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A 737-300/400/500MAINTENANCE MANUAL
DME 2

DME Slant Range Crossing Angle
Figure 13

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A 737-300/400/500MAINTENANCE MANUAL

SEE INTERFACE FOR SPECIFIC PINS
FMCS Guidance ComputationFigure 14

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A
737-300/400/500MAINTENANCE MANUAL
 A. General
 (1)  
The FMCS incorporates flight path guidance and steering functions which work in unison to provide output commands to the airplane's autopilot/flight director (DFCS), and autothrottle systems. These commands enable automatic flight path control. The FMCS guidance computations with the flight management computer involve three separate areas: Flight Plan Management, Lateral Guidance and Steering, and Vertical Guidance and Steering.

 (2)  
In its normal, fully automatic mode of operation, the FMCS provides both lateral (roll) and longitudinal (speed or vertical speed) commands to the DFCS from its initial engagement at the start of the climb profile to the point in the final approach at which ILS localizer and glideslope interception normally occur. The DFCS can be operated in modes which control the airplane along the path described by the FMCS. The LNAV mode, when engaged, controls the airplane along the desired lateral track for the route. The VNAV mode, when engaged, follows the desired vertical path. The profile may also be flown without DFCS and autothrottle by using the FMCS CDU display and the EFIS as a source of reference.

 B. Flight Plan Management
 (1)  
The primary structure of a flight planned route consists of a sequence of waypoints or legs. A waypoint is completely defined in terms of its latitude, longitude, and altitude, but in some cases these parameters may be affected by other operational variables. The FMCS implementation recognizes two distinct types of waypoints called fixed and floating. Fixed waypoints, which are the most common of the two waypoints, are defined by a fixed geographic position. Floating waypoints whose positions are dependent upon airplane operating state and external variables such as wind. The lateral flight plan is determined by fixed and floating waypoints and is computed by lateral guidance processes. The active TO waypoint may be a fixed or floating waypoint. Floating waypoints are displayed on the CDU with the identifier enclosed in parentheses.

 (2)  
In addition to fixed and floating waypoints, the system implementation takes into account in its profile predictions the existance of points of importance to the vertical performance calculations. These points are like the floating waypoints in that they occupy positions dependent upon airplane operating state, but these points do not appear on any of the RTE or RTE LEGS displays and their existence is transparent to the crew using the system, except for Top of Climb (T/C), Top of Decent (T/D), and End of Decent (E/D) advisories. They influence the system only by their presence being accounted for in time and distance predictions.

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 (3)  
The desired lateral path is defined by the sequence of fixed and floating waypoints. The waypoints may have been extracted from the navigation data base or manually inserted. For each of these waypoints, the profile prediction processing computes and assembles the following: predicted altitude, time-of-arrival, speed, and fuel remaining at the waypoint, distance from the preceding waypoints, and course of the flight path between the waypoints.
　
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