SYNCHRONIZED OPERATIONS

NOTE: To operate correctly in the synchronized mode the FMSs must contain the same databases.

Furthermore the active database must be the same in all FMSs.

In the synchronized mode of operation, the following items are automatically synchronized between all FMSs:

• FMS settings (e.g. UTC/Date entry, TRUE/MAG selection, etc).

• Flight-Plan related information (e.g. flight plan entries or changes)

• Navigation-related information (e.g. system position, RNP, etc.)

• Guidance-related information (e.g. Missed approach request, Hold exit request, etc.)

• Alert messages and their fault sources

• Radio-related information (e.g. self-test commands, tuning data, etc.)

• Etc.

Only one FMS can change an active flight plan at any time. If one FMS is already in MOD status (route modifications in progress), any attempt to change the flight plan of another FMS will bring in view the “ !CDU ENTRY CONFLICT” message in the scratchpad.

In synchronized mode, both FMS will use the best system sensor for navigation and guidance computations (unless deselected on the DESELECT 1/1 page). Therefore, FMS present position, track and ground speed are synchronized.

NOTE: In synchronized mode of operation, the GPS integrity annunciator will illuminate only if the GPS integrity is lost on all GPS sensors.

When synchronized, an FMS will change to independent mode if its Phase of Flight is different from the other FMS(s) for more than 5 seconds.

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Page 3-30

July 17, 2013 In the independent mode of operation, all entries made on either FMS are not reflected on the other FMS.

The alert message FMS-FMS POS DISAGREE is displayed in the scratchpad if the estimated position is significantly different between different FMS.

NOTE: Due to slight variations in the position computation made by each FMS, leg sequencing may not occur at exactly the same time on all FMSs while in independent operations.

RADIO TUNING OPERATIONS – DUAL/TRIPLE FMS or FMS and RADIO HEAD

The radio tuning feature may not use FMS cross talk to establish synchronization. Depending of the installation, it may use burst tuning and the radios’ feedback to establish synchronization. Its operations will not be affected by the selection of synchronized or independent mode of operations.

In a dual/triple FMS architecture, when the standby frequency is entered, it is cross talked to the cross-side FMS (both FMS always display the same standby frequency of the same radio).

EMBEDDED CALCULATOR/CONVERSION TOOL (if configured)

If any mathematical calculations are required, use the CALC/CONV 1/2 page.

Conversions from one unit to another (e.g.: Meters to Feet) can be performed using the CALC/CONV 2/2 page.

Refer to Appendix A for specific details.

SECTION 4 - DEPARTURES

CONTENTS

Subject Page

SECTION 4 - DEPARTURES ...4-i INTRODUCTION ...4-1 SID SELECTION WHILE IN FLIGHT...4-3 CONDENSED SID AND SID TRANSITION PROCESS ...4-3 STANDARD INSTRUMENT DEPARTURE (SID) SELECTION ...4-4

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Page 4-ii July 17, 2013 This Page Intentionally Left Blank

SECTION 4 DEPARTURES

CAUTION: In case of disagreement between the published SID information and FMS displayed information, the operator MUST follow the published SID directives.

INTRODUCTION

The complete departure procedure, including Standard Instrument Departure (SID) and SID transition, can be loaded into the route at the same time or in segments, depending on the ATC clearance received. The segments are selected from lists of named procedures extracted from the navigation database for the specified origin airport.

When a SID is selected, the waypoints and procedural legs are extracted from the navigation database, procedural leg types are decoded, and all resulting waypoints are inserted into the route.

SID transitions are appended to the route after the SID and are usually separated from it by a route discontinuity, unless the last waypoint of the SID and the first waypoint of the en-route portion of the route are identical. Figure 4-1 shows a typical SID and SID transition.

The SID transition is linked to the appropriate waypoint of the en-route portion, and enroute waypoints preceding the intersecting waypoints are deleted. If there is no SID transition, the SID is separated from the en-route portion by a route discontinuity. For certain types of SID and transition, the waypoints may not be loaded into the route until the runway is selected.

ATC clearances which modify the selected SID procedures can be incorporated by selection of the new procedure while the aircraft is still on ground. This results in the automatic deletion of the waypoints associated with the cancelled procedure.

SAN MARCUS FILLMORE

323°

1

6000 D20

VENTURA LOS ANGELES LOS ANGELES INTL 126

070° hdg

D27 DEANO N34 19.0 W119 25.0

311°

D16

HENER N34 19.9 W119 13.7 N34 15.5 W118 35.4 CHATY N34 14.5 W118 35.0 AT OR ABOVE 5400'

R109°

N34 30.6 W119 46.3 N34 21.4 W118 52.9 N34 06.9 W119 03.0 N33 56.0 W118 25.9

D (H) D (L) D (L) D (H)

114.9 RZS 112.5 FIM 108.2 VTU 113.6 LAX

V25-186

V186 V27-186 6000 176000 10

CHATY TWO DEPARTURE (CHATU2.CHA (RWYS 6L/R AND 7L/R)(DME REQUIRED) TAKE-OFF Runways 6L/R: Climb via a 040° heading fo vector to V-23. Thence via (transition or assigned route). Runways 7L/R: Climb via a 070° heading fo vector to V-23. Thence via (transition or assigned route). San Marcus (CHATY2. RZS): From Chaty Int to RZS VOR: Via V-23, and FIM R-097 to FI VOR, then FIM R-250 to Deano Int then RZS R-109 to RZS VOR. Cross Charty Int at or above 5400'. Direct distance from Los Angeles Intl to: Chaty Int 20 NM

Transitions:

Expect clearance to filed altitude 3 minutes after departure.

V23

Figure 4-1 Typical Standard Instrument Departure with Transition Procedure

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Page 4-2 July 17, 2013

NOTE: When stringing a SID procedure to an Enroute Transition or Enroute segment at their common waypoint, if speed and/or altitude constraints exist for this waypoint in both procedures, the constraint(s) from the SID procedure are retained.

The SID altitude/airspeed constraint(s) will probably be lower/slower than the Enroute Transition or Enroute constraints.

CAUTION: During Standard Instrument Departures, the FMS does not support the low speed flight regime of aircraft in which the bank angle is limited by the autopilot to 15 degrees as a function of airspeed and aircraft flap/slat configuration. Where required by the magnitude of the track angle change, the FMS may use up to a maximum of 30 degree bank angle in computing the roll steering command to the autopilot. Crews should therefore exercise caution when engaging LNAV in this flight regime and may wish to use the heading select mode until sufficient airspeed is allowing bank angles larger than 15 degrees. No difficulties are anticipated for engaging LNAV when track angle changes are less than 15 degrees.