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Enter any waypoint in the active or modified route.
This prompt performs the same function as described on the cruise page in the
FMC Cruise section. It can be selected before or after the diversion is selected.
1 VIA DIRECT TO
2 VIA OFFSET
3 VIA OVERHEAD
4 Engine Out (ENG OUT)
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V I A
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A L T
D I V E R T K M W H
K M W H
ALTN
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< DIVERT NOW
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<ERASE SELECTED
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MOD KMWH ALTN
DIRECT TO <SEL> FL230
11
787 Flight Crew Operations Manual
Flight Management, Navigation -
FMC Descent and Approach
Boeing Proprietary 11.43.27
Push – displays the ALTN 1/2 page.
Entry of any valid altitude or flight level into this line causes a recomputation of
ETA and arrival fuel. Altitude entries do not become part of the diversion
modification. Altitude entries apply to all four alternates.
Displays the altitude for which ETA and arrival fuel are calculated.
Entry of speed or Mach number into this line causes a recomputation of ETA and
arrival fuel. Speed entries do not become part of the diversion modification. Speed
entries apply to all four alternates.
Speed modes available are:
• ECON (economy)
• LRC (long range cruise)
• EO (engine out)
• EO LRC (engine out long range cruise)
• CO (company speed)
• any CAS or Mach.
Entry of data causes recomputation of ETA and arrival fuel. A wind entry may be
made for each of the four alternates. A wind entry applies to only one alternate.
Valid entry is a direction in degrees/speed in knots from 1 to 999.
Entry of data into these lines causes a recomputation of ETA and arrival fuel. A
separate ALT/OAT entry may be made for each of the four alternates.
Displays the OAT for a specific altitude.
Valid entry is an altitude/temperature in degrees C.
Displays calculated airport ETA and arrival fuel based on the selected route,
altitude, and speed displayed on this page.
This prompt performs the same function as described on the ALTN 1/2 page.
Note: After a divert is executed, the XXXX ALTN page data is not updated until
all CDU displays change to a page other than the XXXX ALTN page.
5 Alternate (ALTN)
6 Altitude (ALT)
7 Speed (SPD)
8 WIND
9 Altitude/Outside Air Temperature (ALT/OAT)
10 Alternate Airport ETA/Fuel (XXXX ETA/FUEL)
11 XXXX DIVERT NOW
787 Flight Crew Operations Manual
Flight Management, Navigation -
FMC Descent and Approach
11.43.28 Boeing Proprietary
Holding
The FMC computes holding patterns with constant radius turns based on current
wind and FMC commanded airspeed. The pattern size is limited to FAA or ICAO
protected airspace. In LNAV, the AFDS tracks the holding pattern using up to a 30
degree bank angle. Strong winds or airspeed in excess of FAA or ICAO entry
speeds may result in the airplane flying outside the protected airspace.
With LNAV active before sequencing the holding fix, holding pattern entries are
determined by the following:
• airplane track, not heading or direction from which the active route
approaches the holding pattern, determines the entry method used
(parallel, teardrop, or direct entry)
• the airplane flies the initial outbound leg a computed distance from the
holding fix, rather than a specific time. The computed distance is a
function of the command airspeed and computed wind at the time the
holding pattern becomes active
• teardrop entries use a 40 degree offset angle.
Holding Entry
Airplane track to the holding fix determines the entry type; direct, teardrop, or
parallel. To make efficient use of the holding airspace, lateral guidance may direct
the initial turn to the holding pattern prior to crossing the holding fix (fly-by). The
holding entry path displays on the ND. For all holding entry types, lateral
guidance directs the airplane to fly-by or fly-over the holding fix and to remain on
the holding side of the inbound holding course. Depending on the entry track for
a direct entry, the flight path may extend slightly beyond the displayed outbound
holding turn. For teardrop and parallel entries, the flight path remains within the
confines of the depicted holding pattern displayed on the ND. Remaining within
the prescribed holding airspace requires the airplane to be at holding airspeed at
the holding fix.
Hold Page (First Hold)
The hold page is used to enter a holding pattern in the route.
When the flight plan does not contain a holding pattern, pushing the HOLD
　
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