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If the flight crew inputs a fuel quantity, the line title changes to MANUAL and
replaces the calculated value. Like the calculated value, the manual value is
updated by fuel flow rate.
The calculated value is invalid if fuel flow data is invalid. The FMC uses the fuel
quantity indicating system quantity for performance computations. The line title
on the PERF INIT page changes to SENSED and displays as TOTALIZER on
PROGRESS page 2/4.
The fuel used by each engine is calculated with its related fuel flow signal. FUEL
USED displays on PROGRESS page 2/4. FUEL USED values are retained
through flight completion and are subsequently cleared at engine start or
following a long-term power interrupt on the ground. If the fuel flow signal is
invalid while on the ground or invalid for greater than two minutes after airborne,
the display blanks.
The EICAS advisory message FUEL DISAGREE is displayed if the FMC
calculates a large difference between the fuel quantity indicating system quantity
and calculated value. The flight crew should select PROGRESS page 2/4, and
select the fuel value for the FMC to use through landing.
The FMC continually estimates the fuel at the destination airport if the active route
is flown. The CDU help window message INSUFFICIENT FUEL displays if the
estimate is less than the fuel reserve value entered on the PERF INIT page and a
MOD is pending. If no MOD is pending the EICAS advisory message
INSUFFICIENT FUEL is displayed instead.
Note: FMC calculated fuel predictions assume a clean configuration. Flight with
gear or flaps extended cause fuel prediction errors. Fuel predictions are
accurate after the gear and flaps are retracted.
If the actual fuel temperature reaches the minimum value displayed on the PERF
INIT page, the EICAS advisory message FUEL TEMP LOW displays.
Loss of FMC Electrical Power
The FMC must have continuous electrical power to operate. When the electrical
power is interrupted and returns, the FMC restarts.
After restart, the performance data displayed on the PERF INIT page must be
re–entered. The route previously in use is available but must be reactivated.
The flight crew must modify the active waypoint to activate LNAV. Selecting the
applicable active waypoint and proceeding direct or intercepting a course to the
waypoint allows LNAV activation.
787 Flight Crew Operations Manual
Flight Management, Navigation -
Flight Management Computer
Boeing Proprietary 11.32.5
FMC Failure
Single FMC Failure
At powerup, the three FMCs are designated as master (active), inactive and cold
spare. All Flight Management computing tasks are accomplished by the master or
active FMC. The second (inactive) FMC automatically becomes active and
assumes all FMC functionality in the event the master FMC fails. The third (cold
spare) FMC then assumes the role of the inactive FMC. This transition occurs
automatically and is not apparent to the crew. No crew action is necessary. LNAV
and VNAV, if active, remain active and all flight plan and performance data is
retained.
Dual FMC Failure
In the unlikely event that both the master and hot spare FMCs fail in flight, the
third FMC (cold spare) takes over as master in a single FMC configuration. The
EICAS advisory message SINGLE FMC is displayed. All data will be retained,
NDs continue to operate, but LNAV and VNAV modes fail if engaged. The flight
crew needs to reactivate and execute the flight plan, and reselect LNAV and
VNAV.
A software reset may occur while in single FMC operation. This is a
self-protection mode which prevents permanent loss of the FMC in the unlikely
event the FMC is presented with an insoluble computation. Resets are
accompanied by the appropriate CDU help window message. Symptoms of a reset
may include the active route becoming inactive, performance data being erased,
and LNAV and VNAV (if engaged) modes failing. To regain FMC operation,
activate and execute the flight plan, enter the necessary performance data, and
engage LNAV and VNAV.
Triple FMC Failure
In the unlikely event all FMCs become inoperative, the EICAS advisory message
FMC is displayed. There is a loss of ND map displays, loss of the CDU page on
the MFD and no LNAV or VNAV operation or guidance. The TCPs provide the
capability to enter a single Latitude/Longitude position (waypoint). The TCPs
then provide track, distance to go, and ground speed to the entered waypoint. The
ability to tune the left Landing System is provided through the left TCP.
Information entered into the left Landing System is displayed on the ISFD.
Autothrottles should still be available and may be used in conjunction with any
　
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