20 Flight Management

section

System

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 The material covered in this document is based off information obtained from
the original manufacturers Pilot and Maintenance manuals. It is to be used
for simulation purposes only.

Copyright 2012 by Angle of Attack Productions, LLC

All rights reserved

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Table of Contents Table of Illustrations
FMC Overview 3 Figure 20-1. Flight Managment Computer 3
FMC vs CDU 6 Figure 20-2. Example LNAV Profile 4
Control Display Unit 7 Figure 20-3. Example VNAV Profile 5
Inertial Reference System 10 Figure 20-4. Control Display Unit 9
GPS 15 Figure 20-5. Air Data Inertial Reference Unit 11
Figure 20-6. IRS Mode Selector: NAV Position 13

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FMC Overview
During the Autoflight lesson you learned about the
impressive amount of hardware working behind the scenes
to make your control over the aircraft easier through
autoflight methods.
CAUTION

Although there are many things that the autoflight system THIS UNIT CONTAINS
ELECTROSTATIC DISCHARGE
SENSITIVE ITEMS IDENTIFIED
WITH YELLOW MARKING

can do, none are as complex and efficient as those modes

given to us by correct FMC, flight management computer.

The flight management computer is the pilots means of

controlling the optimum flight profile for the aircraft. These
two FMCs (figure 20-1), one each side, take the information PWR FMC
ON VALID
for the flight that the pilots have entered and create the
desired optimum flight path.
SI MODIFICATIONS
The FMC can then take that flight path, and through use
of the autoflight system components we spoke about last
lesson, will control the aircraft with the utmost precision.

The two modes directly impacted by the FMC are the

LNAV and VNAV modes. SI
SMITHS INDUSTRIES

LNAV (Figure 20-2) is our lateral navigation, or navigation

from point-to-point. This part of the flight management
computer takes the route entered by the pilots and
sends that information to essentially steer the aircraft Figure 20-1. Flight Managment Computer

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FMC Overview (Cont.)
along a desired path. Of course, the process is much
more complicated than this simple explanation. But this
will suffice for the moment.
VNAV (Figure 20-3) is our vertical navigation, giving us
climb performance calculations, optimum flight level
cruise, and so on. Our Top of Climb (TOC), Top of
Descent (TOD), and vertical path along the waypoints
selected can also be maintained.

MSS
These two modes are selectable from the MCP. When
selected, and if the information is correct and achievable
in the FMC, the aircraft will precisely follow that path.

Worth mentioning at this point is that the LNAV and VNAV YCF
modes cannot take over all operation of the aircraft for all
phases of flight. In other words, there will inevitably be times
of transition where other modes from the MCP will need to
be selected and followed. In the case of takeoff, manual
control is used, as one of many examples. OO

In addition to whats been discussed so far about LNAV

and VNAV, the FMC is not a simple piece of equipment to
operate. Of course, for a seasoned pilot itll be a different
story and makes sense to a certain extent.
Figure 20-2. Example LNAV Profile

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FMC Overview (Cont.)
However, there is an underlying change in how the aircraft
is operated when we bring something like the FMC into
the picture. This means that as a crew youre no longer
navigating VOR to VOR, or Fix to Fix. Rather, now youre
punching in numbers, route data, and other preferences to
allow the Autoflight system as a whole to handle the best
possible scenario and follow the desired path.

Keep in mind that the FMC is a very complex computer with

a vast number of pages. It isnt going to be as intuitive or
straight forward as your smartphone or even a PC. Rather, 35000 T/C T/D

it is a system designed even before the smartphone and 25000

YCF MSS
large adoption of the PC to handle one specific purpose; 15000

fly the airplane with precise numbers. The implementation of 10000

5000
the FMC allows crews to manage flights more efficiently in
1000
the ever-growing complexity that comes with navigating all 0
OO

over the world.

At this stage in the training, much like we discussed in

Autoflight, we will not be going over each and every
page and feature of the FMC and how it interacts with
the autoflight system. Rather, we will be teaching this along
with the other autoflight modes and operations as we work
through FlightWork and LineWork. In other words, lets learn
this while in the air. Figure 20-3. Example VNAV Profile

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FMC vs CDU
There is a large misconception out there when speaking Notes
about the FMC. Technically speaking, the FMC is a
computer that works in the background from anything seen
in the cockpit. In other words, the pilots never see the FMC,
just the data it helps display.

The real interaction with the FMC and display of its data
comes through the CDU, Control Display Unit. In other
words, this is where the FMC is controlled and displayed.
The CDU is very often confused for the FMC. Many people
will refer to the CDU as the FMC, which is incorrect. Here
at Angle of Attack we have been guilty of this mixup in the
past, and well most likely make the same mistake again.

To put it in simple terms, the CDU is not the FMC, and

calling it the FMC is incorrect. However, we wont hold
it against you. Everyone will still understand what youre
referring to.

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Control Display Unit
The CDU itself is a simple unit. Well now go over some of
the minor details about some of the terminology related to
the CDU and how things are laid out. (Figure 20-4).
The CDU itself is a fairly simple unit to control. Rather than
the touchscreen interface so popular in todays world, the
CDU is more of a keyboard type interface.
Two CDUs are available for both the Captain and First
Officer. Youll be using the Captains CDU most of the time,
however, operation of either CDU is exactly identical in
operation and functionality.
Well now go through, top to bottom, and talk about the
different physical attributes of the CDU.
First, youll notice the display which takes up a good
amount of real estate. This display will show all the data
necessary as communicated from the FMC through the
Autoflight system.
On the left and right of the display are seen various keys
called Line Select Keys (LSK). These are referenced as 1
left through 6 left, and 1 right through 6 right. They allow us
to enter in selected information, or select the information
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itself from that line. Obviously this would be based on the
page were using and what is required. Youll see later just
how simple that process is.
Worth mentioning while were on the display is the
scratchpad. In this area we will enter information from the
keys below, or copied from the line select keys, where we
can then place it where desired, again, with the line select
keys. A bit of a jumble as its said, but this will make sense
later as we are transferring data around.
Now we move down to the Function Keys. Each one of
the keys represents a particular area of the CDU where we
can get into specific modes easily and quickly. Although
there are often prompts in other ways, this is a quick way of
navigation from one section to another. You can imagine
that when youre in the air and things are busy, this kind of
functionality is essential.
Youll become quite familiar with each and every section
of the CDU, so youll know as well how to quickly get
somewhere specific with its corresponding Function Key.
Last but certainly not least are the AlphaNumeric keys
located at the bottom of the CDU. There isnt a lot that
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Control Display Unit (Cont.)
can be said about these keys outside of common sense. Notes
With these keys we enter information into the scratchpad,
again, located at the bottom of the CDU display, where it
can then be placed accordingly with line select keys.

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 MENU

LSK L1 < FMC <REQ> LSK R1

LSK L2 < ACARS LSK R2
LSK L3 < DFDAU LSK R3
PMDG
LSK L4 SETUP > LSK R4
LSK L5 FS ACTIONS > LSK R5
LSK L6 LSK R6

Scratchpad
INIT
RTE CLB CRZ DES
REF

INIT
MENU LEGS HOLD PROG EXEC
REF

Function Keys N1
FIX
LIMIT A B C D E
PREV NEXT
PAGE PAGE
F G H I J

1 2 3 K L M N O
Alphanumeric Keys
4 5 6 P Q R S T

7 8 9 U V W X Y
. 0 +/- Z SP DEL / CLR

Figure 20-4. Control Display Unit

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Inertial Reference System
Contrary to popular belief, the 737NGX does not
magically know where it is at all times. Rather, that is thanks
primarily to the Inertial Reference System or IRS.
The IRS, which actually consists of two IRS units, is a very
complex combination of lasers and accelerometers that
provide the autoflight system, including the FMC, with
incredibly important information (Figure 20-5).
This includes:
Attitude
True and Magnetic Heading
Acceleration
Vertical Speed
Ground Speed
Track
Present Position
and Wind Data.
Although there are GPS units installed onboard most
modern 737s, the IRS is the primary means of attitude
and heading data on the aircraft. A GPS equipped 737
uses the GPS as the primary means of position data. Well
discuss that later.
Because these IRS systems were invented before the
day of GPS data being available and reliable, its not
as simple as firing up the IRS to get current position and
information.
Rather, the pilots have to go through what is called
an alignment process to initialize the IRS. Otherwise,
information will be unreliable and inaccurate.
This alignment process takes about 10 minutes. We will
be going through this process many times in the training,
including what is called a quick align that takes only 30
seconds.
However, even with a quick align, an initial full align is
required.
The IRS is certainly not transparent like some of the other
Autoflight components. In other words, we have some data
that is displayed.
Present position and other data is displayed through the
IRS Display Unit, located on the aft overhead panel.

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 LASER
GYRO
DETAIL

PITCH RATE ACCELEROMETERS

LASER GYRO !

ROLL RATE
LASER GYRO

Y X IR IR
LATERAL PROCESSOR DATA
LONGITUDINAL OUT
AXIS AXIS
YAW RATE
LASER GYRO

Z
VERTICAL
AXIS

ADIRU

Figure 20-5. Air Data Inertial Reference Unit

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Inertial Reference System (Cont.)
Latitude and longitude is displayed at the top of the
display unit and can also be entered with the keys,
bottom right.
Selected with the display is a test mode, track and
groundspeed, Present Position, Wind and Heading
information modes. Also coupled with the heading
information are any status messages for maintenance.
These codes will be widely unrecognized by the pilots.
Last, the pilot can select which IRS information to display,
which is data from the left or right IRS.
Alignment, as mentioned before, is an initial process
that has to be done. This process is for the most part
automated, however, it does require some control through
the IRS Mode Selector.
Well now go through the indications and some of the
scenarios on the IRS Mode Selector (Figure 20-6), as we
arent going to be spending a lot of time with it during
FlightWork and LineWork.
Most integral to this system are the mode selector knobs
themselves at the bottom. Both the left and right IRS need
to be aligned and operating for data to be reliable.
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Once a mode is selected with the knob, different status
are then displayed above with the indicator lights. The
process is straight forward. If there is anything amber or
flashing, that means were being warned of a possible
issue or the aircraft isnt aligned. During perfect, aligned
operation, everything should be extinguished.
In the OFF position, the mode selector does the following:
All Alignment is lost in the respective IRS.
All electrical power is removed from the system after a 30
second cool-down period.
In the ALIGN position, the following action takes place:
Rotating from the OFF position to the ALIGN position
starts the alignment cycle.
Rotating from the NAV position to the ALIGN position,
aircraft position is automatically updated and
groundspeed errors are zeroed out.
The NAV position, which is used most often, does the
following:
The system enters the NAV mode after alignment is
completed.
In Nav mode, all IRS information is available to other
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Inertial Reference System (Cont.)
aircraft systems.

ATT mode has the following conditions:

Only attitude and heading information is available, as
this is more of an emergency mode.
Heading information is invalid and flagged until the
magnetic heading is manually entered.
The selector must be cycled OFF before it can be put
into NAV or ALIGN.

You would think in normal circumstances that youd go

through a progression of OFF, to ALIGN, to NAV, to get
the aircraft aligned in preflight. However, as you will see
later, alignment still takes place if you switch the selector
straight from OFF to NAV, which will be our means of
aligning the system; a very common airline procedure in the
737.

Now lets talk about a few of the light indications above to

wrap up the IRS section.

First off is the light youre going to see most, which is the
Figure 20-6. IRS Mode Selector: NAV Position
ALIGN light.

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Inertial Reference System (Cont.)
When illuminated steady, the ALIGN light is currently
aligning or if flashing there is an error and alignment isnt
possible. You will run into these situations, so its important
to know.
The ALIGN light is off when the system is aligned and
operating correctly, but will only turn off if in NAV mode.
The ALIGN light will also turn off when ATT mode is
selected and both the heading and attitude information is
available.
In a perfect situation, which is most often the case, we want
to be in NAV mode, with the ALIGN light extinguished. This
means we are operating normally and the IRS is sending all
pertinent information to the various aircraft systems.
Moving on, the FAULT light is AMBER when a system fault
is detected. These may be able to be fixed on the ground
with a realignment, but usually a call would need to be
made to maintenance about the details. The specific fault
may show up as a code on the IRS Display Units system
display page.
pulling from the hot battery bus rather than getting AC
power, like under normal circumstances.
The DC FAIL light being illuminated means that the DC
power to the IRS is not normal. Much like the ON DC light,
when DC FAIL isnt lit, everything is normal. And it also means
its running normally on AC power.
This does it for the IRS Mode Selector.
Finishing up our discussion on the IRS is the IRS Transfer
Switch. Put simply, this switch allows for the flight instruments
to get their information from one IRS or both. Normal
operation, as noted below the switch, is both.
The IRS is an integral part of the overall navigation of the
aircraft. And without it, the FMC wouldnt have redundancy,
and we wouldnt have heading or attitude data.

The ON DC light will light up momentarily during alignment,

but to have it lit up continually is abnormal as it is now

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GPS
Our final subject in this FMC lesson is the GPS, Global Notes
Positioning System. Many if not all of you are familiar with
what a GPS is. However, well go through a quick review of
how the system works. In addition, well discuss the 737NGX
specific components and considerations.

A GPS system uses multiple satellites to triangulate position.

Hundreds of these satellites located all around the globe
can for the most part track, with an astounding degree of
accuracy, position and now even altitude.

Although the 737NGX doesnt get altitude data from the

GPS, it can get very accurate GPS data with its two GPS
sensors. Not all 737s are equipped with GPS as this is a
company option. The majority of delivered 737s these
days have GPS units, however.

How does this relate to the FMC? The FMC uses GPS data
as its primary positioning information, while the IRS remains
secondary. If the GPS data is unreliable or has an issue, the
IRS is a quick backup. This makes for pin-point accuracy
of the aircraft position, and has lead to RNP approaches
and other incredibly useful advances in navigation. Well
be talking a lot more about those throughout FlightWork,
including where to see the indications.

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