN TO
LAT REV
6L
PUSH 6L *INSERT
6R
APPR
STAR
1L
REMI5T SEL
2L
NONE
SEL
1R
TRANS
TRANS
145
ILS 16
HON *
2R
3L
EYW *
3R
4L
ELL *
4R
5L
EKRON *
5R
145
STEPS:
A. PUSH 4L
B. PUSH 2R
Either the STAR or Approach (APPR, ie. runways),
may be selected first. Selection is indicated by a
<SEL> indicator. When the STAR is selected before
an approach or runway, the list on the right side of the
page will first show approach identifiers for those approach procedures that end at runways compatible
with the selected STAR and vice versa. After a STAR
is selected, ENROUTE transitions are displayed below it for pilot selection. Remaining STARs/APPRs
not selected are displayed after the selected enroute
transition.
30 October 2002
RETURN TO
ACT F-PLN
6L
6R
147
147
STEP:
PUSH 5R
Clearing the DISCONTINUITY and slewing the ACT
F-PLN page reveals the remainder of the inserted
STAR and approach to the destination runway.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-33
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
A CT F - P L A N
1L
UA 242
ETO
REMIR
0420
A CT F - P L A N
1/2
SPD
ALT
332
FL 237
C 156
1R
1L
REMI5T
2L
D099Q
23
//
/
FL 188
2R
2L
GOLKE
29
245/
FL 099
3R
3L
EKRON
5L
6L
070 / 021
1R
12
089 / 018
2R
4 / 156
WAL
3R
14
REMI5T
4L
10
3
RW 16
C 156
REMI5T
3L
WIND
OM 16
C 156
2/2
C
DIST
4R
4L
ZUE
- - - F - P L N DISCONTINUITY - -
5R
5L
SHA
5R
CF 16
6R
6L
------ END OF F-PLN-----
6R
31
//
/
FL 078
4R
7
4000
190/
0435
148
150
148
STEPS:
The missed approach for the ILS16 at Zurich displayed on the last figure has no associated performance predictions until RW16 is sequenced.
Transition to Descent
A. PUSH CLR
B. PUSH 5L
CUSTOM STAR ENTRY
A CT F - P L A N
REMI5T
1L
2L
C
DIST
GOLKE
REMI5T
2/2
For destinations with custom procedures, the STAR
page will display a prompt for CUSTOM STARs at
LSK 5L. Selecting this prompt allows direct access to
the top of all the CUSTOM STARS available in the
NAV data base. A STD STARS* prompt will then appear in 5L for possible selection.
WIND
-3
305 / 042
1R
1
341 / 036
2R
7
040 / 026
3R
10
070 /021
4R
12
089 /018
5R
9
EKRON
14 / 090
3L
CF 16
C 156
4L
C 156
5L
The custom approaches list within the data base may
also be selected by the CUSTOM APPRS* prompt in
line 5R. Once the custom approaches prompt is selected, STD APPRS* prompt will move to line 5R for
possible reselection.
3
RW 16
C 156
6L
5
OM 16
4
WAL
6R
149
149
STEPS:
A. PUSH Up arrow 3 times
B. PUSH PAGE
4-16-2-34
150
The STAR page, called up from the LAT REV page, is
similar to the SID page. It lists Standard or Custom
arrivals ((STARs and profile descents) as well as
Standard or Custom runway approaches to the entered destination airport for selection by the pilot. Profile descents are treated in the same manner as the
STARs. Refer to the following screen:
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
* is only displayed next to the active primary F-PLN
approach transitions.)
STAR Page With Standard STARS and
APPRs Displayed
APPROACH Page With a CUSTOM STAR and a
Standard Approach Selected
STAR TO KJFK
1L
2L
STD STARS
STD APPRS
BELLE6
ILS27L
ILS27R
CYN5
1R
LINND3
ILS09L
3R
4L
OKWD2
ILS09R
4R
CUSTOM
CUSTOM
APPRS
STARS
APPR TRANS TO KJFK
CSTM STAR
2R
3L
5L
NAVIGATION (CONTINUED)
1L
BELLE6 SEL
STD APPRS
SEL
TRANS
1R
TRANS
HON*
2R
3L
EYW*
3R
4L
ELL*
4R
2L
5R
ILS27L
NONE
RETURN TO
LAT REV
6L
6R
5L
^
5R
RETURN TO
6L
151
ACT F-PLN
6R
^
151
After a STAR is selected, enroute transitions to the selected STAR will be displayed below the selected
STAR.
STARR Page With a Standard STAR Selected
STD STAR
TRANS
2L
STD APPRS
BELLE6 SEL
NONE
ILS27L
1R
ILS27R
2R
ADDL STARS
3L
LGC6
ILS09L
3R
4L
RMG5
ILS09R
4R
CUSTOM
CUSTOM
5L
STARS
APPRS
5R
RETURN TO
6L
* INSERT
LAT REV
153
Page operation using (Custom arrivals, approaches,
and their transitions) is the same as that previously
described for standard terminal procedures.
Switching between standard and custom arrivals/transitions and approaches/ transitions is accomplished by
pushing LSK 5L and LSK 5R respectively. This can
be accomplished any time the prompts are displayed. The STAR page will allow selection of procedures, either custom or standard, as selected in 5L
and 5R. Following a switch from custom or standard
or vice versa, the selections already made by the pilot
will be retained for display and insertion until another
selection is made. The following screen is the result
of having selected custom arrivals and custom approaches after standard procedures were already chosen.
STAR TO KATL
1L
153
6R
^
152
152
If an approach transition is automatically selected, the
display is returned to the originating F-PLN after *INSERT is selected. (The * is displayed to the left of the
INSERT prompt for the ACT F-PLN, but is not displayed with the ALT F-PLN or SEC F-PLN.
If an approach transition is not automatically selected,
the APPROACH TRANSITION page is displayed after inserting to allow selection by pushing a LSK. The
display is returned to the originating F-PLN page after
selecting an approach transition or by selecting the
RETURN prompt in 6R if no transition is desired. (The
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-2-35
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
STARR Page With Custom STARS and Custom
Approach Menus Displayed
STAR Page With a Nonpecision
Approach Selected
STAR TO LSZH
STAR TO LSZH
STD STAR
1L
BLM1Z
SEL
SEL
CSTM STARS
2L
3L
ILS16
1L
1R
ILS14
GERS1Y
2L
2R
SEL
NONE
* INSERT
FT
ILS14
3R
4R
CANE1Z
RNAV16
4R
4L
GERS1Y
ILS16
CUSTOM
CUSTOM
5L
LAT REV
2R
ADDL APPRS
3L
5R
1R
MIN PROF
ADDL STARS
STARS
APPRS
5R
RETURN TO
RETURN TO
6L
VOR16
3R
APPRS
STARS
STD APPRS
SEL
RNAV14
STD
STD
BLM1Z
TRANS
CSTM APPRS
CANE1Z
4L
5L
STD STAR
STD APPR
6L
6R
LAT REV
6R
155
154
155
154
If a nonprecision approach has been selected, boxes
shall be displayed in LSK 2R for entry of a Min Prof Altitude (limited from 200 feet to 5,000 feet above airport elevation). The * INSERT prompt shall be
available after a Min Prof value has been entered.
Editing the Min Prof Altitude after the selected nonprecision approach has been inserted causes the entered Min Prof value to be displayed in small font with
an asterisk. Editing the Min Prof value and confirming it by pushing LSK 2R will cause the MCDU to revert to the F-PLN page without restringing the STAR/
Approach and without initiating a descent path reconstruction. Selecting LSK 6L shall restring the selected STAR/APPR and cause the MCDU to revert to the
F-PLN page.
TRANSITION TO DESCENT
The transition from Cruise to Descent occurs just before the aircraft sequences the T/D in the vertical flight
plan as it begins to depart the CRZ LEVEL. The transition also occurs when the pilot initiates an early descent by lowering the FCP CLR ALT and pulling the
altitude select knob or turning the V/S wheel.
NOTE
Min Prof field entry is limited from 200 to
5,000 (rounded to the nearest ten feet).
4-16-2-36
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-16-3
NAVIGATION (CONTINUED)
DESCENT
(1.0.0)
The descent phase normally occurs when the aircraft
departs the entered CRZ FL and extends until the
slats are extended for landing. The descent vertical
path is calculated by starting from the destination and
computing in the reverse direction to satisfy decelerations, configuration changes, altitude and airspeed
constraints, altitude speed limits, forecast winds, PRESELECTED DES speed, and other constraining factors. This computation identifies the T/D.
1L
ACT F-PLAN
1/2
SPD
ALT
FROM
ETO
REMIR
0411
302 / FL 261
1R
REMI5T
2L
D099Q
13
310 /
FL 213
2R
21
245 /
FL 095
3R
REMI5T
3L
GOLKE
REMI5T
4L
EKRON
23
//
/
FL 072
4R
NOTE
5L
CF 16
26
191 /
4000
5R
With FMS PROF engaged, the altitude
knob is always hot, constrained only by
F-PLN altitude constraints or the T/D.
6L
OM 16
28
154 /
2430
-3.0
C 156
CRZ ALT is set to the FCP altitude if the
FCP altitude knob is preselected above
the present CRZ ALT and pulled. Also in
descent the CRZ ALT cannot be set below the FCP preselected altitude.
For discretionary descent speeds, just prior to the T/D,
the aircraft may decelerate or accelerate from cruise
speed to the vertical profile descent speed target if it is
different from the cruise speed. The default descent
speed is ECON. If the pilot wishes to enter a descent
speed edit it may be done prior to descent. The chosen descent speed is maintained until approximately
2000 feet above the speed limit altitude (default
10,000 feet) where it changes to speed limit (default
250 KCAS) - 5 kts. If in a late descent above path, the
deceleration segment to the speed limit may occur at
a higher altitude. While in cruise mode between
10,000 ft MSL and 12,000 ft MSL, the deceleration
segment may occur prior to the T/D.
As descent progresses, the FMC calculates the appropriate deceleration distance from destination to slow to
approach speeds. When the flaps are extended, the
FMS transitions to the Approach phase.
Thrust limit during descent is maintained at CRZ limit
until the flaps and slats are lowered for landing. The
T/D was located (on the following example) prior to
REMIR. REMIR has become the FROM waypoint at
FL261. Notice the ‘’AT’’ altitude of 4000 ft at waypoint CF16 (Centerline Fix RWY16).
28 February 2000
6R
156
156
EARLY DESCENTS
(1.1.0)
Early descents are accomplished at the ECON or pilot selected speed. When below path is initiated by pilot action, engaging PROF will result in the FMS
maintaining the same guidance mode as previously
selected by the pilot. A below path situation could reintercept the descent path or result in leveling at the
FCP altitude or a FMS constraint altitude which ever
occurs first until path reinterception.
A typical early descent in PROF mode would occur as
follows. Prior to T/D, clearance to descend is received. The FCP altitude is preselected to the cleared
altitude and the V/S wheel is used to select -1000 ft/
min descent. PROF mode is reengaged causing the
FMS to fly -1000 ft/min until the descent path is intercepted and flown.
If PROF mode is engaged in descent and a fight plan
change occurs resulting in the FMS being below path,
the FMS will select a nominal rate of -750 ft/min descent until intercepting the descent path or target altitude. In the approach phase of flight, the same events
will cause the aircraft to initiate altitude hold.
LATE DESCENTS
(1.2.0)
Late descents result in a more complex situation. The
T/D is computed as an engine idle descent path and if
the aircraft attains a position ‘’above’’ path, a speed
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-1
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
change or ‘’ADD DRAG’’ must be used to regain the
descent vertical path. ‘’Above’’ path conditions can be
the result of late clearance to descend from ATC, altitude constraint entry during descent or strong tail
winds not entered in the Forecast Wind page. If more
than 300 feet above the descent path, the FMS speed
will only increase if the FMS speed mode is ECON.
The FMS speed target will not increase if EDIT FMS
speed is being used. In the MACH range of descent,
the ECON speed target will become ECON + 0.02
Mach number, but will not exceed Mmo - 0.02, or
Mmo - 10 knots KCAS, whichever is more restrictive.
In the Calibrated Airspeed (CAS) range of descent,
the FMS speed target will increase to ECON + 20
knots but will not exceed VMO - 10 knots KCAS. To
aid in regaining the path, speed brakes may be needed. When the path can be made without speed
brakes, the RMV DRAG message is displayed. If an
altitude constraint cannot be met, the MCDU message ‘’ALTITUDE ERROR AT XXXXXXX’’ is displayed. XXXXXXX is the constraint waypoint name.
NOTE
At pilot discretion, the speed brakes may
and should be used at any time.
If ‘’on path’’ and aircraft speed is target speed +5
knots fast, the ‘’ADD DRAG’’ message is displayed on
the ND and cleared when the speed is only 3 kts fast.
As speed decays below target -5 kts, the RMV DRAG
message is displayed. If an on path speed constraint
cannot be met the message SPD ERROR AT
XXXXXXX is shown. If “on path” and speed decays to
10 kts less than target, thrust is applied to regain the
reference speed target.
Altitude Speed Limit - In PROF mode if aircraft
speed is above the limit speed at limit altitude + 500 ft,
the FMC target altitude will become the limit altitude
and the aircraft will level. The “ADD DRAG” message
will be displayed on the ND. The message “SPEED
LIMIT EXCEEDED” will appear on the CDU if the aircraft must fly level. When A/C speed is 3 kts lower
than the limit speed, the message is cleared and the
A/C resumes descent.
NOTE
If above or below path, the Intercept Profile point (I/P) as displayed on the NAV
display, can be expected to adjust as a
result of vertical speed changes during
airmass descents.
4-16-3-2
DESCENT PERFORMANCE CHANGE (1.3.0)
The descent PERF page is used to change aircraft
performance during descent. Time and distance to a
pilot selected altitude can be computed and access to
DESCENT FORECAST and THRUST LIMITS pages
can be made from this page. Transition altitude from
the nav data base is displayed for information. Refer
to figure below for the following discussion.
STEP:
PUSH PERF
ECON
DES
PRED
PATH ERROR
0HI
1L
ECON
0LONG
TO
4000
1R
UTC
DIST
80
2R
68
3R
2L
.82 / 332
.0346
0344
3L
MAX DES
* 355
EDIT
4L
[
4R
]
DESCENT
5L
6L
FORECAST
TRANS
OPT/MAX FL
5000
335 / 380
5R
THRUST
LIMITS
6R
157
Descent performance modes of ECON, MAX DES,
and EDIT are available in 2L, 3L and 4L. MAX DES is
the CAS that provides the maximum rate of descent.
Predictions of distance and time to the pilot entered altitude in 1R are calculated. Without a pilot entered altitude, the FCP altitude is displayed in small font and
used for computations.
If an altitude conflict exists between the FMS target altitude and the FCP selected altitude such that the aircraft is between the two, (raising the FCP altitude
above current A/C altitude), ‘’???’’ is displayed on the
left side of the title line and an immediate level off is
performed.
1L displays the aircraft deviation from the FMS descent path. The vertical deviation is first displayed in
feet followed by the horizontal deviation in NMs. The
values indicate the position of the aircraft with respect
to the FMS descent path.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
NOTE
After performing an early descent and
leveling off, the PATH ERROR in may
show XXLO, XLONG, or XSHORT.
These are normal indications for this scenario indicating the aircraft position with
reference to the descent path.
1L
A CT F - P L A N
1/2
SPD
ALT
FROM
ETO
D099Q
0413
310 / FL 212
1R
13
250 / FL 100
2R
REMI5T
2L
GOLKE
3L
EKRON
14
285 /
FL 082
3R
(1.4.0)
4L
CF 16
17
250 /
4000
4R
Altitude and speed restrictions may be entered at waypoints either directly into the F-PLN or via a VERT
REV in the same manner as Vertical Climb Revisions .
Any vertical revisions, or for that matter, lateral revisions which disturb the vertical descent profile will result in an ‘’Above Path’’ or ‘’Below Path’’ situation
which is resolved to an ‘’on path’’ condition . While
the performance computations are made, the aircraft
will fly the existing vertical descent profile.
5L
OM 16
18
//
2430
VERTICAL DESCENT REVISIONS
REMI5T
-3.0
C 156
NOTE
Descent altitude constraints above the
highest CRZ level cannot be entered into
the flight plan.
As an example of both an airspeed and altitude restriction entry, ATC has instructed FDX1234 to cross
GOLKE at 10,000 ft and 250 kts. The restriction is entered by typing 250/100 in the SP and pressing 3R.
STEP:
1L
ACT F-PLAN
1/2
SPD
ALT
FROM
ETO
REMIR
0411
302 / FL 261
1R
D099Q
13
310 /
FL 213
2R
GOLKE
21
245 /
FL 095
3R
REMI5T
4L
EKRON
23
//
/
FL 072
4R
5L
CF 16
26
191 /
4000
18
// /
RW 16
ALT ERROR AT GOLKE
1390
6R
159
Notice that when this constraint is entered, the vertical profile changes and the FMC generates the message ‘’ALT ERROR AT GOLKE’’. This is due to the
GOLKE CROSS AT ALTITUDE changing from an unconstrained FL095 to an ‘’AT’’ altitude of FL100. If entry of a descent constraint is attempted without a
destination, the CDU SP message ‘’NO DESTINATION’’ is displayed.
HOLDING
(1.5.0)
There are three types of FMS holding patterns:
Hold To a Manual Termination (HM)
(1.5.1)
5R
-3.0
C 156
6L
6L
5R
-3.0
The holding function is used to insert a holding pattern with a pilot controlled termination into the flight
plan or to modify an existing holding pattern. The
holding pattern may be inserted at any waypoint or the
FROM waypoint for holding at the present position. A
revision at an existing holding fix is permitted. Any inserted change becomes effective upon the next crossin g of th e h ol di ng fi x . Cha ng es a r e a c ti va te d
immediately if made on the active leg prior to entry of
the holding pattern. A LAT REV (left LSK) provides
access to the HOLD selection prompt and the holding
page. Holding structure of the REMIR 5T STAR is
shown below.
REMI5T
3L
C 156
Type 250/100 in SP
REMI5T
2L
/
OM 16
250 / 100
28
154 /
2430
6R
158
158
STEP:
PUSH 3R
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-3
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
WARNING
STEP:
When entering procedure turns or holding airspace, FMS NAV may not constrain the aircraft from maneuvering
beyond protected airspace. Pilots are responsible for procedural compliance,
both in entry procedure and airspeed limits. The latter can be accomplished with
an FMS speed constraint or FCP selected speed.
PUSH 2L
L AT R EV
FROM
REMIR
N4757.5 / E00638.1
1L
A I RW AY S
2L
ST A R
1R
HOLD
2R
PROCEDURE
TURN
3L
4L
*[
3R
NEW CO RTE
NEXT WPT
[
]
]*
4R
NEW DEST
[
5L
172
6L
]*
ENABLE ALTN
RETURN TO
*TO E D D M
A C T F-P L N
5R
6R
>
RAMBE
161
>
REMIR
161
TRASAD INGEN
114.3 TRA
>
48
R2
PUSH 2R
>
STANDARD HOLD A T REMIR
5
D1
EKRON
>
0
>
24
STEP:
>
LUXEUIL
117.1 LUL
INB
00
50
>
1L
>
R2
4 >
D2
1.5 / - - . -
1R
TURN
KLOTEN
116.4 KLO
94
>
TIME / DIST
CRS
172
2L
2R
R
>
LIMIT
TRIP
>
GOLKE
D27
3L
ZURICH
1416
0141
RTE
4L
0141
UTC / FUEL
----/---.-
1.4
RSV / %
1.1 / 0 5 . 0
3R
ALTN / FUEL
EDDM /
5.4
4R
CLR ALTN
5R
FINAL / TIME
5L
STEP:
PUSH F-PLN
8.1 /
0030
RETURN
6L
* INSERT
TO
LAT REV
6R
162
A CT F - P L A N
ETO
1L
(T / D )
0419
1/2
SPD
ALT
310 /
FL 290
1R
An explanation of holding page data lines follow:
Title Page
162
UA242
2L
REMIR
22
//
/
FL 233
2R
24
//
/
FL 183
3R
32
245 /
FL 089
4R
REMI5T
3L
D099Q
4L
GOLKE
HOLD AT- (Waypoint or PPOS). Previously modified
holding pattern or pilot defined holding already defined for the waypoint. PPOS is a special case
‘’FROM’’ waypoint holding page.
REMI5T
REMI5T
5L
EKRON
33
//
/
FL 070
5R
6L
CF 16
37
187 /
4000
6R
DATABASE HOLD AT- (Waypoint). Enroute holding
pattern defined from the nav data base.
STANDARD HOLD AT- (Waypoint). Holding pattern
parameters were defaulted by the FMS.
160
160
4-16-3-4
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
1L
INB CRS - Holding inbound course defaults
to:
•
Data base or pilot defined holding
pattern inbound course
•
Inbound course from the flight plan.
•
Current track (when page accessed)
for PPOS or discontinuity holding.
STEPS:
A. Type 200 in SP
B. PUSH
C.
TURN - Default is right (R) but pilot may enter left (L) or (R).
Type L in SP
D. PUSH
HOLD A T REMIR
INB
2L
NAVIGATION (CONTINUED)
1L
2L
200
1.5 / - - . -
TURN
REVERT
L
TRIP - FMC calculated trip fuel from the
holding fix to the destination.
3L
LIMIT
RTE
4L
RSV / %
1.1 / 0 5 . 0
2R
UTC / FUEL
----/---.-
1.4
1R
TO
STANDARD
TRIP
3L
TIME / DIST
CRS
3R
ALTN / FUEL
EDDM /
5.4
4R
CLR ALTN
5R
FINAL / TIME
4L
RTE RSV/% - Route reserve fuel from the
holding fix to the destination.
5L
0030
RETURN
6L
5L
8.1 /
* INSERT
FINAL/TIME - Fuel and time allowance for
holding at the alternate.
TO
LAT REV
6R
163
163
6L
*INSERT - Inserts hold into F-PLN
1R
TIME/DIST - Time (in minutes) and leg distance of the holding pattern. Default time is
1.0 minute at or below 14,000 ft and 1.5 minutes above 14,000 ft. The altitude used to
determine this is the predicted altitude at the
revise point when HOLD page was accessed. For a PPOS HOLD, the aircraft altitude
at the time the FROM point was accessed is
used. Either time or distance may be entered as the leg defining parameter but not
both.
2R
REVERT TO STANDARD - Return to default
hold parameters in existence before alteration by the crew. REVERT TO DATABASE
is displayed when the hold parameters from
the nav data base are modified and inserted
by the crew. Selecting 2R causes previously displayed data to return.
3R
LIMIT UTC/FUEL - Calculated values in large
font are shown and pilot entry is not allowed. Dashes displayed if value not available.
LIMIT UTC- Predicted time at which FOB is equal to
FUEL.
LIMIT FUEL - Fuel necessary to complete the flight
plan with no changes to fuel reserves. (LIMIT FUEL =
TRIP + RTE RSV + ALTN + FINAL)
The entry in 3R is not displayed until the holding pattern is inserted into the F-PLN. Then it is displayed on
both the F-PLN and the holding page. Pressing 6L
*INSERT inserts the holding pattern into the flight plan
as shown. After computations are complete, the LIMIT time and fuel are displayed.
STEP:
PUSH 6L *INSERT
As an example, ATC has instructed the pilot to hold on
the 200ø inbound course to REMIR left turns. In the
next figure, 200 is typed in the SP and entered in 1L
causing the REVERT TO STANDARD prompt to appear in 2R.
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-5
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
A CT F - P L A N
1L
2L
ETO
SPD
REMIR
0422
310 /
LIMIT
HOLD
0510
0427
HOLD L
A CT F - P L A N
1/2
UA242
EXIT
AT
1/2
UA242
ETO
SPD
ALT
310 /
FL 290
FIX *
1R
1L
RAMBE
0419
SPEED
264
2R
2L
(T / D )
19
310 /
FL 200
3R
3L
REMIR
//
/
//
/
//
1R
2R
C200
3L
REMIR
REMI5T
4L
D099Q
5L
GOLKE
29
//
/
FL 184
4R
4L
HOLD L
37
245 /
FL 089
5R
5L
REMIR
REMI5T
EKRON
3R
SPEED
264
4R
310 /
FL 233
5R
/
FL 183
6R
HOLD
0510
0422
C200
REMI5T
6L
FL 233
22
LIMIT
REMI5T
39
//
/
FL 070
6R
6L
D099Q
25
//
165
167
167
165
STEP:
PUSH 4L
REMIR
HOLD A T REMIR
INB
1L
TIME / DIST
CRS
200
1.5 / - - . -
TURN
2L
REVERT
L
3L
LIMIT
4L
RSV / %
1.1 / 0 5 . 0
2R
UTC / FUEL
0510 / 10.6
1.4
RTE
RAMBE
TO
STANDARD
TRIP
1R
3R
ALTN / FUEL
EDDM /
5.4
4R
CLR ALTN
5R
FINAL / TIME
5L
8.1 /
0030
RETURN
6L
MONCE
* INSERT
TO
LAT REV
6R
166
0146
166
0146M
F-PLN computations complete.
4R
ALTN/FUEL - Alternate airport and the fuel to
fly from the destination airport to the alternate airport. If there is no alternate, then
NONE is displayed but a fuel entry may be
entered.
5R
CLR ALTN - Displayed if an ALTN destination exists and the revise point is in the primary portion of the F-PLN. Pressing 5R
when the prompt is displayed, deletes the alternate destination and route legs setting
ALTN fuel to zero.
CLR ALTN is placed on this page so the pilot can cancel the requirement for alternate fuel, should the flight
4-16-3-6
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
crew deem it feasible thereby displaying additional
holding fuel and time.
Three minutes prior to REMIR, the aircraft will begin a
deceleration to the holding speed. Default holding
speed is MAX END but may be changed by the pilot
subject to ICAO and maximum speed restrictions. As
REMIR is sequenced, the ACT F-PLN page and ND
display will be displayed as follows.
1L
2L
A CT F - P L A N
1/2
SPD
ALT
UA242
ETO
REMIR
0422
HOLD L
RESUME HOLD *
1R
LIMIT
HOLD
0510
SPEED
264
2R
0427
310 /
FL 200
3R
C200
3L
REMIR
REMI5T
1L
2L
REMIR
HOLD L
1/2
SPD
ETO
D099Q
5L
GOLKE
29
//
/
FL 184
4R
37
245 /
FL 089
5R
39
//
/
FL 070
6R
REMI5T
A CT F - P L A N
UA242
4L
EXIT
AT
REMI5T
FIX *
1R
SPEED
264
2R
310 /
FL 200
3R
0422
310 /
LIMIT
HOLD
0510
0427
6L
EKRON
168
C200
3L
REMIR
168
REMI5T
4L
D099Q
5L
GOLKE
29
//
/
FL 184
4R
37
245 /
FL 089
5R
39
/
FL 070
6R
FMS maximum holding airspeed is limited by ICAO
limitations reprinted in table below.
REMI5T
ICAO SPEED LIMIT FOR THE HOLDING PATTERN
REMI5T
6L
EKRON
//
167
Altitude
Upper Speed Limit
Up to 14,000 ft
230 KIAS
14,000 - 20,000 ft
240 KIAS
20,000 - 34,000 ft
265 KIAS
Above 34,000 ft
.83 MACH
167
If descent in holding is required, the PROF descent
rate defaults to 750 ft/min descent.
D099Q
Hold To a Fix (HF)
REMIR
FL200
CDU MS6
MONCE
257 / 117.30 <
0146
20
0146
The EXIT AT FIX* prompt in 1R is displayed three
minutes prior to holding entry for a manually terminated holding pattern (pilot selects exit). Pressing this
prompt selects exit of the holding pattern and displays
the prompt RESUME HOLD*. Pressing RESUME
HOLD* reinserts holding and displays EXIT AT FIX.
Upon selecting EXIT AT FIX, the aircraft turns immediately to the holding fix and departs holding after arrival at the fix. The next figure shows the RESUME
HOLD * prompt when EXIT AT FIX is selected.
28 February 2000
(1.5.2)
A holding pattern associated with approach procedures will require a selection of EXIT AT FIX (LSK 1R)
in order to exit the holding pattern. This holding in lieu
of a procedure turn is used to align the aircraft with the
final approach course and is part of a published approach procedure. This holding pattern is selected
when an approach is selected from the STAR page
and may not be revised by the crew. This holding pattern may be identified on the F-PLN page as “HOLD
L” (small font) being annunciated above the waypoint. (The EXIT AT FIX prompt will be displayed in
1R with this holding pattern.)
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-7
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
ACT F-PLAN
1L
UA242
ETO
REMIR
0422
LIMIT
ACT F-PLAN
S P D/EXIT
ETO
A T
FIX *
1R
1L
MUGIN
SPD/
ALT
230 / 2000
1R
230 / 2000
2R
HOLDL
HOLD
2000
2L
HOLD L
0510
SPEED 264
2R
2L
3L
REMIR
0427
265/FL 200
3R
3L
3R
4L
4R
4L
4R
5L
5R
5L
5R
6L
6R
6L
6R
170
169
169
170
Entry to the HF pattern will be direct, parallel or teardrop as in a manual hold.
Speeds in the HA pattern are not controlled to standard holding speeds as is the case with the manual
hold. Therefore, it may be necessary for the pilot to
manually edit speed.
The vertical profile will also be flown as depicted in the
published pattern when the fix waypoint is sequenced.
Hold To An Altitude (HA)
NOTE
(1.5.3)
An additional type holding pattern which is automatically terminated upon reaching an altitude can be
placed in the flight plan from the navigation data base.
In the F-PLN it will appear as HOLD L. Upon entering
this holding pattern, the aircraft will climb to altitude
HHHHH where the pattern is terminated and the aircraft sequences the waypoint and hold. The EXIT AT
FIX prompt is not displayed and holding speed targets are not ensured to conform to ICAO maximum
speeds.
If descent in holding is required, the PROF descent
rate defaults to 750 ft./min. descent.
This type of holding pattern is designed for unusual
departures where a hold climb is needed for terrain
avoidance (Zurich, Geneva) and is not pilot entered.
The FCP altitude window should always
be set to the current assigned altitude to
prevent clearance deviations.
VOR MODE
(1.6.0)
The NAV RAD page includes the option of selecting
VOR ARM (2L and/or 2R) when a VOR frequency is
tuned with a course entered into 1L or 1R. Selecting
this option (pushing 2L or 2R) displays a VOR
ARMED prompt and notifies the FMS to arm and capture the VOR course. VOR ARMED is then displayed
on the FMA. When the FMC VOR capture criteria are
satisfied, the roll control window on the FMA changes
to VOR1 or VOR2 to indicate which VHF NAV receiver is selected by the FMC. Both may be armed but
only one can be selected and control the aircraft. The
FCC then captures and controls to the selected VOR
course in response to steering commands from the
FMC. Over the VOR station, control is to the selected
VOR heading (VOR1 or VOR2 CRS displayed in the
FMA window). The NAV RAD page will show VOR
TRACK in 2L or 2R when the FMC is providing control guidance to the AFS.
The armed mode may be reset by entering a new
course, clearing the course, tuning another VOR, selecting NAV, selecting LOC ONLY, selecting APPR/
LAND, or pushing the HDG/TRK select knob. Push-
4-16-3-8
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
ing the HDG/TRK select knob to select a heading will
also cancel the VOR ARMED mode.
NOTE
1L
If a course change over a station is accomplished on the same VOR receiver,
then the crew may use /CRS or a preselect of /CRS to change the course and
remain engaged in the VOR mode. However, if the frequency or ICAO ident is
used in conjunction with the course
change, the VOR mode will disengage
and must be rearmed.
A CT F - P L A N
1/2
SPD
ALT
FROM
ETO
D099Q
0413
310 / FL 212
1R
20
250 / FL 100
2R
REMI5T
2L
GOLKE
REMI5T
3L
EKRON
22
245 /
FL 077
3R
4L
CF 16
26
191 /
4000
4R
5L
OM 16
28
154 /
2430
-3.0
C 156
6L
5R
-3.0
C 156
RW 16
//
29
/
1390
Auto tracking of the VOR course described above is
only possible below 18,000 feet.
6R
171
171
ALTERNATE DIVERSION
(1.7.0)
Early alternate divert decisions are supported by the
FMS with the ENABLE ALTN TO XXXX function of the
LAT REV page. Pressing 6L, the ENABLE ALTN TO
function, inserts the alternate portion of the active FPLN into the primary portion of the flight plan thus activating it. The function is available for any fixed waypoint in the primary F-PLN. When used, the active
flight plan including speed, altitude and time constraints will be deleted beyond the point from which
the lateral revision is made. Routing becomes the revise point, F-PLN DISCONTINUITY, original destination as a flight plan waypoint, and alternate routing to
the new destination. The new cruise altitude will be
the ALTN cruise altitude which may be changed on
the F-PLN INIT page. Normal F-PLN modifications
may be made after the alternate flight plan has been
incorporated into the primary F-PLN.
As an example, after sequencing D099Q a LAT REV
and ENABLE ALTN TO EDDM is accomplished as follows.
STEP:
STEP:
PUSH 2L
L AT R EV
FROM
GOLKE
N4732.0 / E00753.4
1L
2L
A I RW AY S
ST A R
1R
HOLD
2R
PROCEDURE
TURN
3L
NEXT WPT
4L
*[
3R
NEW CO RTE
[
]
]*
4R
NEW DEST
[
5L
6L
]*
ENABLE ALTN
RETURN TO
*TO E D D M
A C T F-P L N
5R
6R
172
172
STEP:
PUSH 6L
PUSH F-PLN
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-9
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
NOTE
A CT F - P L A N
1/2
SPD
ALT
FROM
ETO
1L
D099Q
0413
2L
(T / C )
19
20
310 / FL 212
1R
310 /
FL 220
2R
.70 /
FL 220
3R
If ENABLE ALTN is not used, selecting
LAT REV and inserting a ‘’NEW DEST’’
airport is required in order to tell the FMC
to do a search for the airport runways
and STARS associated with the alternate airport.
REMI5T
3L
GOLKE
4L
- - - F - P L N DISCONTINUITY - -
4R
TRANSITION TO APPROACH
5L
LSZH
5R
6L
(T / D )
Transition to approach from descent occurs when the
slats are extended unless an interim hold has been
entered in the flight plan.
.70 /
0424
//
32
/
FL 220
//
6R
(1.8.0)
NEW CRZ ALT - FL 220
173
APPROACH AND OPTIONS
(2.0.0)
173
STEPS:
In this section the approach speed targets and thrust
modes, different approaches, and post approach options will be detailed. The FMS vertical speed and
thrust profile will be discussed first.
A. PUSH CLR
B. PUSH 4L
Notice the CDU SP message ‘’NEW CRZ ALT FL220’’ is displayed and the appropriate T/C and T/D
are computed. Clearing the DISCON produces a flyable F-PLN as shown below. STAR and runway revisions may be made to EDDM.
The FMS speed target passing the altitude speed limit is 5 kts less than the speed limit, normally 245 kts.
Speed targets will then reflect any speed restrictions
as entered into the F-PLN at subsequent waypoints.
APPROACH SPEEDS
A CT F - P L A N
1/2
SPD
ALT
FROM
ETO
1L
D099Q
0413
2L
GOLKE
20
310 /
3L
(T / C )
20
//
4L
LSZH
24
.70 /
5L
(T / D )
32
//
6L
EDDM
47
154 /
310 / FL 212
1R
REMI5T
FL 219
2R
/ FL 220
3R
/
FL 220
4R
//
5R
1740
6R
174
174
If alternate diversion via the ENABLE ALTN TO function is desired, it may be accomplished during the
missed approach but the routing will be from the revise point to the destination as a waypoint and then to
the alternate airport. The pilot may desire to accomplish a DIR TO or NEW DEST revision to accomplish
the divert.
4-16-3-10
(2.1.0)
While in ECON speed, FMS approach speeds will decelerate from 245 KIAS to Vapp speed in discrete
steps. The first deceleration will be to “clean min” +
20. The solid magenta circle FMS speed target will
drop to that speed. At the next deceleration point, the
FMS speed target will drop to “slats extend min” + 20.
If slats have not yet been extended, this next available speed target will be displayed as an open magenta circle limited by the current configuration VMIN
amber “foot”. This will prompt the pilot to extend the
slats. Upon slat extension, VMIN reduces accordingly for the new configuration, thus allowing display of
“slat extend min” + 20 as a solid magenta circle FMS
speed target. The next deceleration displayed will be
“flap 28 min” + 5. Again if flaps have not yet been extended, an open magenta circle will be displayed limited by the current configuration VMIN amber “foot.”
This indicates that the pilot should extend flaps. A final target of VAPP will be displayed at the last deceleration point. VAPP = VREF + 5 for the selected
landing configuration (35ø or 50ø flaps entered on the
APPROACH page.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NOTE
Once flaps are extended, the FMS target
will become VMIN + 20 for the current
configuration for flaps less than 28° and
VMIN + 5 for flaps greater than or equal
to 28°.
NAVIGATION (CONTINUED)
greater than the GA thrust reduction altitude, the
thrust limit mode changes back to CLB.
APPROACH AND GO-AROUND PAGE REVIEW
(2.2.0)
The APPROACH page may be selected anytime (after takeoff) by pressing the TO/APPR key.
While in EDIT mode, the ECON approach speeds will
be displayed as open magenta circle FMS speed targets at each deceleration point (“clean min” + 20, “slat
ext min” + 20, “flap 28° min” + 5 and VAPP), limited by
the current configuration VMIN amber “foot” as described in ECON mode above. An FMS speed edit
may be done at any time.
STEP:
APPROACH LSZH RW 16
CLEAN
1L
NOTE
Once established on the low altitude
speed limit (10,000 feet/245 KIAS), FMS
speed edits are absolute. That is, when
engaged in FMS edit speed, the speed
target will remain fixed throughout the
approach until one of the following occurs:
PUSH TO/APPR
SLAT
2L
4L
437.8
EXT
MIN
12139
28
MIN
1390
50 / LAND
VREF
5L
154
149
6L
* 35 / LAND
A. Another speed edit is performed.
PROF does not need to be engaged to get the above
speed operation.
Ideally the descent and approach speed targets
should define an idle thrust smooth deceleration to
VAPP where power is used to maintain VAPP for the
remaining approach path. In reality, altitude restrictions, computed versus actual drag, and other variables can affect the timing and location of the above
speed changes.
The active thrust limit changes to CLB thrust limit
when the slats and flaps are lowered more than 3ø for
landing. When GA is selected below the GA thrust reduction altitude, the thrust limit mode will change to
GA mode. When the aircraft altitude is equal to or
28 February 2000
MMSS
[
]
GO AROUND
3R
4R
6R
175
C. A speed constraint exists in the flight plan.
VAPP edits performed via the MCDU on
the APPROACH page will be retained
until the pilot clears the edit, performs a
new edit, or the FMS transitions through
the DONE phase of flight.
TIMER
5R
B. ECON is selected.
NOTE
2R
ELEV
156
VAPP
1R
LENGTH
166
FLAP
3L
LW
MIN
211
175
Vapp edits via the approach page 5L may be entered
and will remain until cleared, edited, or the DONE
flight phase occurs after landing.
The pilot may insert values into 5L Vapp and 4R TIMER MMSS data field. All other fields are FMC calculations that cannot be altered.
1L
Minimum maneuvering speeds for a CLEAN,
SLAT extended and flaps 28ø configuration.
2L
3L
4L
6L
Available slat/flap settings for landing with
the chosen configuration in large font without an *asterisk. Pressing the *asterisked selection 6L causes the settings to swap with
the new setting in 4L display in large font.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-11
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
Always based on current weight.
5L
VAPP & VREF - VAPP is computed as VREF
+5 KCAS. VREF cannot be changed by the
pilot but VAPP can be changed to allow for
landing wind additives. VREF is 1.3 x VSO.
GO AROUND LSZH RW 16
CLB
THRUST
1L
1R
LW - FMC Computed landing weight.
2890
VFR
2L
ACCEL
266
4390
VSR
2R
LENGTH - Runway length from the data
base.
3L
4L
EO
306
CLEAN
1R
2R
ACCEL
2190
3R
MIN
256
4R
THRUST
3R
ELEV - Runway elevation from the data
base.
6R
TIMER MMSS - Timer value in minutes and
seconds (MMSS) used to initialize the EIS
displayed timer. May be cleared by the key.
The timer can be set to a max of 59 minutes
59 seconds.
GO AROUND> - Go Around > prompt is displayed only during cruise, descent or approach phases of flight. Pressing 6R
provides access to the GO AROUND page.
As an example of flap selection and swapping 6L is
pressed and the resulting display shown below.
STEP:
APPROACH
177
177
This page is similar to the TAKEOFF page and is accessed either from the approach page or automatically when the G/A button on the center throttle is
pressed. The climb thrust reduction and acceleration
altitudes default to 1500 feet and 3000 feet above arrival waypoint elevation. They may be altered by the
pilot.
APPROACHES
ILS Approach
APPROACH LSZH RW 16
1L
2L
MIN
437.6
EXT
MIN
12139
28
MIN
3L
156
4L
35 / LAND
1R
LENGTH
166
FLAP
2R
ELEV
1390
VAPP
VREF
5L
159
154
6L
* 50 / LAND
TIMER
MMSS
[
]
3R
5R
GO AROUND
(2.3.1)
4R
6R
176
176
This page is based on predicted landing weight.
Pressing 6R provides access to the GO AROUND
page.
4-16-3-12
(2.3.0)
During cruise or early descent, a LAT REV to a revise
waypoint short of the destination and STAR selection
can include selecting the ILS Approach to the active
runway at the destination. The associated ILS approach contains waypoints designed and located to
position the aircraft at a point from which ILS capture
can occur.
LW
211
SLAT
6R
ILS, LOC ONLY, VOR, NDB, and VFR, approaches
will be discussed in this section.
PUSH 6L
CLEAN
5R
RETURN TO
6L
4R
LIMITS
5L
FMS NAV will provides steering guidance to the AP/
FD to intercept the localizer. When the turn to intercept the LOC is complete or nearly complete and the
FMS detects deviation errors from the ILS receiver
greater than autopilot capture criteria, the FMS maneuvers the aircraft to the localizer. If capture does
not occur and LOC capture is missed, the FMS maneuvers in the opposite direction to create another 20
degree intercept and so forth until LOC capture is obtained. For this maneuvering to function, the following criteria must be met:
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
•
An ILS or LOC ONLY approach must be selected from the nav data base.
•
NAV mode must be engaged;
•
LOC deviation must be valid;
•
Distance from destination must be 25nm or
less;
•
ZUE
Aircraft true track and true bearing to the runway must be 20 degrees or less.
FMS SPD, if engaged, will provide speed targets during the approach.
The FMC tunes the ILS Localizer (and DME if available) when the aircraft is within 25NM of the destination. If the aircraft is within 20 NM of the destination
and invalid data is continually received for three seconds, the CDU SP message ‘’ILS UNTUNABLE’’ is
displayed. The frequency should be confirmed by the
crew and if necessary manually tuned on the FMS
NAV RAD page.
The F-PLN REMI5T STAR and ILS16 approach to
LSZH are shown next.
A CT F - P L A N
1/2
SPD
ALT
FROM
ETO
1L
GOLKE
0420
2L
EKRON
22
250 /
FL 089
2R
3L
CF 16
25
//
/
4000
3R
26
220 /
2430
286 / FL 107
1R
REMI5T
C 156
OM 16
-3.0
C 156
5L
RW 16
4R
-3.0
27
213 /
1390
5R
---/+
1820
6R
C 156
6L
WAL
----
178
178
28 February 2000
SHA
EKRON
Vertical altitude targets are provided to the AP/FD
which meet altitude constraints along the approach
path and position the aircraft to intercept the glideslope. Pushing the APP/LAND button with a valid localizer signal arms the AP/FD to capture the localizer
and glideslope and if AUTOFLIGHT is engaged, provides control to autoland touchdown and rollout.
4L
NAVIGATION (CONTINUED)
CF16
OM16
RW16
20
10
20
10
LSZH
WAL
0117
117
LOC Approach
(2.3.2)
For purposes of the FMS, a LOC approach means
that a localizer approach was selected from the NAV
data base and no glideslope exists.
LOC Only Approach
(2.3.3)
The NAV RAD page includes the option of selecting
LOC ONLY when a runway heading is entered into 4L
the localizer course field. Selecting this option by
pressing 5L provides ILS localizer guidance with disabled glideslope guidance. Upon receiving the LOC
ONLY mode request, the AFS is armed to capture the
localizer. LOC ARMED is annunciated on the FMA.
When the FCC localizer capture criteria are satisfied,
the AFS captures and controls to the ILS localizer using the same FCC control laws as when APP/LAND is
selected. Engaging another lateral control mode cancels the LOC ONLY mode. Descent to the MDA from
the glideslope intercept altitude must be accomplished by use of the FCP V/S or FPA modes. Selecting NAV, APP/LAND, VOR ARM, or pushing the HDG,
TRK select knob will reset the LOC ONLY approach
mode. The LOC ONLY mode may be disengaged by
the FMS or may be deselected on the CDU by selecting another ILS frequency.
The LOC ONLY mode selection on the NAV/RAD
CDU page is for segregating LOC from glideslope
when a full ILS has a G/S that is believed to be inoperative or unreliable. True localizer approaches selected from the approach selection page are discussed in
a following section.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-13
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
FMS Approaches
(2.3.4)
STAR TO LSZH
Nonprecision approaches may be flown automatically
by coupling to FMS NAV and PROF modes. The FMS
provides for selection of the following types of nonprecision approaches: VOR, RNAV, LOC, NDB, IGS
and LGA.
Nonprecision approaches require a compulsory entry
of “Min Prof Alt” (Minimum Profile Altitude), on the
STAR/Approach selection page in 2R. This entry field
will only appear when a nonprecision approach has
been selected. Also, the * INSERT prompt 6L will not
be displayed until a value is entered in 2R. Allowable
entry range is from 200 to 5000 feet above field elevation MSL. The usual entry will be the published MDA
(minimum descent altitude). The FMS will use that
value as the lower limit for descent path construction
and will build a path from the Final Approach Fix (FIX)
to that point. Path guidance is provided (as well as
displayed on the Path Deviation Indicator) down to the
MDA, but not below.
With NAV and PROF engaged the FMA will track both
lateral and vertical path to the MDA. The GCP MDA
minimums bugs and the altitude selector should be set
to the same published minimum altitude prior to beginning the approach.
NOTE
No path guidance is provided below the
entered MDA and the aircraft will level off
at that altitude unless the pilot opts to
disconnect and continue to a landing or
conduct a missed approach.
STD STAR
1L
BLM1Z
STD APPR
SEL
SEL
TRANS
2L
NONE
3L
CANE1Z
4L
GERS1Y
1R
MIN PROF
FT
2R
ADDL APPRS
ADDL STARS
ILS14
3R
ILD16
4R
CUSTOM
CUSTOM
5L
VOR16
APPRS
STARS
5R
RETURN TO
LAT REV
6L
6R
179
179
STAR TO LSZH
STD STAR
1L
BLM1Z
STD APPR
SEL
SEL
TRANS
2L
NONE
ADDL STARS
VOR16
1R
MIN PROF
2400 FT
2R
ADDL APPRS
3L
CANE1Z
ILS14
3R
4L
GERS1Y
ILS16
4R
CUSTOM
CUSTOM
5L
STARS
APPRS
5R
RETURN TO
6L
* INSERT
LAT REV
6R
180
180
Once at the MDA the GCP altitude selector may be reset to the missed approach altitude in anticipation of a
go-around at the MAP.
4-16-3-14
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
1L
ACT F-PLAN
1/2
SPD
ALT
FROM
ETO
EKRON
1502
Autotracking of the VOR course as described above is
only possible below 18,000 feet and was certified for
use up to 40NM from the navaid, however, the mode
may be armed above 18,000.
245 / FL 076
1R
VOR TRACK of a course to or from a VOR may be
maintained while the other side is armed to track another course outbound from the same VOR or inbound to a different intersecting VOR.
CO67¡
EKR08
>
2L
04
220 /
+5000
2R
06
166 /
4000
3R
07
150 /
2890
4R
C 1 5 3¡
3L
CD 16
NAVIGATION (CONTINUED)
C 1 5 3¡
4L
FF 16
MIN PROF
C 1 5 3¡
5L
MA 16
6L
KLO
08
149 /
2400
5R
1820
6R
NAV RADIO
BZA / CRS
1 1 5 .0 0 / C R S
1L
116.80 / 030
MXL / 120
1R
2L
VOR ARMED
VOR TRACK
2R
ADF 1
ADF 2
3L
[
[
C 1 5 3¡
----
---/+
181
181
VOR Approach
(2.3.5)
]
]
4L
[
]/[
]
4R
5L
VOR approaches may be flown in the NAV mode by
selecting a VOR database approach and engaging
NAV for lateral guidance or by following raw data with
the use of heading select or track roll modes.
VOR Approach (Using VOR Tracking)
3R
ILS / CRS
5R
PRESELECT
6L
[
]/[
]
[
]/[
]
6R
182
VOR TRACK and ARMED
(2.3.6)
182
28 February 2000
030
BZA
210R
MXL
300R
The armed mode may be reset by clearing the course,
tuning another VOR, selecting NAV, selecting LOC
ONLY, selecting APP/LAND, or pushing the HDG/TRK
select knob. Pulling the HDG/TRK select knob to select a heading also cancels the VOR ARMED.
KYUM
21L
120
The NAV RAD page includes the option of selecting
VOR ARM (2L and/or 2R) when a VOR frequency is
tuned with a course entered into 1L or 1R. Selecting
this option (pressing 2L and 2R) displays a VOR
ARMED prompt and enables the FMS to provide the
AFS steering commands to capture the VOR course.
VOR ARMED is then displayed on the FMA. If VOR
ARMED is not displayed on the FMA, verify that the
CDU NAV RAD page displays a VOR ARMED prompt.
When the VOR capture criteria are satisfied, the roll
control window on the FMA changes to VOR1 or
VOR2 to indicate which VHF NAV receiver is selected
by the FMC. Both may be armed but only one can be
selected and control the aircraft. The FCC then captures and controls to the selected VOR course in response to steering commands from the FMC. Over
the VOR station, control is to the selected VOR heading (VOR1 or VOR2 CRS displayed in the FMA). The
NAV RAD page shows VOR TRACK in 2L or 2R when
the FMC is providing control guidance to the AFS.
R/I
NAV
40
Track 120˚ - Armed to Track 030
183
11416193.eps
Upon reaching the cone of confusion of the same
VOR or intersecting courses of different VORs, the initial track is dropped (prompt becomes VOR ARM) and
the VOR ARMED course becomes VOR TRACK. The
aircraft AFS is provided steering guidance and turns
the aircraft to track the newly selected course.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-15
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
NOTE
STEPS:
A VOR TRACK condition may be exited
by pressing and or (whichever displays
TRACK).
VFR Approach
A. PUSH right LSK (abeam VFR 21L
approach)
B. PUSH 6L *INSERT
(2.3.7)
A VFR approach may be entered into the F-PLN as an
approach selection during the STAR and RWY selection process. If the approach is entered, a final approach waypoint is added to the flight plan just prior to
a 3ø final approach path.
The approach waypoint precedes the destination runway by 8 nautical miles and has an associated altitude constraint equal to the runway elevation plus
1500 feet. The identifier for this waypoint is FAnnn,
where nnn is the destination runway number and letter.
ACT F-PLN
ETO
SPD
ALT
1L
PBD07
0424
245
2600
1R
2L
FA21L
0428
245/
1710
2R
3L
RW21L
31
182/
-3.0
4L
5L
6L
KYUM
B. PUSH left LSK (waypoint short of
destination)
3R
4R
5R
- - - F -PLN DISCONTINUITY - -
6R
185
<>
185
RW21L
KYUM
21L
BZA
<>
A. PUSH F-PLN
210
- - - - - - - END OF F-PLN - - - - - - -
As an example, the VFR approach to runway 21L at
Yuma, AZ would be selected and loaded on the STAR
page as shown below. The approach waypoints and
constraints are shown on the F-PLN page. The approach will be graphically shown on the ND. Notice
that the constraint altitude is maintained until the intercept of the 3 degree descent path to the runway.
STEPS:
1/2
FROM
FA21L
1710
YXU
C. PUSH 1R (STAR)
STAR
STARS
TO
0064M1
KYUM
APPR
0064M1
1L
LG06
SEL VFR21L
1R
2L
LG05
REMAINING
2R
3L
LG05A
ILS21R
3R
4L
REMAINING
RNV21R
4R
VOR17
5R
The above function is provided to assist the crew in
positioning the aircraft 8 miles from the airport on an
extended center line position with an approximate 3
degree descent path to the selected runway. It is not
intended for nor should it be used as an IFR procedure.
APPRS
STARS
5L
NONE
LANDING RUNWAY CHANGE
RETURN TO
6L
*
INSERT
LAT REV
184
184
4-16-3-16
(2.4.0)
6R
Runway changes just prior to landing are a common
occurrence whether it is to a parallel runway or a completely different runway. The FMC may be prepared
ahead of time to aid the pilot in handling the workload
associated with this change. However, planning and
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
tailoring the F-PLN must be completed well before the
final approach phases of flight.
The FMS Secondary (SEC) F-PLN provides the pilot
with the capability to develop an altered F-PLN which
incorporates a new approach and landing runway at
the destination. General instructions to accomplish
this task are to access the SEC F-PLN by pressing
SEC F-PLN key, copy the Active F-PLN into the SEC
F-PLN, alter the STAR to include a new approach and
landing runway, clear any DISCONs, and review the
SEC F-PLN routing for intended backup plan routing,
approach and landing runway. If the SEC F-PLN represents the plan you want, exit back to the ACT F-PLN
and continue with the flight.
If a change in runway does occur simply press the
SEC F-PLN key, ACTIVATE SEC by pressing 4L, and
if necessary perform a DIR TO the waypoint where
ATC has instructed you to join the new approach. Of
course the aircraft could be hand flown there also.
SEC F - PLN - INIT
CO ROUTE
TO
RW 01 / LSZH
1L
ALTN ROUTE
1R
ALTN
EDDM
2L
2R
3L
COPY ACTIVE
SEC F - PLN
3R
4L
CLEAR SEC
ACTIVATE SEC *
4R
CRZ LEVELS
5L
6L
[
]/ [
]/ [
]/ [
]/ [
TEMP/WIND
OPT/MAXFL
--- /-----
- - - / 390
]/ [
]
5R
CI
100
6R
186
186
STEPS:
A. PUSH 3L
B. PUSH 3R
NOTE
These FMS procedures will retrieve the
waypoints for any standard terminal area
of arrival or instrument approach and
place them in the flight plan. In the case
of an ILS, IGS, or LOC approach, they
will also retrieve the localizer frequency
and the final approach course from the
database and insert them on the NAV
RAD page. In order to protect the ILS receivers from uncommanded frequency
changes during the critical autoland process, frequency changes are inhibited
once the approach has begun.
1/2
FROM /
SEC F-PLN
1/2
SPD
ALT
FROM
ETO
1L
EKRON
0422
247 / FL 087
1R
2L
CF 16
----
---/
4000
2R
----
---/
2430
C 156
3L
OM 16
-3.0
C 156
4L
RW 16
3R
-3.0
----
---/
1390
4R
C 156
5L
WAL
----
---/+
1820
5R
6L
ZUE
----
---/
-----
6R
This procedure enables the pilot to change to another
runway without using FMS flight planning capabilities.
187
187
STEP:
PUSH SEC F-PLN
STEP:
PUSH 2L
Changing the landing runway is accomplished through
a LAT REV to a waypoint short of the destination,
STAR selection and changing the selected runway.
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-17
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
L AT R EV
FROM
ST A R TO L S Z H
CF 16
N4735.8 / E00827.2
APPR
STAR
ST A R
1L
1R
1L
REMI5T SEL
SEL
ILS 14
1R
TRANS
2L
A I RW AY S
HOLD
2R
2L
3R
3L
NONE
REMAINING
PROCEDURE
TURN
3L
4L
NEXT WPT
N E W C O ROUTE
[
[
]
]
2R
APPRS
REMAINING
ILS 16
3R
VOR 28
4R
10
5R
STARS
4R
4L
CANNE2
5R
5L
KPT2
NEW DEST
[
5L
6L
]
ENABLE ALTN
RETURN TO
EDDM
S E C F-P L N
TO
RETURN TO
6R
6L
INSERT
LAT REV
6R
190
188
188
STEP:
PUSH 1R
190
STEP:
PUSH 6L
ST A R TO L S Z H
APPR
STAR
1L
REMI5T SEL
2L
NONE
SEL
ILS 16
SEC F-PLN
1/2
SPD
ALT
FROM
ETO
1R
1L
EKRON
0422
247 / FL 087
1R
2R
2L
CF 16
----
---/
4000
2R
ILS 14
3R
3L
- - - F - P L N DISCONTINUITY - -
3R
VOR 28
4R
4L
REMIR
TRANS
REMAINING
APPRS
3L
REMAINING
STARS
4L
CANNE2
----
---/
-----
4R
----
---/
-----
5R
----
---/
-----
6R
REMI5T
5L
10
KPT2
5R
5L
REMI5T
RETURN TO
6L
INSERT
LAT REV
D099Q
6R
6L
GOLKE
191
189
189
STEP:
PUSH 3R (ILS 14)
191
The REMIR 5T STAR and ILS to RWY 14 has been
inserted after CF16 waypoint in the SEC F-PLN. It
would not be desirable to fly from CF16 back to
REMIR and through the STAR again so REMIR,
D099Q, GOLKE, EKRON, CF-16 and the DISCONTINUITY must be cleared to become a usable SEC FPLN. Actually the SEC F-PLN should have been built
before reaching REMIR to prevent the time crunch of
last minute changes in the terminal area.
The pilot can now continue to use the FMS until the
runway change is announced by ATC. The runway
changed SEC F-PLN may be activated by accessing
the SEC F-PLN INIT page and selecting ACTIVATE
SEC as shown.
4-16-3-18
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
will display those modes plus LAND ARMED. Maneuver the aircraft as required to intercept the new localizer. The use of the autopilot for the continued sidestep approach is not recommended inside final approach fix.
NOTE
If the ACTIVATE SEC* prompt is not displayed, the active leg (FROM-TO waypoints) are not identical on both the ACT
and SEC F-PLNs. In this case, push the
heading hold knob on the FCP and the
ACTIVATE SEC* prompt is displayed.
STEPS:
NAVIGATION (CONTINUED)
GO AROUND
(2.6.0)
Go around causes changes to thrust limits, FMS phases of flight, PROF and NAV guidance. Those items
will be discussed as well as performing a DIR TO to
set up another ILS approach.
A. PUSH SEC F-PLN
B. PUSH 4R
Missed Approach
SEC F - PLN - INIT
(2.6.1)
3L
COPY ACTIVE
SEC F - PLN
3R
Pushing the GO AROUND button below 2500 feet
with 5ø or more flaps will initiate automatic GA. If aircraft altitude is below the go-around thrust reduction
altitude, the thrust limit selected is GA mode. If altitude is above the GO AROUND thrust reduction altitude, thrust limit mode will be CLB.
4L
CLEAR SEC
ACTIVATE SEC *
4R
NOTE
5L
[
TEMP/WIND
OPT/MAXFL
6L
--- /-----
- - - / 392
CO ROUTE
1/2
FROM /
TO
RW 01 / LSZH
1L
ALTN ROUTE
1R
ALTN
EDDM
2L
2R
Pushing the GA button below 2500 ft
without 5° of flaps or more only changes
the thrust limit to G/A.
CRZ LEVELS
]/ [
]/ [
]/ [
]/ [
]/ [
]
5R
CI
100
6R
192
192
SIDE STEP MANEUVER FROM ILS APPROACHES
(2.5.0)
Because of the additional protection required to guard
against uncommanded frequency changes during autoland, simply inserting a new ILS frequency and
course on the NAV RAD page will not result in a new
frequency being tuned any time after the FMA shows
LOC and GS. Therefore, there is a need for a special
procedure if a side-step from one ILS to another is required.
Any time a side-step is required and the FMA shows
LOC and GS or DUAL LAND or SINGLE LAND or
APPR ONLY, perform the following procedure:
If GO AROUND is initiated via the GA button before
sequencing the destination, the FMS transitions to
TAKEOFF phase of flight. As the aircraft climbs
above the CLB THRUST reduction altitude, the FMS
transitions to climb. The FMS GA page is displayed
on both CDUs when the GA switch is activated.
With a manual increase in engine power, the FMS
transitions to CLB after sequencing the destination.
Laterally, as the destination is sequenced, the missed
approach is activated. Predictions are calculated for
each waypoint and the CRZ ALT is established as the
highest of CRZ ALT, CLR ALT, or 10,000 feet above
the destination altitude. With PROF and NAV engaged the aircraft automatically flies the missed approach.
1. Disconnect the autopilot.
2. Insert the new ILS frequency and course in
the NAV RAD PAGE.
3. Push the APPR/LAND switch on the GCP.
The autopilot system will then immediately drop to basic modes, Heading and Vertical Speed, and the FMA
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-19
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
•
A CT F - P L A N
1L
1/2
FROM
ETO
SPD
ALT
RW 16
0438
170 /
1600
1R
C 156
2L
WAL
40
250 /
4190
2R
3L
ZUE
43
//
/
10000
3R
4L
SHA
45
//
/
5000
4R
5L
- - - - - - E N D O F F - PLN - - - - - -
5R
6L
LSZH
6R
Second ILS Approach
193
ZUE
Pushing the GA button.
•
TO/APPR mode key is pushed when in the
descent or approach flight phase and there is
NO DESTINATION in the F-PLN.
•
Pilot attempts to enter a descent constraint
into the F-PLN with NO DESTINATION.
If the GO-AROUND page is displayed
when the TO/APPR mode key is pushed,
the FMS is in climb or cruise flight phase.
WAL
Planning for a second approach (ILS, VOR, VFR etc.)
could be accomplished in the secondary flight plan
just like the landing runway change. It may also be
accomplished in the following manner.
194
10
194
NOTE
4-16-3-20
•
NOTE
LSZH
16
RW16
•
The same message is displayed for:
1000
250KT
ON16
•
(2.6.2)
After sequencing the runway and beginning the
missed approach (approach phase transitions to climb
or cruise), the ‘’NO DESTINATION’’ CDU message is
displayed.
193
CF16
Commanded airspeed during climb is
Vmin +5 for flaps 28 or indicated airspeed when the GA button was
pushed, whichever is higher. The
commanded speed is not displayed
on the GO AROUND page of the
CDU.
Once the final waypoint is passed
‘’PPOS’’ becomes the FROM waypoint followed by an active leg F-PLN
DISCON and then the END OF FPLN marker.
The destination LSZH must be reentered into the flight
plan first by using the LAT REV function. Then another LAT REV, STAR page and APPR selection and FPLN insertion from a missed approach waypoint inserts another approach into the active flight plan. A
DIR-TO may be used to delete unused waypoints if
the entire STAR was inadvertently inserted.
STEP:
PUSH 3L on F-PLN at ZUE
Following every missed approach or
transition from FMS descent to climb,
a ne w des tina tion a nd ap pr oac h
should be strung via the LAT REV
and STAR pages. Otherwise, the
FMS will clear the destination and
FMS SPD and PROF modes cannot
be used.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
L AT R EV
APPR TRANS T O L S Z H
ZUE
FROM
NAVIGATION (CONTINUED)
N4735.6 / E00849.1
APPR
STAR
ST A R
1L
1R
REMI5T SEL
1L
SEL
A I RW AY S
HOLD
2R
2L
3R
3L
4R
4L
5R
5L
1R
TRANS
TRANS
2L
ILS 16
NONE
EKRON *
2R
EKRR *
3R
PROCEDURE
TURN
3L
N E W C O ROUTE
NEXT WPT
4L
*[
[
]
]*
4R
NEW DEST
[
5L
6L
]*
ENABLE ALTN
RETURN TO
* TO E D D M
A C T F-P L N
5R
RETURN TO
6R
ACT F - PLN
6L
197
195
195
STEP:
197
STEP:
PUSH 1R
APPR
1L
REMI5T SEL
2L
NONE
SEL
ILS 16
PUSH 2R
The entire REMIR 5T STAR is probably not the ATC
or pilot desired routing. A simple way to establish the
assigned routing is by performing a DIR TO the appropriate waypoint.
ST A R TO L S Z H
STAR
6R
1R
TRANS
REMAINING
2R
CAUTION
APPRS
3L
REMAINING
ILS 14
3R
VOR 28
4R
10
5R
During multiple landing pattern work below the all engine ACCEL ALT, FMS
Vmin speeds may vary between 1.2 and
1.25 Vs. The pilot should edit the all engine ACCEL ALT to an altitude lower
than pattern altitude to ensure that FMS
speeds are controlled to 1.3 Vs.
STARS
4L
CANNE2
5L
KPT2
6L
* INSERT
RETURN TO
LAT REV
6R
196
196
STEP:
Direct to Waypoint
(2.6.3)
PUSH 6L *INSERT
The *INSERT prompt is available from the previous
selection or will be available after changing the approach selection. Pressing insert automatically displ ay s th e a ppr o ac h t r ans i tio n pag e w her e th e
transition is chosen and STAR APPR waypoints are
inserted into the F-PLN.
28 February 2000
Pressing the DIR INTC key displays the modified FPLN page.
STEP:
PUSH DIR INTC
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-21
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
A CT F - P L A N
DIR
TO
1L
[
2L
CF 16
INTC
FIX / CRS
[
]/[
]
0515
]
4000
186 /
C 156
3L
2R
SHA
-3.0
OM 16
16
2430
157 /
C 156
4L
1R
3R
ZUE
-3.0
RW 16
17
//
/
C 156
CF16
1390
4R
_
ON16
5L
WAL
----
---/|
1820
5R
6L
ZUE
----
---/
-----
6R
KRON
WAL
198
0132
20
198
ATC has instructed FDX1234 to proceed direct to
CF16 at 4000 ft for the ILS approach to RW16. Note
the soft DIR TO (dashed lines) shown on the ND. Altitude is controlled by the FCP as selected altitude.
STEP:
0132
STEP:
PUSH 1L
PUSH 2L
A CT F - P L A N
FROM
1/2
ETO
SPD
ALT
0443
204 /
5000
1R
1L
T-P
2L
(T - C )
44
250 /
FL 065
2R
3L
(T - D )
44
245 /
FL 065
3R
4L
CF 16
46
184 /
4000
4R
A CT F - P L A N
DIR
1L
TO
INTC
* CF 16
FIX / CRS
CF 16 / [
]
1R
WITH
2L
* ABEAM POINTS
3L
CF 16
4L
0515
2R
186 /
4000
C 156
-3.0
OM 16
RW 16
6L
WAL
C 156
5L
16
157 /
2430
17
//
/
1390
5R
- - - / + 1820
6R
C 156
5L
3R
4R
OM 16
-3.0
48
158 /
C 156
6L
-3.0
RW 16
2430
5R
-3.0
49
//
/
1390
6R
200
C 156
----
200
199
199
4-16-3-22
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CF 16
4000
NAVIGATION (CONTINUED)
A CT F - P L A N
1L
OM 16
------ END OF F-PLN----SPD
ETO
RW16
LSZH
16
WAL
1/2
1R
ALT
2L
LSZH
3L
(T - C )
4L
(T - D )
4R
5L
KPT
5R
6L
EDDM
6R
SHA
2R
FL 220
3R
201
0136
201
20
0136
SHA
In reality, a point further from the destination than
CF16 would be chosen to create an improved ILS intercept situation.
ALTERNATE DIVERSION
ZUE
(2.7.0)
After sequencing the destination and during missed
approach, alternate diversion may be accomplished
by ENABLE ALTN TO, NEW DEST, or performing a
DIR TO the alternate airport. Those F-PLN modifications will be discussed in this section.
ENABLE ALTN TO - can be accomplished the same
way as described during descent section. From a revise waypoint LAT REV page, pressing 6L deletes all
waypoints from the revise point to the destination and
enters the alternate F-PLN into the primary F-PLN.
The alternate F-PLN includes the old destination as a
F-PLN waypoint.
As an example, the alternate F-PLN is strung to include a transition waypoint (SHA) for STAR selection
to EDDM. During missed approach a LAT REV to
waypoint SHA is accomplished. Selecting ENABLE
ALTN TO EDDM 6L results in the flight plan shown
next.
28 February 2000
LSZH
16
WAL
KRON
0135
20
0135
On the ACT F-PLN page PUSH LSK beside the waypoint SHA.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-23
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
SHA
L AT R EV
FROM
SHA
N4741.4 / E00844.2
1L
A I RW AY S
2L
ST A R
1R
HOLD
2R
ZUE
FL220
PROCEDURE
TURN
3L
4L
*[
3R
N E W C O ROUTE
NEXT WPT
[
]
]*
4R
NEW DEST
[
5L
6L
]*
ENABLE ALTN
RETURN TO
* TO E D D M
A C T F-P L N
5R
6R
LSZH
16
202
LSZH
WAL
202
Selecting ENABLE ALTN TO EDDM 6L results in the
flight plan shown .
75(1)
20
75(1)
STEP:
PUSH 6L
Clearing the DISCON provides continuous routing but
is not efficient divert routing.
A CT F - P L N
FROM
1L
WAL
1/2
ETO
SPD
ALT
0137
177 /
4500
A CT F - P L N
1R
2L
ZUE
----
---/
-----
2R
3L
SHA
----
---/
5000
3R
4L
- - - F - P L N DISCONTINUITY - -
4R
5L
LSZH
----
---/
-----
5R
6L
KPT
----
---/
-----
6R
FROM
1/2
ETO
SPD
ALT
1L
WAL
0137
177 /
4500
1R
2L
ZUE
----
---/
-----
2R
3L
SHA
----
---/
5000
3R
4L
LSZH
----
---/
-----
4R
5L
KPT
----
---/
-----
5R
6L
EDDM
----
---/
1740
6R
203
204
203
204
STEPS:
A. PUSH CLR
B. PUSH 4L
4-16-3-24
Copyright©2001, Federal ExpressCorporation, Memphis TN38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
SHA
A CT F - P L N
ZUE
FROM
10000
250 KTS
LSZH
16
SPD
ALT
1L
T-P
0141
190 /
5000
1R
2L
KPT
----
---/
-----
2R
3L
EDDM
----
---/
1740
3R
4L
------END OF F-PLN-----
4R
5L
EDDM
5R
6L
- - - F - P L N DISCONTINUITY - -
6R
LSZH
WAL
1/2
ETO
206
75(2)
10
206
75(2)
Performing a DIR TO KPT will provide a more direct
routing. STAR selection from KPT may be accomplished for EDDM.
A CT F - P L A N
DIR
1L
INTC
TO
* KPT
03
FIX / CRS
KPT / [
228
204
]
KPT
HDG 078 MAG
6 07 08 09 10 1
5 0
4 0
0
11
21
3
KPT
1R
WITH
2L
* ABEAM POINTS
3L
ZUE
----
---/
-----
3R
4L
SHA
----
---/
5000
4R
5L
LSZH
----
---/
-----
5R
6L
KPT
----
---/
-----
6R
2R
FL220
10000
250KT
T-P
205
LSZH
16
205
STEPS:
A. PUSH DIR INTC
B. PUSH 6L (KPT)
75(3)
C. PUSH 1L
75(3)
NOTE
After enabling the alternate F-PLN (ENABLE ALTN), FMS SPD and PROF may
not engage. To use SPD and PROF, reenter a NEW DEST on the appropriate
LAT REV page.
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-25
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
NEW DEST - The purpose of the new destination
function is to reroute the F-PLN from the selected
waypoint to a new destination. The function is available for any selected fixed waypoint in the flight plan
including the ‘’FROM’’ waypoints and PPOS. The new
destination may be any airport in the data base or a
pilot defined runway. When a new destination is entered, the following F-PLN events occur:
•
•
•
All waypoints beyond the selected fixed waypoint in the original F-PLN (including ALTN if it
exists) are deleted.
A DISCONTINUITY is strung between the selected waypoint and the new destination.
A CT F - P L N
1/2
FROM
ETO
SPD
1L
PPOS
----
---/
-----
1R
2L
- - - F - P L N DISCONTINUITY - -
2R
3L
EDDM
-----
3R
4L
------END OF F-PLN-----
4R
5L
EDDM
5R
----
ALT
---/
6L
6R
A new destination is entered into the F-PLN.
208
To access the NEW DEST function a LAT REV is performed at the A/C present position
STEPS:
Clearing the F-PLN DISCONTINUITY establishes a TP and direct routing to EDDM. STAR selection cannot
be accomplished from a T-P and if accomplished at
EDDM creates a routing from T-P to EDDM and then
back to the STAR start waypoint, route, and approach
to the destination runway. To keep the alternate diversion simple, a DIR TO can be accomplished to an
enroute waypoint short of the destination where the
STAR may be efficiently selected.
A. PUSH 1L RW16 on ACT F-PLN
B. Type EDDM in SP
C. PUSH 5R
LAT REV FROM PPOS
ST A R
1R
DIR TO - Pressing the DIR INTC function key displays the modified F-PLN page as shown below.
HOLD
2R
NOTE
3R
The NEW DEST function can also be
used to CLR a large string of Wpts at one
time. By LAT REV at the last desired
waypoint to be flown followed by a NEW
DEST entry (i.e. same destination) all intervening waypoints would be cleared.
N4735.6 / E00849.1
1L
2L
A I RW AY S
208
PROCEDURE
TURN
3L
N E W C O ROUTE
NEXT WPT
4L
*[
[
]
]*
4R
NEW DEST
[
5L
6L
]*
ENABLE ALTN
RETURN TO
* TO E D D M
A C T F-P L N
5R
6R
207
207
From either ATC instructions or pilot choice, Kempten
(KPT) is chosen as an enroute point to perform a DIR
TO. Typing KPT in the SP pressing 1L for entry, and
clearing the DISCON creates the routing as shown below.
STEPS:
A. PUSH DIR INTC
B. Type KPT in SP
4-16-3-26
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
To retain a flight plan for immediate or future use after
landing, the ACT F-PLN may be copied into the SEC
F-PLN and the active leg altered to prevent SEC FPLN leg sequencing. After landing, the SEC F-PLN is
preserved and may be copied into the ACT F-PLN for
immediate use.
A CT F - P L A N
DIR
TO
[
1L
INTC
FIX / CRS
[
]/[
]
]
1R
2L
- - - F - P L N DISCONTINUITY - -
3L
EDDM
-----
3R
4L
------END OF F-PLN-----
4R
5L
EDDM
5R
----
---/
6L
NAVIGATION (CONTINUED)
2R
After landing and before the next takeoff the IRU performance may be inspected on the IRS STATUS
page.
IRS STATUS Page
6R
(2.8.1)
The IRS STATUS page provides error rates and terminal GS reading at the end of a flight. The page may
be accessed by pressing the REF key and the <POS
REF prompt at 4L.
KPT
209
209
STEPS
From the POS REF page press the PAGE key twice to
go through the IRS POS page, to the IRS STATUS
page.
A. PUSH 1L
B. PUSH 1L
STEP:
A CT F - P L A N
FROM
1L
T-P
PUSH REF
1/2
ETO
SPD
ALT
0450
199 /
5000
REF
1R
INDEX
DEFINED
2L
(T - C )
3L
KPT
57
310 /
FL 230
2R
1L
WAYPOINT
0503
.71 /
FL 230
3R
2L
WAYPOINT
1R
NAVAID
2R
CLOSEST
4R
3L
AIRPORTS
------END OF F-PLN-----
5R
4L
POS REF
EDDM
6R
5L
6L
4L
EDDM
5L
6L
11
//
/
//
3R
DOC DATA
4R
A/C STATUS
MAINT
5R
SENSOR STATUS
READOUT
MEMORY
210
211
210
From KPT a STAR and Approach to Munich may be
accomplished.
AFTER LANDING
6R
211
STEP:
PUSH 4L
(2.8.0)
The FMS transitions to a ‘’DONE’’ mode when the aircraft has landed and either the INIT key is pressed or
the engines are shut off. When DONE is declared, the
POS REF page is displayed on the MCDU and all
route data (except ballast fuel, PERF factor and “manually tuned” NAV radio frequencies/idents) is cleared
and default values are recalled. Pushing of any
MCDU button after the DONE phase, transitions the
FMS to PREFLIGHT.
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-3-27
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
POS REF
FMS
1L
IRS
1/3
ST AT U S
3/3
LAT / LONG
N 4157.8/W 08754.2
1R
1L
1R
I R S (M I X)
GS
2R
2L
IRU 1
3.2
3
2R
3L
3R
3L
IRU 2
4.7
5
3R
4L
4R
4L
IRU 3
2.1
1
4R
5R
5L
5R
6R
6L
6R
2L
N 4157.8/W 08754.2
DRIFT RATE
5L
RETURN
TO
REF INDEX
6L
214
212
212
STEP:
When the pilot advances the throttles for takeoff and
the FMS transitions to takeoff (FMC position update
occurs) the FMC stores the IRU position difference
between itself and the update FMC position. Upon
engine shutdown at destination, the FMC and the IRU
difference is again stored. The difference in these two
readings represent IRU drift during the flight from
takeoff to landing. Total drift divided by trip time provides the DRIFT RATE value displayed on the page.
The GS column displays the IRU residual GS and is
valid when the aircraft is stationary after landing and
engines are shut down.
PUSH PAGE
IRS POS
IRU
1
-
N 4157.8/W 08754.2
2L
N 4157.8/W 08754.2
3L
N 4157.8/W 08754.2
IRU
IRU
2
3
-
-
2/3
NAV
1L
NAV
NAV
000 / 00
1R
000 / 00
2R
000 / 00
3R
4L
214
4R
5L
5R
RETURN
TO
REF INDEX
6L
6R
213
213
STEP:
4-16-3-28
PUSH PAGE
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-16-4
NAVIGATION (CONTINUED)
ADVANCED FLIGHT PLANNING (1.0.0)
In the advanced flight planning section, the creation of
waypoints, their insertion in the flight plan, secondary
flight plan creation and differences, and the insertion
of procedure turns in the flight plan will be covered.
WAYPOINT CREATION AND F-PLN ENTRY
(1.1.0)
Waypoints may be created in a variety of ways. They
may be entered into the F-PLN either directly or
through the use of a LAT REV. Pilot defined runways
may be created and used in the F-PLN. Waypoint creation and pilot defined runway entry are the topics of
this section.
A CT F - P L A N
FROM
1/2
ETO
SPD
ALT
1L
T-P
0450
199 /
5000
1R
2L
KPT
0502
.74 /
FL 230
2R
3L
EDDM
10
.73
4L
------END OF F-PLN-----
4R
5L
EDDM
5R
6L
- - - F - P L N DISCONTINUITY - -
6R
3R
//
KPT / + 5
215
215
ALONG TRACK OFFSET WAYPOINT
(1.2.0)
The along track offset waypoint, also known as the
Place/Distance (PD) waypoint is a pilot defined point a
given distance before or after an existing flight plan
waypoint, and on the existing flight plan course. A
new PD is located before the waypoint if a minus (-) is
used and after the point if a (+) is used. The plus is
optional. The PD waypoint is given a flight plan name
consisting of a waypoint three letter identifier/three
digit distance. For example, typing KPT/+5 in the SP
and pressing 2L enters KPT005 into the F-PLN as a
new waypoint. KPT005 becomes one of the 40 pilot
definable waypoints.
STEP:
Type KPT/+5 in SP
STEP:
PUSH 2L
A CT F - P L A N
FROM
1/2
ETO
SPD
ALT
0450
199 /
5000
1R
56
310 /
FL 230
2R
0502
.71 /
FL 230
3R
1L
T-P
2L
(T - C )
3L
KPT
4L
KPT 005
03
//
/
//
4R
5L
EDDM
10
//
/
//
5R
6L
------END OF F-PLN-----
6R
216
216
The referenced waypoint may not be the ‘’FROM’’
waypoint. A discontinuity is never inserted since the
point is along an established route. The PD point cannot be created closer than 1NM to a point or less than
5NM from the aircraft position. A PD may not be created beyond the next waypoint in the F-PLN.
PLACE/BEARING/DISTANCE
WAYPOINT(1.3.0)
A Place/Bearing/Distance (PBD) waypoint may be pilot defined by specifying a waypoint three letter ident/
bearing/distance. The PBD becomes one of the 40 pi28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-1
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
lot definable waypoints and is labeled PBDXX where
XX is the sequential number of the point the pilot creates. For example a waypoint from KPT 275° radial
15 NMs is created and entered into the F-PLN by typing KPT/275/15 in the SP and pressing 2L.
STEP:
Type KPT/275/15 in SP
A CT F - P L A N
FROM
LAT/LONG WAYPOINT
(1.4.0)
A Lat/Long waypoint may be generated by inserting
latitude and longitude coordinates directly into the FPLN. The entered waypoint is named with the cardinal directions and degrees portion of the coordinate
s u c h a s N4 7 E 0 1 1 . A s a n e x a m p l e , N 4 7 4 4 . 9 /
E01115.0 is typed into the SP and entered by pressing 3L. Again, another DISCON is inserted into the FPLN.
1/2
ETO
SPD
ALT
1L
T-P
0450
199 /
5000
1R
2L
KPT
0502
.74 /
FL 230
2R
3L
EDDM
10
.73
STEP:
Type N4744.9/E01115.0 in SP
ACT F-PLAN
//
3R
4L
------END OF F-PLN-----
4R
5L
EDDM
5R
6L
- - - F - P L N DISCONTINUITY - -
6R
KPT / 275 / 15
FROM
1/2
ETO
SPD
ALT
0450
199 /
5000
1R
0500
.74 /
FL 230
2R
1L
T-P
2L
PBD 04
3L
KPT
02
//
/
//
3R
4L
EDDM
10
.73 /
//
4R
5L
------END OF F-PLN-----
5R
6L
EDDM
6R
N 4744.9 / E 01115.0
219
217
217
STEP:
PUSH 2L
219
A CT F - P L A N
1/2
ETO
SPD
ALT
1L
T-P
0450
199 /
5000
1R
2L
PBD 04
----
---/
-----
2R
3L
- - - F - P L N DISCONTINUITY - -
3R
4L
KPT
----
---/
-----
4R
5L
EDDM
----
---/
-----
5R
6L
------END OF F-PLN-----
6R
FROM
STEP:
PUSH 3L
NOTE
Lat/Long waypoints may be entered into
the STANDBY flight plan by direct entry
into the DIR-TO brackets displayed when
the DIR INTC mode key is pressed.
218
218
Notice that PBD04 was created indicating that this
waypoint is numbered 4 of the possible 40 pilot defined waypoints. The next pilot defined waypoint that
is created will be numbered 5 of 40 but may be differently labeled in the F-PLN. The PBD waypoint entry
by definition causes a break in the F-PLN and results
in the entry of F-PLN DISCONTINUITY.
4-16-4-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
A CT F - P L A N
1/2
ETO
SPD
ALT
FROM
NAVIGATION (CONTINUED)
ACT F-PLAN
1/2
ETO
SPD
ALT
0450
199 /
5000
1R
FL 230
2R
FROM
1L
T-P
0450
199 /
5000
1R
1L
T-P
2L
PBD 04
----
---/
-----
2R
2L
PBD 04
0500
.74 /
3L
N 47 E 011 - - - -
---/
-----
3R
3L
N 47 E 011
0516
//
/
//
3R
4L
- - - F - P L N DISCONTINUITY - -
4R
4L
KPT
0527
//
/
//
4R
5L
KPT
----
---/
-----
5R
5L
EDDM
0543
.73 /
//
5R
6L
EDDM
----
---/
-----
6R
6L
------END OF F-PLN-----
6R
221
220
221
220
LAT REV Waypoint Entry
(1.4.1)
Waypoints may be entered into a F-PLN or the routing revised using the LAT REV to an existing waypoint. The new waypoint is inserted immediately
following the revise point with a direct leg. If the new
waypoint does not exist in the F-PLN, a F-PLN DISCONTINUITY is inserted after the new waypoint. If
the new waypoint is a waypoint already in the existing
F-PLN, a single direct route is inserted with no discontinuity deleting all intervening waypoints.
STEPS:
A. Type KPT in SP
B. PUSH 4L
L AT R EV
FROM
PBD 04
N4726.3 / E01022.6
1L
2L
1R
A I RW AY S
HOLD
2R
PROCEDURE
TURN
3L
NEXT WPT
ORIGINAL
NO
OR
ROUTING
ROUTING
4L
*[
]
[
N47E011
[
5L
>
PBD04
]*
4R
NEW DEST
KPT
PBD04
3R
N E W C O ROUTE
6L
SOFT
UTING
T WPT RO
EX
LAT REV N
]*
ENABLE ALTN
RETURN TO
* TO E D D M
A C T F-P L N
KPT
5R
6R
222
KPT
NEXT WAYPOINT OR
REVISED ROUTING
222
0172
0172
STEP:
PUSH 2L (with SP empty)
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-3
NAVIGATION (CONTINUED)
ACT F-PLAN
1/2
ETO
SPD
ALT
0450
199 /
5000
FROM
1L
MD-11/MD-10 FLIGHT MANUAL
T-P
DEFINED WAYPOINT
1/5
IDENT
1L
1R
CATHEY
NEXT
1R
PREV
2R
LAT / LONG
2L
PBD 04
3L
KPT
0500
.74 /
02
//
/
FL 230
//
2R
2L
3R
3L
N 4951.7 / E 00607.8
3R
NEW
4R
4L
WAYPOINT
4R
------END OF F-PLN-----
5R
5L
DELETE ALL
5R
EDDM
6R
6L
4L
EDDM
5L
6L
10
.73 /
//
6R
225
223
225
223
DEFINED WAYPOINT PAGE
(1.5.0)
Accessing the REF key selects the display shown below. From the REF INDEX page, pressing 1L (DEFINED WAYPOINT) provides access to the page
where pilot defined waypoints are displayed and may
be deleted or created.
STEP:
PUSH REF
REF
INDEX
DEFINED
1L
WAYPOINT
2L
WAYPOINT
3L
AIRPORTS
4L
POS REF
5L
6L
1R
NAVAID
2R
CLOSEST
From the DEFINED WAYPOINT page pressing DELETE ALL in 5R, deletes all pilot defined waypoints
that are not either in the active or secondary flight
plan. Waypoints may be deleted singularly by use of
the CLR key, SP, and individual DEFINED WAYPOINT pages as accessed by the NEXT 1R or PREV
2R keys. Defined waypoints presently being used in
the ACT or SEC F-PLN cannot be deleted. When deletion of a pilot defined waypoint in the flight plan is attempted the CDU SP message ‘’F-PLN WPT/NAV
RETAINED’’ is displayed. All DEFINED WAYPOINTS
are deleted when the FMS transitions through “DONE”
flight phase. When the last waypoint is deleted, the
Waypoint page shown next is displayed. On this
page, data on any Nav Data Base waypoint may be
reviewed by ident entry into 1L. Alternate entry to this
page is through the REF page and 2L WAYPOINT
prompt.
3R
DOC DATA
4R
A/C STATUS
MAINT
5R
SENSOR STATUS
READOUT
STEPS:
A. PUSH REF
B. PUSH 2L
MEMORY
6R
224
224
STEP:
4-16-4-4
PUSH 1L
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
WAYPOINT
NAVIGATION (CONTINUED)
DEFINED WAYPOINT
IDENT
2/5
IDENT
1L
1R
1L
ABMON
N E XT
1R
P R EV
2R
LAT / LONG
2L
2R
2L
3L
3R
3L
N 4842.0 / E 00626.5
3R
NEW
4L
4R
4L
WAYPOINT
4R
5L
5R
5L
DELETE ALL
5R
6L
6R
6L
6R
226
227
226
Shown below the DEFINED WAYPOINT is number 1/
5 indicating that this is the first of five defined waypoints.
STEP:
227
STEP:
PUSH 1R
PUSH 1R
DEFINED WAYPOINT
3/5
IDENT
1L
DEFINED WAYPOINT
KPT 005
N E XT
1R
P R EV
2R
LAT / LONG
1/5
2L
N 4747.1 / E 01027.6
IDENT
1L
CATHEY
NEXT
1R
3L
3R
LAT / LONG
2L
N 4951.7 / E 00607.8
PREV
3L
NEW
2R
4L
WAYPOINT
4R
3R
5L
DELETE ALL
5R
6L
NEW
4L
WAYPOINT
4R
5L
DELETE ALL
5R
6L
228
6R
228
225
225
STEP:
PUSH 1R
6R
When 40 pilot defined waypoints are created, the CDU
message ‘’LIST OF FORTY IN USE’’ is displayed in
the SP.
The NEW WAYPOINT page, accessed through 4R,
enables entry of a new waypoint into the pilot defined
waypoint list.
NEW WAYPOINT
(1.6.0)
The NEW WAYPOINT page is shown below and is accessed by pressing 4R NEW WAYPOINT.
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-5
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
NEW WAYPOINT
NEW WAYPOINT
IDENT
IDENT
1L
1R
1L
DOUGLAS
LAT / LONG
.
2L
1R
LAT / LONG
/
.
N 3349.1 / W 11809.0
2R
2L
2R
3R
3L
3R
4L
4R
4L
4R
5L
5R
5L
5R
6L
6R
6L
PLACE / BRG / DIST
/
3L
.
/
.
ENTER
229
231
229
On this page, the pilot may name his defined waypoint with any combination of alphanumerics in data
field 1L. For example, the waypoint DOUGLAS is created. Entry of the point into the pilot defined waypoint
list is via the ENTER prompt in 6R.
STEPS:
PUSH 6R
If a PBD is entered into 3L, then the Lat/Long is calculated and displayed in 2L above. If a duplicate name
is generated, the DUPLICATE NAMES display will appear when the point is next accessed.
DOUGLAS
1R
LAT / LONG
.
/
.
2R
PLACE / BRG / DIST
/
.
/
.
3R
4L
4R
5L
5R
6L
6R
N 3349.1 / W 11809.0
(1.7.0)
On the NEW WAYPOINT page of the previous section, a runway can be entered in 1L in the form of
‘’RW01’’ or ‘’RW14L’’. When entered, boxes associated with 4L (ELEV), 5L (LENGTH), and 6L (CRS) are
displayed on the page. RW01 is entered into 1L. In the
next figure the remaining runway data is entered. Entry into the pilot defined waypoint list is accomplished
by pressing 6R (ENTER).
NEW WAYPOINT
3L
STEP:
PILOT DEFINED RUNWAY
IDENT
2L
231
A. Type DOUGLAS in SP
B. PUSH 1L
1L
6R
STEPS:
A. Type RW01 in SP
B. PUSH 1L
230
230
STEPS:
A. Type N3349.1/W11809.0 in SP
B. PUSH 2L
4-16-4-6
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
Displayed duplicate names are sorted by proximity to
current A/C position or revise waypoint.
NEW WAYPOINT
The REF INDEX page may be used to search for duplicate waypoints and their associated data by pressing 2L (WAYPOINT) for access to the WAYPOINT
page. To search for delta (D) waypoints, enter ‘’D’’ in
the SP and press 1L. The nav data base search will
then produce a list of delta points.
IDENT
1L
RW 01
1R
LAT / LONG
.
2L
/
.
2R
PLACE / BRG / DIST
/
3L
.
/
.
3R
ELEV
4L
4R
STEP:
LENGTH
5L
Type D in SP
5R
CRS
6L
6R
WAYPOINT
IDENT
232
1L
1R
2L
2R
3L
3R
4L
4R
1R
5L
5R
2R
6L
6R
232
Enter remaining Data
WAYPOINT
IDENT
1L
RW 01
LAT / LONG
2L
N 4951.7 E 00607.8
3L
D
3R
234
ELEV
4L
100
5L
8000
4R
234
LENGTH
5R
STEP:
PUSH 1L
CRS
6L
ENTER
150
6R
D U P L I C AT E N A M E S
233
L A T
233
The defined runway may be used as an origin or destination, but there will not be any SIDs or STARs available for the runway. The associated LAT/LONG of the
RW is assumed to be the runway threshold point. Defining a runway in this manner may be used to establish an airport not in the NAV DATA base for arrival
and departure operations.
ICAO PHONETIC WAYPOINTS
(1.8.0)
There are many waypoint identifiers that use an ICAO
phonetic alpha character for their names. When an
ICAO phonetic alpha character is used as a waypoint
name (Alpha, Bravo, Charlie, etc.), the equivalent letter ( A,B,C etc.) is used. Entering an alpha character
into 1L of the REF WAYPOINT page normally results
in display of the DUPLICATE NAMES page.
28 February 2000
/ LONG
FREQ
1L
*D
N49/W092
399.0
1R
2L
*D
N57/W133
295.0
2R
3L
*D
N21/W082
278.0
3R
4L
*D
N61/E023
286.0
4R
5L
*D
N46/E024
373.0
5R
6L
RETURN TO
6R
ACT F-PLN
235
235
SECONDARY F-PLN
(2.0.0)
The active F-PLN is used for active guidance and all
performance planning functions while the secondary
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-7
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
flight plan is used for planning changes and predictive
purposes. The secondary F-PLN can be entirely different from the active flight plan or it can be a modified version of the active F-PLN. The secondary FPLN may be activated during flight.
SEC F-PLN INIT PAGE
(2.1.0)
4L
CLEAR SEC - Displayed only if there is at
least one waypoint in the SEC F-PLN. Clears
the secondary flight plan and defaults to:
PPOS --END OF F-PLN--
4R
ACTIVATE SEC - Pressing with the ACTIVATE SEC prompt displayed, immediately
activates the SEC F-PLN and the previously
active flight plan becomes the new secondary flight plan.
Pressing the SEC F-PLN key provides access to the
secondary F-PLN INIT page and its related functions.
STEP;
SEC F-PLN
SEC F - PLN - INIT
1L
1/2
CO ROUTE
FROM /
[
[
]
If NAV is engaged, the first leg of the SEC F-PLN
must be laterally identical to the active leg for the ACTIVATE SEC prompt to be displayed. If you wish to
activate the SEC F-PLN and the ‘’ACTIVATE SEC’’
prompt is not displayed, disengage NAV momentarily
by going to heading hold - the prompt will now appear. Press 4R and when the transfer is complete, reengage NAV. This feature prevents course changes
due to accidental ‘’secondary’’ activation.
TO
]/[
ALTN ROUTE
]
1R
ALTN
[
]
]
2L
[
3L
COPY ACTIVE
SEC F - PLN
3R
4L
CLEAR SEC
ACTIVATE SEC *
4R
2R
5L
CRZ LEVELS - SEC F-PLN CRZ FLs. Flight
levels higher or lower than the active flight
plan may be entered for the purpose of prediction computations. If a SEC F-PLN CRZ
FL lower than current aircraft CRZ ALT is entered, the lower CRZ FL will not transcribe to
the active F-PLN. If the altitude is higher, it
will become the new active cruise flight level, but the aircraft will not climb until the FCP
CLR ALT is raised.
6L
TEMP/WIND - Same as F-PLN INIT Page.
PILOT ALTERABLE
6R
CI - Cost Index. Same as Active F-PLN INIT
Page when copied to the Secondary. May
be altered to accommodate predictions for
route modifications.
CRZ LEVELS
5L
[
]/ [
]/ [
]/ [
]/ [
TEMP/WIND
OPT/MAXFL
6L
- 40 / HD 000
- - - / 355
]/ [
]
5R
CI
100
6R
236
236
1L
CO ROUTE - Field defaults to entry prompts
[ ] when no CO RTE number or FROM/TO is
defined.
1R
FROM/TO - Defined by copying active flight
plan, entering origin/destination or defaults to
entry prompts with no entry.
2L
ALTN ROUTE - Alternate route designator
entry automatically chooses routing to the alternate. The field is blanked if 2R is entered.
2R
ALTN - Enables entry of the alternate airport
ICAO identifier.
3L
COPY ACTIVE - Copies the remaining portion of the active flight plan into the secondary flight plan.
3R
SEC F-PLN - Accesses SEC F-PLN page.
4-16-4-8
Pressing 3L copies the ACT F-PLN to the secondary
as shown below.
STEP:
PUSH 3L
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
SEC F - PLN - INIT
1L
[
FROM /
[
]
ALTN ROUTE
2L
[
SEC F-PLN
1/3
CO ROUTE
TO
]/[
FROM
]
1R
1L
DIST
T-P
ALTN
2R
2L
REMIR
REMI5T
3L
COPY ACTIVE
SEC F - PLN
3R
3L
CLEAR SEC
ACTIVATE SEC *
4R
4L
CRZ LEVELS
5L
6L
___/ ___/ ___/ ___/ [
TEMP/WIND
OPT/MAXFL
_ _ _˚ / _ _ _
___/___
]/ [
2/2
WIND
---
--- /---
1R
---
--- /---
2R
---
--- /---
3R
---
--- /---
4R
5R
5L
---
--- /---
5R
---
--- /---
6R
48
GOLKE
REMI5T
]
19 / 172
D099Q
REMI5T
4L
C
75
____
]
NAVIGATION (CONTINUED)
9
EKRON
12
CI
___
6R
6L
CF 14
239
237
SEC F-PLN PAGE 1 AND 2
(2.2.0)
Pressing 3R of figure on previous diagram accesses
the SEC F-PLN page 1. These pages serve the same
purpose as the ACT F-PLN pages and their format
and data are identical with two exceptions. SEC replaces ACT in the title line and predictions are displayed if the SEC was created from the ACTIVE and
the first legs are identical. Once the ACTIVE has
been copied, the SECONDARY predictions will be displayed regardless of whether active lateral or vertical
legs are the same.
STEP:
PUSH 3R on SEC F-PLN - INIT page.
FROM
SEC F-PLN
1/2
ETO
SPD
ALT
1L
T-P
----
---/
-----
1R
2L
REMIR
----
---/
-----
2R
----
---/
-----
3R
----
---/
-----
4R
D099Q
GOLKE
REMI5T
5L
EKRON
----
---/
-----
5R
6L
CF 14
----
---/
4000
6R
(2.3.0)
Waypoint sequencing occurs in the SECONDARY at
the same time as the ACTIVE as long as the legs are
identical. If however, the crew modifies the SECONDARY, sequencing ceases where the change in routing
begins. On the SEC F-PLN page the waypoint listing
will be PPOS in 1L followed by a DISCON, then the
remainder of the modified routing. All predictions for
the modified route will be displayed.
The ACT primary F-PLN has priority in occupying
memory with the ACT ALTN next and the SEC F-PLN
having lowest priority. When a revision is attempted
and an overflow is encountered, the secondary F-PLN
is cleared and the revision reattempted. The FMC
memory space has space for up to 118 waypoints.
CDU SP messages that may be displayed include, ‘’FPLN FULL’’, ‘’SEC F-PLN CLEARED’’, and ‘’ALTN FPLN CLEARED’’.
REMI5T
4L
SEC F-PLN SEQUENCING
FLIGHT PLAN MEMORY SPACE in the FMC is
shared among the ACT F-PLN (includes primary and
alternate) and the SEC F-PLN.
REMI5T
3L
239
All LSKs function identically to the active F-PLN LSKs
except that the asterisks (*) are not displayed since
none of the SECONDARY is yet activated. Some
data items such as GW, UFOB, CG, and PERF
SPEED modes are shared by both ACTIVE and SECONDARY F-PLNS.
238
238
STEP:
PUSH PAGE
28 February 2000
SEC PROGRESS
(2.4.0)
The SEC PROGRESS page is accessed from the
SEC F-PLN INIT page by pressing PAGE key.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-9
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
NOTE
STEP::
PUSH PAGE
SEC PROGRESS
If the primary destination waypoint is
cleared or changed to other than a runway at the destination airport, all previous wind entries on this page are
deleted.
2/2
RTE RSV / %
1L
--.-/-.-
1R
FINAL / TIME
2L
DESCENT
FORECAST
- - - . - / 0030
2R
NOTE
EXTRA / TIME
3L
---.-/----
4L
4R
DEST
5L
Secondary F-PLN data is cleared during
the DONE phase with the exception of a
route strung using a FROM/TO entry, or
nonsequencing SEC F-PLN. Those entries will be retained.
3R
RW 14
ETA
DTG
EFOB
----
----
- - -. -
5R
----
----
- - -. -
6R
ALTN
6L
EDDM
PROCEDURE TURN
240
240
The information and data fields in 1L, 2L and 3L are
the same as the WEIGHT INIT page. Providing conditions for SEC F-PLN predictions are valid, lines 5 and
6 show the estimated time of arrival, distance to go
and EFOB at the SEC destination and SEC alternate. Any SEC enroute waypoint may be entered in
6L. Note the page number 2/2 in the title line.
SEC DESCENT FORECAST
A procedure turn may be specified in the nav data
base terminal area procedure or may be manually entered into the F-PLN. Access to the PROC TURN
page for manual entry is gained via a LAT REV to a
revise waypoint.
For example, during missed approach at Zurich, the
pilot decides to fly direct to CF16 and perform a
PROC TURN to align the aircraft with the approach to
RW16.
(2.5.0)
The SEC DESCENT FORECAST page may be accessed by pressing 2R of SEC PROGRESS page.
This page is identical to the ACT F-PLN DESCENT
FORECAST PAGE.
STEP:
(3.0.0)
PUSH 2R
NOTE
This is purely an example and is not an
authorized maneuver at Zurich.
STEPS:
A. PUSH DIR INTC
B. PUSH 2L
C. PUSH 1L
SEC DESCENT FORECAST
ANTI - ICE
1L
OFF
ALT
/
1R
WIND
2L
[
]/[
] /[
]
2R
3L
[
]/[
] /[
]
3R
4L
[
]/[
] /[
]
5L
LSZH / [
] /[
]
4R
TEMP
[ ]
5R
RETURN TO
6L
SEC PROGRESS
6R
241
241
4-16-4-10
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
A CT F - P L A N
1/2
ETO
SPD
ALT
FROM
L AT R EV
T-P
0125
180 /
5000
1R
1L
2L
CF 16
----
---/
4000
2R
2L
3L
CF 16
A I RW AY S
----
OM 16
---/
2430
3R
----
---/
1390
6L
HOLD
2R
4R
4L
*[
3R
N E W C O ROUTE
NEXT WPT
[
]
]*
C 156
5L
1R
TURN
3L
-3.0
RW 16
ST A R
PROCEDURE
-3.0
C 156
4L
FROM
N4735.8 / E00827.2
1L
C 156
NAVIGATION (CONTINUED)
4R
NEW DEST
----
WAL
ZUE
----
- - - / + 1820
---/
-----
5R
[
5L
6R
6L
]*
ENABLE ALTN
RETURN TO
* TO E D D M
A C T F-P L N
242
5R
6R
243
242
STEP:
CF 16
4000
OM16
243
PUSH 3R
PROC TURN A T CF 16
I/P
SHA
1L
1R
OUTBD
CRS
2L
RW16
2R
INBD
LSZH
16
3L
DIST
.
INB
3R
CRS
4L
4R
5L
5R
WAL
RETURN
TO
LAT REV
6L
85
20
6R
244
85
244
STEP:
PUSH 2L
The procedure turn outbound course of 295ø with inbound course 160ø and 5 NM inbound distance is entered into the PROC TURN page and inserted into the
F-PLN.
STEPS:
A. Type 295 in SP
B. PUSH 2L
C. Type 5 in SP
D.
PUSH 3L
E. Type 160 in SP
F. PUSH 4L
G. PUSH 6L *INSERT
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-11
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
PROC TURN A T CF 16
1L
1R
OUTBD
2L
295
3L
5.0
INB
INB
4L
CRS
2R
DIST
160
4R
5L
OM16
5R
RETURN
6L
CF 16
4000
3R
CRS
* INSERT
I/P
TO
LAT REV
6R
RW16
245
LSZH
16
245
SHA
WAL
FROM
1L
T-P
2L
CF 16
PROC
3L
CF 16
4L
OM 16
A CT F - P L A N
1/2
ETO
SPD
ALT
0125
180 /
5000
1R
----
---/
4000
2R
----
---/
-----
3R
----
---/
2430
T
C 156
RW 16
97
-3.0
C 156
5L
T-P
4R
97
-3.0
----
---/
1390
5R
----
- - - / + 1820
6R
Before the *INSERT prompt is displayed, the FMC
checks the data for reasonable entries.
C 156
6L
WAL
An additional method of course reversal used to align
the aircraft for an approach is through a holding pattern in lieu of a procedure turn.
246
246
This procedure may appear as a result of a STAR selection. The associated holding pattern appears on
the CDU and the ND as a regular holding pattern, and
it is. In this type of course reversal, the EXIT AT FIX
prompt is displayed and the ICAO limited holding
speeds are activated three minutes from holding pattern entry by the FMS.
NOTE
If holding is departed as a result of LOC
capture, the FMS holding SPD target will
be maintained for subsequent flight. Reengaging NAV after LOC capture will result in return to the holding pattern. EXIT
AT FIX, , must be activated to fly normal
approach speeds and flight plan routing.
In the next figure, the aircraft routing is DHOME then
BEAR for the procedure turn, however aircraft speed
4-16-4-12
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
and FMC turn computations displayed on the ND indicate that the aircraft cannot fly the desired routing. As
depicted, without intervention from the pilot (lower
speed or gaining maneuvering airspace), the aircraft
will overshoot PROC T protected airspace. The pilot
must always ensure that the FMS flown aircraft flight
path is procedurally correct and executable.
NAVIGATION (CONTINUED)
Climb winds can only be manually entered and are inserted on the climb forecast page. Descent winds
may be either manually entered or uplinked (if ACARS or equivalent is available) and are inserted on
the descent forecast page. Linear interpolation is
used by the FMS to determine forecast wind between
entered altitudes.
If there are no crew entries on the climb forecast page
the climb wind will be ramped from zero at the origin
airport to the TRIPwind value at 20,000 feet and
above. If TRIPwind has not been entered the forecast wind for climb will be ZERO.
RW21R
DHOME
1900
For descent the winds will be ramped from destination to the TRIPwind value at 20,00 feet and interpolation used for between altitudes just as in climb.
BEAR
CRUISE WINDS
(4.1.0)
Entry of forecast cruise winds are via manual entry on
the Vert Rev page 2 or via uplink if available. Up to
four cruise altitudes may be entered. The same four
levels will apply to all cruise waypoints.
The Vert Rev 2 pages provides slewing between waypoints by use of the NEXT> and PREV> prompts in
3R and 4R.
T-P
0195M
VERT REV
0195M
AT
MOSSI
[
1L
WARNING
ALT
Wh en en ter i ng pr oc ed ur al tu rn s or
course reversal airspace, FMS NAV may
not constrain the aircraft from violating
maneuvering airspace. Pilots are responsible for procedural compliance.
/
2/2
ALT / TEMP
EFOB = 160.6
]/[
]*
1R
WIND
2L
FL 300 / 090 / 110
3L
FL 200 / 2 1 0 ¡ / 0 0 0
PREV >
3R
4L
FL 150 / 190¡ / 0 4 4
NEXT >
4R
5L
[
6L
* INSERT
]/[
] /[
2R
]
5R
RETURN TO
WIND MODEL DESIGN
ACT F-PLN
6R
(4.0.0)
247
Forecast Wind is defined as the wind values entered
by the crew at significant waypoints along the flight
plan route.
TRIPwind is “overall route average wind” and is entered on the F-PLN INIT page. TRIPwind is used as a
default wind when forecast wind entries have not been
made. However, if even one forecast wind is entered,
TRIPwind will be completely ignored for that flight
phase.
28 February 2000
247
Display of entered or uplinked winds will be in LARGE
font while propagated winds will be displayed in small
font.
If a pilot clears a cruise wind entry for any altitude on
the Vert Rev page 2, all entries for that altitude will
also be cleared.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-13
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
WIND PROPAGATION
(4.2.0)
Propagation is the copying of wind data from the point
where it was entered to other waypoints for which no
entries have been made. Wind propagation will only
apply to the cruise phase of flight.
Propagation of wind data will be “forward” or in a
“downpath” direction to each waypoint until another
waypoint is encountered for which an entry has been
made, or till the top of descent (T/D) is reached.
Backward propagation will occur for those waypoints
which have no prior wind entries, and may go all the
way back to the top of climb (T/C).
If no entries are made for any cruise waypoints, TRIPwind will be used for ETA calculations. If TRIPwind
has not been entered the default wind will be ZERO.
FL400
100/50
100/50
100/50
100/50
100/50
FL300
60/40
60/40
80/130
60/40
60/40
50/100
50/100
50/100
50/100
50/100
40/80
40/80
40/80
40/80
40/80
T/C
WPT B
T/D
WPT C
WPT D
WPT E
The abeam waypoints are created only if
th ey ar e wi t hi n 99 n m of t he d ir e c t
course.
WPT F
WPT G
(4.3.0)
For example: (Illustration below) At mid point from
waypoint A with entered winds of 240 at 20 kts to waypoint B with 280 at 60 kts the average wind would be
260 at 40 kts.
ORIG
WPT A
NOTE
Computation of waypoint estimates during preflight is
based on forecast winds alone, OR on TRIPwind if
forecast winds have been entered. For any cruise
segment, forecast winds will have been entered (by pilot-entry or uplink) and then propagated along the
route. Winds between waypoints are averaged.
It is important to enter both TRIPwind
and all significant cruise winds at appropriate waypoints along the route if ETAs
are to be accurately calculated by the
FMS.
FL100
If abeam waypoints are created, winds will be transferred to their associated abeam points, regardless of
whether the winds were entered or propagated.
WIND BLENDING
NOTE
FL200
Deletion of a waypoint allows propagation to fill in the
needed winds. If however, the pilot has entered winds
at only one enroute waypoint and then clears that
waypoint, all winds for the flight will be cleared. Normal sequencing of waypoints will not cause the loss of
any wind data.
WPT H
WPT I
DEST
248
LARGE FONT (200/120) = Pilot Entry of wind
Small Font (180/110) = Propagation of wind entered by
pilot
Basic Wind Propagation
In flight, actual wind is blended with forecast wind to
produce a “predicted wind”, which is then used to
compute ETAs. Suppose the leg is 400 nm long and
the aircraft is at a point 100 nm along the route between A and B. The full value of current wind is used
at the aircraft, predicted wind is used 200 nm ahead.
Blending actual and predicted winds produces the average wind of 265/40 which is further resolved into the
G/S (ground speed) used to determine the ETA for the
next waypoint.
248
Propagation will accommodate entry of additional
waypoints or the deletion of waypoints already in the
flight plan. If a new waypoint is added and winds are
entered at that point, they will propagate forward. If
there are no waypoints with wind entries prior to that
new entry the entered winds will propagate backward
to the top of Climb (T/C).
If a new waypoint is added but no winds are entered,
winds at that waypoint will result from propagation of
the previous waypoint winds.
4-16-4-14
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CDU 1
PREDICTED
PREDICTED
AVRG
270/50
265/40
.
>.
200NM
2
AUX
CAPT
ON 2
FO
ON 1
FLT DIR
OFF
>
FMC 2
FMC 1
>
>
CDU 2
>
CADC
EIS SOURCE
OFF
FMC 1
CDU 1
>
FLT DIR
OFF
CDU 2
>
When powered, the FMS supports Dual, Independent, and Standby operational modes. Dual mode is
the normal operating mode of the FMS. In Dual
mode, the two FMCs communicate with each other
and at least one CDU communicates with one FMC
dependent on pilot selections on the Source Input Select Panel (SISP).
CDU 1
F/O
ON 1
>
The FMS is operable when electrical power is applied
to the aircraft. Built-In-Test (BIT) is performed at this
time and after any short term power transients. Pilot
entered flight data is retained during power transients
through battery powered memory in the FMC.
> FMC 2
CAPT
ON 2
008FM
DUAL AND INDEPENDENT OPERATION
(5.0.0)
>
FMC 1
008FM
FLT DIR
OFF
CDU 2
>
ACTUAL
260/30
>>> . <
280/60
270/50
>
250/30
.
>
.
NO SWITCH SELECTED
NORMAL OPERATION
B
.
>
.
240/20
400NM
.
260/40
>
A
NAVIGATION (CONTINUED)
Possible SISP Switch Selections
FMC 2
249
249
Dual operation involves both FMCs operating together with one of them picked to act as master FMC and
the other slave FMC. Upon initial power up within .5
seconds, FMC-1 is designated the master and begins
an initialization and cross-talk (or synchronization) of
FMC resident data to include items on the A/C STATUS page, like the use of identical data bases, operational programs, and aircraft configuration data
(aircraft model, engine model, etc.). An FMC change
could cause the FMS to operate in independent mode
if the data in each installed FMC is not the same. Any
discrepancy on the A/C STATUS page generates the
CDU message ‘’A/C STATUS MISMATCH’’.
FLT DIR
After Dual mode is established, both FCCs will select
the FMC on the same side as the FCC/FMC in control. This FMC then becomes the Master. This selection process ensures that both flight directors (FD)s
will be controlled with the same steering commands.
CADC
EIS SOURCE
IRS
IRS
FMS
FMS
VOR
VOR
APPR
APPR
AUX
1
In the event of an FCC failure the FMS will be affected as follows:
0210
With neither FMS SISP switch selected, FMC-1 will
transmit page displays to CDU-1 and FMC-2 will
transmit to CDU-2. When CAPT ON 2 or F/O ON 1 is
selected, the Captain or First Officers CDU will automatically display the MENU page. When FMC-2
(CAPT ON 2) or FMC-1 (F/O ON 1) is available, the
<FMC-1 or <FMC-2 prompt is displayed in 1L for pilot
selection and operation.
•
All FMS modes will disengage on the onside
FMS with an FCC failure.
•
There should be no effect to the FMS if the
offside FCC fails. All FMS modes should be
available.
To correct the loss of FMS modes, the pilot should
push the FMS switch on the onside SISP.
In Dual mode operation, three parameters, aircraft
present position, gross weight, and active thrust limit
shall be computed independently by each FMC. Indi-
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-15
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
vidually computed data is compared with any significant errors annunciated with a CDU message.
•
Present positions differ by more than 5NM,
MCDU message ‘’FMCU POSITION MISMATCH’’ is displayed. Automatically cancelled when difference is less than 3NM. The
EIS MAP display shows “CHK POS” in the
upper left corner for the same mismatch conditions.
STEP:
PUSH REF
REF
INDEX
DEFINED
1L
W AY P O I NT
2L
W AY P O I NT
1R
N AV A I D
2R
CLOSEST
•
Gross Weight differs by more than 15,000
pounds, MCDU message ‘’GROSS WEIGHT
MISMATCH’’ is displayed. Automatically cancelled when difference is less than 5,000
pounds.
3L
A I R P O RT S
4L
POS REF
5L
Active thrust limit differs by more than 1% N1,
MCDU message ‘’THRUST LIMIT MISMATCH’’ is displayed. Automatically cancelled when the difference is less than 1% N1.
6L
3R
D O C D AT A
4R
A / C ST AT U S
M A I NT
5R
SENSOR STATUS
READOUT
M E M O RY
•
NOTE
In some dynamic conditions, vertical and
lateral computations may temporarily disagree and may be evident on the ND. In
this case the flight director and autoflight
system will use the respective FMC and
autopilot for tracking.
While synchronizing of data is in progress, the CDU
message ‘’PLEASE WAIT’’ is displayed. The same
message is displayed for a power interruption of longer than 4 seconds. In this case, the FMC in question
becomes the slave and resyncs itself to the master
while establishing dual mode operation. While the
‘’PLEASE WAIT’’ message is displayed, CDU key inputs from either CDU is not accepted for processing.
The message is automatically cleared when resychronization is attained.
When cross-talk or resynchronization is attempted and
fails, each FMC will revert to a completely independent mode of operation without cross talk. The message ‘’INDEPENDENT OPERATION’’ is displayed in
the CDU SP until it is cleared or the FMC reestablishes cross-talk. If the pilot desires to force reestablishing cross-talk, he may attempt to do so by pressing
the REF key and selecting the SENSOR STATUS
page, where pressing 6R (RESET FMC) causes a
software equivalent long term power interruption. The
RESET FMC prompt is only displayed in INDEPENDENT mode of operation. Upon accessing the SENSOR STATUS page, the message ‘’INDEPENDENT
OPERATION’’ is redisplayed.
4-16-4-16
6R
250
250
STEP:
PUSH 6L
S E N S O R ST AT U S
1
3 / AUX
2
1L
IRS
2L
AFQGS
FAIL
2R
3L
CLOCK
FAIL
3R
FAIL
1R
4L
4R
5L
5R
6L
RESET F M C
INDEPENDENT OPERATION
6R
251
251
NOTE
In the independent mode of operation
each FMC may evolve its own flight plan
and therefore differences could be encountered, and is seen on the NAV display. The pilot should ensure that the
same flight plan data is entered in each
CDU.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
SINGLE FLIGHT MANAGEMENT
COMPUTER
(6.0.0)
The FMS Built-In-Test is comprised of a combination
of internal software and hardware monitors within the
FMC and CDU. The built in test was designed to detect and isolate 95% of all failures in the FMS. When
an error or failure is detected, the FMS attempts to
correct the situation via hardware/software resets. If
the error cannot be corrected, the FMC is failed and
the MENU page is displayed without the FMC-1 or
FMC-2 selection prompt in 1L.
MENU
ST A N D BY
NAV / RAD *
1L
1R
2L
2R
3L
3R
4L
CFDS
MAINT
5R
6L
RETURN
TIMEOUT - RESELECT
6R
When one FMC reverts to ‘’LATERAL ONLY’’, they
both will revert to the same lateral only mode of operation. The CDU message ‘’NO FMS SPD/PROF’’ will
be displayed for LATERAL ONLY operation.
Briefly, all functions involving Active Performance and
Vertical Guidance will be inoperative. That means
FMS SPD, vertical profile, fuel computations, F-PLN
predictions, etc.
DEGRADED NAVIGATION
From the normal mode of both radio and inertial navigation, degradation of the individual and combined
navigation modes will be discussed in the following
sections. The highest priority position update mode is
Radio/Inertial, followed by Inertial only, and Radio
only.
•
The FMS attempts to tune other radio facilities if available and recomputes a new radio
(FMC) position to compare with the IRS position. If the difference remains less than 12NM
no further corrective action is taken.
•
If the difference is greater than 12NM, a CDU
message ‘’VERIFY A/C POSITION’’ is displayed. If it is not possible for the system to
resolve the discrepancy by seeking other stations the position update mode changes from
Radio/Inertial to Inertial only.
252
252
If the master FMC fails, the fact is detected by itself
and the slave FMC. The slave FMC will then function
as the master FMC as selected by the FCCs.
When an FMC fails the affected pilot may select the
other FMC through the SISP. During single FMC operation both NDs display proper information as long as
the same modes (NAV, VOR, APPR or PLN) and
ranges are selected on both ECPs. Both MCDUs will
function normally to make inputs to the functional
FMC.
If a CDU failure is detected, the display is blanked and
the fail annunciator light on the CDU keyboard (lower
left) lights up.
It may be advisable to compare both CDU IRS status
pages to determine which FMC is more accurate, and
use that for navigation.
The ‘’VERIFY A/C POSITION’’ message is cleared automatically if the difference between IRS and mean radio position falls below 8NM. The pilot may also clear
the message manually.
IRS DEGRADED
LATERAL NAV ONLY
(7.0.0)
When the A/C STATUS page LSK 1R message ‘’LATERAL ONLY’’ is displayed, the FMS is operating in a
very limited mode of operation. This condition can be
caused by the lack of a valid performance data base
loaded in the FMC or after engine start during the
PREFLIGHT phase when the FCC and FMC engine
type installed data is checked and is mismatched.
28 February 2000
(8.0.0)
Due to inherent drift rates in the IRUs or to “noisy” radio position updates, there are times when the IRS position and the FMC position are different. When the
difference is more than 12NM, the following will occur:
4R
5L
NAVIGATION (CONTINUED)
(9.0.0)
Inertial Position is normally computed in the FMC at a
5-per-second rate by combining three independent
IRU positions. Each IRU position is normally compared to the previous position and after passing the
comparison test is combined into the new inertial position using a weighted average. For the comparison
test, errors more than 36NM result in a failed test. If
any IRU fails the comparison test or is operated in oth-
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-17
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
er than NORMAL mode, each FMC will revert to and
use a single IRU for position inputs.
IRU FAILURE AND FMS USE SELECTION
IRU 3 Fails
IRU 2 Fails
IRU 1 Fails
FMC 1 uses IRU 1 FMC 1 uses IRU 1 FMC 1 uses IRU 3
FMC 2 uses IRU 2 FMC 2 uses IRU 3 FMC 2 uses IRU 2
IRUFlTbl
Inertial Ground Speed is also computed in the FMC at
a 5-per-second rate by a simple average after they
pass a comparison test. If the comparison test is
failed or any IRU is operated in other than normal
mode, the FMC receives a single ground speed input
per the previous table.
NOTE
The ‘’SENSOR FAIL’’ CDU message is
displayed for the degraded operation
above. IRS failures may be found on the
REF, 6L <SENSOR STATUS page.
When two IRU platforms are operated in other than
Normal modes, the FMCs both use the single remaining IRS for position and ground speed inputs.
In the enroute flight phase, the message ‘’IRS ONLY
NAVIGATION’’ is displayed when the position update
mode has been inertial only for 10 minutes. The message automatically clears when a radio update is obtained. When transitioning into descent or approach,
the message is immediately displayed when the FMC
goes ‘’IRS ONLY NAVIGATION’’.
All three IRU positions are averaged to get the FMC
position, when radio update is not available. If any
single IRU drifts excessively a “CHK POS” message is
displayed on the Navigation Display (N/D). If the drift
continues and the IRU position differs from the FMC
position by more than 33 nm, a CDU SP message
“VERIFY A/C POSITION” is displayed. The flight
management system is programmed to detect IRU excessive drift and to “ignore” that IRUs input for position update, until it returns to within limits. The system
uses the 2 remaining IRUs while this condition exists.
The “VERIFY A/C POSITION” message merely advises the crew that an IRU has drifted beyond limits. The
IRS STATUS page will confirm which IRS is out of limits, by the bearing and distance readout, to the right of
the IRU Lat/Long.
4-16-4-18
The loss of all IRU inputs to the FMC will result in
‘’RADIO ONLY NAVIGATION’’ being displayed on the
CDU if it can be calculated. This message is automatically cleared when the FMC transitions out of Radio
only mode.
RADIO DEGRADED
(10.0.0)
Radio navigation is accomplished by either DME/DME
or DME/Bearing calculations of aircraft position. Position errors of up to .35NM for DME/DME and a calculated error based on DME for DME/bearing are used
in data acceptance and comparison tests. A onceper-second confidence check is accomplished on new
radio data to verify radio position data. Radio deviation outside the allowable range declares the radio position invalid and reverts navigation to inertial or in its
absence, no navigation. The message ‘’IRS ONLY
NAVIGATION’’ will be displayed on the MCDU. No
navigation is declared two minutes after a radio and
inertial position calculation cannot be made.
During the two minutes before no navigation is declared, the FMC position on the IRS status page does
not change. If no navigation is declared or a radio position is recalculated, an FMC position update is required before FMC position can be established.
NO NAVIGATION
(10.1.0)
NOTE
Entry into this condition indicates a complete failure to engage any navigation
mode.
While airborne, the aircraft position is considered valid for the first two minutes and during this time a resumption of radio data and or the return of IRU data
would cause the engagement of a navigation mode
consistent with sensor availability. After two minutes
the aircraft position is considered invalid and at least
one valid IRU position is required to terminate the No
Navigation condition. In the No Navigation condition,
the FMC position on the IRS STATUS page becomes
dashed and the MCDU SP message ‘’A/C POSITION
INVALID’’ is displayed.
STANDBY MCDU OPERATION
(11.0.0)
If at any time the crew does not believe its FMC is
working, the MCDU can be used for standby operation. In this section, the MENU page, Standby MCDU
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
Operation, Standby F-PLN, Standby Progress and
Standby Radio Tuning will be described.
MENU PAGE
STEP:
the A/C STATUS page is accessed when returning to
normal FMS operation.
(11.1.0)
The MENU page provides the means to access specific subsystems which use the MCDU for display.
Pressing the function MENU key displays the MENU
page.
MENU
STANDBY
NAV / RAD *
1L
1R
2L
2R
3L
3R
PUSH MENU
4L
ACT
REQ
4R
MAINT
5R
OP PROGRAM
6L
STANDBY
FMC - 1
CFDS
5L
MENU
1L
NAVIGATION (CONTINUED)
NAV / RAD *
1R
2L
2R
3L
3R
PS4072566-902
TIMOUT - RESELECT
6R
254
254
4L
CFDS
REQ
5L
4R
MAINT
5R
RETURN
6R
OP PROGRAM
6L
PS4072566-902
253
253
Pressing the LSK next to the subsystem name causes the subsystem menu or top level page to be displayed and activates the subsystem. Upon returning
to the MCDU MENU page an ACT indicator is displayed next to the active subsystem as is shown in 1L
for FMC-1 above. Should a non-active system make
a request to send a message to the MCDU, the
prompt REQ will be displayed as in 4L for CFDS below.
The NAV/RAD* prompt is continuously displayed.
MCDU STANDBY operation is available at any time.
Pressing 1R (FMS operating normally in dual mode)
activates MCDU Standby operation and causes the
display to change to the STANDBY NAV/RAD page
on both MCDUs. If the MENU page is accessed during standby operation, the NAV/RAD* prompt is replaced by an ACTIVE prompt in 1R. The pilot may
return to the active subsystem by pressing the LSK
adjacent to the active subsystem, or via pressing 6R
the RETURN prompt. When returning to FMC-1 or
FMC-2, the MCDU display last shown before going to
the MENU page will be redisplayed. If both FMCs are
inoperative and FMC-1 or FMC-2 become operable,
28 February 2000
The message ‘’TIMEOUT-RESELECT’’ is displayed
when the MCDU has lost communications with the
FMC (or other active subsystem) and is cleared only
by the CLR key or after re-establishing communications. Occasional FMC timeouts may occur during
normal operation. Timeouts are evidenced by the onside Navigation Display (MAP or PLAN) showing a
‘’MAP FAIL’’ message, and the onside MCDU displaying the MENU page with the ‘’TIMEOUT-RESELECT’’
message in the scratchpad with the FMC prompt
missing.
Timeouts may be long-term in the case of a failed
FMC, or short-term. In a short-term timeout, the
FMCs will attempt to re-synch. During the re-synch the
good FMC will display the ‘’PLEASE WAIT’’ message
in the scratchpad. The re-synch process should take
no more than 40 seconds. If during this time it becomes imperative to access the navigation radios
(VOR, ADF, ILS), the pilot may select the STANDBY/
NAV RAD* prompt in the MENU page, realizing that
this option will disable thrust limits and gross weight
data.
STANDBY MCDU OPERATION
(11.2.0)
When the FMC fails to provide valid page data to the
MCDU within 3 seconds of a request, the MCDU will
deactivate that FMC and display the MENU page.
Pressing the 1R (NAV/RAD* prompt) activates standby operation.
During the time between failure of an FMC and either
subsequent recovery of the FMC or the pilot selecting
standby operation, the MCDU operates in an INTERIM navigation mode. In this mode the MCDU sup-
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-19
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
plies the last known valid radio frequencies received
from the FMC. Guidance data to the FCC will not be
provided.
limited appropriately for aircraft speed. The lateral
guidance performs the following tasks:
In the full-up standby operational mode, the MCDU
provides navigation, radio frequencies, and lateral
guidance data.
Navigation - During standby navigation, the MCDU will
provide aircraft position and ground speed. The
standby aircraft position shall consist of the aircraft’s
lateral position updated 5 times per second by using
the present position inputs from the IRU. If Inertial
Only position update is not active, then the aircraft lateral position shall not be computed. Standby ground
speed is the ground speed input from the IRU updated at the same rate.
Radio Frequencies - Radio frequencies that were
tuned by the FMC prior to failure will remain tuned until the pilot enters new frequencies into the STANDBY
NAV RADIO page. If the MCDU also fails, it will latch
a request for the onside radio equipment to receive
tuning frequencies from the offside FMC until the onside MCDU become operational again.
•
Lateral path construction
•
Current path leg sequencing
•
Steering command to the AFS (horizontal
only) Crosstrack deviation (display by EIS)
•
Active leg progress computations (time, distance, direction)
STANDBY F-PLN
(11.3.0)
Pressing the F-PLN key with Standby Active, displays
the STANDBY F-PLN page. A sample STANDBY FPLN page just before reaching REMIR and after a DIR
TO REMIR revision is shown below.
STEP:
PUSH F-PLN
STANDBY F - PLN
FROM
NOTE
1L
T-P
C287
In normal operation the FMCs have the
ability to tune and identify the navigational station corresponding to the flight plan.
With no data base, it is additionally important to properly tune and identify radios to ensure the appropriate navigational
aid has been tuned.
2L
REMIR
3L
D099Q
C170
C099
4L
GOLKE
C067
5L
6L
EKRON
1R
236 NM
N 4757 . 5
E 00638 . 1
2R
E 00642 . 7
3R
E 00753 . 4
4R
E 00805 . 8
5R
E 00824 . 1
6R
19 NM
N 4739 . 0
48 NM
N 4732 . 0
9 NM
N 4735 . 6
C094
12 NM
CF 14
N 4734 . 9
In standby operation the following data is available to
other aircraft systems:
255
255
•
Aircraft present position
•
Current Ground speed
•
Navaid frequency (VOR, ADF, ILS) and
course (VOR)
•
ILS runway heading
•
Distance to active waypoint
•
Time to go (to the active waypoint)
•
Active waypoint identifiers
•
MAP display
Lateral Guidance - The MCDU lateral guidance provides for horizontal control of the aircraft to the defined lateral flight plan. Roll rate and roll magnitude is
4-16-4-20
The purpose of the STANDBY F-PLN page is to display each leg of the active route, provide position information for each waypoint, computed outbound
TRUE course, and great circle distance data for the
connecting legs. The pilot can make waypoint entries
using the left LSKs only. A valid waypoint entry
should consist of an identifier followed by a Lat/Long
or a Lat/Long only. The nav data base is not available. A Lat/Long entry will be assigned a name such
as N51W050. Vertical scrolling is available to review
and modify the F-PLN.
During normal flight, the MCDU is continually updating the STANDBY F-PLN to reflect the FMC flight
plan. Consequently, on entering the standby mode of
operation the MCDU is already initialized with the current F-PLN. Up to 118 waypoints can be stored in the
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
MCDU. Basic F-PLN functions such as sequencing,
waypoint entry and deletion, DISCONTINUITY insertion, DIR TO function, and PPOS and T-P generation
are operable.
Basic F-PLN functions such as sequencing, waypoint
entry and deletion, DISCONTINUITY insertion, DIR
TO function, and PPOS and T-P generation are operable.
NAVIGATION (CONTINUED)
the current ground speed displayed in 5R. Entries are
not allowed on this page.
RADIO TUNING
(11.5.0)
The STANDBY NAV RADIO page provides tuning status display and control capability for the onside VOR,
ADF, and the ILS. The left CDU in standby mode of
operation will control only the left radios as shown.
NOTE
When using the DIR TO function, an
identifier/Lat/Long or just a Lat/Long may
be entered directly into the DIR TO
brackets.
STEP:
PUSH NAV RAD
STANDBY NAV RADIO
Since only waypoints, tracks, and distances are maintained in the CDU, the
STANDBY F-PLN should be reviewed
upon entering the standby mode. Discontinuities may appear where flight plan
data has been lost such as holding patterns, heading legs, procedure turns, etc.
ERD / CRS
1L
113.60 /
[
]
1R
2L
2R
ADF 1
3L
[
4L
[
ILS
]
3R
/ CRS
] / [
]
4R
5L
FLIGHT PROGRESS
5R
PRESELECT
(11.4.0)
6L
[
] / [
]
[
The standby progress page is accessed by the PROG
mode key and displays dynamic information for the
current flight.
] / [
]
6R
257
257
STEP:
The pilot may tune the radios manually by entering the
frequency (not ident). The ILS runway heading is output to systems which use the information, if entered.
The capability to pre-select navaid frequencies for later use is operable in lines 6L and 6R.
PUSH PROG
STANDBY PROGRESS
FROM
1L
TO
2L
ALT
-----
T-P
REMIR
TTG
1R
ENGINE OUT
DTG
0031
228
2R
0033
246
3R
0043
316
4R
The FMS incorporates an Engine Out mode of operation which includes performance predictions designed
around the loss of one engine and the incorporation of
emergency engine out (EO) SID routing. If EOSID
routing exists for a selected departure runway, it is automatically selected when selecting the runway.
NEXT
3L
D 099Q
DEST
4L
CF 14
PRESENT
5L
POSITION
N 4841 . 3 / E 01221 . 5
6L
GS
445 K T
(12.0.0)
5R
Multiple engine out operation disengages both PROF
and FMS speed modes, dashes predictions, and displays the scratchpad message MULTIPLE ENGINE
OUT.
6R
256
256
Line 1 displays the FROM waypoint identifier and altitude if available. Line 2 thru 4 display the TO, NEXT,
and DESTINATION waypoints along with the distance
to go and the time to go to each waypoint. The computed aircraft present position is displayed in 5L, with
28 February 2000
When the FCC detects an EO condition or the pilot selects the ENG OUT function key on the CDU, a *CONFIRM ENG OUT CLEAR* prompt is displayed for
pilot selection.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-21
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
Engine Out speed target is the speed obtained at the
time of the loss of the engine (between V2 and
V2+10) until the EO ACCEL altitude. At the EO ACCEL altitude, the aircraft levels and accelerates to V3
and continues to climb at V3 until reaching the all engine ACCEL altitude. Then the speed target becomes either the next constraint speed or 250 kts
(speed limit) whichever occurs first.
T/O or G/A thrust limit is maintained for EO operation
until V3 or above is obtained, the aircraft attains a
clean configuration, and the altitude is above the all
engine ACCEL altitude. Normally when these three
conditions are satisfied, the thrust limit changes to
MCT. The thrust limit could change before reaching
the ACCEL altitude if the autopilot is actively capturing the FCP altitude.
Pressing 6R (CLEAR*), clears the FMC EO request.
Confirming the engine out request (pressing 6L) activates EO computations which provide engine out
maximum altitude and new MAX CLB, MAX END and
ECON speed targets. The climb and descent paths
as well as fuel consumption predictions are also recomputed and displayed.
Confirming the EO condition results in the CDU display shown next. Notice the message “CRZ FL
ABOVE MAX FL” in the SP shown because the three
engine CRZ FL was FL 330.
ENG OUT CLB
1L
If no EOSID is identified in the data base for the selected runway, the original SID and flight plan will be
flown at EO speeds and altitudes. The engine out
condition or ENG OUT selection is displayed on a
modified PERF page below. The same modified
PERF page is displayed for an engine out condition or
selection if an aircraft has flown past its EOSID diversion point. The EOSID diversion point is the last common point of the original SID and the beginning of the
EOSID.
After takeoff without an EOSID, an engine out mode
key selection or engine out condition will automatically result in the modified PERF page being displayed
below.
FCC detected EO or:
PUSH ENG OUT
ECON
CLB
296 / .78
3L
* 258
MAX
DIST
----
----
2R
----
----
3R
CLB
EDIT
4L
[
]
4R
CLIMB
FORECAST
5L
TRANS
6L
OPT / MAX FL
5000
- - - / 290
LIMITS
CRZ FL ABOVE MAX FL
6R
259
After confirming the engine out condition, the PERF
page displays the MAX ENG OUT altitude. Maximum
altitude is that altitude maintained with two engines
operating at maximum continuous thrust. Automatic
FCC EO confirmation or a pilot confirmed EO request
results in selecting the MCT limit for the remaining two
engines as shown in below. Remember that the selection is a thrust limit and not engine out required
thrust.
MANUAL THRUST LIMITS
1R
N1
ECON
U T C
DIST
2L
349 / .83
0034
70
2R
3L
* 218
0035
- - - -
3R
4L
[
1L
CLB
]
4R
CLIMB
FORECAST
G/A
TAT
3
102.5
2L
EDIT
5L
5R
THRUST
259
TO
FL 330
MAX
1R
U T C
1/3
PRED
1L
2L
(12.1.0)
TO
FL 330
D/D
ENGINE OUT WITHOUT SID
1/3
PRED
5R
1R
2R
3L
MCT
99.7
3R
4L
CLIMB
97.6
4R
5L
CRUISE
96.8
SELECT
6L
* CONFIRM ENG OUT
CLEAR *
6R
AUTO *
RETURN
6L
258
PERF MODE
258
4-16-4-22
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5R
TO
6R
260
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
260
STEP:
PUSH 6R
FROM
NOTE
For ECON (cost index 0) two engine accelerations, climbs and descents below
two engine maximum altitude, operation
is accomplished at maximum continuous
thrust limit and two engine optimum
speeds obtained from flight test data.
ACT F - PLN
1/2
ETO
SPD
ALT
2108
277 /
7600
1R
CLEAR *
2R
1L
T-P
2L
* CONFIRM ENG OUT
3L
ELX
19
.83 /
FL 251
3R
----
---/
FL 290
4R
----
- - - / + 4000
5R
E027L
4L
LAIRD
5L
EBENS
6L
- - - F - P L N DISCONTINUITY - -
E027L
The EO mode of operation cancels time constraints
and the DECEL mode of operation.
6R
262
To reselect a 3 engine state, the pilot must again
press the ENG OUT key with the *CONFIRM ENG
OUT CLEAR* prompt. Selecting CLEAR will cause
the ENG OUT function to deactivate and performance
predictions to revert to the 3-engine state.
262
(12.2.0)
The departure continues to ELX, the EOSID diversion
waypoint, then direct to LAIRD and EBENS in preparation for landing on RW 27R at KORD. A --- F-PLN
DISCONTINUITy --- is strung between the end of the
EOSID and the EOSID diversion point followed by the
original flight plan route.
If the NAV data base contains an EOSID for the selected runway, it will be automatically selected when
the departure runway is selected on the SID page. If
available, the EOSID may be displayed by pressing
the ENG OUT key or will be displayed when the FCC
detects an engine failure before passing the EOSID
diversion waypoint.
Confirming the engine out condition enters the EOSID
into the F-PLN and starts two engine performance
computations. To land at KORD using FMS guidance, a new destination must be entered in order to
get proper approach and runway selection for the return flight. (Of course the pilot may choose to manually fly the aircraft without employing FMS functions).
The EOSID selection is displayed on a modified FPLN page as illustrated below. Before confirmation
the proposed EOSID is also displayed on the ND.
Once the F-PLN has incorporated the EOSID, subsequent EOSID clearing will not restore the original FPLN. However, the prudent pilot should have copied
the F-PLN into the SECONDARY F-PLN before evaluating the effect of an EO situation.
ACT F - PLN
1/2
ETO
SPD
ALT
If the EO condition occurs after the EOSID diversion
waypoint, the PERF page will be displayed and the
EOSID is no longer available for pilot selection.
ENGINE OUT SID AND ROUTE
FROM
1L
T-P
2108
277 /
7600
1R
2L
ELX
19
.83 /
FL 251
2R
3L
(T / C )
22
//
/ FL 290
3R
4L
UNBAR
23
.82 /
5L
SVM
31
//
/
//
5R
6L
YXU
42
//
/
//
6R
ENGINE OUT DRIFT DOWN
NOTE
FL 290
4R
261
261
PUSH ENG OUT or:
28 February 2000
(12.3.0)
Drift Down is a procedure intended to be
used when a unique set of circumstances occur. That is, an engine loss at flight
levels greater than “two engine maximum altitude”, where suitable landing airports are at a distance great enough to
require careful attention to fuel management.
FCC detected Engine Out.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-23
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
When the aircraft is climbing above or at cruise altitudes above maximum ENG OUT altitude, loss of an
engine is detected and Confirm and Clear prompts will
appear on the MCDU page. When confirmed, the
MCDU message “CRZ FL ABOVE MAX FL” is displayed in the SP to indicate the aircraft is now above
two-engine maximum altitude. The active PERF page
is then modified to display the new max altitude in 6L
center, and a Drift/Down (D/D) speed in 1L.
The aircraft will (if in climb) slowly transition to level
flight and then to descent as the D/D speed is attained. DESCENT WILL BEGIN ONLY IF THE GCP
ALTITUDE WINDOW HAS BEEN LOWERED.
ENG OUT DES
PATH ERROR
PRED TO
0000H I
00 L O N G
F L 270
ECON
UTC
DIST
2L
.73/270
1325
13
2R
3L
*310
2242
4
3R
1L
MAX DES
EDIT
4L
* MMO / 3 0 0
4R
DESCENT
FORECAST
5L
6L
TRANS
OPT / MAXFL
THRUST
1800
- - -/ 290
LIMITS
When the GCP window is lowered, speed throughout
the descent will be controlled by pitch. The FMS transitions to descent mode and the PERF page title
changes to (D/D ENG OUT DES).
PRED
284
264
2L
.73 / 270
MAX
3L
1L
TO
F L 270
ECON
6R
1/2
TO T / D
ENG OUT DES
1L
5R
264
ENG OUT CRZ
D/D
1R
DIST
2300
13
2R
5
3R
1R
ECON
1R
U T C
0219 / 999NM
2L
.74
2R
3L
MAX END
* .66
3R
4L
EDIT
* 300
4R
DES
* 310
2242
EDIT
4L
MMO / 3 0 0
4R
5L
5R
DESCENT
FORECAST
5L
OPT / MAXFL
5R
6L
THRUST
6L
TRANS
OPT / MAX FL
18000
- - - / 290
LIMITS
_ _ _ / 290
THRUST
LIMITS >
6R
6R
265
263
265
263
The D/D speed displayed on the active PERF page
and on the PFD speed tape is derived by the FMS
from stored data and represents the best Lift/Drag
speed for descent. During the descent the vertical
rate will gradually reduce to as little as 100 FPM, but
continue until the GCP altitude is reached.
During the lengthy descent pilots should ensure that
the desired two engine cruise level is entered on the
INIT page so that prompt transition to “ENG OUT
CRZ” will occur.
DETAILED NAVIGATION INFORMATION
(13.0.0)
This section is meant to supplement basic navigation
information found in previous sections. Information in
those sections will not necessarily be reintroduced
here.
NAVAID SELECTION
(13.1.0)
In this section, a description of the Candidate List,
DME/DME Radio Position, DME/Bearing Radio Position, Special Cases and Displayed ILS/DME selection
is explained in detail.
Candidate List
(13.1.1)
A Candidate List of navaids containing up to 40 navaids closest to the aircraft position is produced every
4-16-4-24
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
25 NM, position update, MAP reference point change
in PLAN mode, short or long power interrupts or ND
changes from MAP to PLAN or PLAN to MAP. It accomplishes this by searching the active navigation
data base. The navaids in this list must be within 370
NM of the aircraft’s present position and must be one
of the following:
•
DME
•
DME (Noncollocated)
•
TACAN
•
TACAN (Noncollocated)
•
VOR/DME
•
VORTAC
•
ILS/DME
A duplicate frequency list is also generated for navaids within line of sight with the same frequencies.
NAVIGATION (CONTINUED)
DME/DME Radio Position
(13.1.2)
Navaid selection logic first attempts to find two navaids for DME/DME navigation using the following criteria.
•
No closer TO THE A/C than 1 NM
•
Active leg or procedure specified navaid assigned as ‘’Primary Navaid’’ (to be tuned).
•
A ‘’Secondary Navaid’’ is chosen which
meets:
-
A/C ALT < 12,000 - closest navaid that meets angular criteria of
figure below.
-
A/C ALT > 12,000 - navaid which
comes closest to an angle of 90ø
from the primary navaid.
SELECTED DME
SELECTED DME
The candidate list is further screened to a 20 navaid
sublist by eliminating those navaids that are deselected or do not meet figure of merit or line of sight criteria, and those that are inside the zone of confusion.
ZONE OF CONFUSION
>
>
30
150
266.5
30¡
In the event that one or both of the selected navaids
provide no response or fail the reasonableness check,
the process will be repeated to find another pair. Ten
seconds of tuning are allowed for good data to be received. Otherwise, such navaids are declared as ‘’untunable’’. The selection process is repeated until the
sublist is exhausted.
30¡
>
<
><
266
266
Once the sublist is compiled, navaids contained in the
sublist that have been previously declared untunable
are also eliminated until a new candidate list is compiled.
From this sublist, the FMC will select navaids to tune
for aircraft position computation using DME/DME or
DME/Bearing methods.
28 February 2000
For continued use of the DME/DME selected pair of
navaids, they must remain in the sublist, meet selection criteria, pass reasonableness tests, and have
been continuously tuned for less than 25 NM. If tuned
for 25 NM, the selection process is restarted. The
same pair of DMEs may be reselected.
NOTE
Unreasonable data for 10 seconds initiates the reselection process. The results of the reasonableness checks are
ignored on the ground.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-25
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
A manually tuned NAV radio affects information received and displayed except the DME tuning association with FMC radio position determination which is
automatically maintained.
DME/Bearing Radio Position
(13.1.3)
If two navaids still cannot be selected for DME/DME
calculations, the logic reverts to DME/Bearing updating. DME/Bearing navaid selection is performed in the
following order or priority.
1. Collocated VORDME or VORTAC ‘’manually’’ tuned. It must exist in the sublist, and
meet error test criteria.
2. Collocated VORDME or VORTAC specified
for the active leg. For an enroute active leg,
it must exist in the sublist and meet error criteria. For descent or approach the collocated
VORDME or VORTAC must not be deselected (CDU message ‘’REF NAVAID DESELECTED’’ will be displayed), it must meet
figure of merit and line of sight criteria, and
not found previously untunable.
NOTE
Zone of confusion and error checks are
not required for a procedure specified navaid in the approach area.
3. Closest to the aircraft position if the navaid
is in the sublist and within error criteria.
Continued use of the selected DME/Bearing navaid is
made as long as DME/DME cannot be accomplished,
higher priority DME/Bearing is not available, the DME/
Bearing navaid continues to meet selection criteria,
and reasonableness checks are passed.
If the procedure specified navaid is in the approach area, within 20 NM and cannot be tuned, then the CDU
message ‘’REF NAVAID UNTUNABLE’’ is displayed
and reselection occurs. If the aircraft is in the zone of
confusion, no reselection is made.
ILS, Localizer, ILS DME
(13.1.4)
The ILS, LOC, or ILS DME chosen for autotuning will
be the navaid specified by the ILS or LOC approach
procedure. The ground range between the A/C and
navaid must be less than 25NM and a valid aircraft
position must exist for tuning to be attempted. If invalid data is continuously received for 3 seconds within 20NM of the destination, the CDU SP message
‘’ILS UNTUNABLE’’ is displayed.
DME/VOR SENSOR USAGE
(13.2.0)
The FMC sends autotuning selection data to the CDU
which in turn controls the normal tuning of radio aids
to navigation on its side. The FMC receives data from
both the onside and offside VOR and DME but normally uses only onside data for Radio position computations. In ‘’Auto’’ or manual tuning, the FMC expects
a bearing from its onside VOR and up to four slant
ranges from the onside DME routed to the onside EIS
display, DME/DME or DME/Bearing position computations and ILS DME distance. Other data, in the same
format, from the offside is available but not used until
all onside radio information is lost. Only then will the
offside ‘’passive’’ data be used for Radio position computations until it is lost and the FMS declares and displays the SP message ‘’IRS ONLY NAVIGATION’’.
When a FMC fails, the SISP can be utilized to select
the remaining FMC which will continue to provide auto
tune selections to both sets of CDUs and navaids.
However, the remaining FMC will use only onside radio data for position computations. When onside navaids fail, then the FMC will use the remaining offside
navaids as described above. When both FMC’s fail,
navigation defaults again to ‘’IRS ONLY NAVIGATION’’ through standby CDU operation.
When a CDU fails, the good side FMC will send auto
tuning data directly to the failed CDU navaids and
maintain auto tuning. Of course, the bad side navaids may still be manually tuned by the good CDU.
NOTE
When the aircraft is flying away from a
navaid, the error in DME/Bearing radio
position increases at a much faster rate
than the position error due to inertial sensor drift. Therefore the navaid toward
which the aircraft is flying will be chosen.
4-16-4-26
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
POLAR NAVIGATION
NAVIGATION (CONTINUED)
(13.3.0)
STEP:
PUSH F-PLN
NOTE
When the aircraft is below 73ø north latitude, and the VOR receivers are tuned to
a true-referenced VOR, only the bearing
pointers on the EIS NDs will show an offset from the actual radial position by the
amount of the magnetic variation. All
navigation in FMS NAV or in VOR, as
well as the digital bearing information at
the bottom of the ND, will be accurate.
ACT F - PLN
1/2
FROM
ETO
ALT
1L
MONCE
0045
2L
REMIR
3L
4L
SPD
260 / FL 229
1R
54
310 /
FL 302
2R
(T / C )
55
.83 /
FL 330
3R
D099Q
56
//
/
FL 330
4R
0101
//
/
//
5R
03
//
/
//
6R
REMI5T
5L
When the aircraft is above 73° north latitude or south
of 60.5° south latitude, it is defined to be in the polar
region. In this region, the IRU transitions to a ‘’true’’
heading mode of display. If heading (HDG) is selected on the FCP for display, the heading arc on the PFD
and ND will automatically change to display ‘’TRU’’
references. The PFD will annunciate ‘’TRU’’ in CYAN
(BLUE) while the ND MAP will display TRU in WHITE.
Proceeding south passing 72.5° N latitude or north
passing 59.5° S latitude will cause the IRU heading to
be displayed normally. In this region, it is likely that
Radio navigation update will not be available and the
FMS position calculation will become ‘’IRS ONLY
NAVIGATION’’.
Above 85° north or south latitude, the FMS transitions
to a calculated FMS true track mode which is displayed in MAGENTA color on the ND as ‘’FMS
TRACK’’ replacing HDG.
Within 2NMs prior to and 10NMs after the pole, the
FMS transitions to a wings level mode of flight while it
transitions the immediate polar region.
GOLKE
REMI5T
6L
EKRON
267
267
STEP:
PUSH 1L
L AT R EV
FROM
MONCE
N4842.0 / E00626.1
1L
1R
A I RW AY S
2L
HOLD
3L
3R
N E W C O ROUTE
NEXT WPT
4L
*[
[
]
6L
*[
]*
4R
NEW DEST
OFFSET
5L
2R
]
[
]*
ENABLE ALTN
RETURN TO
* TO E D D M
A C T F-P L N
5R
6R
268
PARALLEL OFFSET NAV
(13.4.0)
268
The parallel offset function enables the aircraft to fly
parallel to the original flight plan, laterally offset by a
pilot entered distance. This F-PLN alteration can be
accomplished by performing a LAT REV at the
‘’FROM’’ waypoint and entering the offset distance
measured in NMs into the OFFSET brackets of 5L below.
STEPS:
A. Type 10R in SP PUSH
B. PUSH 5L
NOTE
Lateral path effects have only been demonstrated for course changes of up to
135°.
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-4-27
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
a 45ø intercept. Entry to a holding pattern is one example where the offset will be automatically canceled.
L AT R EV
FROM
MONCE
1R
The data field may be cleared using the CLR key, SP,
and 5L.
2R
NOTE
3R
The offset feature is not available during
Polar Transitions (i.e. above 85° latitude).
N4842.0 / E00626.1
1L
A I RW AY S
2L
HOLD
3L
N E W C O ROUTE
NEXT WPT
*[
4L
[
]
R 10
5L
6L
]*
4R
NEW DEST
OFFSET
[
]*
ENABLE ALTN
RETURN TO
* TO E D D M
CLR
A C T F-P L N
CDU PAGE TREE
5R
6R
269
269
(14.0.0)
The following section provides a quick reference to
CDU page access by means of a “tree” structure. The
page “trees” covered include: INIT, F-PLN, TO/APPR, PERF, NAV RAD, DIR INTC, FIX, REF, PROG,
SEC F-PLN, MENU, and ENG OUT.
RL
FL330
D0990
REMIR
GOLKE
RON
MONCE
OFST
89
40
89
The parallel offset entry accepted by the FMC becomes active immediately after the offset distance is
entered and the aircraft turns to intercept the parallel
course using up to a 45 degree intercept. The direction (L or R) may be a prefix or follow the distance in
NMs.
If the FMC cannot accept the offset, an ‘’ENTRY OUT
OF RANGE’’ message will be displayed. The parallel
offset is cancelled when the active leg is changed due
to a lateral revision, clearing the offset data, or the
next leg is not applicable for an offset. In the latter
case, the FMC automatically initiates cancellation of
the offset and displays ‘’CANCELLING OFFSET’’ in
the SP. Cancellation will occur when the along track
distance to go referenced to the original path is 1.3
NM greater than the calculated return path distance.
Return to the F-PLN is accomplished again with up to
4-16-4-28
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-16-5
NAVIGATION (CONTINUED)
(1.0.0)
INIT
PUSH
INIT
KORD / LSZH
1L
F-PLN
CO
I N IT
ROUTE
FROM / TO
KORD / LSZH
1L
ALTN
ROUTE
ALIGN
POS
N4158.4
4L
FDX 1234
5L
290/330/370/410/[
6L
W08754.0
3R
POS REF >
4R
3L
3R
4L
4R
5L
NO
CRZ
2R
2R
LONG
3L
FLT
1R
2L
1R
ALTN
EDDM
2L
LAT
NONE
1/3
5R
RETURN
F-PLAN
6L
LEVELS
TEMP / WIND
OPT/MAXFL
- 4 2 / TL120
280 / 328
]/[
]
TO
I N IT
CI
100
6R
5R
006
6R
018
KORD / LSZH
1L
POS REF
FMC
LAT / LONG
1L
N 4157.8/W 08754.1
2L
N 4157.8/W 08574.1
IRS
NONE
1R
1/3
2L
2R
3L
3R
4L
4R
1R
(M I X)
2R
3L
3R
4L
4R
5L
5R
5L
5R
RETURN
F-PLAN
6L
RETURN
I N IT
TO
F-PLN INIT
6L
TO
6R
006
6R
PUSH
PAGE
117
IRS POS
IRU
1L
3
000
/ 00
1R
1L
NAV
N4329.1/W08007.0
IRU
3L
2
W E I G HT
2/3 >
NAV
N4329.1/W08007.0
IRU
2L
1
NAV
N4329.1/W08007.0
000
000
/ 00
/ 00
TAXI
1.2
I N IT
2/3
UFOB
BLOCK
183.3
183.3
TRIP / TIME
2R
2L
---.-/---RTE RSV / %
3R
3L
585.0
BLST
--.-/05.0
IN
0.0
4R
4L
402.9
5R
5L
RETURN TO
REF INDEX
6L
6R
6L
---.-
---.-
ST AT U S
DRIFT RATE
1L
I RU1
3/3
---.-/0030
22.3
EXTRA / TIME
ZFWCG
---.- / ----
23.0
_
_
1R
FUEL
PAGE
REFUEL
1L
I RU2
_
_
2R
2L
I RU3
_
_
3R
3L
I N IT
TO
FUEL
TANK
STATUS
5L
6L
GW
481.5
1R
DUMP
TIME
0023
2R
FUEL
TY P E
U
A
3R
TEMP
- 4 0¡
4R
JET
FREEZE
4L
6R
3/3
DUMP
12.0
BLST
3L
QTY
183.3
BLST
2L
5R
020
PUSH
GS
4R
TOCG
118
IRS
3R
LW
FINAL / TIME
5L
2R
ZFW
ALTN
4L
1R
TOGW
4R
4L
5R
5L
5R
6R
6L
6R
CODE
IRU
1
00
IRU
2
00
RETURN
IRU
3
00
F-PLN INIT
TO
119
026
INIT
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-5-1
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
F-PLN (1 of 2)
PUSH
L AT R EV
FROM
ACT F-PLAN
KORD
N4158.8/W08854.3
1L
F-PLN
SID
ST A R TO L S Z H
1/2
FROM
ETE
SPD
ALT
0000
---/
650
1R
1L
FL199
2R
2L
1R
1L
KORD
2R
2L
ELX
APPR
STAR
REMI5T SEL
SEL
ILS 16
1R
TRANS
HOLD
2L
13
355/
NONE
REMAINING
2R
APPRS
3L
4L
NEXT WPT
NEW CO RTE
*[
[
]
]*
3R
3L
UNBAR
4R
4L
(T/C)
19
5R
5L
SVM
24
6R
6L
YXU
17
FL259
3R
3L
//
/ FL 290
4R
4L
CANNE2
//
/
FL290
5R
5L
KPT2
//
/
//
6R
6L
.82/
ILS 14
3R
VOR 28
4R
10
5R
REMAINING
STARS
NEW DEST
[
5L
ENABLE ALTN
6L
*TO E D D M
]*
RETURN TO
A C T F-P L N
RETURN TO
115
030
1L
L AT R EV
RWYS
NONE
32L
LAT REV
FROM
APPR TRANS T O L S Z H
YY Z
N4340.9/W07938.6
1R
1L
2R
2L
APPR
STAR
ST A R
1R
1L
HOLD
2R
2L
3R
3L
4R
4L
5R
5L
6R
6L
REMI5T SEL
SEL
REMAINING
A I RW AY S
RWYS
ILS 16
1R
TRANS
TRANS
2L
6R
146
615
S I D FROM K O R D
SIDS
* INSERT
NONE
EKRON *
2R
EKRR *
3R
PROCEDURE
3L
04L
3R
3L
4L
04R
4R
4L
TURN
NEXT WPT
NEW CO RTE
*[
[
]
]*
4R
NEW DEST
09L
5L
5R
5L
6R
6L
RETURN TO
6L
* INSERT
LAT REV
[
*TO E D D M
]*
A C T F-P L N
VIA
TO
J 586
YJN
VIA
TO
J 500
YSC
1R
[
HOLD A T YXU
1L
1R
OUTBD
2R
2L
]
3R
3L
4R
4L
CRS
2R
2L
TIME / DIST
200
1.5 / - - . REVERT
L
LIMIT
3R
3L
4R
4L
160
5R
5L
RSV / %
1.1 / 0 5 . 0
2R
UTC / FUEL
----/---.-
1.4
RTE
CRS
1R
TO
STANDARD
TRIP
DIST
5.0
INB
1L
CRS
TURN
295
INB
4L
6R
197
INB
VIA
3L
ACT F - PLN
PROC TURN A T CF 16
A I RW AY S FROM YY Z
2L
RETURN TO
042
590
1L
5R
RETURN TO
ENABLE ALTN
3R
ALTN / FUEL
EDDM /
5.4
4R
CLR ALTN
5R
FINAL / TIME
5L
5R
5L
RETURN TO
6L
* INSERT
LAT REV
RETURN
6R
046
6L
* INSERT
LAT REV
8.1 /
0030
RETURN
TO
6R
6L
* INSERT
245
TO
LAT REV
6R
862
F-PLN1
4-16-5-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
F-PLN (2 of 2)
PUSH
F-PLN
PUSH
PAGE
ACT F-PLAN
FROM
1L
KORD
ETE
----
PUSH
VERT REV
1/2
SPD
ALT
---/
650
AT
YXU
1L
ELX
13
355/
FL199
2R
2L
*[
PROGRESS >
3L
UNBAR
4L
(T/C)
17
FL259
3R
3L
/ FL 290
4R
4L
.82/
*[
OR
1L
RW 32 L
RTA
]
ALT : AT
DIST
FROM
1R
SPD : AT/BELOW
2L
ACT F-PLAN
1/2
EXTRA = 29.0
EFOB = 160.6
1R
PAGE
2R
2L
ELX
3R
3L
UNBAR
4R
4L
(T/C)
//
*[
]
ALT : AT/BELOW
5L
SVM
6L
YXU
24
//
/
//
/
FL290
5R
//
6R
5L
*[
DES
]
SPD
--- /---
1R
-27
264¡ /067
2R
4 1 / 1 0 3¡
-39
261¡ /081
3R
-45
260¡ /085
4R
63
LIM
250 / FL 100
5R
5L
6R
6L
SVM
ACT F - PLN
6L
//
TAIL
/1 2 0
5R
//
//
/ //
6R
115
RETURN TO
115
14
13
ALT : AT
19
WIND
80
ABOVE
]
2/2
¡C
YXU
616
654
615
AT
YXU
VERT REV AT YXU
1/2
2/2
EXTRA = 29.0
EFOB = 160.6
^
VERT REV
ALT/TEMP
1L
1R
1L
2L
2R
2L
FL 330 / 280 / 100
3L
3R
3L
[
] / [
] /[
]
PREV >
3R
4L
4R
4L
[
] / [
] /[
]
NEXT >
4R
250 / 10000
5R
5L
[
] / [
] /[
]
DES *
6R
ALT /
AT
OR
5L
FL 250
6L
* CLB
[
WIND
] / [
1R
]
2R
BELOW
5R
RETURN TO
6L
* INSERT
ACT F-PLAN >
^
655
6R
^
OR
060
F-PLN2
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-5-3
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
TO / APPR
PUSH
TO/
APPR
BEFORE TAKEOFF
AFTER TAKEOFF
TAKEOFF KORD RW 32 L
1L
2L
3L
4L
TOCG/TOGW
25
18.9/569.5
PACKS
N1
SLOPE / WIND
6L
THRUST
LIMITS >
OFF
109.0
UP0.1 / HD20
FLAP
STAB
OAT
20.0
8.1
66 F
V1
VFR
CLB THRUST
* 154
186
2150
VSR/V3
VR
5L
APPROACH LSZH RW 16
FLEX
CLEAN
1R
2R
3R
4R
1L
SLAT
2L
4L
ACCEL
* 168
243
3650
V2
VCL
EO ACCEL
* 176
273
1450
CHECK/ CONFIRM VSPDS
LW
437.6
EXT
MIN
12139
28
MIN
1390
35 / LAND
VREF
149
5R
5L
154
6R
6L
* 50 / LAND
2R
ELEV
156
VAPP
1R
LENGTH
166
FLAP
3L
MIN
211
TIMER
MMSS
[
]
3R
4R
5R
GO AROUND
625
6R
752
GO AROUND LSZH RW 16
CLB
THRUST
1L
2890
VFR
2L
266
4390
VSR
3L
4L
EO
306
CLEAN
1R
ACCEL
2R
ACCEL
2190
3R
MIN
256
4R
THRUST
5L
LIMITS
5R
RETURN TO
6L
APPROACH
6R
753
TO / APPR
4-16-5-4
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
PERF
PUSH
PERF
ECON
CLIMB FORECAST
CLB
ECON
2L
341 / .82
MAX
3L
[
FL 290 / 260 / 085
2R
134
2R
3L
FL 200 / 265 / 065
3R
124
3R
4L
FL 100 / 280 / 045
0019
0019
4R
TEMP
]
4R
FORECAST
5L
TRANS
OPT/MAXFL
THRUST
18000
280 / 328
LIMITS
5L
14
KORD / 300 / 015
5R
RETURN TO
CLIMB
6L
WIND
2L
DIST
EDIT
4L
/
1R
TIME
CLB
* 251
1R
ALT
TO
FL 290
1L
1L
1/3
PRED
5R
6L
PERF MODE
* INSERT
6R
6R
629
630
AUTO THRUST LIMITS
PUSH
PAGE
N1
1L
T / O
TAT
108.7
14
1R
FLEX
PRESELECT CRZ
1L
.82
3L
MCT
103.2
3R
4L
CLB
98.4
4R
5L
CRZ
94.6
2R
2R
3L
5R
3R
[
RETURN
]
TO
PERF MODE
6L
EDIT
4L
FLX T/O
1R
ECON
2L
20
108.7
2L
2/3
6R
4R
634
5L
5R
OPT
MAXFL
280 / 328
6L
6R
631
MANUAL THRUST LIMITS
PUSH
N1
PAGE
1L
T / O
TAT
108.7
14
1R
FLEX
PRESELECT DES
3/3
1L
1R
20
108.7
2L
FLX T/O
3L
MCT
103.2
4L
CLB
98.4
2R
3R
4R
ECON
2L
.82 / 333
2R
3L
3R
SELECT
CRZ
5L
AUTO *
94.6
RETURN
PERF MODE
6L
5R
TO
6R
EDIT
4L
[
]
4R
635
DESCENT
FORECAST
5L
5R
TRANS
6L
5000
6R
DESCENT FORECAST
ANTI - ICE
632
1L
OFF
ALT
/
1R
WIND
2L
[
]/[
] /[
]
2R
3L
[
]/[
] /[
]
3R
4L
[
]/[
] /[
]
4R
TEMP
5L
LSZH / [
] /[
]
[
]
5R
RETURN TO
6L
*INSERT
PERF MODE
6R
741
PERF
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-5-5
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
NAV RAD
NAV
RAD
PUSH
NAV RADIO
ORK / CRS
ORD / CRS
1L
113.90 / 218
2L
* VOR
113.00 / 141
1R
* VOR
2R
ARM
ARM
ADF 1
ADF 2
3L
257.0
257.0
4L
109.10 / 320
4R
5L
* LOC
5R
3R
IRVG / CRS
ONLY
PRESELECT
6L
111.1 / 270
110.5 / 270
6R
956
DIR INTC
PUSH
DIR
INTC
ACT F - PLN
DIR
1L
TO
INTC
* YXU
FIX / CRS
YXU / 069
1R
WITH
2L
* ABEAM POINTS
3L
YXU
2153
.83 /
4L
YYX
2202
//
2R
FL 290
3R
/
//
4R
.81 /
//
5R
//
6R
J 586
5L
VQC
11
J 586
6L
// /
MSS
24
NOT ON INTC HEADING
957
NAV RAD
4-16-5-6
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
FIX
PUSH
FIX
FIX
INFO
1/2
FIX
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
676
FIX
FIX
1L
YEE
INFO
RAD
1/2
/ DIST
244 / 221
1R
2L
2R
DNTKFX
ETO
DTG
ALT
3L
223 / 110
2152
126
FL 290
3R
4L
110 / 83
2209
287
FL 290
4R
5L
[
----
----
-----
5R
2202
220
FL 290
6R
] /--ABEAM
6L
164 / 51
679
FIX
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-5-7
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
REF
REF
>
DEFINED WAYPOINT
REF INDEX
1/5
IDENT
NAVAID
DEFINED
RW 01
1L
NEXT
1R
1L
WAYPOINT
1R
N 4951.7 / E 00607.8
2L
PREV
2R
2L
NAVAID
WAYPOINT
3R
WAYPOINT
100
4L
3L
4R
4L
AIRPORTS
8000
DELETE ALL
5R
5L
POS REF
DOC DATA
A/C STATUS
150
6R
3L
117.20
4L
930
5L
VORTAC
6L
3 ( 130 NM )
3R
DESELECT
[
]
4R
CLASS
6R
923
1R
2R
PREV
ELEV
5R
READOUT
SENSOR STATUS
NEXT
FREQ
MEMORY
6L
N 4302.3/W 08108.9
4R
MAINT
CRS
6L
2L
3R
LENGTH
5L
YXU
LAT / LONG
NEW
ELEV
DEC
08 W
1L
2R
CLOSEST
3L
1/3
STATION
IDENT
LAT / LONG
FIG
OF
5R
MERIT
6R
687
688
DISPLAYED FROM VARIOS
DISPLAYS IF DUP NAV SELECTED
NEW WAYPOINT
1L
MD-11
2R
2L
P S 4059050-911
3R
3L
4L
4R
4L
5L
5R
5L
6L
6R
6L
LAT / LONG
.
/
.
/
.
/
.
N 3349.1 / W 11809.0
CF6-80C2
FREQ
1R
1L
* SG
N 49 / E 056
364.0
1R
2R
2L
* SG
N 45 / E 005
109.70
2R
08MAR-04APR MD19003
3R
3L
* SG
S 42 / E 173
SECOND DATA
08FEB-07MAR
4R
4L
* SG
N 48 / E 009
306.0
4R
5R
5L
* SG
N 58 / E 012
409.0
5R
6R
6L
OP
PLACE / BRG / DIST
3L
LAT / LONG
ENGINE
MODEL
1R
2L
DUPLICATE NAMES
A/C STATUS
IDENT
DOUGLAS
1L
PROGRAM
ACTIVE DATA
PERF
BASE
BASE
RETURN TO
FACTOR
+0.0
3R
F-PLAN
INIT
ACT F-PLN
606
557
POS REF
WAYPOINT
FMS
IDENT
1L
6R
928
1R
1L
SENSOR STATUS
1/3
LAT / LONG
1
N 4157.8/W 08754.1
IRS
3 / AUX
2
1R
1L
IRS
2R
2L
AFQGS
FAIL
2R
CLOCK
FAIL
3R
FAIL
1R
(M I X)
N 4157.8/W 08574.1
2L
2R
2L
3L
3R
3L
3R
3L
4L
4R
4L
4R
4L
5L
5R
5L
5R
5L
6L
6R
6L
6R
6L
RETURN
4R
5R
TO
F-PLN INIT
117
922
RESET F M C
6R
733
PAGE
IRS POS
CLOSEST AIRPORTS
BRG
/ DIST
IRU
1
CYOW
067 /97
1R
1L
N4329.1/W08007.0
2L
CYYZ
256 /101
2R
2L
N4329.1/W08007.0
3L
CYMX
074 /167
3R
3L
N4329.1/W08007.0
4L
KBDL
135 /260
4R
4L
5L
[
- - - /- - - - -
5R
5L
6R
6L
IRU
IRU
]
2
3
2/3 >
NAV
L
000
/ 00
1R
000
/ 00
2R
000
/ 00
3R
NAV
NAV
4R
5R
RETURN TO
6L
REF INDEX
6R
729
118
PAGE
IRS
ST AT U S
DRIFT RATE
1L
2L
3L
3/3
GS
I RU1
_
_
1R
I RU2
_
_
2R
I RU3
_
_
3R
4L
4R
STATUS
5L
6L
CODE
5R
IRU
1
00
IRU
2
00
RETURN
IRU
3
00
F-PLN INIT
TO
6R
119
REF
4-16-5-8
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
PROG
PUSH
PROG
PROGRESS FDX 1234
FROM
ATO
ALT
2208
FL 290
1R
2219
FL 290
2R
2234
FL 290
3R
1L
YYZ
TO
ETO
2L
VQC
NEXT
3L
MSS
4L
-9
TEMP
WIND
UFOB
290 /054
146.8
4R
DEST
ETA
DTG
EFOB
5L
LSZH
0424
3556
42.8
5R
6L
EDDM
0456
3689
34.7
6R
ALTN
726
PROG
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-5-9
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
SEC F-PLN
SEC
F-PLN
SEC F - PLN - INIT
CO ROUTE
1L
[
ALTN ROUTE
2L
[
FROM
TO
KORD / LSZH
]
SEC F-PLN
1/2
FROM /
EDDM
SPD
1/2
ALT
1R
1L
T-P
----
---/
-----
1R
2R
2L
REMIR
----
---/
-----
2R
----
---/
-----
3R
----
---/
-----
4R
ALTN
]
ETO
REMI5T
3L
COPY ACTIVE
SEC F - PLN
3R
3L
D099Q
REMI5T
4L
CLEAR SEC
ACTIVATE SEC *
4R
4L
GOLKE
REMI5T
CRZ LEVELS
5L
330 / 370 / 410 / [
]/ [
]/ [
TEMP / WIND
OPT/MAXFL
6L
- 45 / TL 12
- - - - / 365
]
5R
5L
EKRON
----
---/
-----
5R
6R
6L
CF 14
----
---/
4000
6R
CI
1
934
935
PAGE
SEC PROGRESS
SEC DESCENT FORECAST
2/2
ANTI - ICE
RTE RSV / %
1L
--.-/-.-
1R
FINAL / TIME
2L
1L
OFF
ALT
DESCENT
FORECAST
- - - . - / 0030
/
1R
WIND
2R
2L
[
]/[
]
/[
]
2R
3R
3L
[
]/[
]
/[
]
3R
4R
4L
[
]/[
]
/[
]
EXTRA / TIME
3L
---.-/----
4L
DEST
5L
RW 14
ETA
DTG
EFOB
----
----
- - -. -
5R
EDDM
LSZH / [
]
/[
]
5R
RETURN TO
ALTN
6L
5L
4R
TEMP
[ ]
----
----
- - -. -
6R
6L
SEC PROGRESS
938
6R
939
SEC F-PLN
4-16-5-10
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
MENU
MENU
MENU
MENU
STANDBY
1L
FMC - 1
NAV / RAD *
ACT
STANDBY
NAV / RAD *
1R
1L
2L
2R
2L
2R
3L
3R
3L
3R
PS 13293
4R
4L
MAINT
5R
5L
4L
CFDS
REQ
5L
OP PROGRAM
6L
RETURN
P S 4059050-911
CFDS
REQ
1R
4R
MAINT
5R
RETURN
P S 4059050-911
TIMEOUT - RESELECT
6R
OP STANDBY
6R
6L
964
965
STANDBY NAV RADIO
ERD / CRS
1L
RETURN TO
2L
1R
1L
2R
2L
113.60 /
[
]
1R
2R
ADF 1
CDU PAGE
3L
3R
LAST ACCESSED
4L
5L
3L
4R
4L
5R
5L
[
]
ILS
/ CRS
[
] / [
3R
]
4R
5R
PRESELECT
6L
6R
6L
[
] / [
]
[
] / [
]
968
968
PROG
F-PLN
STANDBY F - PLN
STANDBY PROGRESS
FROM
1L
2L
REMIR
C170
3L
D099Q
C099
4L
GOLKE
C067
5L
6L
EKRON
ALT
FROM
T-P
C287
1R
1L
E 00638 . 1
2R
2L
E 00642 . 7
3R
3L
E 00753 . 4
4R
4L
N 4735 . 6
12 NM
CF 14
N 4734 . 9
D 099Q
CF 14
PRESENT
9 NM
C094
1R
DTG
0031
228
2R
0033
246
3R
0043
316
4R
DEST
48 NM
N 4732 . 0
REMIR
TTG
NEXT
19 NM
N 4739 . 0
-----
T-P
TO
236 NM
N 4757 . 5
6R
E 00805 . 8
5R
5L
E 00824 . 1
6R
6L
POSITION
N 4841 . 3 / E 01221 . 5
966
GS
445 K T
5R
6R
967
MENU
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-5-11
MD-11/MD-10 FLIGHT MANUAL
NAVIGATION (CONTINUED)
ENG OUT
PUSH
ENG
OUT
EO SID
FROM
1L
T-P
NO EO SID
ACT F - PLN
1/2
ETO
SPD
ALT
2108
277 /
7600
ECON
* CONFIRM ENG OUT
1R
1L
CLEAR *
2R
2L
ELX
19
.83 /
3R
FL 251
3L
349 / .83
LAIRD
----
1R
U T C
DIST
0034
70
2R
0035
- - - -
3R
CLB
* 218
E027L
4L
TO
FL 330
MAX
3L
1/3
PRED
ECON
2L
CLB
EDIT
---/
4R
FL 290
4L
[
]
4R
E027L
CLIMB
5L
EBENS
6L
- - - F - P L N DISCONTINUITY - -
----
- - - / + 4000
5R
5L
6R
6L
FORECAST
* CONFIRM ENG OUT
ENG OUT CLB
2L
246
3L
* 258
TO
FL 330
296 / .78
MAX
1/3
PRED
D/D
ECON
6R
969
973
1L
CLEAR *
5R
1R
U T C
DIST
----
----
2R
----
----
3R
CLB
EDIT
4L
[
]
4R
CLIMB
FORECAST
5L
TRANS
6L
OPT / MAX FL
5R
THRUST
5000
- - - / 290
LIMITS
CRZ FL ABOVE MAX FL
6R
970A
ENG OUT
4-16-5-12
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-16-6
CLASS II NAVIGATION PROCEDURES
(1.0.0)
DEFINED WAYPOINT. . . . . . . SELECT
NEW WAYPOINT . . . . . . . . . . SELECT
Enter ETP in IDENT field.
GENERAL
Enter ETP coordinates in LAT/
LONG field.
(1.1.0)
The following procedures are to be followed during
class II Navigation Operations. Calll II navigation
Operations are those where the IRS is used for the
sole means of navigation (generally overwarer). Refer to the Flight Operations manual chapter 11 (International Operations) for additional international
procedrues.
Select . . . . . . ENTER (LSK 6R)
FIX button . . . . . . . . . . . . . . . . . . PUSH
Enter ETP in FIX field.
Plot cleared route and ETP on Plotting Chart. PF
Check ETP and appropriate contingency airport(s)
APPROACHING COAST OUT
(1.2.0)
Optional technique: Verify FMC position by VOR/
DME crosscheck procedures . . . . . . . . . . . . . PF
NAV RAD button . . . . . . . . . . . . . PUSH
1. Enter the three letter identifier or frequency
of the VOR to be used for the crosscheck
2. The most accurate check will be accomplished between 30 and 100 NM from the
VOR station used (minimizes effects of slant
range and radial error).
FIX button . . . . . . . . . . . . . . . . . . PUSH
1. Enter the three letter identifier of the VOR
station that is being used for check.
2. Note and compare the RAD/DIST displayed
on the fix page to the CRS/DME displayed
on the bottom of the ND.
Verify standby compass heading with ND heading.
For areas where Mach Number Technique is to be
used, edit Mach in FMS . . . . . . . . . . . . . . . . . PF
NOTE
If edited Mach is not entered in FMS,
ETA’s will not be accurate.
PERF button . . . . . . . . . . . . . . . . PUSH
Enter filed mach number in EDIT
field and select . . . . . . . LSK 4L
If ETP required, enter ETP in FMS. . . . . . . . PNF
REF button . . . . . . . . . . . . . . . . . PUSH
28 February 2000
weather (if applicable) through ACARS while in data
link range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ENROUTE
(1.3.0)
Comm radio setup during HF ATC communications
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF/PNF
VHF #1 - Air to Air frequency
VHF #2 - 121.5 Emergency frequency
VHF #3 - ACARS
HF #1 - Primary HF frequency
HF #2 - Secondary HF frequency
At each waypoint.
Prepare Position Report . . . . . . . . . PNF
Compare Next Waypoint and Distance on
ND to FP/R . . . . . . . . . . . . . . . . . . .PNF
Verify NAV annunciated on FMA (autopilot
lateral guidance). . . . . . . . . . . . . . . . PNF
Compare TRK on ND to FP/R MC (Magnetic Course) and/or Jeppesen Enroute Chart
(Magnetic Course).
Select TRK on FCP to display TRK
on ND.
A difference of two to three degrees
may be indicated.
Transmit position report including FOB (Fuel on Board) . . . . . . . . . . . . . . . . . . . PNF
Plot position at whole latitude/longitude or at approximately 10-15 minutes past waypoint (compul-
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-16-6-1
NAVIGATION (CONTINUED)
MD-11/MD-10 FLIGHT MANUAL
sory or non-compulsory). Write coordinates and
time (Z) at plotted position on plotting chart.. . PF
Plot FMC position on Plotting Chart.
REF button . . . . . . . . . . . PUSH
IRS STATUS . . . . . . . . SELECT
LSK 1L . . . . . . . . . . . . SELECT
This freezes the FMC position.
NOTE
Ensure scratchpad is clear prior to selecting LSK 1L to freeze
position.
At each leg mid-point.
Check next waypoint ETA given in previous
position report with FMS ETA (three minutes tolerance) . . . . . . . . . . . . . . . . .PNF
Compare FMS wind to FP/R (record increased weather reporting data on FP/R if
on North Atlantic MNPS routes). . . .PNF
APPROACHING LANDFALL/COAST
IN
(1.4.0)
Select MAP on radar. . . . . . . . . . . . . . . . . . . . PF
Optional technique: Verify FMC position by VOR/DME
crosscheck procedure when receiving VOR/DMEPF
Upon radar contact
Select ECON MACH on the PERF page, if
Mach Number Technique was used (with
ATC approval) . . . . . . . . . . . . . . . . . . PF
Select HDG on FCP (If TRACK was selected)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF
Check destination/alternate weather through ACARS when in data link range. . . . . . . . . . . . . . . C
4-16-6-2
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-17-1
ENGINES
GENERAL
Reserved For Future Use
20 June 2001
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-17-1-1
MD-11/MD-10 FLIGHT MANUAL
ENGINES
INTENTIONALLY LEFT BLANK
20 June 2001
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-17-1-2
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-18-1
DOOR OPERATION
EXTERIOR CABIN DOOR OPERATION
(1.0.0)
Pull door control handle outward from recessed receptacle. Observe emergency override lever has
moved to SAFE. Use electrical power for normal
operation.
NOTE
Pulling the door control handle outward
disarms the automatic slide raft deployment feature.
To open door:
NOTE
Door Disarm light will illuminate, indicating corresponding escape slide is
disarmed and electrical power is available to the door.
Move door control switch to Open and hold until
door is opened.
To Close door:
Move door control switch to Close and hold until
door is closed. Move slide arming lever to Slide
Armed.
NOTE
Move and hold door control switch in OPEN. When
door is fully open, release door control switch.
To close door:
If door control switch is released while
door is opening or closing, door movement will stop.
NOTE
Remove and stow barrier strap prior to
closing door.
Move and hold door control switc h i n CLO SE.
When door is fully closed, release door control
switch.
To arm door slide/raft:
Push door control handle inward until flush. Observe emergency override lever moves to EMERGENCY.
NOTE
If emergency override lever remains in
SAFE, call maintenance.
INTERIOR CABIN DOOR OPERATION
(2.0.0)
EXTERIOR CABIN DOOR OPERATION (AIR BOTTLE)
(3.0.0)
To open a cabin door using EMERGENCY position
of exterior door handle:
Pull door control handle outward from recessed receptacle. Observe emergency override lever has
moved to SAFE.
With free hand, move emergency override lever upward to EMERGENCY and hold. Rotate door control handle to EMERGENCY. Release door control
handle and emergency override lever.
NOTE
The door control mechanism must be
reset to reinstate the electrical controls.
The air bottle must be reserviced for
subsequent use.
To open door:
Move slide arming lever to Slide Disarmed.
28 February 2000
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-18-1-1
MD-11/MD-10 FLIGHT MANUAL
DOORS
INTERIOR FORWARD CABIN
DOOR OPERATION (EMERGENCY
DEPLOYMENT)
(4.0.0)
FORWARD LOWER CARGO DOOR
OPERATION/INSPECTION
(5.0.0)
Verify slide arming lever is in SLIDE ARMED.
Observe cargo door is clear of obstructions and
stand clear. Move and hold door switch to CLOSE
until door is fully closed and green light illuminates,
then release switch. Observe green light remains illuminated.
Move door control handle to EXIT OPEN and observe door opens. Release door control handle.
NOTE
When released, the door control handle will remain in EXIT OPEN. Once
door travel is initiated, it cannot be interrupted.
If door does not operate, pull inward
and lift, using lift bar at bottom of door.
Due to weight, two people are required
to lift the door.
Open cargo door control panel access door (forward
of cargo door) by pushing on fasteners and pulling
door open. Raise switch guard and move power and
lights switch to ON. Observe white power indicator
light illuminates. Push vent door handle trigger, releasing vent door handle from stowed (flush) position. Raise handle and observe vent door moves
inward. Observe cargo door area is clear of obstructions and stand clear.
To close door:
NOTE
If green light does not illuminate or if it
illuminates and extinguishes, call maintenance.
Move power and lights switch to OFF and close
switch guard. Observe white power indicator light
and area light extinguish and green light remains illuminated. Close and fasten control panel door.
Move vent door handle to the closed (flush) position. Observe vent door is fully closed and vent
door handle remains flush.
CAUTION
Do not use unreasonable force to close
vent door handle.
NOTE
Verify all ground equipment is removed
to a minimum of 27 inches below door
opening before proceeding.
Move and hold door switch to OPEN until door reaches a position providing optimum view of locking mechanism, then release door switch.
NOTE
Do not operate door if wind velocity exceeds 40 knots. Maximum velocity is 52
knots when door is fully open.
NOTE
If vent door handle does not remain
flush, or if vent door is not fully closed,
call maintenance.
Verify, through viewing port at bottom of door, cargo door lockpin is fully engaged.
NOTE
If lockpin is not engaged or is only partially engaged, call maintenance.
To inspect door:
Observe amber FWD CARGO DOOR SYS A and B
lights are extinguished.
Inspect cargo door area for no foreign matter in exposed locking mechanism. Observe locking mechanism is in proper position and all latch hooks are open.
4-18-1-2
NOTE
If FWD CARGO DOOR SYS A or B is
illuminated, call maintenance.
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CENTER LOWER CARGO DOOR
OPERATION/INSPECTION
(6.0.0)
DOORS
nates. Close and fasten control panel door. Move
vent door handle to the closed (flush) position.
To open door:
CAUTION
Open cargo door control panel access door (forward of cargo door), by pushing on fasteners and
pulling door open. Raise switch guard and move
power and lights switch to ON. Observe white power indicator light illuminates. Open vent door handle access door. Push vent door handle trigger,
releasing vent door handle from stowed (flush) position. Raise handle. Observe cargo door is clear of
obstructions and stand clear.
Do not use unreasonable force to close
vent door handle.
NOTE
If vent door handle does not remain
flush, call maintenance.
NOTE
Verify all ground equipment is removed
to a minimum of 27 inches below door
opening before proceeding.
Move and hold door switch to OPEN until door
reaches a position providing optimum view of locking mechanism, then release door switch.
NOTE
Do not operate door if wind velocity exceeds 40 knots. Maximum velocity is
52 knots when door is fully open.
Close and fasten vent door handle access door.
NOTE
If vent door handle access door cannot
be closed, call maintenance.
Look through viewing port in fillet and observe vent
door is fully closed.
Verify, through viewing port at bottom of door, cargo door lockpin is fully engaged.
NOTE
If lockpin is not engaged or is only partially engaged, call maintenance.
To inspect door:
Inspect cargo door area for no foreign matter in exposed locking mechanism. Observe locking mechanism is in proper position and all latch hooks are
open.
To close door:
Observe cargo door is clear of obstructions. Move
and hold door switch to CLOSE until door is fully
closed and green light illuminates, then release
switch. Observe green light remains illuminated.
NOTE
If green light does not illuminate or if
green light illuminates and extinguishes, call maintenance.
Move power and lights switch to OFF and close
switch guard. Observe white power indicator light
and area light extinguish and green light illumi-
28 February 2000
Observe amber CTR CARGO DOOR SYS A and B
lights are extinguished.
NOTE
If CTR CARGO DOOR SYS A or B light
is illuminated, call maintenance.
AFT (BULK) LOWER CARGO
DOOR OPERATION/INSPECTION
(7.0.0)
To open door,
Open cargo door control panel access door (forward of cargo door), by pushing on fasteners and
pulling door open. Raise switch guard and move
power and lights switch to ON. Observe white power indicator light illuminates. Push vent door handle
trigger, releasing vent door handle from stowed
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
4-18-1-3
MD-11/MD-10 FLIGHT MANUAL
DOORS
(flush) position. Raise handle and observe vent
door move inward. Observe cargo door is clear of
obstructions and stand clear.
NOTE
NOTE
If vent door handle does not remain
flush, or if vent door is not fully closed,
call maintenance.
Verify all ground equipment is removed
to a minimum of 27 inches below door
opening before proceeding.
Verify, through viewing port at bottom of door, cargo door lockpin is fully engaged.
NOTE
Move and hold door switch to OPEN until door
reaches a position providing optimum view of locking mechanism, then release door switch.
If lockpin is not engaged or is only partially engaged, call maintenance.
NOTE
Do not operate door if wind velocity exceeds 40 knots. Maximum velocity is
52 knots when door is fully open.
Observe amber AFT CARGO DOOR SYS A and B
lights are extinguished.
NOTE
If AFT CARGO DOOR SYS A or B light
is illuminated, call maintenance.
To inspect door,
Inspect cargo door for no foreign matter in exposed
locking mechanism. Observe cargo restraint curtain is in proper position. Observe locking mechanism is in proper position and all latch hooks are
open.
To close door,
Observe cargo door is clear of obstructions. Move
and hold door switch to CLOSE until door is fully
closed and green light illuminates, then release
switch. Observe green light remains illuminated.
NOTE
If green light does not illuminate or if it
illuminates and extinguishes, call maintenance.
Move power and lights switch to OFF and close
switch guard. Observe white power indicator light
extinguishes and green light remains illuminated.
Close and fasten control panel door. Move vent
door handle to the closed (flush) position. Observe
vent door is fully closed and vent door handle remains flush.
CAUTION
Do not use unreasonable force to close
vent door handle.
4-18-1-4
Copyright© 2001, Federal Express Corporation, Memphis TN 38194. All rights reserved.
28 February 2000
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-19-1
LANDING GEAR AND BRAKES
RSERVED FOR FUTURE USE
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LANDING GEAR AND BRAKES
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MD-11/MD-10 FLIGHT MANUAL
CHAPTER 4-20-1
WATER AND WASTE
RSERVED FOR FUTURE USE
20 June 2001
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(1.0.0)
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WATER AND WASTE
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20 June 2001
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 5-0
TABLE OF CONTENTS
PERFORMANCE COMPUTER ..................................................................................... 5-0-2-1
General........................................................................................................................................................ 5-0-2-1
Airport Performance Laptop Computer (APLC)........................................................................................... 5-0-2-1
General........................................................................................................................................... 5-0-2-1
System Configuration ..................................................................................................................... 5-0-2-1
Keyboard Layout ............................................................................................................................ 5-0-2-2
System Startup ............................................................................................................................... 5-0-2-2
Pilot Access Terminal (PAT)........................................................................................................................ 5-0-2-3
General........................................................................................................................................... 5-0-2-3
Power ............................................................................................................................................. 5-0-2-3
Connections.................................................................................................................................... 5-0-2-3
Interface Protection ........................................................................................................................ 5-0-2-3
Operating System/Components ..................................................................................................... 5-0-2-3
Controls And Indicators .................................................................................................................. 5-0-2-3
Perf Module Description ............................................................................................................................. 5-0-2-4
General........................................................................................................................................... 5-0-2-4
System Characteristics ................................................................................................................... 5-0-2-4
Item Menu.......................................................................................................................... 5-0-2-4
Function Menu ................................................................................................................... 5-0-2-4
Configuration Menu ........................................................................................................................ 5-0-2-5
APLC Or PERF Module Menu........................................................................................................ 5-0-2-7
Takeoff Performance Module ......................................................................................................... 5-0-2-8
Takeoff Performance Input Screen.................................................................................... 5-0-2-8
Item Menu.......................................................................................................................... 5-0-2-9
Fuction Menu ................................................................................................................... 5-0-2-15
Takeoff Performance Output Screen ............................................................................... 5-0-2-15
Single Runway Output ..................................................................................................... 5-0-2-15
Special Output Considerations ........................................................................................ 5-0-2-16
Takeoff Performance Output Screen - Climb Gradient................................................................. 5-0-2-18
Climb Gradient Output ..................................................................................................... 5-0-2-18
All Runways Output ......................................................................................................... 5-0-2-19
Function Menu ................................................................................................................. 5-0-2-20
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TOC
Inflight Landing Performance Module ......................................................................................... 5-0-2-20
Inflight Landing Performance Input Screen..................................................................... 5-0-2-20
Item Menu ....................................................................................................................... 5-0-2-21
Function Menu ................................................................................................................ 5-0-2-22
Inflight Landing Performance Output Screen .................................................................. 5-0-2-22
Special Output Considerations ...................................................................................... 5-0-2-23
Function Menu ................................................................................................................ 5-0-2-24
Dispatch Landing Module ............................................................................................................ 5-0-2-24
Dispatch Landing Performance Input Screen ................................................................. 5-0-2-25
Item Menu ....................................................................................................................... 5-0-2-26
Function Menu ................................................................................................................ 5-0-2-26
Dispatch Landing Performance Output Screen .............................................................. 5-0-2-26
Function Menu ................................................................................................................ 5-0-2-26
FUEL SERVICE VERIFICATION MODULE ............................................................................... 5-0-2-28
Item Menu ....................................................................................................................... 5-0-2-28
Output ............................................................................................................................. 5-0-2-28
Function Menu ................................................................................................................ 5-0-2-28
INFLIGHT PERFORMANCE MODULE .......................................................................... 5-0-2-29
Climb Performance Module ............................................................................................ 5-0-2-30
Cruise Performance Module ........................................................................................... 5-0-2-32
UNITS CONVERSION MODULE................................................................................................. 5-0-2-36
Item Menu ....................................................................................................................... 5-0-2-36
Output ............................................................................................................................. 5-0-2-36
Function Menu ................................................................................................................ 5-0-2-36
CONTINGENCY WEIGHT AND BALANCE MODULE ............................................................... 5-0-2-37
AIRPORT DIRECTORY MODULE .............................................................................................. 5-0-2-37
Function Menu ................................................................................................................ 5-0-2-37
MODULE REFERENCES ............................................................................................................ 5-0-2-37
Function Menu ................................................................................................................ 5-0-2-37
ERROR MESSAGES ...................................................................................................... 5-0-2-37
PERFORMANCE DATA ............................................................................................... 5-0-3-1
FLIGHT PLANNING (DISPATCH) TERRAIN CLEARANCE - ENGINE FAILURE
ENROUTE ................................................................................................................................................. 5-0-3-1
MD-11 GE Terrain Clearance Chart ........................................................................................................... 5-0-3-2
MD-11 PW Terrain Clearance Chart.......................................................................................................... 5-0-3-3
MD-10-30 Terrain Clearance Chart ............................................................................................................ 5-0-3-4
5-0Contents- 2
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TOC
MD-10-10 Terrain Clearance Chart ............................................................................................................. 5-0-3-5
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30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 5-0-2
PERFORMANCE COMPUTER
GENERAL
The Performance Computer (PERF) software module
is the pilots’ primary source of aircraft performance
data, including:
•
Takeoff and landing data.
•
Landing distance (for dispatch or inflight use).
•
Conversion tables.
•
Runway condition definitions.
•
Departure restriction prediction.
•
Contingency weight and balance calculation.
•
Cruise performance prediction.
PERF contains a large database of airport-specific information, including
•
Airport 4-letter ICAO identifier.
•
Airport elevation.
•
Runway designator.
•
Runway heading, length, and slope.
•
Departure obstacles.
The database is maintained by FedEx Engineering
Development and Operations in Memphis TN, is certified by the FAA for flight crew use, and is updated every month.
If an airport is not in the PERF database, the pilot creates a temporary airport with a “CHRT” identifier
(“charter”). PERF requests the required airport data
from the pilot, and then provides full takeoff and landing performance data.
computers); the Airport Performance Laptop Computer (APLC) or the Pilot Access Terminal (PAT).
AIRPORT PERFORMANCE LAPTOP
COMPUTER (APLC)
GENERAL
The APLC is stored in a padded box within a slot of
the First Officer’s bookshelf. Return the computer to
this location when not in use. If a combination lock is
installed, the code is 012.
SYSTEM CONFIGURATION
The APLC is a commercially available, off-the-shelf
laptop computer and, therefore, should be treated with
a reasonable degree of care. All software not required for operation of the APLC has been removed.
CAUTION
Using the screen as a writing surface will
damage the screen.
Any attempt to use the computer for any purpose other than that documented in the Flight Manual is prohibited
Note the following items from the figures below:
•
APLC power on/off button. The computer has
a power saving function that will blank the
screen after two minutes of inactivity. If this
occurs during utilization, simply press On/Off
to instantly restore all data to its previous condition.
All FedEx aircraft types and installed engines are
available in each PERF. Access correct data by entering the aircraft tail number.
Global Operations Control (GOC) in Memphis and
some FedEx Ramp Operations have the FAA-certified PERF module available on their computers. If the
aircraft’s PERF fails, the pilot may receive takeoff and
landing data from another FedEx aircraft PERF or
from GOC, using the radio.
In the aircraft, the PERF module software may be installed in either of two hardware platforms (laptop
30 October 2002
On/Off
•
Contrast
Press to adjust screen contrast. The computer display is not backlit, therefore some ambient lighting is required.
•
Battery Compartment
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5-0-2-1
MD-11/MD-10 FLIGHT MANUAL
GENERAL
If POWER LOW indication appears or if APLC
will not turn on, remove and replace all (4) AA
batteries according to the schematic diagram
in this compartment. A set of spare batteries
may be found in the APLC storage compartment. When batteries are replaced make an
AML entry of, “APLC Spare Batteries Used.”
Used batteries should be removed from the
airplane.
•
RESET
Button inside back cover. Press (with the tip
of a pen or pencil) only if the APLC is inoperable. This function may be required after battery replacement or if the keyboard is lockedup. Reset does not repair Self Test failures.
Airport Performance Laptop Computer
RESET (INSIDE COVER)
CONTRAST
ON/OFF
BATTERY COMPARTMENT
APLC
KEYBOARD LAYOUT
SYSTEM STARTUP
The following figure identifies a few of the special keys
that are referenced in the following sections.
Accomplish this procedure prior to the crews first flight
on an aircraft. This ensures that the crew knows the
proper aircraft number has been input and that the
software has a valid test.
Keyboard
On/Off
Enter
•
Remove the computer from the storage box.
•
Open the top and press the On/Off button.
•
If the screen does not display the Configuration Menu (shown below), type X and press
Enter .
See PERF MODULE DESCPRIPTION below.
Kybd
5-0-2-2
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
PILOT ACCESS TERMINAL (PAT)
GENERAL
PAT is a laptop computer stored in a custom cradle aft
of the FO flight bag storage area.
PAT is an off-the-shelf computer, and must be handled with care. All software and some hardware not
necessary for flight crew use are removed. PAT contains several software modules, including PERF.
PAT and FMS software modules and databases are
protected from inflight changes by TITAN’s Gatelink
radio system, which is enabled only when a cabin
door is disarmed.
OPERATING SYSTEM/COMPONENTS
The PAT system includes the following:
•
Cradle: A storage case providing protection
and connection to aircraft power and ethernet. Nylon rails guide PAT towards the cradle
connection. The cradle may be latched and
locked when PAT is fully inserted.
•
PAT laptop: PAT is stored in the cradle on its
end; the cradle is designed so that PAT can
be stored only in the proper position.
•
Adapter: Attached to the back spine of the
laptop. The adapter left end has a strap to aid
PAT removal from the cradle and a green
“connection” LED. The right end includes the
single connector to aircraft power and ethernet.
NOTE
Refer to Chapter 4, Communications ACARS, for PAT illustrations and additional operating information.
POWER
PAT is powered by an internal rechargeable lithium
battery, with a minimum one hour life. Aircraft power
charges the battery.
GENERAL
CONNECTIONS
When PAT is secured in the cradle, two connections
are made:
•
Aircraft power: recharges PAT’s battery.
•
Aircraft ethernet: the aircraft server (OMT),
the aircraft printer, and the ACARS radio are
available to PAT.
When the battery charging connection is made, a
green LED illuminates on the computer adapter, visible to the FO.
PAT transmits FAULT messages to MOCC via the
ACARS system. Various PAT modules and databases may be updated by the aircraft server/OMT from
TITAN’s Gatelink system.
Optional PAT tethers with connectors may be installed near the flight crew seats. Tethers allow power
and ethernet connection while PAT is in use.
INTERFACE PROTECTION
Aircraft electrical systems are protected against disruptions in the PAT battery charger.
Aircraft flight management systems are protected
against unintended PAT influence by the server/OMT
electronic firewall.
30 October 2002
CAUTION
Do not attempt access to PAT input or
output busses, or to manipulate the operating system, or to change or install any
software. Use PAT only as described in
this manual to maintain PAT reliability
and certification.
CONTROLS AND INDICATORS
PAT is never turned off. When not in use, simply close
and return PAT to the cradle for battery recharge. PAT
automatically boots and logs on to applications. PAT
automatically connects to whatever other systems are
available (power, server/OMT, ACARS, Gatelink, etc.)
All clock times in PAT applications are Zulu (also
called Universal Time Coordinated or UTC).
PAT uses standard intuitive methods to move between modules (separate software applications), and
uses standard cockpit hierarchal color when practical.
All indicators are inside the PAT lid on the display
screen, except for the green connection LED on the
adapter.
All controls are inside the PAT lid on the keyboard surface.
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MD-11/MD-10 FLIGHT MANUAL
GENERAL
Inside the lid, PAT controls include:
•
Keyboard: full size, 85 keys.
•
CURSOR CONTROL
The cursor control is a touch-sensitive device
that is used to move the cursor around the
screen. The cursor control senses finger
movement although the device itself does not
move. Place your index finger on the top of
the cursor control. Push in the direction you
want the cursor to move on the display.
•
PERF MODULE DESCRIPTION
GENERAL
Always perform the system startup on the CONFIGURATION MENU before the first flight on an aircraft, or
if the Performance Computer may have been used by
others, to ensure PERF uses correct inputs and begins with a software self test.
NOTE
Every screen within these modules accepts alphabetic characters in either upper or lower case. Therefore, Caps Lock
is not required.
SELECTION BUTTONS
The left and right selection buttons are equivalent to the left and right buttons on a conventional mouse. Single click the left button to
select an option to which the cursor is pointing.
SYSTEM CHARACTERISTICS
On the PAT display screen, some applications include standard Windows menus at the display top or
bottom edges.
The PERF software is composed of a number of display screens. Each screen contains an item menu
and/or a function menu.
To use the PAT:
Item Menu
•
Open: Slide the display latch to the right; lift
the display to the desired angle.
•
Power: Slide the power switch to the right and
release it.
•
Select: Desired PAT module with the cursor
control and selection button.
Displays in the main section of the screen. Items are
identified by a number enclosed in brackets (<>).
Make selection by typing the item number on the command line and pressing Enter. Some items such as
Temperature display a prompt on the command line
requesting a alpha-numeric input (followed by Enter). Other items, like Runway Condition, display their
current value on the command line, with instructions
(on the message line) to press the up or down arrow
keys to view available selections. When the desired
condition appears, press Enter.
Function Menu
Displays on the bottom of the screen. Functions are
identified by a white character within a black box followed by a short description of the function. Make selection by typing the appropriate letter and pressing
Enter or by pressing the specified, non-alphabetic key.
One or more of the following appears on every screen:
•
Message
The third line from the bottom of each screen
is reserved for messages. Messages may be
either simple operating instructions or error
conditions. A complete list of error messages
is found at the end of this section.
•
5-0-2-4
COMMAND
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30 October 2002
MD-11/MD-10 FLIGHT MANUAL
The second line from the bottom of each
screen is reserved for user inputs. Inputs are
a number from the item menu, an alpha-numeric value or a letter or key from the function menu. Activate the selection by pressing
Enter.
GENERAL
FEDERAL EXPRESS
APLC 9403
CONFIGURATION MENU
CONFIGURATION MENU
<1> Airplane Tail Number:
N601FE
Type: ...... MD-11/CF6-80C2D1F
System startup begins with the CONFIGURATION
MENU. If the menu is blank, enter the aircraft tail number using either format:
•
3 digit; e.g., “601”.
•
6 character; e.g., “N601FE”.
<3> Maximum Structural TOGW: 630.5
<4> Maximum Structural LGW: 481.5
Message:
COMMAND:
Enter item number to modify or press <Enter> to accept.
_
11501022.eps
<1> Airplane Tail Number:
6 character tail number.
FEDERAL EXPRESS
APLC 9403
Type:
CONFIGURATION MENU
MD11/ CF6-80C2D1F for GE engines.
<1> Airplane Tail Number:
MD11/PW4462 for PW engines.
MD10-30/CF6-50C2
MD10-10/CF6-6D
<3> Maximum Structural TOGW:
630.5 for MD11 heavy (H) fuel distribution, or
COMMAND: > Airplane Tail Number: _
625.5 for MD11 light (L) fuel distribution.
11501021.eps
When the CONFIGURATION MENU is complete, aircraft data displays. Pilots may check PERF maximum
weights against the FP/R.
Other weights for MD10s, as appropriate.
<4> Maximum Structural LGW:
As appropriate.
The pilot may change a CONFIGURATION MENU
maximum weight (up to the maximum certified weight
for the type aircraft) using the Message at the screen
bottom.
Example:
MD-11 with H fuel distribution needs to use L fuel distribution, as directed by Contingency Weight and Balance, Ch. 6. Change MTOGW from 630.5 to 625.5.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-5
MD-11/MD-10 FLIGHT MANUAL
GENERAL
Press ENTER to continue; the PERF software self test
takes 15 to 30 seconds. A satisfactory test displays:
SELF TEST SUCCESSFULLY COMPLETED.
PRESS ANY KEY TO CONTINUE.
An unsatisfacory test displays:
SOFTWARE SELF TEST IN PROGRESS.
PLEASE STAND BY ...
SELF TEST FAILED -- APLC WILL NOT OPERATE!
• FOR IMMEDIATE REQUIREMENTS, CONTACT
OPERATIONS CONTROL IN MEMPHIS OR TOKYO.
• MAKE AML ENTRY "APLC SELF TEST FAILED"
Press any key to continue . . .
11501028.eps
After a self test failure, make EAML entry: “Performance Computer failed self test”. Maintenance must
reload the performance computer software (not available at all FedEx ramps). The PERF computer is deferrable: use another aircraft’s PERF or contact GOC
for required data.
5-0-2-6
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
APLC OR PERF MODULE MENU
GENERAL
<2>INFLIGHT LANDING PERFORMANCE
After successful completion of the Software Self Test,
the Module Menu appears. Before proceeding, check
to see that the airplane/engine configuration is correct and that the Active Database is current. Make
module selection by typing the item number corresponding to the program desired and pressing Enter. The modules included are:
<1>TAKEOFF PERFORMANCE
Takeoff Performance data required for dispatch.
Execute this module before each flight.
Predicted landing distance data based on autobraking performance in the AFM. Operational
procedures require use of this module (or the
laminated Inflight Landing Performance card) prior to landing.
<3>DISPATCH LANDING PERFORMANCE
Landing Performance data required for Dispatch.
This module is included solely for the use of Global Operations Control in developing the FP/R.
APLC MODULE MENU
ACTIVE PROGRAM: MD.2.002
ACTIVE DATABASE: 01DEC-12JAN
MD-11/CF6-80C2D1F (N601FE)
<1> TAKEOFF PERFORMANCE
<2> INFLIGHT LANDING PERFORMANCE
<3> DISPATCH LANDING PERFORMANCE
<4> FUEL SERVICE VERIFICATION
<5> UNIT COVERSION CALCULATIONS
<6> CONTINGENCY WEIGHT & BALANCE
<7> INFLIGHT PERFORMANCE
<9> AIRPORT DIRECTORY
<10> MODULE REFERENCES
Message:
COMMAND:
X Exit
Enter module number or function letter; press <Enter>.
_
Menu
<4>FUEL SERVICE VERIFICATION
Automated Fuel Service Form reduces arithmetic
and unit conversion errors.
<5>UNITS CONVERSION
Convenient Units Conversion calculation.
<6>CONTINGENCY WEIGHT & BALANCE
30 October 2002
Weight and balance calculations for a fuel stop,
maintenance flight or ferry flight.
See Chp. 6.
<7>INFLIGHT PERFORMANCE
Inflight performance calibration, climb, cruise and
wind.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-7
MD-11/MD-10 FLIGHT MANUAL
GENERAL
<9>AIRPORT DIRECTORY
Quick reference list of airports included in the
PERF airport database.
<10>MODULE REFERENCES
Detailed description of data references used in
developing PERF modules.
NOTE
Example screens in the following PERF
descriptions use an MD11 with GE engines. Similar screens display for PW engines and MD10 aircraft.
TAKEOFF PERFORMANCE MODULE
The Takeoff Performance module rapidly computes
FAA certified takeoff performance data based on actual coditions, using data in the FAA Aproved Airplane
Flight Manual.
PERF calculates takeoff speeds based on an optimum flap setting.
After selecting the Takeoff Performance module from
the Module Menu, the following prompt appears on
the command line:
1> Airport Identifier or <R>ecall: _
At this point, type the desired airport identifier and
press Enter or type R and press Enter to recall the inputs from the previous execution of this module. If a
requested airport identifier is not a part of the database, a flashing error message appears.
Takeoff Performance Input Screen
The Takeoff Performance Input screen allows the user
to input all relevant configuration and condition data
for accurate computation of FAA certified takeoff performance.
If an airport identifier was entered in the previous
Module Menu prompt, the software automatically transitions to required inputs. These inputs must be completed in the order requested. If Recall is selected, all
input items are initialized to those last executed.
After the required inputs are entered (immediately if
Recall selected) data may be modified by typing the
item number adjacent to the desired parameter and
pressing Enter. Respond to the message instructions and command lines to select and enter data.
5-0-2-8
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
MD-11/CF6-80C2D1F TAKEOFF PERFORMANCE INPUT
<1> Airport Ident: KMEM
Dept Info:
127.75
<2> Runway Number: 18R*
MEMPHIS INTERNATIONAL
Apt Elevation (FT):
335
Rwy Length (FT):
8319
<11> Temperature (˚C): ...... 28
<12> Wind (KNOTS): ....... 120/10
<13> Altimeter (" Hg): .... 29.92
<14> FP/R LMTOGW: ......... 618.0
<15> Actual TOCG/TOGW: 22.5/550.0
<16> Takeoff Power: .... STANDARD
<17> Runway Condition: . DRY/DAMP
NOTAM / TEMPORARY
<19> Shortening: ......
0/
0
<20> Obstacle (H/D-FT):
0/
0
*) INTERSECTION "M-6"
MEMPHIS
TENNESSEE
Rwy Slope (%): +0.35
<21> Anti-Ice: ................. OFF
<22> Anti-Skid: ............. NORMAL
<23> Brakes: ......... ALL OPERATIVE
<24> APU: ...................... OFF
<25> Landing Gear: .......... NORMAL
<26> Auto Spoilers: ...... OPERATIVE
<27> Idle Control: ....... OPERATIVE
<28> FADEC: ............ NORMAL MODE
<29> Deflected Ailerons: . OPERATIVE
<30> Fuel Dump System: ... OPERATIVE
<31> Thrust Reversers:.ALL OPERATIVE
<32> Air Conditioning:.....PACKS OFF
<33> Wind Shear:.................YES
<35> CDL Decrement (LB/%):
0/ 0.0
Message: Enter item number or function letter; press <Enter>.
COMMAND: _
E Execute
Q Quit
X Exit
TOInpt
Item Menu
<1>Airport Ident:
The 4-letter identifier as shown in the Jeppesen
Airway Manual; all domestic U.S. airport identifiers begin with the letter K. Airport name, elevation, city and state (or country) are automatically
extracted from the database and displayed as
shown. The airport identifier is followed on the
next line, by the departure ATIS frequency.
After selecting Airport Identifier, the prompt shown
below appears on the command line. Type the
desired response and press Enter.
To keep the airport unchanged from the current
selection, simply press Enter.
1> Airport Identifier: _
Any change in airport identifier initializes all data
and the user must re-enter the automatic input
items.
30 October 2002
To compute performance for off-line or charter airports, type CHRT for the airport identifier and press
Enter. If this mode is required, input data may be
available via GOC. If the charter airport has a departure restriction limiting a second segment climb turn
radius, FedEx Aircraft Engineering will include a
TURN RADIUS number (units are feet; e.g., 12,000)
for the CHRT takeoff input page. PERF will than limit
TOGW so that a 15 degree turn satisfies the turn radius restriction. If no TURN RADIUS data is furnished,
enter "0" (zero feet), for no restriction.
<2>Runway Number:
Designates the desired runway. Rwy Length (FT)
and Rwy Slope (%) display automatically.
After selecting Runway Number, the first line below appears on the command line. Press the arrow up or arrow down key to view available
selections until desired runway appears on the
command line and press Enter.
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MD-11/MD-10 FLIGHT MANUAL
GENERAL
2> Runway Number: ALL
2> Runway Number: 01L
2> Runway Number: 36R
If multiple notes exist for the selected runway
(e.g. intersections, turn procedures, ships/no
ships), a pop-up window appears listing the options. Press the arrow up or arrow down key until
the desired note code appears; press Enter. The
last position of the runway number item is reserved for the note code; the complete note text
appears on the input screen after selection.
Some airports with parallel runways may have an
additional runway selection option. The letter “G”
for Generic will follow the runway number. This
selection will calculate the most conservative
takeoff performance data for both parallel runways. This option provides one calculation for two
runways and alleviates the requirement for takeoff data recalculation with a last minute runway
change to a parallel runway.
NOTE
The first runway selection, ALL, instructs
t he s o f t wa r e t o c om p u t e ma x i m um
weights for all runways.
After selecting Temperature, the prompt shown
below appears on the command line. Type the
desired temperature and press Enter.
11> Temperature (followed by F or C):_
<12>Wind (Knots):
Current wind direction and speed (in knots) from
ATIS. Provisions for entry of reported gust condition are included. The default condition is zero
wind. Wind direction must be a multiple of 10 between 10 and 360.
After selecting Wind, the prompt shown below appears on the command line. Type the desired
winds and press Enter.
12> Wind Direction/Speed (/Gust, if reported): _
Separate inputs with a slash (/) or a comma (,).
Gust is assumed to be equal to steady state
speed if no entry.
PERF conservatively uses 50% of entered headwind and 150% of entered tailwind.
The prompt will next ask for selection of the wind
speed units. Press the arrow up or arrow down
key to view available selections until desired units
appear on the command line and press Enter.
12> Knots
Runway Safety Area - For new or newly lengthened runways, the end of the usable acceleratestop distance must not be closer than 1,000 feet
to the nearest non-frangible obstacle. The FAA
calls this 1,000' obstacle-free zone a Runway
Safety Area.
The available takeoff length displayed by the
PERF module is normally based on the lesser of:
•
Runway length (Jeppesen Airport Diagram).
•
Usable takeoff length (Jeppesen Additional
Runway Information table).
In some cases, the available takeoff length may
be based on the Runway Safety Area requirement. This length is not available on Jeppesen
pages. FedEx Performance Engineering annotates those runways with "RWY SAFETY AREA
IN EFFECT" in the PERF module (e.g., KLAS,
KSJC, KSDF, KCYS, KAFW, etc.)
<11>Temperature:
12> M/Sec
12> Km/Hr
<13>Altimeter:
Current altimeter from ATIS. Units of measurement, either inches of mercury or millibars, are
automatically defined.
After selecting Altimeter, the prompt shown below
appears on the command line. Type the desired
altimeter setting and press Enter.
13> Altimeter Setting (no decimal required): _
<14>FP/R LMTOGW:
Landing-limited Maximum Takeoff Gross Weight
(in thousands of pounds). This weight is computed by GOC and displayed on the FP/R. It is the
most limiting maximum landing weight at destination (based on forecasted weather) plus the predicted enroute fuel burn. After selecting FP/R
LMTOGW, the prompt shown below appears on
Current outside air temperature as reported on
ATIS, followed by an F for °F or C for °C.
5-0-2-10
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
the command line. Type the desired weight and
press Enter.
NOTE
On re-release flight plans, the LMTOGW
for the airport dispatched to, i.e. the released to airport, should be used for performance calculation.
GENERAL
After selecting Takeoff Power, the first line below
appears on the command line. Press the arrow
up or arrow down key to view available selections until desired takeoff power appears on the
command line and press Enter.
<16> Takeoff Power: .... STANDARD
<16> Takeoff Power: ..... MAXIMUM
17> Runway Condition:
14> Landing Limited Max TOGW (from FP/R): _
Weights may be entered in pounds (e.g. 123456),
thousands of pounds (e.g. 123) or thousands of
pounds to the nearest hundred (e.g. 123.5).
NOTE
This is the final required input for the all
runways mode.
Condition of runway surface.
NOTE
The Performance Computer may not provide MD-11 takeoff data for cluttered runways (water, slush, or snow) above
2,000' MSL until a future upgrade of
manufacturer's data. Contact Flight Standards and/or FedEx Aircraft EngineeringPerformance.
<15>Actual TOCG/TOGW:
Actual Takeoff Center-of-Gravity (in % MAC) and
Takeoff Gross Weight (in thousands of pounds).
These numbers are taken directly from the Weight
and Balance Manifest.
After selecting TOCG/TOGW, the prompt shown
below appears on the command line. Type the
percentage and weight response and press Enter.
15> Actual TOCG/TOGW (from Wt & Bal Manifest): _
Enter CG in percent, to the tenth if required (e.g.
25 or 25.8). Weights may be entered in pounds
(e.g. 123456), thousands of pounds (e.g. 123) or
thousands of pounds to the nearest hundred (e.g.
123.5). Separate TOCG and TOGW entries with
a slash (/) or a comma (,).
Upon selecting Runway Condition, the first line
below appears on the command line. Press the
arrow up or arrow down key to view available selections until correct runway condition appears on
the command line and press Enter.
17> Runway Condition:.......DRY/DAMP
17> Runway Condition:.......WET
17> Runway Condition:.......1/4” CLUTTER
17> Runway Condition:.......THIN CLUTTER
17> Runway Condition:.......1/2” CLUTTER
17> Runway Condition:.......ICY
17> Runway Condition:.......0-1” DRY SNOW
17> Runway Condition:.......1-2” DRY SNOW
NOTE
17> Runway Condition:.......2-3” DRY SNOW
This is the final required input for the
single runway mode.
17> Runway Condition:.......3-4” DRY SNOW
17> Runway Condition:.......PACKED SNOW
DRY/DAMP
<16>Takeoff Power:
Takeoff thrust configuration. Program defaults to
STANDARD, but automatically reverts to MAXIMUM if required to meet runway performance requirements or if conditions prohibit the use of
STANDARD thrust. In this situation, the output
page will indicate maximum thrust but the input
page will still indicate a standard thrust preference.
30 October 2002
More than 75% of the runway surface is dry or
has insufficient moisture to cause it to appear reflective.
WET
More than 25% of the runway surface is covered
with sufficient moisture to appear reflective, but
there are no significant areas of standing water.
Treated runways (i.e. grooved, etc.) should never
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-11
MD-11/MD-10 FLIGHT MANUAL
GENERAL
have significant areas of standing water. The single runway TAKEOFF PERFORMANCE OUTPUT screen will indicate if “treated” WET
performance is used by showing “WET-TREATED” next to the runway number.
1/4” CLUTTER
More than 25% of the runway surface is covered
with standing water, slush or wet snow up to (and
including) a 1/4 inch depth.
Temporary Runway Shortening due to partial closure or threshold relocation as specified by current airport NOTAMS.
After selecting Shortening, the prompt shown below appears on the command line. Type the
amount of shortening at brake release (or threshold) given in the NOTAM and press Enter. If the
shortening is at the liftoff end only, type 0 Enter or
simply Enter.
19> Shortening at Brake Release End: _
THIN CLUTTER
More than 25% of the runway surface is covered
with standing water, slush or wet snow up to (and
including) a 1/4 inch depth.
1/2” CLUTTER
More than 25% of the runway surface is covered
with standing water, slush or wet snow greater
than 1/4 inch depth up to (and including) 1/2 inch
depth. Operation at a greater clutter depth is prohibited.
ICY
More than 25% of runway surface is covered with
ice of any depth, including ice that is reported as
thin.
0-1” DRY SNOW
More than 25% of the runway surface is covered
with dry snow up to (and including) 1 inch depth,
including dry snow that is reported as thin.
1-2” DRY SNOW
More than 25% of the runway surface is covered
with dry snow greater than 1 inch up to (and including) 2 inch depth.
2-3” DRY SNOW
After entering the amount of shortening at brake
release, the prompt shown below appears on the
command line. Type the amount of shortening at
liftoff end (or opposite runway threshold) given in
the NOTAM and press Enter. If the shortening is
at the brake release end only, type 0 Enter or simply Enter.
19> Shortening at Liftoff End: _
After entering the amount of shortening at liftoff,
the first line of the list below appears on the command line. Press the arrow up or arrow down key
to view selections (either Feet or Meters) until desired unit type appears on the command line and
press Enter.
19>> FT
19>> M
NOTE
In the ALL runways mode, another selection is presented to allow a choice of runway number to which the shortening is
applied. Press the arrow up or arrow
down key to view available selections until desired runway appears on the command line and press Enter.
More than 25% of the runway surface is covered
with dry snow greater than 2 inches up to (and including) 3 inch depth.
19>> 01L
3-4” DRY SNOW
19>> 36R
More than 25% of the runway surface is covered
with dry snow greater than 3 inches up to (and including) 4 inch depth. Operation at a greater dry
snow depth is prohibited.
PACKED SNOW
More than 25% of the runway surface is covered
with packed snow of any depth, including packed
that is reported as thin.
<20>Obstacle:
Height and distance of temporary obstacle (in
feet AGL) measured from lift-off end of runway. If
a temporary obstacle exists within the departure
area of a particular runway, Operations Engineering will issue a FLYSAFE NOTAM specifying obstacle height and distance for the affected runway.
<19>Shortening:
5-0-2-12
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
NOTE
If runway was shortened, at liftoff end, by
use of item <19>, obstacle clearance is
ensured due to obstacle requiring shortened runway. There is no requirement to
enter both shortening and an obstacle.
GENERAL
After selecting Anti-skid, the first line of the list below appears on the command line. Press the arrow up or arrow down key to view available
selections until correct configuration appears on
the command line and press Enter.
22> Anti-Skid:.......NORMAL
22> Anti-Skid:.......INOPERATIVE
After selecting Obstacle, the prompt shown below
appears on the command line. Type the obstacle
height and distance and press Enter.
20> Temporary Obstacle Height/Distance: _
Separate entries with a slash (/) or a comma (,).
NOTE
In the ALL runways mode, the obstacle
item converts to an additional shortening
item for selection of another runway.
<23>Brakes:
Condition of brakes.
After selecting Brakes, the first line of the list below appears on the command line. Press the arrow up or arrow down key to view available
selections until correct configuration appears on
the command line and press Enter.
23> Brakes:.......ALL OPERATIVE
23> Brakes:.......ONE WHEEL BRAKE INOP
<24>APU:
Status of auxiliary power unit.
<21>Anti-Ice:
Configuration of the anti-ice bleeds.
After selecting Anti-ice, the first line of the list below appears on the command line. Press the arrow up or arrow down key to view available
selections until correct configuration appears in
the command line and press Enter.
21> Anti-Ice:.......OFF
21> Anti-Ice:.......ENGINE ON
21> Anti-Ice:.......ENGINE & AIRFRAME ON
(MD-11)
21> Anti-Ice:.......ENGINE & WING ON (MD-10)
21> Anti-Ice:.......ENG VALVE FAILED OPEN
21> Anti-Ice:.......WNG VALVE FAILED OPEN
21> Anti-Ice:.......E&W VALVES FAILED OPEN
After selecting APU, the first line below appears
on the command line. Press the arrow up or arrow down key to view available selections until
correct configuration appears on the command
line and press Enter.
24> APU:.......OFF
24> APU:.......ON
OPEN
-OR-
DOORS
SECURED
<25>Landing Gear: (MD-11/MD-10-30)
Configuration of the landing gear.
After selecting Landing Gear, the first line below
appears on the command line. Press the arrow
up or arrow down key to view available selections until correct configuration appears on the
command line and press Enter.
25> Landing Gear:.......NORMAL
NOTE
If icing conditions are expected prior to
reaching 1500 feet AGL, takeoff performance should be calculated with anti-ice
on. PERF takes this into account when
calculating climb performance during the
takeoff phase.
<22>Anti-Skid:
Condition of the anti-skid system.
30 October 2002
25> Landing Gear:.......CENTER RETRACTED
<26>Auto Spoilers:
Status of automatic spoilers.
After selecting Auto Spoilers, the first line below
appears on the command line. Press the arrow
up or arrow down key to view available selections until correct configuration appears on the
command line and press Enter.
26> Auto Spoilers:.......OPERATIVE
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-13
MD-11/MD-10 FLIGHT MANUAL
GENERAL
26> Auto Spoilers:.......INOPERATIVE
<27>Idle Control (MD-11):
Status of the engine idle control system.
After selecting Idle Control, the first line below appears on the command line. Press the arrow up
or arrow down key to view available selections
until correct configuration appears on the command line and press Enter.
27> Idle Control:.......OPERATIVE
27> Idle Control:.......INOPERATIVE
Status of Thrust Reversers.
After selecting thrust reverserss, the first line below appears on the command line. Press the arrow up or arrow down key to view the available
selections until correct configuration appears on
the command line and press Enter.
31> Thrust Reversers:.......ALL OPERATIVE
31> Thrust Reversers:.......ONE INOP
<32>AIR CONDITIONING
Status of Air Conditioning System
<28>FADEC (MD-11):
Condition of the FADEC system.
After selecting FADEC, the first line below appears on the command line. Press the arrow up
or arrow down key to view available selections until correct configuration appears on the command
line and press Enter.
28> FADEC:.......NORMAL MODE
28> FADEC:.......ALTERNATE MODE
<29>Deflected Ailerons (MD-11):
Condition of the deflected ailerons.
After selecting Deflected Ailerons, the first line below appears on the command line. Press the arrow up or arrow down key to view available
selections until correct configuration appears on
the command line and press Enter.
29> Deflected Ailerons:....... OPERATIVE
29> Deflected Ailerons:.......INOPERATIVE
<30>Fuel Dump System:
Status of Fuel Dump system.
After selecting Fuel Dump System, the first line
below appears on the command line. Press the
arrow up or arrow down key to view available selections until correct configuration appears on the
command line and press Enter.
30> Fuel Dump System::.......OPERATIVE
30> Fuel Dump System::.......INOPERATIVE
NOTE
With fuel dump inoperative, PERF will
check the approach climb limits for the
departure airport and restrict TOGW, if
necessary, to comply with these limits.
5-0-2-14
<31>Thrust Reversers
After selecting air conditioning, the first line below
appears on the command line. Press the arrow
up or arrow down key to view the available selections until correct configuration appears on the
command line and press Enter.
32> AIR CONDITIONING:.......PACKS OFF
32> AIR CONDITIONING:.......PACKS ON
<33>Windshear
Possibility of Windshear on takeoff.
After selecting Windshear, the first line below appears on the command line. Press the arrow up
or arrow down key to view the available selections until correct configuration appears on the
command line and press Enter.
NOTE
If windshear - Yes is selected, the program will calculate V 1MAX and will provide the performance limiting V R in
brackets (< >) to the right of the actual
weight Vr on the Output Screen.
33> Windshear:.......NO
33> Windshear:.......YES
<35>CDL Decrement (LB/%)
Performance decrements in pounds and percent
from the Configuration Deviations List (CDL). After selecting CDL Decrements, a screen appears
displaying all of the performance-related CDL
items. Each item contains the ATA number, a
short description, the number installed and the allowable number missing. The number missing initializes to zero. Select the appropriate item(s) by
typing the adjacent number and pressing Enter.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
The following prompt appears on the command
line.
screens are available: single runway and ALL runways.
> Number Missing: _
Input conditions repeat on the top portion of both
screens. Always verify these conditions reflect those
input conditions. Takeoff Performance Restrictions
are displayed on the top right portion of the output
screen and will flash.
Type the correct number missing, and press Enter. Repeat this step as necessary. After inputs
are complete, type I and press Enter to return to
the previous screen. If you wish to cancel all inputs made up to this point, type C and press Enter. The display reverts to the previous screen.
NOTE
Refer to the MEL for additional CDL details.
Single Runway Output
One key value on this screen is the OPERATIONAL
MTOGW. The limit codes associated with this field
are:
•
STRUC:.......Structural Limit
Fuction Menu
•
LMTGW:.......LMTOGW Limit
The function menu for this screen contains:
•
RUNWY:.......Runway Limit
E Execute
•
CLIMB:.......Second Segment Climb Limit
Initiates the calculation of takeoff performance.
The first software function is to save all of the input values for possible recalculation or recall.
•
BRAKE:.......Brake Energy Limit
•
TIRES:.......Tire Speed Limit
Initiates a complete check of the input parameters, both individually and collectively.
•
OBSTL:.......Obstacle Clearance Limit
•
VMCG:.......Minimum Control Speed Limit
If an out of range or non-certified set of inputs is
detected, a flashing error message displays. Accomplish corrective action (e.g. item modification)
prior to re-execution of the module. Successful
execution produces the Takeoff Performance Output screen.
Q Quit
Quits the current module and rewturns to the
Module Menu.
The single runway output screen is displayed below.
Output data is in the middle section of the screen.
The output format mirrors the FMS Takeoff page to
minimize transfer errors.
NOTE
The single runway output screen will not
display unless takeoff capability exists for
the TOGW and input conditions entered.
X Exit
Terminates the program and returns to the Configuration Menu.
R Rwy Cond Info
Shows the configuration-specific runway condition definitions.
Takeoff Performance Output Screen
The Takeoff Performance Output screen displays the
values computed from the Data input into the Takeoff
Performance module. This screen contains the performance parameters necessary for takeoff dispatch.
The output screen automatically displays after the Execute command is enacted (from the input screen),
unless input errors are detected. Two different output
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-15
GENERAL
MD-11/MD-10 FLIGHT MANUAL
MD-11/CF6-80C2D1F (N601FE) TAKEOFF PERFORMANCE OUTPUT
KMEM
18R*
DRY/DAMP
Apt Elevation: ..... 335
Rwy Length: ....... 8319
Shortening: .......
0
Obst (H/D):
0/ 0.0
1L
2L
3L
4L
5L
6L
*) INTERSECTION "M-6"
TAKEOFF KMEM RW18R
FLEX
TOCG/TOGW
THRUST
N/A
22.5/550.0
LIMITS>
PACKS
N1
SLOPE/WIND
OFF
111.5
+ 0.3/+ 05
FLAP
STAB
OAT
25.0¡
+8.1
28¡C
V1
VFR
CLB THRUST
146
178
1835
VR
VSR/V3
ACCEL
160 <160> 238
3335
V2
VCL
EO ACCEL
168
268
1135
1R
Wind Shear
WIND [ 5H/ 9X]: 120/10
OAT (¡C/¡F): .... 28/82
ALTIMETER (" Hg): 29.92
2R
OPERATIONAL MTOGW
552.1 (RUNWY)
2
JSR + 500 LBF
3R
4R
STOP MARGIN (FT):
0
DUMP: 481.5 STRUC 12 MINS
5R
6R
Message: Enter function letter from menu below; press <Enter>.
COMMAND: _
Q Quit
X Exit
G Gadient
I Input Screen
TOOut1
Special Output Considerations
The majority of parameters on the Takeoff Performance Output screen, such as takeoff V-Speeds, are
self-explanatory. There are, however, a few output
parameters for which a detailed explanation of PERF
function is necessary.
RWY SAFETY AREA IN EFFECT displays when the
available runway for takeoff is shortened (as much as
1,000') for takeoff performance calculation due to infrangible obstacles present in the first 1,000' after the
departure end.
FLAPS
The PERF determines the maximum flap setting,
consistent with the actual takeoff weight and the
runway used. This ensures that the takeoff
speeds are minimized and the performance margins are maximized. A change in takeoff runway or takeoff weight always requires that the
5-0-2-16
PERF be re- executed to determine flap setting and V-Speeds.
Takeoff Power
The PERF provides performance data for takeoff
at Standard Power unless:
•
Maximum Power was selected in item <16>
on the Takeoff Performance Input screen.
•
Actual takeoff weight is close enough to the
limit weight that Standard Power is not available.
•
Input conditions prohibit the use of Standard
Power (e.g. MEL item selected, runway clutter, etc.).
If Maximum Power was not specifically selected
and all other conditions for Standard Power are
satisfied, the Takeoff Performance Output screen
displays Standard Power and Flex Temperature.
The takeoff speeds are based on Flex tempera-
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
ture, but are valid for Standard and Maximum
Power takeoff.
If Maximum Power was selected, or if conditions
require the use of Maximum Power, Flex Temperature shows “N/A”, and takeoff speeds are based
on the actual OAT.
PW - If PERF is unable to calculate safe takeoff
data using the default thrust rating 60K, it uses
62K. If 62K allows takeoff, takeoff data appear
and a flashing remark displays SELECT 62K AUTOTHRUST LIMITS.
STOP MARGIN (FT): Stopping Margin is the
amount of runway remaining after the airplane
stops following a rejected takeoff at V1. It is predicated on starting the takeoff roll at the end of the
runway with takeoff power set by 80 Kts. Thrust
Reversers are not taken into account. Stopping
Margin, based on the FAA approved acceleratestop distance, is a measure of the excess performance capability available and is an additional
guide in choosing Standard Takeoff Power.
NOTE
At stopping margins less than 3000 feet
the program calculates V 1MIN . At 3000
foot stop margin, the V 1 provided is between V 1MIN and V 1MAX . At stopping
margins greater than 3000 feet, V1MAX is
provided.
GENERAL
PERF, it may be possible to take off at a higher
gross weight. To determine this, re-enter the
takeoff performance input screen, input the higher takeoff gross weight and re-execute.
X JS + XXX LBF means that the takeoff performance was calculated for an additional weight of
X added Jumpseaters and XXX pounds of Late
Bulk Freight. X can be a maximum of 2 and XXX
a maximum 500. Always check the weight and
balance manifest in conjunction with this part of
the PERF prior to accepting additional jumpseaters or LBF.
DUMP Fuel dump time (given in “MINS”) for the
departure airport is displayed on the PERF Takeoff Performance Output Screen. Dump time can
be limited by the aircraft Structural Landing
Weight or the Approach Climb Limit Weight.
STRUC or
AppCL
DUMP
Example 1
424.0
8 minutes
Example 2
336.4
3 minutes
NOTE
Operating near MZFW, the aircraft may
not be able to dump fuel below the maximum landing weight. The APLC does not
know the actual ZFW and calculates
dump to the aircraft structural limits.
NON-STD EO ACCEL HT
Obstacle clearance requirements may cause the
engine-out accelerate/clean-up height to be higher than standard (800 FT). The PERF displays
the NON-STD EO ACCEL HT message in this
case.
OPERATIONAL MTOGW
The Operational Maximum Takeoff Gross Weight
is the lower of performance-limited takeoff weight
and landing weight-limited maximum takeoff
weight (LMTOGW, from the FP/R). Since the performance-limited takeoff weight is valid only for
the conditions entered, the OPERATIONAL
MTOGW may not represent the highest weight
capability for a particular flight. Re-entering the
takeoff performance with a more favorable set of
parameters (e.g. different runway, different ATIS,
etc.) may yield a higher Operational MTOGW. Also, since the MTOGW is based on the FLEX temperature if standard power was used by the
30 October 2002
MAXIMUM ZFW = XXX.X LB (Magenta) The
PERF may display a MAX ZFW on the Takeoff
Perfformance Output screen that is more restrictive then the STRUCTURAL MAX ZFW. This is a
limitation and may not be exceeded by the actual
ZFW presented on the final Weight and balance
manifest. If the actual ZFW from the W&B manifest exceeds the (magenta) MAXIMUM ZFW on
the Takeoff Perfformance Output screen, then the
payload must be reduced.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-17
MD-11/MD-10 FLIGHT MANUAL
GENERAL
TAKEOFF PERFORMANCE OUTPUT
SCREEN - CLIMB GRADIENT
MD-11/CF6-80C2D1F (N612FE) TAKEOFF PERFORMANCE OUTPUT
ESTIMATED ALL-ENGINE CLIMB GRADIENTS
REQUIRED
ALTITUDE (MSL)
4000 FT
5000 FT
6000 FT
7000 FT
8000 FT
9000 FT
10000 FT
11000 FT
12000 FT
13000 FT
14000 FT
15000 FT
FT/NM
455
439
419
422
419
416
412
377
356
343
329
315
ECON CLB
PCT
7.49
7.22
6.9
6.94
6.9
6.84
6.77
6.21
5.86
5.64
5.41
5.19
EDIT CLB (265 KTS)
NM
FT/NM
PCT
8.8
455
7.49
11.4
439
7.22
13.8
434
7.15
16.0
437
7.19
18.4
435
7.16
20.9
431
7.1
23.4
427
7.03
26.1
422
6.94
28.9
415
6.83
31.9
407
6.69
35.3
397
6.54
38.8
387
6.37
NM
8.8
11.4
14.3
16.6
19.1
21.6
24.3
29.2
33.7
37.9
42.6
47.6
The estimated All-Engine gradients shown above are based on NO WIND.
For EDIT CLB gradients, edit speed prior to takeoff.
Message:
COMMAND:
Enter function letter from menu below:
I Input Screen
Q Quit
press
<Enter>.
X Exit
ClbGrd
Climb Gradient Output
Some published departures contain altitude (vertical)
restrictions; the pilot must assure the aircraft can comply before takeoff.
Vertical departure restrictions may be:
•
•
specific altitude - a mandatory or minimum
specific crossing altitude at a waypoint a certain distance from takeoff, or
gradient - a minimum climb gradient from
takeoff to a specified altitude (expressed as
Ft/NM or as percent).
The Performance Computer uses Takeoff Input data
to calculate predicted climb performance. The Climb
Gradient Output screen gives climb gradients for FMS
ECON climb speed and for an EDIT climb speed.
•
FMS ECON speed is the optimum fuel conservation speed, the normal FMS default.
•
The climb performance is expressed in two formats for
climb gradient:
•
Ft/NM = vertical feet flown per horizontal NM
air distance flown.
•
Percent = vertical distance climbed per horizontal distance flown.
If the departure restriction is a specific altitude to attain at a certain distance, use the gradient data to calculate the aircraft’s predicted distance to the altitude.
To find the actual NM required to the restriction altitude, divide the restricted altitude by the associated
Ft/NM. NM = altitude / Ft/NM.
Access the Climb Gradient screen from the Takeoff
Output screen. Use the Gradient screen as follows:
•
5-0-2-18
EDIT climb speed is an optimum climb performance speed, equal to Slats Retract speed
plus ten knots. (EDIT = SR + 10).
Enter the Required Altitude column at the specific departure restriction altitude.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
•
NOTE
If the specified altitude is not listed, enter
at the next highest altitude for a conservative approach.
•
•
Move right to the ECON or EDIT column to
read the aircraft’s predicted climb gradient
performance to that altitude.
Compare predicted climb gradient to published departure restriction gradient.
The Performance Computer Climb Gradient module
makes the following assumptions:
•
No wind.
•
All engines operate.
•
Takeoff Power and flap settings agree with
the Performance Computer Takeoff Input
page.
GENERAL
Acceleration portions of the climb are conducted according to the FMS PROFile guidance. Use PROF. Monitor AUTOFLIGHT or
manually follow FD guidance.
See Ch 7 for FedEx Departure Restriction procedures
using Performance Computer or FMS for aircraft climb
prediction.
All Runways Output
The All runways output screen is displayed below.
Output data is on the middle section of the screen listed by runway in order of decreasing maximum weight
capability.
If takeoff is not allowed under the input conditions for
a particular runway, “N/A” appears in the WTLIM column. If performance was computed for more than 12
runways, press the arrow up or arrow down key to
view additional data.
MD-11/CF6-80C2D1F (N601FE) TAKEOFF PERFORMANCE OUTPUT
KMEM
DRY/DAMP
MEMPHIS INTERNATIONAL
Apt Elevation (FT):
335
Wind: .............020/10
OAT (¡C/¡F): ..... 28/82
RWY LENGTH
WTLIM
FLAP
18R
9319 582.5 RUNWY 25.0
18L
9000 579.4 RUNWY 25.0
09
8936 574.1 RUNWY 25.0
36L
9319 568.2 RUNWY 25.0
36R
9000 555.0 RUNWY 25.0
18R* 8319 552.1 RUNWY 25.0
18C
8400 546.9 RUNWY 25.0
36C
8400 543.3 RUNWY 25.0
27
8936 541.2 RUNWY 25.0
Maximum OAT (¡F):
122
Press. Alt (FT):
335
Shortening: ....
0
Shortening: ....
0
Takeoff Power: .. MAXIMUM
WIND
5H/ 9X
5H/ 9X
9H/ 5X
5T/ 9X
5T/ 9X
5H/ 9X
5H/ 9X
5T/ 9X
9T/ 5X
Wind Shear
NOTES
*) INTERSECTION "M-6"
Message: Enter function letter from menu below; press <Enter>.
COMMAND: _
Q Quit
X Exit
G Gadient
I Input Screen
TOOut2
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-19
GENERAL
MD-11/MD-10 FLIGHT MANUAL
Function Menu
The function menu for this screen contains:
I Input Screen
Returns the user to the Takeoff Performance Input screen.
Q Quit
Quits the current module and returns to the Module Menu.
X Exit
INFLIGHT LANDING PERFORMANCE
MODULE
The Inflight Landing Performance module enables the
user to rapidly compute landing performance based
on current conditions. The outputs from this module
are based on auto-braking data from the FAA approved AFM.
After selecting Inflight Landing Performance from the
Module Menu, the following prompt appears on the
command line:
2> Airport Identifier or <R>ecall: _
Terminates the program and returns to the Configuration Menu.
Type the desired airport identifier and press Enter or
type R and press Enter to recall the inputs from the
previous execution or this module. If the requested
airport identifier is not in the database, a flashing error message appears. The airport identifier is followed on the next line by the arrival ATIS frequency.
Inflight Landing Performance Input Screen
The Inflight Landing Performance Input screen allows input of configuration and condition data for
computation of landing distance based on predicted
landing weight.
If an airport identifier was entered during the previous
Module Menu prompt, all the inputs required must be
completed in the order requested. If the module is entered through recall function, all inputs initialize to the
last execution.
After the required inputs are entered (immediately using Recall) data items may be modified by typing the
item number of the desired parameter and pressing
Enter. Respond to the instructions on the message
and command lines to select and enter data.
5-0-2-20
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
MD-11/CF6-80C2D1F INFLIGHT LANDING PERFORMANCE INPUT
<1> Airport Ident: KMEM
Arrv Info: 127.75
Runway Number: N/A
MEMPHIS INTERNATIONAL
Apt Elevation (FT):
335
Rwy Length (FT):
N/A
<11> Temperature (¡C): ...... 28
<12> Wind (KNOTS): ....... 120/10
<13> Altimeter (" Hg): .... 29.92
<14> Estimated LGW: ....... 481.5
<16> Landing Flaps: ......... 50
<17> Rwy Condition: ......... DRY
NOTAM / TEMPORARY
<19> Shortening: ......
0/
0
<20> Shortening: ......
0/
0
MEMPHIS
TENNESSEE
Rwy Slope (%):
N/A
<21> Anti-Ice: ................. OFF
<22> Anti-Skid: ............. NORMAL
<23> Brakes: ......... ALL OPERATIVE
<24> APU: ...................... OFF
<25> Landing Gear: .......... NORMAL
<26> Auto Spoilers: ...... OPERATIVE
<27> Idle Control: ....... OPERATIVE
<28> FADEC: ............ NORMAL MODE
<29> Deflected Ailerons: . OPERATIVE
<30> Fuel Dump System: ... OPERATIVE
<31> Thrust Reversers: ALL OPERATIVE
<35>
CDL Decrement (LB/%):
0/0.0
Message: Enter item number or function letter; press <Enter>.
COMMAND: _
E Execute
Q Quit
X Exit
LndgIpt
Item Menu
The Inflight Landing Performance Input screen is similar to the Takeoff Performance Input screen. Only differences are covered in this section. Refer to the
Takeoff Performance Input screen, Menu section.
Runway Number/Length/Slope:
Deactivates and defaults to N/A. Data are calculated for each runway
<14>Estimated LGW (replaces FP/R LMTOGW)
Estimated landing gross weight (in thousands of
pounds).
After selecting Estimated LGW, the prompt shown
below appears on the command line. Type the
desired response and press Enter.
14> Estimated Landing Gross Weight: _
Weights may be entered in pounds (e.g.. 123456),
thousands of pounds (e.g.. 123) or thousands of
pounds to the nearest hundred (e.g. 123.5).
Actual TOCG/TOGW:
Item is deleted.
<16>Landing Flaps (replaces Takeoff Power)
Configuration of landing flaps.
After selecting Landing Flaps, the first line below
appears on the command line. Press the arrow
up or arrow down key to view available selections
until correct configuration appears on the command line and press Enter.
16> Landing Flaps: .......... 35
16> Landing Flaps: .......... 50
<17>Rwy Condition (options are modified)
Runway condition/visibility.
30 October 2002
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5-0-2-21
MD-11/MD-10 FLIGHT MANUAL
GENERAL
After selecting Rwy Condition, the first line below
appears on the command line. Press the arrow
up or arrow down key to view available selections until correct runway condition appears on the
command line and press Enter.
17> Rwy Condition:.......DRY
17> Rwy Condition:.......WET
17> Rwy Condition:.......DRY/RVR<4000
17> Rwy Condition:.......WET/RVR<4000
If a runway condition with RVR less than 4000 is
selected, the runway lengths available are
checked internally to ensure compliance with the
Operations Specification requirements. RVR less
than 4000 will only affect the availability of a particular runway, but not the stopping distance
shown.
<19> Shortening
<20> Shortening
Two runway shortening items are available.
NOTE
To compute performance for airports not
in the data base (Off-line or Charter Airports) enter CHRT for the airport identifier. If this mode is required, input data
must be obtained from GOC.
X Exit
Terminates the program and returns to the Configuration Menu.
Inflight Landing Performance Output Screen
The Inflight Landing Performance Output screen displays the performance parameters necessary to determine landing distance. The output screen displays
after the Execute command is enacted (from the input screen), unless input errors are detected.
The output screen is displayed below. Input conditions are repeated on the top portion of the screen.
Verify these conditions accurately reflect input data.
Any abnormal conditions are displayed on the top right
portion of the output screen and will flash.
Output data displays on the middle section of the
screen. Runways are displayed in numerical order,
with approximate landing distance for minimum, medium and maximum braking shown for each. If the landing distance exceeds the runway length for a given
runway, the landing distance is enclosed in chevrons
(e.g. < 7,500 >). If landing is not allowed with maximum braking for a given runway, RWY NOT USABLE
will appear in place of landing distance.
If the landing gross weight entered exceeds the maximum certified landing weight, a flashing message
OVWT will appear on the output screen. If performance was computed for more than 10 runways,
press the arrow up or arrow down key to view additional data.
Function Menu
The function menu for this screen contains:
E Execute
Initiates the calculation of Inflight Landing performance. The first software function is to save all of
the input values for possible recalculation or recall.
Initiates a complete check of the input parameters, both individually and collectively.
If an out of range or non-certified set of inputs is
detected, a flashing error message displays on
the message line. Accomplish corrective action
(e.g. item modification) prior to re-execution of the
module. Successful execution produces the Inflight Landing Performance Output screen.
Q Quit
Quits the current module and returns to the Module Menu.
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Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
MD-11/CF6-80C2D1F (N601FE) INFLIGHT LANDING PERFORMANCE OUTPUT
KMEM
DRY/RVR<4K
MEMPHIS INTERNATIONAL
Apt Elevation (FT):
335
Wind: ............ 120/10
OAT (˚C/˚F): ..... 28/82
Maximum OAT (˚F): 122
Press. Alt (FT):
335
Shortening: ....
0
Shortening: ....
0
Landing Flaps: ..
50
CLEAN MIN: . 252
SLAT EXT: .. 204
FLAP 15˚: .. 195
FLAP 28˚: .. 189
VAPP: ...... 161
VREF: ...... 156
RWY
NUM
RUNWAY
LENGTH
WIND
APPROXIMATE LANDING DISTANCE
MIN BRKG
MED BRKG
MAX BRKG
B-09
B-18C
B-18L
B-18R
B-27
B-36C
B-36L
B-36R
7812
8400
8869
9319
8686
7964
9019
9000
9H/ 5X
5H/ 9X
5H/ 9X
5H/ 9X
9T/ 5X
5T/ 9X
5T/ 9X
5T/ 9X
7660
7660
7660
7660
8490
<<8330>>
8150
8010
LANDING
GROSS WEIGHT
481.5
GO-AROUND N1
110.7
6580
6580
6580
6580
7240
7080
6960
6860
5430
5430
5430
5430
5920
5780
5710
5660
B - REQD BLOCK TIME (MIN) : 45
Message: Enter function letter from menu below; press <Enter>.
COMMAND: _
I Input Screen
Q Quit
X Exit
LOut
Special Output Considerations
PERF COMPUTER MIN MANEUVERING, VAPP,
AND VREF SPEEDS
Inflight Landing Performance Output Screen MIN
Maneuvering (CLEAN MIN, SLAT EXT, FLAP 15°,
FLAP 28°) Speeds are based on 1.5 VS. These
speeds are higher than corresponding FMS
speeds which are based on 1.3 VS. The PERF
Computer speeds are provided for the scenario of
a dual FMS failure to ensure buffet margins during turns.
PERF Computer VREF is 1.3 VS and PERF Computer VAPP is VREF + 5 KIAS.
FLASHING VAPP
A flashing VAPP signifies that winds for at least
one runway exceed either crosswind or tailwind
operational limits. Out-of-Wind-Limits runways
are designated by a “+” next to the Out-of-Limits
wind component for that runway. Wind compo30 October 2002
nents shown are the maximum allowable and calculated landing distances use the wind
component limits shown on the screen.
APPROXIMATE LANDING DISTANCE
The approximate landing distance based on autobrakes is provided for Minimum, Medium and
Maximum braking .
Landing distance is predicated on crossing threshold at 50 feet at VREF + 5 and touching down at
1500 feet at VREF - 4 KIAS, and deploying ground
spoilers immediately after touchdown.
The landing distance value provided includes
1500 feet of air run distance. That is, if the landing distance shown is 6500 feet, it means you
touch down at 1500 feet and require an additional
5000 feet to stop, for a total of 6500 feet landing
distance.
RUNWAY LENGTH
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-23
GENERAL
MD-11/MD-10 FLIGHT MANUAL
The shorter of three lengths which may be presented in the Jeppesen Airways Manual: the actual runway length, the landing beyond threshold
length and the landing beyond glideslope length
(+1000 feet).
X Exit
Terminates the program and returns to the Configuration Menu.
DISPATCH LANDING MODULE
MIN BRKG
Minimum Braking assumes a constant deceleration rate. If this rate is achieved through aerodynamic braking and reverse thrust, little or no
braking occurs. If thrust reversers are not used,
more braking is required to achieve this rate.
MED BRKG
The Dispatch Landing Performance module enables
the user to rapidly compute FAA certified landing performance based on forecast conditions. The outputs
from this module accurately reflect the data contained
in the FAA approved AFM. This module is used by
GOC to develop the LMTOGW on the FP/R and the
Takeoff Performance Input screen.
Medium braking on a dry runway assumes a constant deceleration rate and the same deceleration components as minimum braking apply.
Medium braking distances on a wet runway assume no reverse thrust.
After selecting Dispatch Landing Performance from
the Module Menu, the following prompt appears on
the command line:
MAX BRKG
Type the desired airport identifier and press Enter or
type R and press Enter to recall the inputs from the
previous execution or this module. If the airport identifier is not in the database, a flashing error message
appears.
Maximum braking assumes a constant deceleration level achieved with full anti-skid braking without the use of thrust reversers.
3> Airport Identifier or <R>ecall: _
BRAKING ACTION REQUIREMENT
When a runway is other than dry and the crosswind for that runway exceeds 10 Kts., a note will
appear in the bottom right portion of the screen
stating “Reqd Braking Action: FAIR” meaning that
reported braking should be fair or better.
MINIMUM QUICK TURNAROUND TIME
When a specific combination of OAT, Pressure Altitiude, Winds and Runway Slope is encountered
for a given runway, the aircraft is required to remain in the blocks for a minimum turnaround time.
When these conditions are experienced, a "B" is
shown next to the affected runway and a note appears in the lower portion of the screen stating "BReqd Block Time (Min): xx”.
Function Menu
The function menu for this screen contains
I Input Screen
Returns the user to the Inflight Landing Performance Input screen.
Q Quit
Quits the current module and returns to the Module Menu.
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Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
Dispatch Landing Performance Input Screen
The Dispatch Landing Performance Input screen allows the user to input configuration and condition
data for computation of FAA certified landing performance.
If an airport identifier was entered in the previous
Menu prompt, the software automatically transitions to
the required inputs. These inputs must be completed
GENERAL
in the order requested. If Recall was selected, input
items initialize to the last group executed.
After the required inputs are entered (immediately if
Recall selected), data may be modified by typing the
item number adjacent to the desired parameter and
pressing Enter. Respond to the message instructions
and command lines to select and enter data.
Dispath Landing Perfomance Input Screen
MD-11/CF6-80C2D1F DISPATCH LANDING PERFORMANCE INPUT
<1> Airport Ident: KMEM
Runway Number: ALL
MEMPHIS INTERNATIONAL
Apt Elevation (FT):
335
Rwy Length (FT):
N/A
<11> Temperature (¡C): ...... 28
<12> Wind (KNOTS): ...... 120/10
<13> Altimeter (" Hg): .... 29.92
Estimated LGW: .......
MAX
<15> Enroute Icing: .......... NO
<16> Landing Flaps: .......... 50
<17> Runway Condition: ..... DRY
NOTAM / TEMPORARY
<19> Shortening: ......
0/
0
<20> Shortening: ......
0/
0
MEMPHIS
TENNESSEE
Rwy Slope (%):
N/A
<21> Anti-Ice: ................. OFF
<22> Anti-Skid: ............. NORMAL
<23> Brakes: ......... ALL OPERATIVE
<24> APU: ...................... OFF
<25> Landing Gear: .......... NORMAL
<26> Auto Spoilers: ...... OPERATIVE
<27> Idle Control: ....... OPERATIVE
<28> FADEC: ............ NORMAL MODE
<29> Deflected Ailerons: . OPERATIVE
<30> Fuel Dump System: ... OPERATIVE
<31> Thrust Reversers: ALL OPERATIVE
<35> CDL Decrement (LB/%):
0/ 0.0
Message: Enter item number function letter; press <Enter>.
COMMAND: _
E Execute
Q Quit
X Exit
DLIpt
30 October 2002
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5-0-2-25
MD-11/MD-10 FLIGHT MANUAL
GENERAL
NOTE
Item Menu
The Dispatch Landing Performance Input screen is
similar to the Takeoff Performance Input screen. Only
differences are covered in this section. Refer to the
Takeoff Performance Input screen Menu section.
Runway Number
To compute performance for airports not
in the Data Base (Off-line or Charter Airports), enter CHRT for the airport identifier. If this mode is required, input data
must be obtained from GOC.
Deactivates and defaults to ALL (Length and Slope to
N/A).
Function Menu
Estimated LGW
The function menu for this screen contains:
Replaces FP/R LMTOGW and defaults to MAX.
E Execute
<15>Enroute Icing: (replaces Actual TOCG/TOGW)
Anticipated icing enroute.
After selecting Enroute Icing, the first line below
appears on the command line. Press the arrow
up or arrow down key to view available selections
until correct icing response appears on the command line and press Enter.
15> Enroute Icing:.......NO
15> Enroute Icing:.......YES
<16>Landing Flaps: (replaces Takeoff Power)
Configuration of Landing Flaps.
After selecting Landing Flaps, the first line below
appears on the command line. Press the arrow
up or arrow down key to view available selections
until correct configuration appears on the command line and press Enter.
16> Landing Flaps: .......... 50
16> Landing Flaps: .......... 35
<17>Rwy Condition: (options are modified)
Runway Condition/Visibility.
After selecting Rwy Condition, the first line below
appears on the command line. Press the arrow
up or arrow down key to view available selections
until correct runway condition appears on the
command line and press Enter.
17> Rwy Condition:.......DRY
17> Rwy Condition:.......WET
<19>SHORTENING
<20>SHORTENING
Two runway shortening items are available.
Initiates the calculation of Dispatch Landing Pe
mance. The first software function is to save all
of the input values for possible recalculation or recall.
Initiates a complete check of the input parameters, both individually and collectively.
If an out of range or non-certified set of inputs is
detected, a flashing error message displays. Accomplish corrective action (e.g. item modification)
prior to re-execution of the module.
Successful execution produces the Dispatch
Landing Performance Output screen.
Q Quit
Quits the current module and returns to the Module Menu.
X Exit
Terminates the program and returns to the Configuration Menu.
Dispatch Landing Performance Output Screen
The Dispatch Landing Performance Output screen
displays the data computed by the Dispatch Landing
Performance module. This screen contains performance parameters necessary for landing dispatch.
The output screen automatically appears after the Execute command is enacted (from the input screen),
unless input errors are detected.
The output screen is shown below. Input conditions
are repeated on the top portion of the screen. Verify
this screen reflects input data. Output data displays
on the middle section of the screen. Runways display in order of decreasing limit weight. If landing is
not allowed for a given runway, "N/A" appears in the
WTLIM column.
Function Menu
The function menu for this screen contains:
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Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
X Exit
I Input Screen
Returns the user to the Dispatch Landing Performance Input screen.
Terminates the program and returns to the Configuration Menu.
Q Quit
Quits the current module and returns to the Module Menu.
MD-11/CF6-80C2D1F (N601FE) DISPATCH LANDING PERFORMANCE OUTPUT
KMEM
DRY RUNWAY
MEMPHIS INTERNATIONAL
Apt Elevation (FT):
335
Wind: .............120/10
OAT (¡C/¡F): ..... 28/82
Maximum OAT (¡F): 122
Press. Alt (FT):
335
Shortening: ....
0
Shortening: ....
0
Landing Flaps: .....50
RUNWAY
09
18C
18L
18R
27
36L
36R
36C
WIND
9H/ 5X
5H/ 9X
5H/ 9X
5H/ 9X
9T/ 5X
5T/ 9X
5T/ 9X
5T/ 9X
LENGTH
7812
8400
8869
9319
8686
9010
9000
7964
WTLIM
481.5
481.5
481.5
481.5
481.5
481.5
481.5
481.5
Message: Enter function letter from menu below; press <Enter>.
COMMAND: _
I Input Screen
Q Quit
X Exit
DLPOPt
30 October 2002
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5-0-2-27
MD-11/MD-10 FLIGHT MANUAL
GENERAL
FUEL SERVICE VERIFICATION MODULE
The Fuel Service Verification module provides verification of the FedEx Fuel Service form. The PERF
Fuel Service Verification module is a convenience
item, and its use is optional.
Upon selection of the fuel service verification module,
the software automatically transitions to required inputs. These inputs must be completed in the order requested.
After the required inputs are entered, data may be
modified by typing the item number adjacent to the desired parameter and pressing Enter. Respond to the
message instructions and command line to select and
enter data.
Item Menu
<1>Total Block-In Fuel (1000 LB):
Total fuel on the airplane at block-in (in thousands of pounds to the nearest hundred) as recorded on the Fuel Service Form.
After selecting Total Block-In Fuel, the prompt
shown below appears on the command line.
Type the desired response and press Enter.
1> Total Block-In Fuel: _
<2>Total Fuel Metered:
Quantity of fuel uplift, as metered by the fueler.
After selecting Total Fuel Metered, the first line
below appears on the command line . Press the
arrow up or arrow down key to view selections
until desired unit type appears on the command
line and press Enter.
2 > Gallons
tions until desired unit type appears on the command line and press Enter.
3 > Pounds/Gallon
3 > Pounds/Imp Gall
3 > Pounds/Liter
3 > Kgrams/Liter
After selecting the appropriate units, the prompt
shown below appears on the command line. Type
the desired response and press <Enter>.
3 > Fuel Density: _
Output
TOTAL METERED FUEL (1000 LB):
Total fuel uplift (in thousands of pounds to the
nearest hundred).
TOTAL COMPUTED FUEL (1000 LB):
Total fuel onboard the airplane (in thousands of
pounds to the nearest hundred). The acceptable
tolerance between total computed fuel and total
indicated fuel is also presented.
APPROXIMATE FUEL DISTRIBUTION (LB):
Approximate fuel distribution by tank (in pounds).
The values displayed may be different from the
individual gauge readings due to non-uniform fuel
densities, airplane attitude, instrument error, etc.
Use the approximate fuel distribution for reference only.
Function Menu
Q Quit
Quits the current module and returns to the Module Menu.
2 > Imp Gals
X Exit
2 > Liters
After selecting the appropriate units, the prompt
shown below appears on the command line. Type
the desired response and press Enter.
Terminates the program and returns to the Configuration Menu.
2 > Total Fuel Metered: _
<3>Fuel Density:
Density of fuel loaded onto the airplane as specified on the Fuel Service Form.
After selecting Fuel Density, the first line of the
list below appears on the command line . Press
the arrow up or arrow down key to view selec-
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Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
INFLIGHT PERFORMANCE MODULE
The inflight Performance module provides inflight calculations for climb, cruise, and wind.
Inflight Performance Screen
INFLIGHT PERFORMANCE MENU
ACTIVE PROGRAM: B2.2.023
ACTIVE DATABASE: 02OCT-12NOV
MD-11/CF6-80C2D1F (N601FE)
<1> CLIMB PERFORMANCE
<2> CRUISE PERFORMANCE
<3> WIND TRADE ANALYSIS
Message:
COMMAND:
Q
Quit
Enter module number or function letter; press <Enter>.
_
X
Exit
27502019.eps
Item Menu
<1> CLIMB PERFORMANCE
The Climb Performance Module computes predicted climb thrust limits N 1 (GE) or EPR (PW)
based on initial flight conditions.
<2> CRUISE PERFORMANCE
The Cruise Performance Module computes level
off data.
<3> WIND TRADE ANALYSIS
The Wind Trade Analysis Module predicts changes to the calculated time and total fuel as a result
of varying cruise altitude or airspeed.
30 October 2002
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5-0-2-29
MD-11/MD-10 FLIGHT MANUAL
GENERAL
Climb Performance Module
The Climb Performance module enables the user to
rapidly compute predicted climb thrust limit N1 (GE) or
EPR (PW) based on initial flight conditions.
After selecting the Climb Performance module from
the Inflight Performance screen the following screen
appears.
Climb Performance Input Screen
MD11/CF6-802D1F INFLIGHT PERFORMANCE INPUT
CLIMB POWER
<21> Anti-Ice: .................
OFF
˚
<12> Flight Level: ....... ______
<13> Mach or IAS: ........ ______
<14> TAT <˚C>: ........... ______
<35> CDL Decrement (LB/%):
0/ 0.0
Message: Enter item number or function letter; press <Enter>.
COMMAND: _
E Execute
Q Quit
X Exit
27502020.eps
NOTE
The Climb Performance Input Screen is
similar to the Takeoff Performance Input
screen. Only differences are covered in
this section. Refer to the Takeoff Performance Input screen for discussion of other items.
14> SAT
14> ISA
<12> Flight Level:
After selecting Flight Level, the prompt shown below appears on the command line. Type the current flight level and press Enter.
<13> Mach or IAS:
After selecting Mach or IAS, the prompt shown
below appears on the command line. Type the
climb airspeed and press Enter.
<14> TAT <°C>:
After selecting TAT <°C>, the first line below appears on the command line. Press the arrow up or
arrow down key to view available selections until
desired option appears on the command line and
press Enter. Type the temperature at the current
flight level and press Enter.
Temperature options:
14> TAT
5-0-2-30
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
Climb Performance Output Screen
MD11 CLIMB PERFORMANCE OUTPUT
CLIMB POWER
ALTITUDE
<FT>
#1
3000
5000
10000
15000
20000
25000
30000
35000
97.4
99.0
99.7
102.3
103.8
104.6
107.6
105.0
250
CLIMB N1
#3
#2
97.4
97.4
99.0
99.0
99.7
99.7
102.3 102.3
103.8 103.8
104.6 104.6
107.6 107.6
105.0 105.0
CLIMB SPEED BASED ON:
KIAS / 355 KIAS / MACH
PREDICTED
TAT ˚C
20
16
14
6
-1
-7
-13
-23
.83
Message: Enter function letter from menu below; press <Enter>.
COMMAND: _
I Input Screen
Q Quit
X Exit
27502021.eps
The Climb Performance Output screen displays
predicted climb N1/EPR based on initial flight conditions entered on input page.
Climb N1/EPR
Valid at predicted TAT.
NOTE
Climb N 1 /EPR is only valid within 5° of
predicted TAT. If the difference between
predicted TAT and actual TAT exceeds
5°, values on the climb performance input page will need to be updated.
Predicted TAT
Predicted TAT at displayed altitude. Data is based
on initial temperature on input page assuming
standard adiabatic lapse rate at a 355kt climb and
correcting for initial temperature deviation from
standard day.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-31
MD-11/MD-10 FLIGHT MANUAL
GENERAL
Cruise Performance Module
The Cruise Performance module computes cruise performance based on current conditions.
Select the Cruise Performance module from the Inflight Performance screen; the following screen appears.
Cruise Performance Input Screen
MD11/CF6-80C2D1F INFLIGHT PERFORMANCE INPUT
CRUISE PERFORMANCE
<11> Gross Weight: ....... ______
<12> Flight Level: ....... ______
<13> Mach or IAS: ........ .82
<14> TAT <˚C>: ........... ______
<15> Operating Engines: ..
3
<16> Tropopause <1000 FT>: ______
<21> Anti-Ice: .................
OFF
˚
<35> CDL Decrement (LB/%):
0/ 0.0
Message: Enter item number or function letter; press <Enter>.
COMMAND: _
E Execute
Q Quit
X Exit
27502022.eps
NOTE
The Inflight Performance Input Screen is
similar to the Takeoff Performance Input
screen. Only differences are covered in
this section. Refer to the Takeoff Performance Input screen, Item Menu section
for discussion of other items.
desired option appears on the command line and
press Enter. Type the predicted temperature for
level off altitude and press Enter.
14> TAT
14> SAT
14> ISA
<15> Operating Engines:
<11> Gross Weight:
After selecting Gross Weight, the prompt shown
below appears on the command line. Type the
predicted gross weight at level off and press Enter.
Upon selecting Operating Engines, the first line
below appears on the command line. Press the
arrow up or arrow down key to view available selections until desired option appears on the command line and press Enter.
<12> Flight Level:
15> 3
After selecting Flight Level, the prompt shown below appears on the command line. Type the level
off altitude and press Enter.
15> 2
<13> Mach or IAS:
After selecting Mach or IAS, the prompt shown
below appears on the command line. Type the desired cruise mach or IAS at level off and press Enter.
15> 1
<16> Tropopause <1000 FT>:
After selecting Tropopause <1000 FT>, the
prompt shown below appears on the command
line. Type the tropopause level found on the FP/R
and press Enter.
<14> TAT <°C>:
After selecting TAT <°C>, the first line below appears on the command line. Press the arrow up or
arrow down key to view available selections until
5-0-2-32
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
Cruise Performance Output Screen
MD11/CF6-80C2D1F CRUISE PERFORMANCE OUTPUT
35000 FT
TAT -20˚C
BUFFET: <1.3g> KIAS 257 to 296
Turbulant Penetration KIAS 279
MAXIMUM CRUISE SPEED: ..... .864/296 LIMITED BY BUFFET
MACH/IAS
MARGIN
.850/291
1.4g/43
.830/283
1.4g/45
.810/276
1.4g/45
1 ENG OUT
GROSS WEIGHT
500.0 480.0
N1: 96.1
94.9
N2: 97.7
97.3
FF: 6210
5960
N1: 94.6
93.5
N2: 96.9
96.4
FF: 5800
5570
N1: 94.2
93.1
N2: 96.5
96.0
FF: 5650
5410
MAX CRUISE
N1
100.1
100.5
101.0
MAX CONTINUOUS N1
#1: 105.1B #2: 105.1B #3: 105.1B
COMMAND: _
I Input Screen
Q
Quit
X
ALTITUDE CAPABILITY
+2K
+4K
MAX
FL:
370
390
361
MXGW: 478.9B 434.3B 500.0B
HR:MM 1:09
3:47
FL:
370
390
367
MXGW: 491.6T 445.8T 500.0T
HR:MM 0:29
3:17
FL:
370
MXGW: 491.6T
HR:MM 0:30
390
445.8T
3:22
DRIFTDOWN IAS:
LEVEL-OFF: 30580
367
500.0T
279 TO 286
667B
Exit
27502023.eps
Flight Level - Actual planned cruise altitude and
Mach.
TAT - Total air temperature at level off altitude in
°C.
Buffet - Low and high speed buffet boundaries
providing 1.3g (40 deg. bank) aircraft induced
loading.
Maximum Cruise Speed - Maximum cruise
speed within buffet boundaries. Based on input
data for weight, altitude and temperature.
Mach/IAS Margin - Speed array based on input
Mach speed. Array shows the input Mach number
and related performance values. Additionally,
Mach numbers and performance values within
plus.02 and minus.02 of input Mach numbers are
also presented. When IAS rather than Mach is selected on input page, the displayed shows IAS
and IAS-5kts and IAS -10kts.
Gross Weight - Planned aircraft gross weight at
cruise altitude. EPR, N1 and fuel flow values are
displayed. Additionally, gross weight minus
10,000# is displayed along with associated EPR,
N1 and fuel flow setting.
Altitude Capability - Ready reference for other
altitudes within the thrust and aerodynamic capability of the aircraft. Maximum gross weights
(MXGW) listed horizontally have a suffix following
the weight to indicate how limit was derived, i.e.
“B“ for buffet and “T“ for thrust limits.
Engine Out - Number of engines out presented in
this box defaults to one less than number entered
in item <15> “operating engines“ in Cruise Performance Input page.
Engine Out Max Continuous N1/EPR - Max continuous settings for all three engines are displayed. Values are based upon parameters in the
Cruise Performance Input page.
Driftdown IAS - Target speed for aircraft driftdown maneuver.
Level-Off - Driftdown level off altitude where aircraft transitions to Engine Inoperative Cruise
Flight.
Fuel - Total fuel consumed to reach driftdown altitude.
Max Cruise N1/EPR - Predicted maximum cruise
N 1 /EPR settings as a function of cruise altitude
and indicated total air temperature at cruise Mach
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-33
MD-11/MD-10 FLIGHT MANUAL
GENERAL
Wind Trade Analysis Wind Trade Analysis Input Screen
MD11/CF6-80C2D1F INFLIGHT PERFORMANCE INPUT
WIND TRADE ANALYSIS
<11> Gross Weight: ....... ______
<21> Anti-Ice: .................
OFF
˚
<13> Mach or IAS: ........ ______
<14> TAT <˚C>: ........... ______
<15> Operating Engines: ..
3
<18>
<19>
<20>
DIST
100
0
0
AFL TROP
350 360
350 360
350 360
WCMP
P0P0
P0P0
P0P0
COMP
P000
P000
P000
<35> CDL Decrement (LB/%):
0/ 0.0
Message: Enter item number or function letter; press <Enter>.
COMMAND: _
E Execute
Q Quit
X Exit
27502025.eps
NOTE
The Wind Trade Analysis Input Screen is
similar to the Takeoff Performance Input
screen. Only differences are covered in
this section. Refer to the Takeoff Performance Input screen, Item Menu section
for discussion of other items.
<15> Operating Engines:
Upon selecting Operating Engines, the first line
below appears on the command line. Press the
arrow up or arrow down key to view available selections until desired option appears on the command line and press Enter.
15> 3
15> 2
<11> Gross Weight:
15> 1
Select Gross Weight. Type the desired value and
press Enter.
<13> Mach or IAS:
Select Mach or IAS. Type the initial cruise airspeed and press Enter.
<14> TAT <°C>:
After selecting TAT <°C>, the first line below appears on the command line. Press the arrow up or
arrow down key to view available selections until
desired option appears on the command line and
press Enter. Type the desired response and
press Enter.
<18>, <19>, & <20> Updated Flight Conditions at Altitude
Dist - Distance from present position to next flight
planned waypoint.
AFL - Actual current flight level.
TROP - Enter actual location of tropopause. Available
on the FP/R.
WCMP - Wind component, the first two digits are the
headwind(M)/tailwind(P) component in kts/1000. For
4000ft above the segment altitude. The last two digits
14> TAT
14> SAT
14> ISA
5-0-2-34
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
are the same except they are for 4000ft below the
segment altitude. Available on the FP/R.
COMP - Average wind component for the segment
(P=Positive and M=Minus). Available on the FP/R.
Wind Trade Analysis Output Screen
MD11/CF6-80C2D1F WIND TRADE OUTPUT
450.0 LB
TAT -10˚C
FUEL AND TIME INCREMENTS CALCULATED FOR 600 NM
ALT/
WIND
CRUISE MACH NUMBER
M .81
-1140
3:08
-872
2:27
M .82
-1098
2:12
-779
1:32
FL 310
-342
1:48
-219
0:54
FL 290
479
1:10
628
0:16
FL 270
1443
0:33
1628
-0:21
FL 350
FL 330
COMMAND: _
I Input Screen
Q
Quit
M .83
-925
1:17
-553
-0:38
FUEL/
TIME
M .84
-606
0:24
-243
-0:15
M .85
-12
-0:28
283
-1:06
M .86
830
-1:19
1066
-1:56
379
-0:52
903
-1:43
1619
-2:33
LB
MM:SS
913
-0:37
1288
-1:29
1789
-2:20
2496
-3:09
LB
MM:SS
1907
-1:13
2353
-2:05
2853
-2:55
3545
-3:44
LB
MM:SS
X
LB
MM:SS
LB
MM:SS
Exit
27502026.eps
The altitude wind trade output enables rapid evaluation of alternative flight levels and Mach number. The output page provides potential saving in
fuel and/or time.
ALT/WIND - Array of flight levels are displayed.
Current flight level and Mach will be in the center
of screen output in the heavy outlined rectangular
box. Flight levels outside performance envelope
display limiting condition at respective Mach number.
LEGEND:
Heavy Box - Current flight conditions.
Verticle Bars - Options which save both time and fuel.
Arrows - Options which save either maximum fuel or
maximum time.
Minus Sign - Fuel or time savings.
Cruise Mach Number - Array of six Mach numbers arrange horizontally.
FUEL/TIME - Read horizontally at current or alternative flight level to determine savings in fuel (lbs)
and/or time (minutes:seconds). Fuel and times
savings are indicated by negative numbers.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-35
MD-11/MD-10 FLIGHT MANUAL
GENERAL
UNITS CONVERSION MODULE
3> INCHES
The Units Conversion module provides conversion between commonly used units of measurement. The
Units Conversion module is a convenience item,
therefore its use is optional.
3> YARDS
Item Menu
3> MILLIMETERS
<1>Units of Measurement:
3> KILOMETERS
General category of measurement that the user
wishes to convert.
3> NAUTICAL MILES
3> STATUTE MILES
3> LEAGUES
Output
After selecting Units of Measurement, the first line
below appears on the command line . Press the
arrow up or arrow down key to view selections
until desired unit type appears on the command
line and press Enter.
The quantity selected in item <2> is converted into
nine units of measurement appropriate for the general units category.
1> LENGTH
Function Menu
1> WEIGHT
Q Quit
1> TIME
Quits the current module and returns to the Module Menu.
1> SPEED
X Exit
1> AREA
Terminates the program and returns to the Configuration Menu.
1> VOLUME
1> PRESSURE
1> DENSITY
1> TEMPERATURE
<2>Input Quantity:
Amount of input units that the user wishes to convert.
After selecting Input Quantity, the prompt shown
below appears on the command line. Type the
desired response and press Enter.
2> Input Quantity: _
<3>Input Units:
Specific unit of measurement that the user wishes to convert.
After selecting Input Units, the first of a list of appropriate units appears on the command line.
Press the arrow up or arrow down key to view selections until desired unit type appears on the
command line
and press Enter.
For the
LENGTH measurement, the following conversions are listed:
3> FEET
3> METERS
5-0-2-36
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CONTINGENCY WEIGHT AND BALANCE
MODULE
The Contingency Weight & Balance module computes certified weight and balance parameters for a
fuel stop.
Its use for the gas and go situation requires a Federal Express Weight & Balance Manifest from the
previous flight leg.
Refer to Chapter 6, Weight and Balance, for detailed
instructions.
GENERAL
MODULE REFERENCES
The Module References module provides a listing of
all source data used by individual PERF modules. The
Modules References module is a convenience item;
therefore, its use is optional.
Function Menu
Up/Dn
Scrolls through the list one line at a time in the direction pressed.
PgUp/PgDn - Pg Up/Dn
AIRPORT DIRECTORY MODULE
The Airport Directory module is provides a listing of all
airports contained in the PERF airport database. The
Airport Directory module is a convenience item; therefore, its use is optional.
Scrolls through the list one page at a time in the
direction pressed.
Home/End - Top/Bot
Moves to the top or the bottom of the list.
P - Park
Function Menu
Up/Dn
Parking gives LAT/LONG for ramp and gate positions at various airports.
Scrolls through the list one line at a time in the direction pressed.
Q - Quit
PgUp/PgDn - Pg Up/Dn
Quits the current module and returns to ModuleMenu.
Scrolls through the list one page at a time in the
direction pressed.
X - Exit
Home/End - Top/Bot
Terminates the program and exits to Configuration Menu.
Moves to the top or the bottom of the list.
P - Park
ERROR MESSAGES
Quits the current module and returns to ModuleMenu.
Error messages are built-in to the PERF program.
These messages help prevent erroneous output data. When an error is encountered during execution or
parameter modification, a message appears flashing,
just above the command line. The message begins
with <ERR##>; ## corresponds to the numbers in the
list below.
X - Exit
<01>Airport XXXX not found in database.
Parking gives LAT/LONG for ramp and gate positions at various airports.
Q - Quit
Terminates the program and exits to Configuration Menu.
Airport identifier requested is not contained in database; check spelling.
The ICAO identifier may be typed into the command line for quick access to the location.
<03>Recall not available; enter airport identifier as requested.
There is no data available to be recalled. Data
must be entered manually.
<04>Invalid selection; read choices carefully.
The character input is not valid; read query carefully and retype input.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-37
GENERAL
MD-11/MD-10 FLIGHT MANUAL
<05>Temperature is outside AFM operational envelope.
Check temperature and F or C to ensure data is
input correctly.
<06>Runway slope exceeds ±2% operational limitation.
Runway slope must be between +2% and -2%;
check input.
<07>Tailwind exceeds AFM operational limitation.
Tailwind component exceeds 10 KTS for selected
runway; choose another runway.
<08>Crosswind exceeds AFM operational limitation.
Takeoff cannot be accomplished with the specified input conditions.
<17>Clutter data not available for input conditions.
Runway clutter data not available for input temperature or pressure altitude.
<18>Actual Gross Weight < Basic Operating Weight.
Input weight too low; retype input.
<19>Illegal systems configuration with runway clutter.
Review inputs.
<20>Illegal combination of inoperative systems.
Review inputs.
Crosswind component exceeds limit for selected
runway; choose another runway.
<22>Number missing exceeds maximum for selected
CDL item.
<09>Actual Gross Weight > Maximum Structural
Weight (XXX.X).
The number of missing components exceeds the
maximum allowable for the selected CDL item.
Reduce actual Takeoff Gross Weight to AFM limitation.
<10>Pressure Altitude is outside AFM operational envelope.
Check altimeter and altimeter units entries; QNH
correction has the pressure altitude out of AFM
limits.
<11>Wind Direction must be a multiple of 10 between 10 and 360.
Wind direction must be a multiple of 10 ; correct
wind input.
<12>Invalid entry; retype parameter carefully.
An improper character was entered (letters where
numbers are required, or vice-versa); retype inputs.
<13>Takeoff prohibited due to XXXXX limitations.
Takeoff cannot be performed with the input conditions shown. Review fields for erroneous inputs.
If input data are correct, try a different runway. A
description of the limitation codes that may appear in this message is included in the Takeoff
Performance Output Screen section.
<14>Temperature exceeds operational limit of antiice system.
Anti-ice systems are not operable at temperatures exceeding the AFM limitation.
<16>Takeoff NOT AUTHORIZED on Runway XXX.
5-0-2-38
<23>Total Fuel exceeds airplane capacity.
The combination of fuel remaining and fuel metered exceeds the total fuel capacity of the airplane. Review inputs.
<24>ATOGW > MTOGW (XXX.X); try another runway OR reduce weight.
The actual takeoff weight exceeds the computed
maximum allowable takeoff weight for the requested runway. Try another runway. If no runway allows takeoff at the actual weight, reduce takeoff
weight.
<25>Landing PROHIBITED due to RUNWY limitations.
All runways at the landing airport are too short to
permit landing.
<26>Actual Takeoff Gross Weight > FP/R LMTOGW
(XXX.X).
The actual takeoff weight is greater than the landing-limited Max Takeoff Weight (LMTOGW). Review fuel-at-destination requirements or reduce
actual takeoff weight. Contact GOC if a new FP/R
is required.
<27>Maximum number of obstacles exceeded.
A maximum of five obstacles may be entered for a
charter airport.
<28>Landing Flaps/Anti-Skid combination NOT AUTHORIZED.
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
GENERAL
A different flap setting must be used if the AntiSkid system is inoperative.
<29>Tailwind takeoff PROHIBITED with runway clutter.
Select another runway.
<30>Database contains ONLY 4-Letter Airport Identifiers.
Enter 4-letter identifier from FP/R.
<31> Actual Takeoff CG is out of limits; review TOCG
input.
TOCG should match Manifest.
<32>Altimeter setting is out of range; review Altimeter
input.
Ensure that altimeter input is correct.
<33>ATOGW > MTOGW (XXX.X); try a/c off, another
rwy or lower weight.
The actual takeoff weight exceeds the computed
maximum allowable takeoff weight for the requested runway. Try another runway or turn a/c packs
off. If no runway allows takeoff at the actual
weight, reduce takeoff weight.
<34>FP/R LMTOGW < Basic Operating Weight.
Input weight too low; retype input.
30 October 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-2-39
GENERAL
MD-11/MD-10 FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
5-0-2-40
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
30 October 2002
MD-11/MD-10 FLIGHT MANUAL
CHAPTER 5-0-3
PERFORMANCE DATA
FLIGHT PLANNING (DISPATCH)
TERRAIN CLEARANCE - ENGINE
FAILURE ENROUTE
The data presented herein is for GOCC flight planning purposes to determine the aircraft’s performance
capability in the event of an enroute single engine failure.
Normally, one engine inoperative terrain clearance capability is not a dispatch restriction, and need not be
checked, since FAR 121.191 allows for fuel dumping
after an engine failure to reduce weight and improve
altitude capability. However, when dispatching with an
inoperative fuel dump system (per the MEL) the requirements of FAR 121.191 must be checked (verified).
Use the Terrain Clearance chart to determine the
maximum allowable weight at engine failure, which will
provide a NET ceiling that is 1,000 feet above the terrain along the intended route, assuming NO FUEL
DUMPING. Gross weight is shown as a function of
temperature deviation from standard conditions (ISA)
and terrain clearance height. Terrain clearance height
is the height of the highest terrain along the route increased by 1,000 feet. Weight corrections are provided for ice protection ON.
The height and location of the highest terrain (defined
as the critical point) is determined from the appropriate aeronautical chart, and the aircraft’s gross weight
at that point is determined from the computer flight
plan. If the weight at the critical point is less than the
weight determined from the TERRAIN CLEARANCE
chart, then terrain clearance is not limiting. If the
weight at the critical point is greater than the weight
determined from the TERRAIN CLEARANCE chart,
then the takeoff weight must be reduced. Reducing
the takeoff weight by the overweight amount at the
critical point will always provide proper terrain clearance.
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-3-1
MD-11/MD-10 FLIGHT MANUAL
PERFORMANCE DATA
MD-11 GE Terrain Clearance Chart
19000
ENGINE A/I ON:
SUB 6000 LB
TERRAIN CLEARANCE MD-11/CF6-80C2D1F
HEIGHT (FT)
Terrain
ENG + Airframe
A/I ON: Clearance
SUB 22000 LB
620
One Engine Inoperative
Max Continuous Thrust, A/C Packs On, Anti-ice Off
18000
20000
620
660
18000
ENGINE A/I ON:
ENG + Airframe A/I ON:
19000TERRAIN CLEARANCE HEIGHT (FT)
21000
580
SUB 6000 LB
SUB 22000 LB
19000
580
620
20000
22000
18000
000
20000
23000
21000
540
540
500000
000
460000
460000
000
-20
420000
MAX GROSS WEIGHT AT ENGINE FAILURE (1000 LB)
000
500000
580
19000
24000
21000
22000
25000
20000
22000
23000
26000
540
23000
24000
21000
24000
25000
22000
25000
500000 26000
23000
26000
24000
-10
0
10
20
30
TEMPERATURE DEVIATION FROM ISA (ºC)
25000
420000
460000
26000
380000
380000-20
-20 420000
-10
-10
0
10
0
10 ISA (ºC)
TEMPERATURE
DEVIATION FROM
20
30
20
30
TEMPERATURE DEVIATION FROM ISA (ºC)
380000
-20
-10
0
10
20
30
TEMPERATURE DEVIATION FROM ISA (ºC)
11501031.pdf
5-0-3-2
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
29 May 2002
MD-11/MD-10 FLIGHT MANUAL
PERFORMANCE DATA
MD-11 PW Terrain Clearance Chart
MD-11/PW4462 Terrain Clearance
One Engine Inoperative
Maximum Continuous Thrust, A/C Packs On, Anti-ice Off
660
TERRAIN CLEARANCE HEIGHT (FT)
ENGINE A/I ON:
ENG + Airframe A/I ON:
SUB 3000 LB
SUB 16000 LB
620
18000
MAX GROSS WEIGHT AT ENGINE FAILURE (1000 LB)
580
19000
20000
540
21000
500
22000
23000
460
24000
25000
420
26000
380
-20
-10
0
10
20
30
TEMPERATURE DEVIATION FROM ISA (ºC)
11501032.pdf
29 May 2002
Copyright© 2002, Federal Express Corporation, Memphis TN 38194. All rights reserved.
5-0-3-3
PERFORMANCE DATA
MD-11/MD-10 FLIGHT MANUAL
MD-10-30 Terrain Clearance Chart
MD-10-30/CF6-50C2 Terrain Cleara