TG-6093 NG FMS

EMBRAER 170/175/190/195
NG FMS TRANSITION GUIDE

EMBRAER S.A.
TG–6093
JULY 04, 2016
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Copyright © 2016 by Embraer S.A. All rights reserved.
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TRANSITION GUIDE
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TABLE OF CONTENTS
TRANSITION GUIDE
NEXT GENERATION
FLIGHT MANAGEMENT SYSTEM - NG FMS
TABLE OF CONTENTS
GENERAL...........................................................................1
INTRODUCTION ...........................................................1
FUNDAMENTALS ..............................................................3
PHILOSOPHY OF DISPLAY COLORS .........................3
EDITABLE AND NON EDITABLE FIELDS....................3
REQUIRED AND OPTIONAL ENTRIES .......................4
TITLE OF PAGES .........................................................5
NG FMS INITIALIZATION ..................................................6
REGULAR FLIGHT.............................................................29
CLIMB............................................................................29
FLIGHT PLAN INTERVENTION....................................30
DESCENT......................................................................32
APPROACH...................................................................33
GO AROUND.................................................................37
OTHER FUNCTIONS ....................................................38
OPTIONAL FUNCTIONS....................................................56
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TABLE OF CONTENTS
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GENERAL
INTRODUCTION
This publication presents guidance information to help operators with
the transition from FMS Load 25 and previous versions to the new
FMS Load 27.1 and on.
It only contains the essential information considered by the
Operational Evaluation for the crew to start using the NG FMS. For
detailed information, consult the Honeywell FMS Pilots Operating
Manual.
NOTE: In this publication, the following designations are adopted:
1. NG FMS in reference to loads 27.1 and on;
2. NZ FMS in reference to previous load versions.
This is in accordance with the system's terminology, as
shown in the NAV IDENT page.
Difference in load version designations

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FUNDAMENTALS
PHILOSOPHY OF DISPLAY COLORS
On the NG FMS, display colors have the following meaning:
- WHITE: Menus, titles, sidelink messages on ATC LOG page

and scratchpad messages.
- CYAN: Vertical, atmosphere, performance, pending page
titles and changes, downlink (on ATC LOG page
only).
- GREEN: Lateral modes, free text, uplink (on ATC LOG page
only).
- MAGENTA: TO waypoint.
- RED: Failures.
- YELLOW: Warnings, FROM waypoint and flight plan names.
EDITABLE AND NON EDITABLE FIELDS

On each page of the NG FMS, fields that are editable are
differentiated from the ones non-editable by visual means. The
characters from editable fields are placed near the edge of MCDU
screen. The characters from non-editable fields are placed with a
space from the edge of the screen. This difference is presented on
the following figure:
Editable and noneditable fields

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REQUIRED AND OPTIONAL ENTRIES

Boxes (□) are presented when it is necessary to fill the field with
information. If this required information is not supplied, the pilot may
not be able to proceed with NG FMS initialization or some feature
may not become available.
Dashes (-) indicate optional fields. If this optional information is not
supplied, some feature may not become available.
Required and optional fields

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TITLE OF PAGES
When some pages are being filled, the indication "MOD", in cyan,
can appear in its title. Despite this change, it does not represent a
new page. The new title simply indicates that the content of the page
is being modified by the operator.
Active (ACT) page and the same page under modification (MOD)
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NG FMS INITIALIZATION
The initialization flow of the NG FMS was designed to guide the pilot
through the initialization process, using the lowest right line select
key (LSK 6R). After all the necessary information from a page is
inserted, select the LSK 6R to display the next page, and provide the
necessary information.
Although the LSK 6R flow is an intuitive way to initialize NG FMS, it is
possible for operators to develop another initialization, considering all
necessary data.
Initialization flow
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After NG FMS powers up, the RADIO page is displayed. The

initialization flow is started by pushing any NG FMS function key:
(PERF, NAV, FPL, PROG, and RTE) on the MCDU. The NAV IDENT
page is displayed after a function key is pushed.
Navigation database (NDB) is displayed on the right side of the NAV
IDENT page. Active database is presented at LSK 1R, whereas the
date for alternate period is presented at LSK 2R.
On the NAV IDENT page, the pilots have to check its content. Once
the check is done, press LSK 6R (RTE prompt) to access the
ROUTE page.
NAV IDENT page
NOTE: NG FMS automatically sets the POSITION INITIALIZATION

with information provided by the GPS system. The
POSITION INITIALIZATION page (POSITION INIT) is
displayed only if GPS position is not available.
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On the ROUTE (RTE) page, it is necessary to set the destination

airport (DEST), and flight ID (FLIGHT ID). Alternate destination
(ALTN DEST) is available after the destination airport is set.
If the initialization coordinates are within 3 NM from an airport in the
database, this airport is automatically loaded in the ORIGIN field.
A MOD RTE page is created after the destination airport is inserted
in the DEST prompt at LSK 1R.
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MOD RTE page
After all the required information is entered, press the ACTIVATE

prompt at LSK 6R to create an active route (ACT RTE) page.
MOD RTE page

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At the ACT RTE page, press the DEPARTURE prompt at LSK 6R to

insert the applicable departure procedure.
ACT ROUTE page
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DEPARTURE page
After all the required information is set and checked, press APPLY
prompt at LSK 6R to insert the applicable departure procedure.
DEPARTURE page
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The APPLY prompt inserts the applicable departure procedure, with its
waypoints and correspondent vertical constraint, to the route, creating
an MOD RTE.
Insert extra waypoints and airways on the MOD RTE.
MOD RTE page
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On the NG FMS, insert waypoints on the right side and airways on the
left side.
WYAPOINTS ON THE RIGHT (TO)
Waypoints on the right
AIRWAYS ON THE LEFT (VIA)

BLANK ON THE LEFT DIRECT
Airways on the left
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For example, if INW is the entry waypoint of airway J44 and its exit
waypoint is RSK:
- insert the J44 airway identifier on the VIA field, and
- insert the exit point on the TO field of the same line.
Inserting airway
Inserting waypoint
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To create an active ROUTE page, press the prompt ACTIVATE at

LSK 6R.
Activating inserted data
Pilots can use the format AIRWAY.WAYPOINT to enter information

only on the flight plan (FLT PLAN) page.
AIRWAY.WAYPOINT format
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NEXT key
Pushing the NEXT key displays the alternate route page.
Alternate Route page

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If any alternate destination airport was entered on the ACT RTE

page 1, it is automatically displayed on the ALTN RTE. The alternate
flight plan is entered in the same way as for the route flight plan.
Pressing the ACTIVATE prompt at LSK 6R activates the flight plan with
the applicable alternate plan.
Activating Alternate flight plan

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Once the RTE is completed, the PERF INT prompt appears on the
LSK 6R allowing the flight crew to continue the NG FMS initialization
flow. Press PERF INIT prompt at LSK 6R to display the
PERFORMANCE INIT page.
PERF INIT
PERF INIT page 1/3

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The PERF FACTOR option is available on the NG FMS to add a fuel

flow increment due to airplane or engine performance deterioration.
Flight crew cannot edit this value.
PERF FACTOR adds a fuel flow increment
The ALTERNATE FUEL field is an optional entry. If any value is

inserted, the NG FMS disregards any calculation of trip fuel
consumption from destination to alternate. The equipment uses the
inputted data as a fixed value fuel for the alternate. It happens, no
matter which data is inserted or not on RTE and FPL pages. The NZ
FMS does not have this feature and always calculates the fuel from
destination to alternate. If this field is blank, NG FMS can have the
same computation. If not, it assumes the inputted value and does not
use the NG FMS computation for trip fuel from destination to alternate.
NOTE: Do not use this field as reserve fuel. Reserve fuel has its own
field, which is the same as the NZ FMS.
CAUTION: PERFORMANCE DATA, HOLD TIME AVAILABLE AND

OTHER PERFORMANCE RELATED FEATURES USE
THIS VALUE ON THEIR COMPUTATION. ANY
IMPROPER VALUE SETTING AT THIS FIELD CAN
CAUSE A CONSEQUENT MISCALCULATION ON
THESE PERFORMANCE PARAMETERS.
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Alternate Fuel field
IF BLANK: FMS COMPUTES

DESTALTN FUEL BURN
IF FILLED: FMS USES THE ENTRY VALUE AS FUEL BURN

FROM DESTALTN
Alternate Fuel not filled

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Press NEXT button to display PERFORMANCE INIT 2/3 page.
PERF INIT page 2/3
On PERFORMANCE INIT page 2/3 enter the ZFW and TO C.G., if it is

already available. There is no need to confirm the Performance
initialization on the NG FMS.
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PERF INIT page 2/3: press NEXT for page 3/3
Press NEXT button to display PERFORMANCE INIT 3/3 page.

On PERFORMANCE INIT page 3/3 set or verify the CLIMB, CRUISE
and DESCENT speed schedule.
PERF INIT page 3/3

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Once all performance data is entered, press TO DATASET prompt to

display T/O DATASET MENU page.
Takeoff Dataset
After the T/O DATASET MENU page is set, press TAKEOFF prompt
(LSK 6R) to display TAKEOFF INIT 1/2 page.
TAKEOFF page
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After the TAKEOFF INIT 1/2 page is set, press NEXT button to display
TAKEOFF INIT 2/2 page.
TAKEOFF INIT page
After the TAKEOFF INIT 2/2 page is set, press TAKEOFF prompt (LSK
6R) to display TAKEOFF page.
TAKEOFF page
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After the insertion of Vspeeds, FLAP, and TO CG by the flight crew,

TAKEOFF page will present the computed takeoff pitch and takeoff
pitch trim.
Pitch Trim calculation
After the TAKEOFF page is set and crosschecked, press DEP LIM
prompt (LSK 6R) to display DEPARTURE LIMIT page.
DEPARTURE LIMIT page

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DEPARTURE LIMIT page replaces the DEP Speeds on the NG FMS

with some additional features. The first two fields on the page do the
same as the NZ FMS: it limits your speed (SPEED LIMIT field) to a
certain height. There is no distance anymore, the only way to
accelerate beyond the speed set is to fly over that height (height above
field elevation).
Operator can customize all fields on the DEPARTURE LIMIT page.
The first two lines (Speed and Altitude) are cold-protected. So if flight
crew overrides them, they do not return to the values after a power
down and power up. The only way to retrieve the default value is by
deleting the value on its respective field.
Departure Limit page
Difference between NG FMS and NZ FMS

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The VNAV CAP AFE field allows the control of VNAV engagement at a
variable height, different from the fixed 400 ft above field elevation on
the NZ FMS. When VNAV engages, it reverts to FLCH and the system
sets Climb thrust. There are no differences between the way it
behaves on the NZ FMS and NG FMS. The main difference is the
possibility to control at which height VNAV engages.
NG FMS - VARIABLE VALUE: PILOT INPUT

FMS - FIXED VALUE: 400 ft
Difference between NG FMS and NZ FMS
With proper setting, pilots can work with regular departures or different
types of noise abatement procedures, all preset on ground, reducing
crew workload during the flight.
The fourth line of the Departure Limit page (VNAV CAP <- EO ->
BANK LIM) is only applicable for engine out operations. The crew shall
set values for VNAV CAP and BANK LIM accordingly.
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After the DEPARTURE LIMIT is set, the initialization of the NG FMS is

completed. Pushing the FLT PLAN prompt at LSK 6R displays the
Flight Plan page (FLT PLAN) page.
The pilots should use the FLT PLAN page to check and verify the
information related to the flight.
FLT PLAN page
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REGULAR FLIGHT
CLIMB
TAKEOFF
LNAV will arm when the TO/GA button is pressed.
CLIMB DIRECT
CLB DIR prompt is available whenever there are altitude constraints
between the airplane altitude or flight level and the preselector altitude.
If it is pressed, all NG FMS altitude constraints up to the preselector
altitude are cleared.
TRANSITION ALTITUDE
Transition Altitude value has moved to CLB page and is automatically
retrieved from the navigation database.
Transition Altitude
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FLIGHT PLAN INTERVENTION

Flight plan intervention has changed in some actions performed by the
crew.
SPEED INTERVENTION
NG FMS allows speed value entries on field 1R LSK (FLT PLAN page).
Use speed intervention whenever a tactical speed change is required
with no need to revert to manual speed mode.
Speed Intervention
Speed intervention is canceled at climb to cruise transition or cruise to

descent phase of flight. There is a scratchpad message to alert the
pilot when it happens.
The way to return to the default NG FMS speed value for that phase of
flight is to delete the speed value at LSK 1R. This action resumes NG
FMS speed operation on its regular way.
NOTE: Performance calculation is not recomputed with speed
intervention mode, it is like a “manual” speed change.
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OFFSET
Offset function has moved from Progress (NZ FMS) to Route (NG
FMS), first page.
DIRECT TO
DIRECT TO function on NG FMS does not prompt any question
(DIRECT OR ACTIVE) as it is on NZ FMS. It recognizes all waypoints
and their correct positions at different phases of flight.
PLACE/DISTANCE WAYPOINTS
Place/Distance entry is accepted only if it does not displace the next or
previous waypoint. Otherwise a scratchpad message is displayed to
the crew.
NON DIRECTIONAL BEACON (NDB)

NDBs are not recognized anymore with a “NB” ending. Pilots type the
identifier and the NG FMS queries between VOR and NDB.
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DESCENT
AUTO PREVIEW
The NZ FMS does the auto tuning for ILS frequency at 30 NM radial
distance from the airport. Whenever PREVIEW is pressed, it sets the
final approach course.
NG FMS uses 150 NM as reference to set the frequency. Different
from the NZ FMS, it also auto selects the PREVIEW for the pilots with
the proper final approach course. On both cases, an ILS arrival already
needs to be part of the flight plan.
DESCENT DIRECT
DES DIR prompt is available whenever there are altitude constraints
between the airplane altitude or flight level and the preselector altitude.
If it is pressed, all NG FMS altitude constraints down to the preselector
altitude are cleared.
TRANSITION LEVEL
Transition Level value is displayed on DESCENT page and is
automatically retrieved from the navigation database when it is
available.
Transition Level
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APPROACH
HOLDING
NG FMS brings two extra fields on the HOLD PATTERN page: Hold
Time Available and Last Exit.
Hold Time Available checks the total fuel on board and displays the
time available. It considers the time to reach destination, performs a
go-around, and goes to alternate plus reserves.
Last Exit checks the current time plus the time available and defines
the last exit time to reach the conditions previous mentioned.
Holding Pattern
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HOLDING SPEEDS
The NG FMS displays a speed for holding at LSK 1R on the HOLDING
PATTERN page, as shown in the following Figure. Holding speeds are
displayed in the following priority: a pilot-entered holding speed
(displayed in large cyan font), maximum endurance speed (if valid), or
210 KIAS. If the hold speed is maximum endurance, then the speed
label is MAX END SPD, otherwise it is labeled as SPEED. When a
flight plan speed is not available, a default of 210 KIAS is displayed.
Holding Pattern
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APPROACH SPEEDS
APPROACH SPEEDS page replaces the APP speeds page on the NG
FMS. This page has two main options (default customized by the
operator): fixed speed schedule or green dot. It is possible to toggle
between one and the other option during flight.
Approach Speeds
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There is no “cylinder” or first approach waypoint as there was in the

FMS. At 30 NM from the airport (TERM on PFD) with Landing Speeds
previously set, the prompt ACT APP SPEEDS appears in inverse video
at FLT PLAN pages.
Approach Speeds
NOTE: There is no need to press it as soon as it appears just because

it is inverse video. The prompt is there and armed to allow
deceleration at anytime crew judges appropriate. Whenever it
happens, press it and the airplane slows to minimum clean
speed. Another way to activate approach speeds is to extend
flaps.
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GO AROUND
GO-AROUND LIMIT
This page works the same way as DEPARTURE LIMIT page.
As soon as TO/GA is pressed, LNAV and VNAV are armed on the
FMA and engage according to their own settings.
Go-around Limit
It is recommended to set this page as part of the approach preparation

with the applicable go-around procedure information according to the
approach procedure.
If the go around procedure has any speed limitation, set it on the
SPEED LIMIT field. On the AFE LIMIT field, set the height that
represents the upper limit of the speed restriction.
On the VNAV CAP AFE field, set the height where VNAV engages.
The logic for Speeds and VNAV engagement is the same as for
DEPARTURE LIMIT settings, explained in the NG FMS Initialization
section.
Above AFE LIMIT, the NG FMS follows one of the following speeds:
 Climb Speeds setting as in PERFORMANCE INIT (3/3) or CLIMB
pages.
 Database Speeds Constraints according to NAV DATABASE.
 (VFE – 10 kt) instead of (VFE – 5 kt) as in NZ FMS.
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OTHER FUNCTIONS
EO AUTO LOGIC (TAKE OFF AND GO-AROUND)

NG FMS automatically recognizes an engine failure during takeoff and
go-around phases.
LNAV engages at 200 ft, VNAV CAP and BANK LIM follows the values
set on the fourth line of the DEPARTURE LIM page.
The airplane is still flying with TO mode on the FMA until VNAV CAP
height (EO) is reached. When this occurs FLCH engages, speed
automatically goes to VFS and it is possible to retract slat/flaps at
slat/flap speed scheduled (F bugs). After slat/flap retraction, verify
Continuous Thrust and perform the appropriate checklist.
Whenever EO AUTO logic is engaged crew shall follow the Flight
Director guidance and monitor the automation logic.
If an EO SID exists on the navigation database, the MOD FPL is
displayed for activation.
EO AUTO INDICATIONS ON THE FMA

In case of engine failure, FMA indicates that EO AUTO logic is armed
when the third line of the FMA displays the white label EO AUTO at the
left corner.
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EO AUTO logic
At 200 ft, LNAV engages and the bank angle is limited to BANK LIM.
EO AUTO logic and FLCH (magenta) engages once the VNAV CAP
height (EO) is reached. The indication is shown on the third line of the
FMA when the EO AUTO label magenta is displayed in the right
corner.
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Pilots can terminate EO AUTO logic at anytime, using EXIT EO

AUTO prompt displayed in inverse video on EO RANGE page or
accelerating 10 kt above VFS.
There are no restrictions anymore to operate with LNAV/VNAV/FMS
Speeds and OEI operation.
CAUTION: DO NOT PRESS THE EXIT EO AUTO PROMPT JUST

BECAUSE IT IS INVERSE VIDEO. IT SHOULD BE
USED WHENEVER THE EO PROCEDURE IS
FINISHED AND THE AIRCRAFT HAS REACHED THE
MINIMUM SAFE ALTITUDE OF THE AREA.
The following table summarizes the possible events and their

indications in the third line of the FMA in the situation of an engine
failure during take off and go-around.
Summary of events and indications for the EO Auto Logic during
take off and go-around
TRIGGER EVENT THIRD LINE FMA

Engine Out EO AUTO armed is
Engine Failure
Automation arms displayed in white
LNAV engages with EO AUTO armed is
200 ft AGL
Bank Limit active displayed in white
EO VNAV CAP FLCH engages with EO AUTO active is
height VFS as speed target displayed in magenta
EXIT EO AUTO
prompt is selected on
EO AUTO label
EO RANGE page EO AUTO logic is
disappears from the
OR terminated
FMA
Speed of 10 kt above
VFS is reached
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EO DRIFTDOWN
In case of engine failure on flight over the single engine ceiling

altitude (MAX ALT) shown on the EO RANGE page, the NG FMS will
engage the EO drift down mode if the crew confirms the engine out
condition.
Single engine ceiling altitude on LSK

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Drift Down Mode engaged
In the EO drift down mode, the NG FMS sets the cruise altitude as
the EO MAX ALT and the autothrottle goes into an EO DD (drift
down) mode that commands maximum continuous thrust.
When the drift down speed is reached, the vertical mode transitions
to FLCH (magenta) and the airplane starts to descent if the altitude
preselector is already set to an altitude below the current altitude that
the airplane is flying.
NOTE: During climb, cruise and descent phases, the crew must
confirm the Engine Out condition via prompt on the MCDU
EO Range page. There is no automatic recognition of such
condition on these flight phases.
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The next table summarizes the possible events and their indications
in the third line of the FMA in the situation of a Driftdown.
Summary of events and indications during Driftdown
TRIGGER EVENT THIRD LINE FMA
Crew confirms NG FMS starts its
DRIFT DOWN active
engine out condition drift down mode logic
is displayed in
and airplane is above with A/T DD mode
magenta
EO MAX ALT active
Vertical mode
DRIFT DOWN active
Drift down speed transitions to FLCH if
is displayed in
(green dot) is Preselector has been
magenta
reached dialed down
NG FMS and A/T drift DRIFT DOWN label
EO MAX ALT ceiling down modes disappears from the
is reached terminate FMA
REQUIRED TIME OF ARRIVAL (RTA)
The Required Time of Arrival (RTA) function provides automatic
speed during cruise in order to allow the airplane arrival at a specific
fix on a scheduled time. Pilots can access RTA function via
PROGRESS page 2 of 3.
LSK 1L is used to insert the waypoint fix that has a specific time of
arrival (RTA FIX). The default display contains dashes to indicate
where pilot entry is necessary. If there is no flight plane available,
there are no dashes.
LSK 1R is used to insert the required time of arrival. The RTA is
displayed in Zulu Time. Entry of a valid RTA is permitted along with
an optional designator that indicates at or before, or at or after.
Examples of entries and how they are displayed on the RTA page
are as follows:
- Entry of 1509 is displayed as 1509.0Z
- Entry of 1509A is displayed as 1509.0ZA
Invalid RTA entries results in INVALID ENTRY to be displayed in the
scratchpad. Entering DELETE results in the entered time to be
cleared.
LSK 2L is used to entry the estimated time of departure (ETD) in
Zulu time.
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On ground all fields on the RTA Progress Page will display dashes
before the entry of an RTA FIX and TIME, or ETD.
Display and entry of the ETD is only permitted on the ground, during
flight the ETD LSK is inhibited.
If performance has been initialized and an RTA fix has been defined,
LSK 2R shows the predicted altitude and ETA for the RTA fix.
Pilots use the LSK 4R to entry the maximum cruise speed. NG FMS
commands this value in order to accomplish the RTA. These entries
are optional.
The default display value of the maximum cruise speed is 320 CAS
or .82 Mach. Default values limit any entry by the pilot.
RTA function
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NG FMS
TRANSITION GUIDE
HSI CENTERING AND GHOST POINTER

Load 27 brings the HSI centering on transitions feature for greater
awareness specially during RNP operations.
Whit this feature the HSI tracks navigation to continuously computed
curved path during waypoint transitions. This translates to the CDI
being staying centered during waypoint transitions.
In order to help pilots to check the final track after the turn, a small
magenta point, the Ghost Pointer, is shown on the HSI above the
predicted final track.
Ghost pointer
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NG FMS
TRANSITION GUIDE
THIRD LINE OF THE FMA

On previous EPIC LOADS, the third line of the FMA was used to give
awareness about flight director (FD) modes related to precision
approaches.
From Load 27 and on, the third line of the FMA also displays FD
information regarding non-precision approaches, such as VOR,
LNAV/VNAV, LPV, or RNP.
This information is based on the type of approach and approach
minima selected by the pilot from the NG FMS database.
Third Line of the FMA

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NG FMS
TRANSITION GUIDE
Armed NG FMS Approach Annunciators

Annunciator Color Mode Description
L/VNAV White L/VNAV armed.
RNP AR=0.3 or RNP AR <0.3
RNP AR 0.XX White
approach armed.
LPV White LPV approach armed.
Active NG FMS Approach Annunciators

Annunciator Color Mode Description
L/VNAV engaged - Flashes
L/VNAV Magenta reverse video for 5 seconds,
then remains steady.
L/VNAV abnormal disengage -
NO L/VNAV Amber Flashes reverse video for 5
seconds, then remains steady.
RNP AR=0.3 or RNP AR<0.3
engaged - Flashes reverse
RNP AR 0.XX Magenta
video for 5 seconds, then
remains steady.
RNP AR=0.3 abnormal
disengage or attempt to arm
RNP AR=0.3 approach is not
NO RNP AR Amber
capable - Flashes reverse video
for 5 seconds, then remains
steady.
RNP AR<0.3 abnormal
disengage or attempt to arm
RNP AR<0.3 approach is not
NO RNP AR Red
capable - Flashes reverse video
for 5 seconds, then remains
steady.
LPV engaged - Flashes reverse
LPV Magenta video for 5 seconds, then
remains steady.
LPV abnormal disengage or
attempt to arm LPV approach is
NO LPV Amber not capable - Flashes reverse
video for 5 seconds, then
remains steady.
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ORIGINAL Page 47
NG FMS
TRANSITION GUIDE
SECONDARY FLIGHT PLAN

NG FMS can create, edit, and modify secondary flight plans. These
flight plans may be used for performance studies during flight,
replacing the existing what-if function on the NZ FMS. It allows the
crew to evaluate different operational scenarios, review datalink
uplink flight plans, define contingency routes or to define a route for
the next leg.
NAV INDEX page
The secondary flight plan menu is found on the NAV INDEX and is
divided in two: Secondary 1 and Secondary 2. There are no
differences or preferences to use one or the other, it depends on
pilot´s choice. Another important thing to mention: all secondary FPL
pages are displayed with white fonts to avoid any confusion with the
active data.
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Page 48 ORIGINAL
NG FMS
TRANSITION GUIDE
Secondary flight plan menu
The three upper lines on the SEC FPL MENU page access
individually SEC1 or SEC2 route, flight plan, or the index where you
can find most of the functions such as performance, departure, and
arrivals.
The three lower lines on the SEC FPL MENU allow interaction with
the active flight plan such as copy, swap or simply clear the SEC1 or
SEC2 data. Usually for performance evaluation or route
amendments the most common action is to copy the active flight plan
to SEC1 or SEC2. This brings all the active data to the secondary
environment (flight plan and performance). From there, pilots can
edit/modify data and verify the outcome on the Sec Perf Data area.
Whenever crew decides that the data on secondary flight plan should
replace the active, a swap is the right function to use. This action will
create a mod flight plan and it will be active after pilot´s acknowledge
on the MCDU. The “previous” active is now stored on the secondary
flight plan that was chosen for the swap (1 or 2).
After landing, if the secondary data was a copy from the active, it is
erased. However if it is a route for the next leg (not generated using
the copy function) all the data remains even after landing.
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ORIGINAL Page 49
NG FMS
TRANSITION GUIDE
TAKEOFF AND PERFORMANCE UPLINKS

This new functionality permits the flight crew to request takeoff and
performance data from their company provider.
In order to send a request, flight crew must observe some criteria:
- the airplane must be on the ground and a valid TAKEOFF UPLINK
pending acceptance/rejection exists, then the DLK TO prompt is
displayed;
- selection of the DLK TO prompt displays the DATALINK TO
REQST page. If valid origin and runway are defined, then the
SEND REQST prompt is displayed.
- selection of the SEND REQST prompt initiates the datalink request.
SENDING is then displayed without a prompt. Once the network
ACK is received, REQST SENT is displayed without a prompt.
TAKEOFF INIT page

When data from DATALINK is received, the following pages are
displayed:
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NG FMS
TRANSITION GUIDE

Datalink Takeoff
Datalink Takeoff
The flight crew analyzes this data and Accept or Reject accordantly.
If REJECT prompt is selected, the NG FMS sends out a reject
message and automatically transitions to the TAKEOFF page.
If ACCEPT prompt is selected, NG FMS sends out an accept

message, populates the uplink data in large font on the TAKEOFF
pages, and automatically transitions to the TAKEOFF page.
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ORIGINAL Page 51
NG FMS
TRANSITION GUIDE
DATALINK PERFORMANCE
The NG FMS displays, in large font, data received in a PERF data
uplink that is used to populate the PERF INIT pages.
Other valid data displayed on the DATALINK PERF page is displayed
in small font. If valid data is not present, the data field is blank.
DATALINK PERF page
The flight crew analyzes this data and Accept or Reject accordantly.
If REJECT prompt is selected, the NG FMS sends out a reject
message and automatically transitions to the PERF INIT 1 page.
If ACCEPT prompt is selected, NG FMS sends out an ACCEPT
message, populates the uplink data in large font on the PERF pages,
and automatically transitions to the PERF INIT 1 page.
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NG FMS
TRANSITION GUIDE
OPTIMUM STEP CLIMB

The optimum step climb increment is used for performance planning.
Optimum Step Climb
Optimum step climb increment is used for performance planning.

Using the LSK 1R, the flight crew can make entries for optimum step
increment in thousands of feet. The default step climb increment is 0.
Optimum step climbs are used for long-range flights to optimize the
airplane performance. More than one optimum step climb could be
calculated for a flight.
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ORIGINAL Page 53
NG FMS
TRANSITION GUIDE
STEP CLIMB/STEP DESCENT

VNAV Pre-Planned Steps at Waypoints
A VNAV pre-planned step at a waypoint is shown in the following
Figure.
VNAV pre-planed steps at Waypoints
Flight crew can program steps at pre-planned waypoints that can be

done for climbs or descents. To climb, the following applies:
 A step climb is entered at waypoint (1) by entering in the new
cruise altitude followed by an S and applying that to the
waypoint on the flight plan page similar to an altitude
constraint.
 One minute prior to reaching waypoint (1), a VTA alert (4) is
issued on the PFD.
 The altitude preselect (5) is manually set to the ATC
clearance altitude (2), then at the waypoint (1), the FGC
transitions to VFLCH and begins to climb.
 The FGC does a normal level off at the selected altitude (2),
switching from VFLCH to VASEL and then to VALT.
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NG FMS
TRANSITION GUIDE
To descend, the following applies:

 A step descent is entered at waypoint (1) by entering in the
new cruise altitude followed by an S and applying that to the
waypoint on the flight plan page similar to an altitude
constraint.
 One minute prior to reaching waypoint (1), a VTA alert (4) is
issued on the PFD.
 The altitude preselect (5) is manually set to the ATC
clearance altitude (3), then at the waypoint (1), the FGC
transitions to VFLCH and begins to descend.
The FGC does a normal level off at the selected altitude (3),
switching from VFLCH to VASEL and then to VALT.
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ORIGINAL Page 55
NG FMS
TRANSITION GUIDE
OPTIONAL FUNCTIONS
Computed Landing Speeds
NG FMS has some optional functionalities that are only available to

operators that had chosen to have it. A brief description is presented
herein.
It is possible to insert landing speeds manually, in the same way it is
done for the NZ FMS. As an optional feature, NG FMS can also
compute landing speeds.
In case of manual insertion, pilots need to insert or confirm landing
speeds before 50 NM radius distance from destination. If it is not done,
a scratchpad message alerts the crew that they have to set them.
Computed speeds by the NG FMS are displayed as small fonts. They
are not set until pilots confirm each of them (by pressing the respective
chevron button) or to override its figures writing over it. Landing speeds
only populates the PFD if they are confirmed (big fonts).
COMPUTED LANDING SPEEDS NEED TO BE CONFIRMED (<) TO POPULATE THE PFD.

IT ALSO ACCEPTS ANY MANUAL ENTRY.
Landing Speeds
CAUTION: IF NG FMS SPEEDS ARE IN USE AND LANDING

SPEEDS ARE NOT SET OR CONFIRMED, A/T FAILS
AND DISCONNECTS WHEN FLAPS 5 OR FULL ARE SET
(THERE IS NO REFERENCE SPEED FOR THE
SYSTEM). THIS CAN HAPPEN AT LOW ALTITUDE SO
BE AWARE AND, AT ANYTIME, IF THERE IS A DOUBT
ABOUT SPEED CONTROL, REVERT TO MANUAL
SPEED MODE, REENGAGE A/T AND RESUME THE
APPROACH.
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NG FMS
TRANSITION GUIDE
Cost Index
When inserted by the flight crew, cost index optimizes the airplane
performance to reduce the operational cost.
For each individual leg, the company determines the appropriate cost
index to be the most adequate.
Valid cost index entries are between 0–9999.
Cost index
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ORIGINAL Page 57
NG FMS
TRANSITION GUIDE
Optimum Descent - Idle Descent
Optimum descent
NG FMS is capable of performing an idle descent, using a variable

path with Econ or Fixed speed to obtain an optimum descent path
between the TOD and the FAF. Fuel consumption is minimized by
using the pre-defined NG FMS speeds and assuring an idle throttle
setting.
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Page 58 ORIGINAL

TG-6093 NG FMS

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EMBRAER 170/175/190/195

NG FMS TRANSITION GUIDE

LIST OF EFFECTIVE PAGES

ORIGINAL ............0 ............ JUL 04, 2016

Title ................... ORIGINAL 21...................... ORIGINAL

* Asterisk indicates pages revised, added or deleted by the current revision.

* Asterisk indicates pages revised, added or deleted by the current revision.

Difference in load version designations

- WHITE: Menus, titles, sidelink messages on ATC LOG page

EDITABLE AND NON EDITABLE FIELDS

Editable and noneditable fields

REQUIRED AND OPTIONAL ENTRIES

Required and optional fields

After NG FMS powers up, the RADIO page is displayed. The

NAV IDENT page

NOTE: NG FMS automatically sets the POSITION INITIALIZATION

On the ROUTE (RTE) page, it is necessary to set the destination

ROUTE page TG-6093

MOD RTE page

After all the required information is entered, press the ACTIVATE

MOD RTE page

At the ACT RTE page, press the DEPARTURE prompt at LSK 6R to

ACT ROUTE page

MOD RTE page

WYAPOINTS ON THE RIGHT (TO)

Waypoints on the right

AIRWAYS ON THE LEFT (VIA)

To create an active ROUTE page, press the prompt ACTIVATE at

Activating inserted data

Pilots can use the format AIRWAY.WAYPOINT to enter information

Pushing the NEXT key displays the alternate route page.

Alternate Route page

If any alternate destination airport was entered on the ACT RTE

Activating Alternate flight plan

PERF INIT page 1/3

The PERF FACTOR option is available on the NG FMS to add a fuel

PERF FACTOR adds a fuel flow increment

The ALTERNATE FUEL field is an optional entry. If any value is

CAUTION: PERFORMANCE DATA, HOLD TIME AVAILABLE AND

Alternate Fuel field

IF BLANK: FMS COMPUTES

IF FILLED: FMS USES THE ENTRY VALUE AS FUEL BURN

Alternate Fuel not filled

Press NEXT button to display PERFORMANCE INIT 2/3 page.

PERF INIT page 2/3

On PERFORMANCE INIT page 2/3 enter the ZFW and TO C.G., if it is

PERF INIT page 2/3: press NEXT for page 3/3

Press NEXT button to display PERFORMANCE INIT 3/3 page.

PERF INIT page 3/3

Once all performance data is entered, press TO DATASET prompt to

TAKEOFF INIT page

After the insertion of Vspeeds, FLAP, and TO CG by the flight crew,

Pitch Trim calculation

DEPARTURE LIMIT page

DEPARTURE LIMIT page replaces the DEP Speeds on the NG FMS

Departure Limit page

Difference between NG FMS and NZ FMS

NG FMS - VARIABLE VALUE: PILOT INPUT

Difference between NG FMS and NZ FMS

After the DEPARTURE LIMIT is set, the initialization of the NG FMS is

FLT PLAN page

LNAV will arm when the TO/GA button is pressed.

FLIGHT PLAN INTERVENTION

Speed intervention is canceled at climb to cruise transition or cruise to