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VOR position. VOR data is green. With the VOR mode selected, the VOR
frequency and selected course display at the top of the ND and course deviation
displays.
The NAV RADIO page displays FMC–tuned or manually–tuned VOR data. POS
REF page 2 displays identifiers of the VOR stations used for FMC position
updating.
Navaid Identifier Decoding
The Morse code identifier of a tuned VOR, ILS, DME, or ADF can be converted
to alpha characters. The decoded identifier displays on the PFD and ND.
Monitoring this identifier ensures correct navigation radio reception. The
identifier name is not compared with the FMC data base.
Due to the large variation in ground station identifier quality, the decode feature
may incorrectly convert the intended identifier name. Examples: the Hong Kong
localizer “KL” may show as “KAI”, or the Boeing Field ILS may show as “QBFI”
or “TTTT” instead of “IBFI.”
April 01, 2001
747 Operations Manual
Flight Management, Navigation -
Navigation Systems Description
Copyright © The Boeing Company. See title page for details.
D6-30151-425 11.20.7
It is essential to verify the identity of the tuned navigation station from the audio
Morse code if the tuned frequency remains displayed or an incorrect identifier
displays.
Transponder
The transponder panel controls two ATC transponders and the traffic alert and
collision avoidance system (TCAS). Mode S operates continuously when the
transponder mode selector is out of standby.
In flight, traffic displays if the transponder mode selector is in TA ONLY or
TA/RA.
In flight, the selected transponder activates beacon and altitude reporting when the
transponder mode selector is in XPNDR, TA ONLY, orTA/RA.
Refer to Chapter 15, Warning Systems, for a description of TCAS.
Weather Radar
The weather radar system consists of two receiver-transmitter units, an antenna,
and a control panel.
Radar returns display on the navigation display (ND) in all modes except:
• plan
• VOR center
• approach center
The EFIS control panel weather radar (WXR) map switch controls power to the
transmitter/receiver and controls the weather radar display on the ND. The radar
display range adjusts to the ND range selected on the EFIS control panel.Weather
radar operating modes and fault conditions display on the ND.
If the EFIS control panel fails, the CDU can control the EFIS control panel
functions, including the WXR
Turbulence can be sensed by the weather radar only when there is sufficient
precipitation. Clear air turbulence can not be sensed by radar.
April 01, 2001
747 Operations Manual
Copyright © The Boeing Company. See title page for details.
11.20.8 D6-30151-425
Flight Management, Navigation -
Navigation Systems Description
Intentionally
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April 1, 2000
747 Operations Manual
Flight Management, Navigation Chapter 11
Flight Management System Description Section 30
Copyright © The Boeing Company. See title page for details.
D6-30151-425 11.30.1
Introduction
The flight management system (FMS) aids the flight crew with navigation,
in–flight performance optimization, fuel monitoring, and flight deck displays
using FlightManagement Computers (FMCs). Automatic flight functions manage
the airplane lateral flight path (LNAV) and vertical flight path (VNAV). The
displays include a map for airplane orientation and command markers on the
airspeed, altitude, and thrust indicators to help fly efficient profiles.
The flight crew enters the applicable route and flight data into the CDUs. The FMS
then uses the navigation database, airplane position, and supporting system data
to calculate commands for manual and automatic flight path control.
The FMS tunes the navigation radios and sets courses. The FMS navigation
database supplies the necessary data to fly routes, SIDs, STARs, holding patterns,
and procedure turns. Cruise altitudes and crossing altitude restrictions are used to
calculate VNAV commands. Lateral offsets from the programmed route can be
calculated and commanded.
Flight Management Computer
Under normal conditions, the left FMC is designated the master for CDU
operations. The left FMC determines which key pushes should be executed and in
what order. It then transmits the key-push messages to the right FMC. Each FMC
processes the key-push message and updates its own CDU.
The FMC uses flight crew–entered flight plan data, airplane systems data, and data
from the FMC navigation database to calculate airplane present position and pitch,
　
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