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automation, use of the autopilot is often discretionary and most pilots will make a manual
takeoff and engage the autopilot sometime during climb-out or just after level-off. The
autopilot is typically disengaged during descent anywhere from terminal area arrival to
final approach depending on the procedure being conducted.
The appropriate flight plan information can be entered manually into the FMS via
the Control Display Unit (CDU)14 illustrated in Figure 8.7. Various menu interfaces and
databases of standard procedures and navigation aids (
NAVAIDs) are available via the
CDU to assist with the programming tasks. Some airlines have information systems which
allow information required to initialize the autoflight systems to be uploaded automatically
via the Aircraft Communication and Reporting System (ACARS) datalink unit. When
programming is complete, the crew performs a route check, where one crew member
14 The CDU is both a keypad and multi-line text display that the flight crew uses for input/output to the FMS.
228 Airline Flight Operations
ACARS interface unit
ACARS printer
1234
OAL 1234
Center console Sample ACARS output
Figure 8.8 ACARS unit and sample printout
reads the FMS waypoints from the CDU and steps through the map depiction on the
navigation display (also shown in Figure 8.7), while the other compares the waypoints
read to the paper copy of the flight plan.
In addition to the trajectory-based flight plan routing and waypoint data, planned aircraft
performance and operating weights are entered and checked against the load information.
The V-speeds and configuration cleanup speeds are often depicted directly on the flight
instruments via movable indicators or “bugs” (visible as white markers on the airspeed
indicator at the top left of the panel in Figure 8.7), or by using icons on digital flight
displays.
The cockpit setup also includes initialization of the on-board data communications
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