I3201 WORKSHEET / DD-175 / JET LOG

Transcription

1 Planned Route: I3201 WORKSHEET / DD-175 / JET LOG Takeoff: KNSE, RWY 32 Altitude: 6,000 Airspeed TAS as filed Destination: Monroeville County via Direct PENSI STETS V-454 MVC HOVEN Approach: KMVC RNAV (GPS) RWY 21 Alternate: KNSE via DIRECT MERTY 3,000 Approach: KNSE ILS Z or RNAV (GPS) RWY 14 Syllabus Notes May be conducted in the UTD Full use of FMS is available to the student Flight planning shall include a completed Jet log and DD-175 Discuss a. GPS functionality/flight Modes Charted Courses verses GPS database courses GPS Turn Anticipation GPS Modes (Change points and display properties) o Terminal (Departure) o Enroute o Terminal (Arrival) o Approach b. GPS allowable operations What GPS waypoints can be used for What GPS waypoints cannot be used for Criteria for using GPS navigational guidance during the final approach segment c. GPS holding FMS setup Exit types/procedures o Manual o Automatic Deleting a holding pattern prior to entry d. GPS approaches FTI Procedures TAA o Sectors o IAF selection criteria o Use of TAA altitudes prior to IAF When cleared to the IAF but not cleared for the approach When cleared for the approach Identification of waypoints between FAWP and MAWP Loss of GPS Integrity during the approach o Prior to FAWP o After FAWP prior to MAWP 1

2 T-6B Radio Instruments I3200 Block STUDENT GRADE SHEET DATE INSTRUCTOR MEDIA: OFT VT- BRIEF TIME: NAME: EVENT: # MANEUVER MIF I3201 I3202 I3203 I3204 I GENERAL KNOWLEDGE / PROCEDURES 3+ X X X X X 2 EMERGENCY PROCEDURES 3+ X X X X X 3 HEADWORK / SITUATIONAL AWARENESS 3+ X X X X X 4 BASIC AIRWORK 3+ X X X X X 5 IN-FLIGHT CHECKS / FUEL MANAGEMENT 3+ X X X X X 6 IN-FLIGHT PLANNING/AREA ORIENTATION 3 7 TASK MANAGEMENT 3+ X X X X X 8 COMMUNICATION 3+ X X X X X 9 MISSION PLANNING/BRIEFING/DEBRIEFING 3+ X X X X X 10 GROUND OPERATIONS 4 11 TAKEOFF 4+ X X X X X 12 DEPARTURE 3+ X X X X X 44 RADIAL INTERCEPTS 3+ X X X X X 45 POINT-TO-POINT 3+ X X X 49 HOLDING 3+ X 50 ENROUTE PROCEDURES 3+ X X X X 51 ENROUTE DESCENT 3+ X X X 52 HIGH-ALTITUDE APPROACH 2+ X 53 TEARDROP APPROACH 3+ X 54 ARCING APPROACH 3+ X 55 HILO APPROACH 3+ X 56 PROCEDURE TURN APPROACH 3+ X 57 RVFAC APPROACH 3+ X 58 GPS APPROACH 3+ X X X 59 PAR APPROACH 3+ X 60 ASR APPROACH 3+ X 61 VOR FINAL 3+ X X X 62 ILS FINAL 3+ X 63 LOC FINAL 3+ X 64 GPS FINAL 3+ X X X 65 BACKUP FLIGHT INSTRUMENT APPROACH 3+ X 66 CIRCLING APPROACH 3 67 MISSED APPROACH 3+ X X X X X 68 TRANSITION TO LANDING / LANDING 3 NOTES: I3204 and I3205 shall be under simulated night conditions. I may be conducted in the UDT. Student shall fly one GCA as a no-gyro approach in the block. Full use of the FMS is available to the student on I On I3204-5, students should practice maneuvers and approaches without the use of the FMS, excluding GPS approaches. Flight planning for all events in this block shall include a completed jet log and DD-175. DISCUSS ITEMS: I3201: REVIEW DD-175 and FLIGHT LOG! GPS procedures, GPS allowable operations (GPS waypoints in lieu of NDB, VOR, and TACAN fixes), GPS approaches, GPS holding, and GPS flight modes.. I3202: REVIEW DD-175 and FLIGHT LOG! FMS flight plan usage, (SID / STAR, holding, and approach), and FMS arrivals. I3203: REVIEW DD-175 and FLIGHT LOG! NO-GYRO approach, and BFI approach. I3204: REVIEW DD-175 and FLIGHT LOG! High altitude approach, non-radar environment communications and lost communications (local / FIH). I3205: REVIEW DD-175 and FLIGHT LOG! Avionics failures, obstacle departure procedures, and Trouble T. DEPART ARRIVE SIDE # SIM TIME JPPT B Rev 08/02/2018

3 NAVAL AVIATOR I3201 CRUISE AT 6000 updated 18 Nov NSE / TTC / FUEL K +10 DIST 6 MVC / CTAF GZH ASOS STTO CEW D CEW PENSI D MVC STETS V- 454 MVC MVC D HOVEN MVC KNSE DIRECT MERTY D MERTY MVC

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5 02 SEP 16 VV(2-3-6)E123 TEX2/G I 254 KNSE PENSI STETS V454 MVC HOVEN KMVC KNSE 0+22 X 0101 (filed at)/(date) 166XXX, CTW-5, NSE

6 MONROEVILLE, ALABAMA APP CRS 208 Rwy Idg TDZE Apt Elev AL-5394 (FAA) RNAV (GPS) RWY 21 MONROE COUNTY AEROPLEX (MVC) T A NA DME/DME RNP-0.3 NA. Obtain local altimeter setting on CTAF; when not received, use Middleton Field altimeter setting. Rwy 21 Straight-in and Circling and Circling Rwy 3 NA at night. Rwy 3,21 helicopter visibility reduction below 1 SM NA. MISSED APPROACH: Climbing right turn to 2000 direct HEPUS and hold. ATLANTA CENTER UNICOM (CTAF) N M HOVEN 2000 (IAF) HOVEN 2000 NoPT 118 (5) 4 NM (IF/IAF) HEPUS 30 NM to HEPUS(NoPT) HEPUS 9 NM 30 N M t o HO VEN (6.1) 2000 NoPT 298 (5) (IAF) BURSE SE-4, 16 AUG 2018 to 13 SEP RW (FAF) JALES WORUR 1.8 NM to RW BURSE SE-4, 16 AUG 2018 to 13 SEP 2018 ELEV 419 TDZE to RW HEPUS JALES HEPUS 4 NM Holding Pattern P X MIRL Rwy 3-21 REIL Rwys 3 and 21 L MONROEVILLE, ALABAMA Orig-B 01FEB18 P CATEGORY A B C D LNAV/MDA CIRCLING LNAV/MDA CIRCLING 3.04 WORUR TCH NM to 208 RW RW NM NM 31 27'N 'W (500-1) (500-1) (600-1) (600-1) (VGSI Angle 3.00/TCH 40). 6.1 NM ( ) ( ) MIDDLETON FIELD ALTIMETER SETTING MINIMUMS ( ) ( ) (600-2) ( ) VGSI and descent angles not coincident ( ) (700-2) MONROE COUNTY AEROPLEX (MVC) RNAV (GPS) RWY 21

7 SE-3, 16 AUG 2018 to 13 SEP 2018 SE-3, 16 AUG 2018 to 13 SEP 2018

8 GPS Allowable Operations Differences may exist between GPS navigation systems and the charted magnetic courses on ground based NAVAID instrument flight procedures (IFP), enroute charts, approach charts, and Standard Instrument Departure/Standard Terminal Arrival (SID/STAR) charts. These differences are due to how magnetic variance is applied in calculation of the magnetic course. However, a properly functioning GPS navigation system, containing a current and accurate navigational database, should fly the correct ground track for any loaded instrument procedure, despite differences in displayed magnetic course that may be attributed to magnetic variation application. Should significant differences between the approach chart and the GPS system avionics application of the navigation database arise, the published approach chart, supplemented by NOTAMs, holds precedence.

9 CHAPTER SIX PRIMARY INSTRUMENT NAVIGATION T-6B For Fly-By Waypoints 5. The FMS provides turn anticipation for fly-by waypoints. It is not required nor desired to hit a fly-by waypoint. The FMS CDI will automatically reset to the next/new course listed on the LEGS PAGE and the CDI s deflected deviation bar will begin to flash. At this time a SRT turn should be commenced. This will provide an adequate lead point to establish the aircraft on the new course. If the turn is misjudged, (turn commenced too early or late) roll out of the turn with an appropriate intercept to establish the aircraft on course in a timely manner. a. For time/reporting purposes, note the time when the aircraft is wings level, out of the turn, on course or with an appropriate intercept established. b. Track the new CDI course POINT TO POINT General If a NAVAID (station) transmits both radial and DME information and the aircraft equipment is capable of processing that information, it can be used to navigate from present position to a specific RADIAL and DME from that station via the most direct path. Description If cleared direct to a RADIAL/DME fix, the pilot may be radar vectored or employ Point to Point (PTP) navigation. For PTP navigation, the turn to an initial heading should be initiated as soon as possible once cleared. One method of determining this initial turn is to plot both points on a suitable chart and connect them with a straight line. The initial no-wind heading to fly is along this line towards the new fix. Another method, which eliminates cumbersome charts, is to visualize the aircraft s present position and the new desired fix on the compass card of the HSI. This method may be used to navigate directly to any RADIAL/DME fix within reception range of the associated NAVAID. The following concepts will aid in developing this ability. 1. The station is always at the center of the compass card. The compass card is merely a compass rose around the station. 2. The fix having the greater distance is always established on its radial at the outer edge of the compass card. 3. The remaining fix is established along its radial at a proportional distance from the center of the compass card. When applying the above concepts, the compass card can be thought of as a chart. On this chart, the aircraft s present position, the desired fix, and the station (at the center) can be plotted. With 6-18 ENROUTE PROCEDURES

10 T-6B GPS INFORMATION When the PFD Source is set to FMS, the values for CDI lateral deviation are as follows: Enroute (ENR) 1 NM/Dot, 2 NM/full scale Terminal (TERM) 0.5 NM/Dot, 1 NM/full scale Approach (APR) 0.15 nm/dot, 0.3 NM/full scale

11 T-6B GPS INFORMATION During the flight, the FMS CDI mode is set automatically as follows: Departure from ORIGN airport: TERM mode Change from TERM to ENR: 33 NM from ORIGN OR Aircraft climbs above 16,000 above ORGIN airport elevation Change from ENR to TERM: 30 NM or less from DEST airport AND Aircraft descends below 15,000 above DEST airport elevation. Change from TERM to APR: 2 NM prior to the FAF Change from APR to TERM: Once MISS APR is selected

12 T-6B GPS INFORMATION Once in the Approach mode, APR and the Green Non-Precision Approach ( NPA) annunciator will be present on the PFD display

13 GPS Allowable Operations Uses of Suitable RNAV Systems: 1. Determine aircraft position relative to, or distance from a: VOR, VOR/DME, VORTAC TACAN NDB Compass locator DME fix Named fix defined by a VOR radial TACAN course NDB bearing or compass locator bearing intersecting a VOR or localizer course 2. Navigate to or from a VOR, TACAN, NDB, or compass locator. 3. Hold over a VOR, TACAN, NDB, compass locator, or DME fix. 4. Fly an arc based upon DME.

14 GPS Allowable Operations NOTE 1. The allowances described apply even when a facility is identified as required on a procedure (for example, TACAN required ). 2. These operations do not include lateral navigation on localizer based courses (including localizer back course guidance) without reference to raw localizer data. 3. Unless otherwise specified, a suitable RNAV system cannot be used for navigation on procedures that are identified as not authorized ( NA ) without exception by a NOTAM. For example, an operator may not use a RNAV system to navigate on a procedure affected by an expired or unsatisfactory flight inspection, or a procedure that is based upon a recently decommissioned NAVAID.

15 Creating User Waypoint for RADIAL/DME Point to Point The FMS will now display Course, distance, TTG and ETA and tracking information for the new waypoint. USER waypoints are NOT authorized for IFR operations. This information is ONLY to be used as an aid to situational awareness. AVIATION CIRCULAR Use of Suitable Area Navigation Systems on Conventional Routes and Procedures 9.c.(1) Operating Requirements. For the purposes described in this AC, pilots may not manually enter published procedure or route waypoints via latitude/longitude, place/bearing, or place/bearing/distance into the aircraft system.

16 GPS Allowable Operations In order to conduct a GPS approach, the approach must be retrieved by the approach name from a current aircraft navigation database and conform to the charted procedure. Individual Approach waypoints may not be loaded manually. Approach procedures with GPS in the title: (i.e. ILS Y OR RNAV (GPS) RWY 13R) When conducting the GPS portion of these approaches there is no requirement to monitor associated conventional NAVAID(s) on the Final Approach segment. Approach procedures without GPS in the title: (i.e. VOR/DME OR TACAN RWY 31L) These approaches may be available for loading from the FMS database. Even with GPS being absent in the title of the approach, you may still fly the Final Approach segment using GPS, however the titled conventional NAVAID must be monitored meaning the NAVAID must be operational on the ground, installed and operational in the aircraft, with its navigational guidance displayed (i.e. the T6 is not permitted to execute a approach titled TACAN RWY 13R using the GPS.) A noted exception for allowable use of the GPS is when a charted course is defined by a Localizer. GPS is not permitted for lateral navigation along any Localizer-based course (ILS, LOC, LOC-BC) where GPS is not in the title of the approach.

17 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER TEN Procedure For the following example refer to the RNAV (GPS) RWY 32 at Gulfport-Biloxi Intl (see Figure 10-3). Little Dogs Dig Holes Always (LDDHA) is helpful mnemonic for FMS setup. In this example the bearing to IVOLE (the center IF/IAF) is between 043 and 133 and you have been Cleared for the RNAV RWY 32 approach. From this area you are expected to proceed direct to FAROR and may comply with the depicted TAA altitudes. Upon receiving approach clearance: 1. L Load GPS approach. (If not previously accomplished). NOTE Ensure that the appropriate approach transition is selected (FAROR in this example). Where opted, failing to select an appropriate transition will prevent needed waypoints from being loaded to the LEGS Page (IAF, /H (HILO), PT, Arcs or other approach options). 2. D Direct to IAWP, (in this case FAROR). NOTE If being radar vectored to final select FAF (VICKR) as the active waypoint and enter the FAC (313 ) as the Intercept course. Then comply with Radar Vector to Final Approach Course (RVFAC) procedures until cleared for the approach. 3. D Display PFD source should be set to FMS. 4. H Hold If the approach requires a turn in holding (HILO), ensure that the waypoint appears in the legs page with the /H suffix. 5. A Approach Mode Verify APR (approach) mode at 2NM from MAWP on PFD 6. Descend to appropriate altitude per TAA/ATC instructions (cleared for the approach and within 30 nm of FAROR descend to 2000 MSL). 7. Within 5 NM of the IAWP (FAROR), Slow to 150 KIAS. 8. Fly published procedure to establish aircraft inbound to the FAWP (VICKR). 9. Comply with courses and altitudes (use Turn anticipation where appropriate). GPS APPROACH PROCEDURES 10-9

18 CHAPTER TEN PRIMARY INSTRUMENT NAVIGATION T-6B NOTE In our example, maintain 2000ʹ MSL until FAFWP tracking 043 course from FAROR to the IF IVOLE, then 313 from IVOLE to FAWP VICKR (the published NoPT on this segment indicates that the published HILO pattern should not be executed). 10. Within 5 NM of the FAWP (VICKR) transition to BAC. NOTE Expect handoff to Tower or advisory frequency when inbound to the FAFWP. On initial contact, report position along the approach, gear status and your intentions. 11. At 3 NM from the FAWAP (VICKR) observe HSI SCALES TO CHANGE message. 12. At 2 NM from the FAWP (VICKR) observe transition to APR (approach) mode. NOTE If the FMS fails to transition to the APR MODE notify the Instructor and comply with Loss of GPS integrity prior to the FAWP procedures. 13. At the FAWP execute the 6T s: TIME - As required for any backup approach. TURN - Continue tracking FMS to the MAWP. TIME - Not required. TRANSITION - Set approximately 15% torque, trim for 120 KIAS descent to segment altitude or MDA as required (LNAV MDA 460 MSL). NOTE Adjust pitch to maintain airspeed; use power as required to maintain a stabilized rate of descent not to exceed 1000 fpm. TWIST - Track course from FAC to the MAWP (course is set by the FMS) GPS APPROACH PROCEDURES

19 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER TEN NOTES 1. On some approaches, a course change may be required passing the FAWP. 2. Named waypoints on the published instrument approach between the FAWP and MAWP that can be defined using Along-Track-Distance (ATD) from the MAWP or other charted methods may not appear on the NAV/TSD display or on the LEGS page. TALK - As required/directed. NOTE If a GPS Integrity warning occurs between the FAWP and the MAWP, execute the Loss of GPS Integrity Inside the FAF procedures. 14. Approximately 100 prior to the MDA, slowly add power to arrest the rate of descent. 15. At the MDA (460 ), adjust power to maintain altitude and approach speed. 16. Fly at the MDA to the MAWP (RWY32). 17. Upon reaching the MAWP (RWY32), if the runway is not insight or the aircraft is not in a position to make a safe landing, execute the Missed Approach. NOTE The VDP for this approach is defined by distance from the MAWP (1.2 NM prior to RWY32) The FMS will NOT automatically sequence to any waypoints required for execution of the Missed Approach procedure. Automatic sequencing will cease at the MAWP. Once stabilized in the climb and clean, if a Missed Approach is required the pilot must manually sequence the system to the first Missed Approach WPT by selecting MISS APR and EXEC. Until MISS APR is selected the FMS will continue to provide course guidance along the FAC. Common Errors 1. Loading wrong approach/transition. 2. Inappropriate use of feeder fix/taa altitudes. 3. Not slowing to 150 KIAS within 5 NM of the IAWP (for non-radar vectors). GPS APPROACH PROCEDURES 10-11

20 CHAPTER TEN PRIMARY INSTRUMENT NAVIGATION T-6B 4. Late transition to BAC. 5. Not verifying APR mode within 2 NM of the FAWP. 6. Using wrong Minimums for the approach LOSS OF GPS INTEGRITY Prior to the FAWP: If a GPS integrity warning occurs prior to the FAWP, or system sensitivity does not change to APR mode within 2 NM of the FAWP: 1. Transition to a backup approach if available. NOTE This does not, for example, give the pilot the option to fly an ILS approach if the clearance given was to a stand-alone RNAV (GPS) approach. If however, the clearance given was to an overlay approach, the pilot may transition to the underlying NAVAID and continue on the approach. If no backup approach is available (or until obtaining clearance for one); 2. Continue on course to the FAWP. 3. At the FAWP continue to the MAWP maintaining the FAWP altitude. 4. At the MAP, execute the published Missed Approach or climbout instructions as appropriate. Inside the FAWP: NOTE Inform the controlling agency as soon as practical. A GPS integrity warning occurring after the FAWP is a serious situation. Pilots must be prepared to take immediate action. 1. Transition to your backup approach, if available (see note from step one above). 2. Climb to the Missed Approach altitude. 3. Continue tracking to the MAWP GPS APPROACH PROCEDURES

21 Figure 10-3 KGPT RNAV (GPS) RWY 32 87

22 Terminal Arrivals Terminal Arrival Area (TAA) The TAA provides a transition from the enroute structure to the terminal environment with little required pilot/air traffic control interface for aircraft equipped with Area Navigation (RNAV) systems. TAAs are primarily used on RNAV approaches but may be used on an ILS approach when RNAV is the sole means for navigation to the Intermediate Fix (IF). TAAs do not describe specific route of flight but rather describe a volume of airspace within which an aircraft proceeds inbound from the 30 NM arc boundary toward an appropriate an IAF. A TAA provides minimum altitudes with standard obstacle clearance when operating within the TAA boundaries. They are not normally used in areas of heavy concentration of air traffic.

23 Terminal Arrivals Terminal Arrival Area (TAA) TAA sectors are depicted as bearings and arcs in relation to the approach Intermediate Fix (IF). (seen here in blue) It is important that the pilot knows which area of the TAA the aircraft will enter in order to comply with appropriate minimum altitude requirements.

24 Terminal Arrivals Terminal Arrival Area (TAA) The pilot can determine the appropriate TAA sector and IAF expected by ATC based on the magnetic bearing of the aircraft TO the fix labeled IF/IAF. This bearing should then be compared to the published lateral boundary bearings that define the TAA areas. Do not use magnetic bearing to the right-base or left-base IAFs to determine position.

25 Terminal Arrivals Terminal Arrival Area (TAA) An ATC clearance direct to an IAF or to the IF/IAF without an approach clearance does not authorize a pilot to descend to a lower TAA altitude. Once cleared for the approach, pilots may descend in the TAA sector to the minimum altitude depicted within the defined area/subdivision, unless instructed otherwise by air traffic control.

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28 CHAPTER TEN PRIMARY INSTRUMENT NAVIGATION T-6B 4. Late transition to BAC. 5. Not verifying APR mode within 2 NM of the FAWP. 6. Using wrong Minimums for the approach LOSS OF GPS INTEGRITY Prior to the FAWP: If a GPS integrity warning occurs prior to the FAWP, or system sensitivity does not change to APR mode within 2 NM of the FAWP: 1. Transition to a backup approach if available. NOTE This does not, for example, give the pilot the option to fly an ILS approach if the clearance given was to a stand-alone RNAV (GPS) approach. If however, the clearance given was to an overlay approach, the pilot may transition to the underlying NAVAID and continue on the approach. If no backup approach is available (or until obtaining clearance for one); 2. Continue on course to the FAWP. 3. At the FAWP continue to the MAWP maintaining the FAWP altitude. 4. At the MAP, execute the published Missed Approach or climbout instructions as appropriate. Inside the FAWP: NOTE Inform the controlling agency as soon as practical. A GPS integrity warning occurring after the FAWP is a serious situation. Pilots must be prepared to take immediate action. 1. Transition to your backup approach, if available (see note from step one above). 2. Climb to the Missed Approach altitude. 3. Continue tracking to the MAWP GPS APPROACH PROCEDURES

29 PRIMARY INSTRUMENT NAVIGATION T-6B CHAPTER TEN 4. At the MAWP, execute the published Missed Approach or climbout instructions as appropriate. NOTE Inform the controlling agency as soon as practical. GPS APPROACH PROCEDURES 10-13

30 Manually inserting a holding fix During the flight it may be necessary to hold at any of the waypoints along your route. This can be accomplished by accessing the HOLD page from the MFD MENU page 1/2. NOTE If there are no holding points in the current route of flight, a /H will be loaded into the SCRATCHPAD and the LEGS page 1 will be displayed. 100

31 Manually inserting a holding fix If there is a holding point already in the flight plan, the first one in sequence will be displayed. (in our example it is HILGA, our missed approach holding fix) On the RTE HOLD page 1/1, select NEW HOLD at LSK L6. NOTES Selecting New Hold, will place a /H in the SCRATCHPAD and bring up the LEGS pages. The /H can also be put into the SCRATCHPAD manually using the UFCP and manually switching to the LEGS page. 101

32 Manually inserting a holding fix Upload the /H to the LSK adjacent to the desired holding waypoint (we will use MVC for our example). This will return you to the HOLD page with the waypoint already loaded with a default pattern 102

33 Manually inserting a holding fix LSK L1 shows the proposed holding FIX. LSK L2 can be used to toggle between a RIGHT (standard) or LEFT (non-standard) pattern. LSK L3 shows the flight plan course leading to the FIX. LSK L4 is leg time (defaulted to 1.0 minutes). LSK L5 provides leg length in distance if required. LSK R5 displays the EXIT TYPE (This will always be MANUAL for user created holding fixes). 103

34 Manually inserting a holding fix For our example we will use the holding clearance; Hold south of the MVC VOR on the 180 radial make left turns with 5 mile legs, expect further clearance five minutes after never. Using LSK L2 we have toggled TURN DIR to LEFT for Non-Standard holding. 104

35 Manually inserting a holding fix The Holding course will be 360. Enter 360 into the scratchpad and uploaded it to LSK L3. 105

36 Manually inserting a holding fix To set the leg length, enter 5 into the scratch pad and upload it to LSK L5. 106

37 Manually inserting a holding fix Review Holding data LSK L1 FIX MVC LSK L2 TURN DIR LEFT LSK L3 INBD CRS 360 LSK L5 LEG DIS 5.0 NM Once all data is reviewed and correct the (modification) will need to be executed using the EXEC button on the UFCP. The green light will be flashing at the top of the display as a reminder. 107

38 Manually inserting a holding fix Once the new holding has been activated a green /H will appear next to the holding waypoint on the LEGS page. 108

39 Manually inserting a holding fix The holding pattern will be depicted on the NAV page once it is within range. As you approach the fix a message will be displayed prompting the type of holding entry to be used. Crossing the fix, the FMS will not sequence beyond a manually entered holding waypoint until the exit is armed or another waypoint is maually selected as the active waypoint. Holding depiction Type of holding entry 109

40 Deleting a holding fix To cancel or remove an existing holding waypoint prior to entering holding, simply enter / in the scratchpad and upload it to the existing holding waypoint on the LEGS page. 114

41 Deleting a holding fix The modification will require that the EXEC button be selected on the UFCP for the change to take effect. This process will remove Manually entered holding fixes. It can also be used to delete holding patterns that are part of a loaded approach procedure. 115

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44 "AUTOMATIC HOLD EXIT " APPEARS IN THE MESSAGFE WINDOW

45 Exiting Holding Once established in holding (anytime after first passage of the holding waypoint) and cleared to proceed on course, the EXIT HOLD should be armed to allow the FMS to resume normal sequencing. To ARM the EXIT, select the HOLD page from the MFD MENU page 1/2. 110

46 Exiting Holding Use LSK R6 to select EXIT HOLD. 111

47 Exiting Holding The green light is a reminder that this not been saved/activated. has Pressing the EXEC button on the UFCP will save/activate the change. 112

48 Exiting Holding Once executed on the UFCP, EXIT ARMED will appear at LSK R6. With the EXIT ARMED, the FMS will sequence to the next waypoint at the next passage of the holding waypoint. 113