------------------------------------------------------------------------------
| --- ZONE A2 ------------ | ----- ZONE B2 ------------ | ---- ZONE C2 --------- | ---- ZONE D2 ----------- | ---- ZONE E2 ----------- |---
|  | DES(C) G/S(C)  |  |  |  |
 |  |  |  |  |  |
 |  | DES(C) FINAL(C) |  |  |  |
 | --- ------------ | ----- ------------ | ---- --------- | ---- ----------- | ---- ----------- |---
---| --- ------------ZONE A3 ------------ -----| ----- ------------ZONE B3 ------------ ----| ---- ---------ZONE C3 --------- ----| ---- -----------ZONE D3 ----------- ----| ---- -----------ZONE E3 ----------- ---|---
|  |  |  | DH(W)XXX(C)  | A/THR(W)  |
 |  |  |  |  |  |
 | LVR ASYM(A)  |  |  | NO DH(H)  | A/THR(C)  |
 |  |  |  |  |  |
 | LVR CLB (W)*  |  |  | MDA(W)XXXX(C) |  |
 |  |  |  |  or  |  |
 | LVR MCT (W)*  |  |  | MDH(W)XXXX(C) |  |
 |  |  |  |  |  |

 ------------------------------------------------------------------------------(W)* : white wording flashing
 ---------------------------------| ZONE AB3 | ---------------------------------| SPEED SEL : XXX (C) | | MACH SEL : .XX (C) | ---------------------------------
-----------------------------------| ZONE BC3 | -----------------------------------| SET GREEN DOT SPD(W) | | | | DECELERATE(W) | | | | MORE DRAG(W) | | | | SET MANAGED SPD (W) | | | | CHECK APP SEL (W) | | | | SET HOLD SPD(W) | | | | VERT DISCONT AHEAD(A) | | | -----------------------------------

 (6) Flight Management System (FMS)
 (a) FMS Functions
 1 Definition of the flight plan (lateral and vertical)
_
 2 Lateral navigation:
_ -initialization of ADIRS
 -determination of the aircraft position
 -follow-up of the flight plan
 -selection of navaids (manual or automatic).
 3 Performance, computation and vertical navigation:
_
 -
calculation of the optimum speed and of the characteristic speeds

 -
calculation of predictions during the flight plan taking into account the various constraints

 -follow-up of the vertical flight profile
 -various supplementary performance calculations.
 4 Management of displays:
_
 - on the MCDU
 - on the ND
 - on the PFD.

 (b) Definition of the flight plan From the navigational data stored in its mass memory, the FMGC permits (via the MCDU 1 or 2) to choose a flight plan :
 -
through the designation of a company route number,

 -
through the designation of the airports of origin and

 destination. A company route, as defined in the mass memory may contain, in addition to the origin and destination :
 -the arrival, route and departure procedures,
 -the cruise flight level, R - a cost index (ratio between the time cost and the fuel cost). R
 This enables the system to optimize the vertical profile of the
 flight.
 The system then defines a flight plan. The plan is generally
 associated to an alternate airport.
 In the absence of company routes in the memory, the
 initialization is made:

 -
when the origin/destination couple is called up,

 -
when the crew enters the procedures, cruise level and cost

 index data.
 The MCDU consists of:

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 -a color CRT,
 -an alphanumeric keyboard with functions keys.
 The MCDU 1 or 2 permits, if necessary, to perform the following :

 -change the cruise altitude and cost index,
 -modify the arrival or departure procedures (STAR, SID...),
 -
change the lateral flight plan (new route, insertion of holding etc.)

 -
change the vertical flight plan (insertion/deletion of constraints, step climb etc.).

 NOTE : The mass memory is updated every 28 days.
____ On aircraft, external equipment (data loader) is used to update the system. The system stores permanently in its mass memory the two most recent navigation data updates. The crew can enter, independently of the mass memory inserted by the load, 20 waypoints, 20 navaids, 10 runways and 3 company routes. These specific elements are automatically cleared either at the end of each flight or when a new data bank is selected, depending on the airline choice (pin programming). The definition of the flight plan determines in advance the type of approach to be made at the destination airport (ILS or R.NAV approach). It is possible to define a second flight plan termed "secondary" which is not active. This plan has the same characteristics as the active plan and is used to prepare the next flight plan (including fuel), to facilitate training and to evaluate various performance comparisons according to 2 different flight plans.
　
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