SIMPLY VNAV

By Capt Walter Ellis

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VNAV operates in 5 phases of flight, these phases are:
1. FMC/VNAV TAKEOFF
2. VNAV CLIMB
3. VNAV CRUISE
4. VNAV DESCENT
5. VNAV ON APPROACH
Each phase will be explained separately.

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 VNAV OPERATION - PREFLIGHT
CDU PREFLIGHT

In order for VNAV to operate in the TAKEOFF PHASE of Flight, during the
FMC/CDU preflight, the flight crew must enter a minimum of:

On the CDU PERF INIT page:

• Zero Fuel Weight (ZFW)

• RESERVES
• Cruise Altitude (CRZ ALT)
• COST INDEX

On the CDU TAKEOFF REF page 2 of 2:

• EO ACCEL HT (1000 FT)

• ACCEL HT (1000 FT)
• THR REDUCTION (1000 FT)

The above is the minimum to allow VNAV to operate in the TAKEOFF, CLIMB
and CRUISE Phases of Flight. Obviously, the flight crew will enter all data during
FMC/CDU preflight that is required for a normal flight.
NOTE: To create the path for VNAV there must be a cruise altitude (entered on the CDU PERF
INIT, VNAV CLB, or CRZ pgs) and an end of descent point (created by selecting an
arrival/approach on the CDU DEP/ARR pg).

MCP PREFLIGHT

If operational, VNAV should be use for all takeoffs. Press the VNAV switch on
the MCP and verify that VNAV (white) is armed on the FMA Pitch Mode.
NOTE: If the CDU PERF INIT pg is not complete (all boxed prompts loaded) when VNAV is
armed, the EICAS advisory “FMC MESSAGE” is displayed and a CDU scratch pad message of
“PERF/VNAV UNAVAILABLE”. Clear the message.

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 VNAV TAKEOFF PHASE
The VNAV Takeoff Phase is initiated at the initial thrust application and is active
until the FMC commands CLB THR at the THR REDUCTION altitude or FLAP
position.

The following occurs during takeoff:

• FMC records the barometric altitude on the runway at 100 knots of

airspeed and uses this altitude to engage VNAV at 400ft ARE. This
altitude is referred to as “Above Runway Elevation” (ARE).
• At 400ft ARE, VNAV normally engages in the FMA pitch mode of “VNAV
SPD” (green), the FMA Auto Throttle System (ATS) mode changes from
“HOLD” to “THR REF” (green) and the ATS MCP Speed Window closes.
• The airspeed changes from the ATS MCP speed (ATS MCP Speed
Window open) of V2, i.e. 156 set during preflight to the current airspeed at
VNAV engagement (ATS MCP Speed Window closed) of V2 +15 to 25 Kts,
i.e. 181, this speed will be displayed on the Primary Flight Display (PFD)
above the Airspeed Tape.
NOTE: At light gross takeoff weights, high thrust settings and/or cold temperatures it is possible
for VNAV to engage into a FMA Pitch Mode of “VNAV ALT” or “VNAV PTH” prior to reaching the
ACCEL HT set in the FMC CDU TAKEOFF REF pg 2 / 2. The FMA ATS Mode changes from
“HOLD” or “THR REF” to “SPD” the MCP Speed Window is closed. The airspeed changes from
the ATS MCP speed (ATS MCP Speed Window open) of V2, i.e. 156 set during preflight to an
airspeed that is 5 knot below the maximum takeoff flap extension speed (MCP Speed Window
closed), i.e. 230 for B777-200 at flaps 5°, this speed will be displayed on the Primary Flight
Display (PFD) above the Airspeed Tape. This could happen at 400ft ARE or at any altitude prior
to reaching the ACCEL HT. The pilot should now clean the aircraft up as for a normal takeoff

The FMC VNAV TAKEOFF PHASE of Flight ends when the FMC commands
CLB THR at THE REDUCTION altitude or FLAP setting. The EICAS thrust limit
indication will be CLB, CLB1 or CLB2.

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 VNAV CLIMB PHASE
The VNAV Climb Phase of Flight begins when the FMC commands CLB THR at
the THR REDUCTION altitude or FLAP setting. The EICAS thrust limit indication
will be CLB, CLB1 or CLB2. This is generally the altitude set on the CDU
TAKEOFF REF pg 2 / 2. It could also occur at a flap setting if chosen.

The following will occur during the initial start of the VNAV Climb Phase of Flight:

• FMC commands an ATS thrust reduction to CLB, CLB 1 or CLB 2 power

when the aircraft reaches the FMC THR REDUCTION ALTITUD or FLAPS
_ set on the FMC CDU TAKEOFF REF pg 2 / 2 at LSK 3R during preflight.
The FMC default is 1000 feet ARE which makes this a modified version of
the ICAO Noise Abatement Departure Procedure No. II (thrust reduction at
the first flap movement or when the flaps are up). This altitude can be
changed to the altitude that complies with the ICAO Noise Abatement
Departure Procedure No. I (800 feet ARE) or a pilot entered altitude (To
be in compliance with the ICAO Noise Abatement Departure Procedure
No. II, enter a 5 or 1 in the scratch pad then push LSK 3R, the altitude of
1000 will change to FLAPS 5 or 1, now the FMC will command a thrust
reduction to CLB, CLB 1 or CLB 2 power when the flaps are at 5 or UP).
• When the aircraft reaches the FMC ACCELERATION HT set on the FMC
CDU TAKEOFF REF pg 2 / 2 at LSK 2R during preflight. The FMC default
is 1000 feet ARE which makes this a modified version of the ICAO Noise
Abatement Departure Procedure No. II (800 feet ARE). This altitude can
be changed to the altitude that complies with the ICAO Noise Abatement
Departure Procedure No. I (3000 feet ARE) or a pilot entered altitude.
The FMC air speed commanded at the acceleration altitude is 250 knots
or VREF 30 + 80 knots (if greater than 250). This air speed will be limited to
5 knots below the MAX Flap Extension Speed (LIMIT SPEED) for the
flap/slat configuration until the aircraft reaches the clean configuration
(flaps and slats retracted). The pilot should retract the flaps to the next
flap configuration based on the green flap maneuver speed bug on the
PFD speed tape.

Normally the FMC VNAV Climb Speed is 250 knots or VREF 30 + 80 knots (if
greater than 250) up to and including 10,000 feet. When above 10,000 feet the
FMC VNAV Climb speed is the default of ECON Speed.

The aircraft will always climb in the FMA Pitch Mode of “VNAV SPD” and an
FMA ATS Mode of “THR REF”. VNAV CAN NOT climb in any other pitch mode!

VNAV technology will decrease the pilot’s flight deck work load if used as it was
designed. While operating in the Climb Phase of Flight and authorized by ATC
the highest altitude constraint should be set in the MCP Altitude Select Window
for SID departure airspeed/altitude restrictions.

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While in the Climb Phase of Flight the following two VNAV Pitch Modes can also
be displayed on the FMA:

• “VNAV ALT”, which means the aircraft, has captured an altitude set in the
MCP Altitude Select Window that is not the same as an altitude constraint
in the FMC CDU ACT RTE X LEGS pg. To continue the climb the pilot
must set a new altitude in the MCP Altitude Select Window and press the
MCP Altitude Select Knob the aircraft will now climb to the MCP altitude or
to an FMC CDU ACT RTE X LEGS pg altitude constraint if it is at or below
the MCP altitude.
• “VNAV PTH”, which means the aircraft, has captured an altitude constraint
in the FMC CDU ACT RTE X LEGS pg. The MCP Altitude Select Window
may be set at the same altitude as the FMC CDU ACT RTE X LEGS pg
altitude constraint or higher. To continue the climb the pilot must set a
new altitude in the MCP Altitude Select Window. Only press the MCP
Altitude Select Knob if the constraint has been removed, the aircraft will
now climb to the MCP altitude or to an FMC CDU ACT RTE X LEGS
altitude constraint if it is at or below the MCP altitude.
CAUTION: In order to comply automatically with multiple altitude/speed constraints in the FMC
CDU ACT RTE X LEGS. Do Not push the MCP Altitude Select Knob when setting higher
altitudes in the MCP Altitude Select Window. Allow VNAV to automatically comply with the
restrictions. Remember, each single push will delete one speed/altitude restriction per push that
is below the MCP Altitude. To delete multiple altitude constraints use the CLB DIRECT Prompt at
6R on the FMC CDU VNAV ACT 250 KT CLB pg 1 / 3. This action will delete all speed/altitude
restrictions up to but not including the altitude set in the MCP Altitude Window.

How to accomplish speed changes during the VNAV Climb Phase of Flight:

• Speed changes without an altitude change should be made on the MCP

using VNAV Speed Intervention by pushing the VNAV Speed Intervention
Knob on the MCP (MCP Speed Window will open to existing airspeed)
and set the ATC or desired speed using the VNAV Speed Intervention
Knob. To resume normal VNAV speed, push the VNAV Speed
Intervention Knob (The MCP Speed Window will close).
CAUTION: Do not change the ECON SPD on the FMC VNAV CDU ACT 250KT CLB pg at LSK
2L as this will delete the /Mach No (.825).

• Speed changes with an altitude restriction should be made on the FMC

CDU VNAV ACT 250KT CLB pg 1 / 3, i.e., High speed climb below 10,000
feet (use the delete function and delete the SPD TRANS 250/10000 at
LSK 3L or enter a speed restriction on the SPD/RESTRICT - - - / - - - - - at
LSK 4L (example 300/19000), to resume normal speed delete the
restriction by deleting the speed/restriction at LSK 4L.
CAUTION: Do not enter a speed of 250 Kts or greater on the SPD RESTR line at LSK 4L below
10,000 feet. This will delete the FMC default SPD TRANS of 250/10000 at LSK 3L and the
aircraft will accelerate to the speed on the ECON SPD at LSK 2L.

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The VNAV Climb Phase of Flight ends when the aircraft captures the FMC TOP
of CLIMB (T/C) point.

VNAV CRUISE PHASE

The VNAV Cruise Phase of Flight begins when reaching the Top of Climb Point
(T/C), defined by the cruise altitude entered in the FMC during preflight.

The FMA pitch mode will change from “VNAV SPD” to “VNAV PTH” and the FMA
ATS mode will change from “THR REF” to “SPD”.

CHANGING CRUISE ALTITUDE

If ATC assigns or the pilot request a final altitude that is below the cruise altitude,
this new altitude should be entered on the CRZ ALT line of the VNAV ACT
XXXXKT/ ECON CLB pg 1 / 3. This permits VNAV to transition to the Cruise
Phase of Flight when the aircraft reaches this altitude. The initially entered cruise
altitude must be attained or changed, or the FMC does not transition to the
Cruise Phase of Flight.
NOTE: When the FMA pitch mode is “VNAV ALT” the new altitude must be entered and
executed on the FMC VNAV CLB or CRZ pg. Now you must push the MCP Altitude window to
change the FMA pitch mode to “VNAV PTH”. This action allows the aircraft to descend at the
Top of Descent Point (T/D).

If the new altitude is above the initial cruise altitude all that is required is to set
this altitude in the MCP Altitude Select Window and press the MCP Altitude
Select Knob (Altitude Intervention). The cruise altitude in the FMC is
automatically updated to the new altitude.

Once the cruise altitude is attained “VNAV PTH”, MCP Altitude Intervention
should be used to change altitudes. When altitude intervention is used to climb
to a higher altitude (cruise climb) or a lower altitude (cruise descent) the FMC
cruise altitude is automatically updated. This allows the crew to raise of lower
the current altitude without using the CDU and without confirmation by having to
use the EXEC key.

STEP CLIMBS

If the flight plan does not show more than one altitude on the climb profile, or if
the flight planned/optimum step climbs are not made, the ICAO STEP SIZE
should be zeroed out on the PERF INIT page (ground only) or the FMC CDU
VNAV CRZ pg 2 / 3 in flight. The FMC performance predictions assume the pilot
has initiated all planned or optimum step climbs.

FLIGHT PLANNED STEP CLIMBS: If the actual aircraft weight and the flight
planned weight are close the pilot should use planned step climbs. This allows
the pilot to specify step altitudes at a flight plan fix/waypoint. A planned step

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climb is made on the FMC CDU ACT RTE LEGS X / X pg by entering the step
altitude followed by “S” (390S) adjacent to the desired step point.

OPTIMUM STEP CLIMBS: Use FMC computed altitude step points based on
entered step size. The FMC computed altitude step point, displayed as S/C on
the ND, is the position along the route at which the VNAV Cruise Climb should
begin. No step climbs are predicted within 200 nm of T/D.

To execute a step climb, set the step altitude in the MCP Altitude Selector
Window and press the MCP Altitude Selector Knob. The FMC enters a VNAV
Cruise Climb to the step altitude. Step climbs can not be accomplished without
pilot action.

The VNAV Cruise Phase of Flight normally ends when the aircraft departs the
CRZ ALT at the Top of Descent (T/D) point.

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 VNAV DESCENT PHASE
The VNAV Descent Phase of Flight normally begins when the aircraft begins to
decelerate to the ECON descent speed or when the aircraft departs the cruise
altitude if no speed reduction is required.

INITIAL DESCENT

In order for the aircraft to begin a normal VNAV descent there must be an
altitude set in the MCP Altitude Select Window that is below the active cruise
altitude. The VNAV descent is set in motion by reducing the thrust to Idle and the
aircraft will then slow to the ECON descent speed or if no speed reduction is
required departs the cruise altitude.

The flight crew should observe the following:

• The FMA Thrust Mode will change from “SPD” to “IDLE” then to “HOLD”.
• The FMA Pitch Mode will remain “VNAV PTH”.
• The VNAV Path Deviation Scale and Pointer (VPDSP) will appear on the
ND.
• The FMC CDU VNAV default pg will be the ACT ECON DES pg 3 /3 when
the VNAV mode key is selected.
NOTES: Unless required by ATC it is not necessary to begin a VNAV descent prior to the T/D.
If the MCP altitude is not set to a lower altitude by 2 minutes prior to the T/D, a FMC message
“RESET MCP ALT” will display in the CDU scratch pad.

VNAV Path Descents are based on idle power and are subject to all FMC defined
airspeed/altitude constraints.

For VNAV to operate as it was designed upon receiving an ATC clearance to

descend to an altitude, or on a STAR profile descent, the pilot must set the
assigned altitude or the lowest airspeed/altitude constraint for the arrival
procedure in the MCP Altitude Select Window.

For normal VNAV Path Descents it is never necessary to push the MCP altitude
selector knob, however, if ATC delays a descent or if the pilot does not set a
lower altitude until after passing the T/D the FMS Pitch Mode will change form
“VNAV PTH” to “VNAV ALT”. In either case, in order to descend the pilot must
set a lower altitude in the MCP Altitude Select Window and push the MCP
Altitude Select Knob. The aircraft will now begin a VNAV Descent at idle thrust
and a FMA Pitch Mode of “VNAV SPD”. The pilot must now capture the VNAV
Descent Path from above using the VPDSP.

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EARLY DESCENTS

An early descent is any descent that is initiated prior to the T/D point. There are
two types of early descents that occur prior to the T/D. Both descents are
identical in terms of initial descent parameters; they differ only in their effect on
the existing descent path. The initial parameters are:

• FMA Thrust Mode will change from “SPD” to “THR” until the rate of
descent is approximately 1,250 fpm on the ND Vertical Speed Pointer,
then to “HOLD”. The pilot may now adjust thrust as necessary to control
the rate of descent as desired.

Cruise Descent

A cruise descent is normally accomplished by setting the assigned lower altitude

in the MCP Altitude Select Window and pushing the MCP Altitude Selector Knob
(Altitude Intervention) when more than 50 nm from the T/D.

The following actions will occur automatically:

• FMA Thrust Mode will change from “SPD” to “THR” until the rate of
descent is approximately 1,250 fpm on the ND vertical speed pointer, then
to “HOLD”. The pilot may now adjust thrust as necessary to control the
rate of descent as desired. When capturing the new altitude the FMA
Thrust Mode will change to “SPD”.
• The aircraft will begin a Cruise Descent at the speed on the FMC CDU
VNAV ACT ECON CRZ pg 2 / 3. The FMA Pitch Mode will change from
“VNAV PTH” to “VNAV SPD” then to “VNAV PTH” when capturing the
new altitude. VNAV is still operating in the Cruise Phase of Flight.
• The CRZ ALT on the FMC CDU VNAV ACT ECON CRZ pg 2 / 3 is
automatically updated to the MCP altitude.
• A new VNAV path, with a new T/D point, is built by the FMC.
CAUTION: If the ATC assigned altitude is below 10,000 ft, the 240/10000 SPD TRANS line on
the VNAV DES pg is deleted and the aircraft will descend at the cruise speed to the assigned
altitude.

NOTES: If ATC issues a lower altitude prior to reaching the initially assigned altitude the pilot
must set the new altitude into the MCP Altitude Select Window and push the MCP Altitude
Selector Knob to prevent capturing the first assigned altitude. This will update the FMC CRZ ALT
to the new altitude. Repeat for all subsequent altitude changes.

When a cruise descent is initiated in close proximity of the T/D, the pilot should monitor the
indications on the ND. The cruise speed and shallow rate of descent make it possible to fly
beyond the T/D prior to reaching the new MCP cruise altitude. This will be indicated by altitude
green arc extending beyond the T/D point on the ND.

A cruise descent may also be accomplished when within 50 nm of the T/D point
by resetting the MCP altitude to the ATC assigned altitude then changing the
CRZ ALT on the FMC CDU VNAV ACT ECON CRZ pg 2 / 3, and executing.

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Descend Now

A Descend Now descent is normally accomplished by setting the assigned lower

altitude in the MCP Altitude Select Window and pushing the MCP Altitude Select
Knob (Altitude Intervention) when within 50 nm of the T/D.

The following actions will occur automatically:

• VNAV changes from the Cruise Phase of Flight to the Descent Phase of
Flight (FMC CDU VNAV ACT ECON DES pg 3 /3 active).
• FMA Thrust Mode will change from “SPD” to “THR” until the rate of
descent is approximately 1,250 fpm on the ND Vertical Speed Pointer,
then to “HOLD”. The pilot may now adjust thrust as necessary to control
the rate of descent as desired. When capturing the VNAV Descent Path
the FMA Thrust Mode will change to “IDLE” and then to “HOLD”.
• The aircraft will begin a descent at the speed on the FMC CDU VNAV
ACT ECON DES pg 3 / 3. The FMA Pitch Mode will change from “VNAV
PTH” to “VNAV SPD” then to “VNAV PTH” when capturing the VNAV path.
• The VPDSP will come into view on the ND indicating the vertical path
displacement below the VNAV path.

The aircraft just cuts the corner below the original T/D and intercepts the existing
VNAV Descent Path.

Another way to begin a Descend Now descent is to set the lower assigned
altitude in the MCP Altitude Window and then select DES NOW at 6R on the
FMC CDU VNAV ACT ECON DES pg 3 / 3 (an End of Descent (E/D) point must
be in the FMC route) then pres EXEC. Selecting DES NOW always initiates a
Descend Now descent, regardless of proximity to the T/D point. This method has
the same effect as the text in the description above.
CAUTION: If the aircraft captures an altitude set in the MCP Altitude Select Window prior to
intercepting the VNAV Descent Path, indicted by a FMA Pitch Mode of “VNAV ALT”, the pilot
must now set the assigned lower altitude into the MCP Altitude Select Window and push the
Altitude Selector Knob to begin the descent. In the event the VNAV Descent Path has not been
captured, the aircraft will descend in the Descend Now mode, however, if it has captured the
VNAV Descent Path and is on the VNAV descent path when the new descent is initiated it will do
a normal VNAV Path descent. If the aircraft is above the VNAV Descent Path it will begin a
descent with a FMA Pitch Mode of “VNAV SPD” until the VNAV Descent Path is again captured
then change to a FMA Pitch Mode of “VNAV PTH”.

All early descents (prior to the T/D) should be accomplished by using the MCP
Altitude Selector Knob. This automatically initiates either a Cruise Descent
(greater than 50 nm from T/D) or a Descend Now (within 50 nm of T/D).
NOTE: Use of the DES NOW prompt on the FMC CDU VNAV ACT ECON DES pg 3 / 3 is not
recommended as it inhibits FMC updating of the destination fuel and ETA calculations until the
VNAV Descent Path is captured.

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LATE DESCENT

If ATC delays the descent until after passing the T/D point, or a lower altitude is
not set in the MCP Altitude Select Window prior to the T/D, the FMA Pitch Mode
will change from “VNAV PTH” to “VNAV ALT”. This is a late descent, and is
accomplished by setting the assigned lower altitude in the MCP Altitude Select
Window and pushing the Altitude Select Knob. The FMA Pitch Mode will change
from “VNAV ALT” to “VNAV SPD” and the FMA Thrust Mode will go into “IDLE”
and then “HOLD”. It may be necessary to use speedbrakes to recapture the
VNAV Descent Path profile. When the VNAV Descent Path is captured the FMA
Pitch Mode will change to “VNAV PTH”.
CAUTION: If the aircraft is in a high rate of descent (more that 1,250 fpm) and captures an
altitude restriction indicated by the FMA modes “SPD” and “VNAV ALT”; then ATC issues
another descent before the high rate of descent is reduced to 1,250 fpm or less the aircraft will
not descend again until the descent rate reaches 1,250 fpm. This would be indicated by the
FMA modes “THR” and “VNAV SPD” then “HOLD”. The pilot must reduce the thrust to idle to
continue the high rate of descent if needed. If a high rate of descent is required to comply with an
ATC or FMC CDU airspeed/altitude constraint, consider using FLCH.

FLYING THE PATH

VNAV path descents are accomplished at idle thrust and a FMA Thrust Mode of
“IDLE” and then “HOLD”. When descending on the VNAV Descent Path the pilot
must always be aware of the FMA Pitch Mode which is normally “VNAV PTH”.
The Pitch Mode of “VNAV PTH” during the VNAV Descent Phase of Flight
means that the aircraft is 1) on the defined VNAV Descent Path, 2) capturing or
level at a FMC/CDU airspeed/altitude constraint or 3) VNAV has transitioned into
the “ON APPROAH” Phase of Flight and is on or below the VNAV Descent Path.
When the FMA Pitch Mode is “VNAV PTH” and the aircraft is descending the
pilot should maintain the airspeed of plus or minus 5kts by adding power or the
use of speedbrakes as necessary. This technique will maintain the VNAV
Descent Path while the FMC corrects for headwinds and tailwinds. If the pilot
does not maintain airspeed control during the VNAV path descents the following
will occur:

• For headwinds…..If the airspeed becomes more than 15kts slow, the FMA
Thrust Mode will change from “HOLD” to “SPD” and will increase the
speed to the SEL SPD on the VNAV DES page. In level flight, at a CDU
airspeed/altitude constraint with “VNAV PTH”, the airspeed is allowed to
slow 15kts below the SEL SPD before the autothrottles respond.
• For tailwinds (above the FMC CDU VNAV ECON DES pg 3 / 3 SPD
TRANS altitude …..If the airspeed increases more than 314kts, (15kts
below VMO) an EICAS advisory message “FMC MESSAGE” will be
displayed, the CDU message light illuminates and a CDU scratch pad
message DRAG REQUIRED displays. The aircraft may accelerate up to
15kts above the speed on the SEL SPD line (max speed allowed is 319kts,
10kts below VMO). If further speed correction is required, VNAV will make

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 a pitch correction which will allow the aircraft to rise up to 150ft above the
VNAV Descent Path to stop the acceleration. If VNAV can no longer
maintain the aircraft within 150ft of the VNAV Descent Path, speed
reversion occurs and the FMA Pitch Mode changes from “VNAV PTH” to
“VNAV SPD”. The pilot must now fly the VPDSP on the ND to recapture
the VNAV path.
• For tailwinds (below the FMC CDU SPD/TRANS altitude …..If the
airspeed increases greater that 10kts above the target speed, (240/10000),
an EICAS advisory message “FMC MESSAGE” will be displayed, the
CDU message light illuminates and a CDU scratch pad message DRAG
REQUIRED displays. The aircraft may accelerate up 15kts above the
active speed on the SEL SPD line. The maximum speed allowed is 5kts
above the transition speed (240kts) or 5kts below the flap limit speed. If
further speed correction is required, VNAV will make a pitch correction
which will allow the aircraft to rise up to 150ft above the VNAV Descent
Path to stop the acceleration. If VNAV can no longer maintain the aircraft
within 150ft of the VNAV Descent Path, speed reversion occurs and the
FMA Pitch Mode changes from “VNAV PTH” to “VNAV SPD”. The pilot
must now fly the VPDSP on the ND to recapture the VNAV path.

The pilot must always be aware of the FMA VNAV Pitch Mode and be ready to
maintain: 1) the airspeed if the pitch mode is “VNAV PTH” or 2) the VNAV
Descent Path if the pitch mode is “VNAV SPD”.

Any time the route, approach, speed or altitude is changed in the FMC during the
VNAV Descent Phase of Flight a new VNAV Descent Path will be constructed
using this new information. The VPDSP will disappear from the ND and return in
a few seconds with the new VNAV Descent Path. The aircraft will either be on
the VNAV Descent Path, above it or below it. If not on the path the pilot will have
to make the proper corrections to attain the path again.

How to accomplish speed changes during the VNAV Descent Phase of Flight:

• ATC or pilot desired speeds should normally be made by entering the

speed on the FMC CDU VNAV ACT ECON DES pg 3 / 3 SEL SPD line.
The FMA Pitch Mode changes to “VNAV SPD” as the aircraft momentarily
ignores the VNAV Descent Path to make the speed adjustment then
adjust pitch to return to the VNAV Descent Path.
• MCP Speed Intervention may also be used to comply with speed changes.
Any time the MCP Speed Window is open during the VNAV Descent
Phase of Flight the aircraft pitch is controlling airspeed and ignoring the
VNAV Descent Path. The FMA Pitch Mode will be “VNAV SPD” and the
aircraft will descend to the next altitude at idle thrust. For off route vectors
use MCP Speed Intervention and the MCP Altitude Select Window to
manage the descent (this is very similar to FLCH while remaining in
VNAV).

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 • MCP Speed Intervention should be used when the aircraft does not need
to descend because VNAV is controlling to a CDU airspeed/altitude
constraint and the distance to the fix/waypoint is such that the descent
rate required is minimal or none at all.

SPEED/ALTITUDE RESTRICTIONS

An ATC speed/altitude constraint that is not a waypoint constraint must be

entered on the FMC CDU VNAV ACT ECON DES pg 3 / 3 at the SPD REST line.
VNAV will compute a deceleration point to be on speed at the altitude.

Speed/altitude constraints at waypoints are entered on the FMC CUD RTE LEGS
pg X / X. VNAV computes a deceleration point to be on speed and at the altitude
entered on the LEGS pg. The VNAV ACT ECON DES pg 3 / 3 also displays the
speed and altitude constraint that VNAV is using for control.

If given approval for a high speed descent below 10,000 ft, delete the SPD
TRANS line on the FMC CDU VNAV ACT ECON DES pg 3 / 3.

DELETING ALTITUDE RESTRICTIONS

Any time an altitude constraint exists between the current altitude and the E/D, a
DES DIR prompt is displayed at 6R on the FMC CDU VNAV ACT ECON DES pg
3 / 3. Selecting and executing the DES DIR function deletes all altitude
constraints down to, but not including the altitude set on the MCP Altitude Select
Window and if not already in a descent, initiates a descent to the MCP altitude.

MCP Altitude Intervention may also be used to delete altitude constraints. Once
in a descent each push of the MCP Altitude Select Knob deletes one altitude
constraint down to, but not including the MCP altitude.

The following FMC CDU VNAV Descent pgs are possible:

• ACT ECON DES pg 3 / 3

• ACT 240 KT DES pg 3 / 3
• ACT MCP SPD DES pg 3 / 3
• ACT LIM SPD DES pg 3 / 3
• ACT END OF DES pg 3 / 3

The VNAV Descent Phase of Flight ends when VNAV goes ON APPROACH.

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 VNAV ON APPROACH PHASE
VNAV On Approach can only take place during the Descent Phase of Flight, after
one of the following conditions happen:

• Flaps are out of “UP”.

• Passing the first fix/waypoint (IAF) of a published approach on the FMC
CDU ACT RTE LEGS pg X / X.
• Passing 12 miles from the runway threshold when enroute to a direct-to or
intercept-to fix/waypoint of a published approach on the FMC CDU ACT
RTE LEGS pg X / X.
• Passing the FAXXX of a VFR approach that has been created and is on
the FMC CDU ACT RTE LEGS pg X / X.
• Passing 25 miles from the runway threshold when enroute to a direct-to or
intercept-to the RWYYY waypoint on the FMC CDU ACT RTE LEGS pg
X / X.
NOTE: The VNAV ON APPROACH conditions may be delayed by manually inserting, bypassing,
deleting an approach waypoint on the Legs pg or delaying slat/flap extension.

What does VNAV On Approach mean to the flight crew? It is the only time that
the aircraft will descend with a FMA Pitch Mode of “VNAV PTH”, an ATS Mode
of “SPD”, with the MCP Speed Window open and allows an MCP Altitude to be
set above the current aircraft altitude.
CAUTION: If the aircraft is descending when VNAV goes On Approach and is below the VNAV
Descent Path it will stop descending until the VNAV Descent Path is again captured. If the
aircraft is in level flight and below the VNAV Descent Path it will remain at the altitude until the
VNAV Descent Path is captured; therefore if the aircraft must descend to comply with an ATC
altitude clearance the pilot must use FLCH.

VNAV ON APPROACH Phase of Flight ends when 1) the pilot selects TO/GA, 2)
the aircraft lands or 3) the aircraft flies beyond the MAP waypoint or runway.

15
 VNAV OPERATION IN A NUTSHELL
VNAV is armed or engaged by pressing the square VNAV button on the MCP. Once
VNAV is engaged the pilot uses two of the round knobs on the MCP (Speed Select
Knob and Altitude Select Knob) and the FMC CDU VNAV ACT CLB, CRZ & DES pages
to operate VNAV.

CLIMB PHASE; Temporary speed changes during climb are made using Speed
Intervention on the MCP and temporary speed with altitude changes are normally made
on the CDU VNAV ACT XXXX CLB pg.

CRUISE PHASE; Speed changes during cruise are made using the CDU VNAV ACT
XXXX CRZ pg. Altitude changes are made using the MCP Altitude Select Knob (Altitude
Intervention).

DESCENT PHASE; Speed change during descent are normally made using the CDU
VNAV ACT XXXX CRZ pg. (this allows the aircraft to fly the VNAV descent path with
less pilot workload). Speed Intervention can also be used for speed changes; however
the FMA Pitch Mode will change from “VNAV PTH” to ‘VNAV SPD” and the aircraft
will ignore the VNAV path.

When the aircraft is flying the VNAV path with a FMA Pitch Mode of “VNAV PTH” and a
reduction in speed is required while descending the pilot must use the Speedbrakes to
manage the energy of the aircraft. In VNAV Path descents the aircraft is flying the PATH
and when the nose of the B777 is down the speed is going to go up. So use those
Speedbrakes to get the green “Speed Trend Vector” to point down (arrow head is
usually enough). You can now configure the aircraft using the green flap maneuvering
speed bugs. This technique should be used all the way down to landing flaps if
necessary.

Just remember that using Speed Intervention during the VNAV Descent Phase of Flight
is the same as Flight Level Change, the square button just below the VNAV button that
is so often used as the first downgrade from what I call “PURE VNAV” (MCP Speed
Window closed). So when the temptation to push FLCH hits you go for Speed
Intervention instead. You will notice that it is more responsive than FLCH; and altitude
changes are made easier by setting the altitude in the MCP Altitude Select Window and
then just push the Altitude Select Knob and the result will be an ATS FMA Mode of
“IDLE” then “HOLD” and a FMA Pitch Mode of “VNAV SPD”, amazing how that works!!!
If this should fail to produce the desired results then push that Altitude Select Knob one
more time and if that does not get the aircraft going down then VNAV is “ON
APPROACH” and is on or below the VNAV path and does not need to descend, now
FLCH is the preferred pitch mode to comply with ATC altitude restrictions.

One more thing you can also do constant rate of descents during Speed Intervention by
just adding thrust when the ATS Mode goes to “HOLD” and adjust the rate of descent as
desired.

Good luck and Happy VNAVing.

16
 VNAV APPROACHS
VNAV should be used to fly all approaches.

ILS APPROACH

VNAV should be use for the transition for an ILS approach to comply with all
FMC CDU speed/altitude constraints on the FMC CDU ACT RTE LEGS pg
X / X down to the Glide Slope Intercept Altitude. When cleared for the approach,
use the following procedure:

• Set the FAF/Platform Altitude in the MCP Altitude Select Window and
allow VNAV to comply with the FMC CDU ACT RTE LEGS pg X / X
speed/altitude constraints.
• Use LNAV or LOC to capture and track the localizer; do not arm the
Approach Mode until the last speed/altitude constraint is complied with
prior to the Glide Slope Intercept Altitude.
• Configure the aircraft the same as for a normal ILS approach.
• At glide slope capture, set the MAP altitude in the MCP Altitude Select
Window, the VPDSP will disappear from the ND.

NON-ILS APPROACH

VNAV should be use to comply with all FMC CDU speed/altitude constraints
down to the Minimum Descent Altitude (MDA) or Decision Altitude (DA). When
cleared for the approach, use the following procedure:

• Set the MDA/DA in the MCP Altitude Select Window and allow VNAV to
comply with the FMC CDU ACT RTE LEGS pg X / X speed/altitude
constraints.
• Configure the aircraft at approximately 3 miles from the FAF.
• When 300ft below the MAP altitude, set the MAP altitude in the MCP
Altitude Window.
NOTES: The autopilot should be used to 100ft below the Derived Decision Altitude DDA (MDA +
50ft) or 50ft below the DA. The flight director should remain on for the approach and landing. FD
pitch guidance is functional down to the End of Descent Point (E/D) which is the MAP point or
50ft above the runway threshold. At the E/D the FD pitch command will be level flight and the
VPDSP will disappear from the ND.

A VNAV FMA Pitch Mode of “VNAV ALT” while maneuvering for a VNAV approach is suitable
and is the only mode possible when the aircraft is level at an MCP Altitude that is different than
the active FMC CDU altitude constraint. The pilot must monitor the VPDSP closely and if it
centers and the FMA Pitch Mode does not change to “VNAV PTH” the pilot must ensure that a
lower altitude is set in the MCP Altitude Select Window and then push the MCP Altitude Select
Knob this changes the FMA Pitch Mode to “VNAV PTH” or “VNAV SPD” and the aircraft will
begin a descent on the VNAV Descent Path or to capture the VNAV Descent Path as appropriate.

17
 VNAV MISSED APPROACH
A missed approach is accomplished by selecting a TOGA switch or when the
aircraft climbs toward the MCP altitude and the flaps are retracted from the
landing flap position to flaps 20° or 5° (not pushing a TOGA switch). The
following features are available:

• VNAV can be activated when the aircraft climbs above 400ft radio altitude.
• All descent altitude constraints below the current aircraft altitude are
deleted; the waypoints are retrained on the FMC CDU ACT RTE LEGS pg
X / X.
• The FMC transitions from the FMC CDU VNAV ACT ECON DES pg
3 / 3to the FMC CDU VNAV ACT XXX CLB pg 1 / 3.
• AFDS pitch guidance to climb to the published MAP altitude which
becomes the new cruise altitude is active when VNAV is selected.
• The FMC will not transition from the FMC CDU VNAV ACT XXX CLB pg
1 / 3 to the FMC CDU VNAV ACT XXX CRZ pg 2 / 3 until the aircraft
passes over the MAP waypoint and is at the FMC CDU VNAV ACT XXX
CRZ pg 2 / 3 altitude. When the Cruise Phase of Flight is active, the
VNAV speed target is the most restrictive of 250 kts, best hold speed or
ECON cruise speed if above the speed transition altitude.
NOTE: VNAV should not be used on a Missed Approach unless proceeding to an alternate
airport or delay the use of VNAV until after the VNAV pages have been reviewed and a new
approach has been selected for a return to the missed approach airport.

18
 VNAV OPERATION – HOLDING
VNAV IN THE CLIMB/CRUISE PHASE OF FLGHT

In the VNAV Climb or Cruise Phase of Flight, the aircraft will decelerate to the
FMC/pilot entered holding speed prior to entering the hold. Once the aircraft is
established in the holding pattern speed changes may be made on the FMC
CDU ACT RTE HOLD PG SPD/TGT ALT line at 1R, the SEL SPD line on the
FMC CDU ACT XXXX CLB/CRZ/DES pgs AT 2L, or by using MCP Speed
Intervention.

VNAV IN THE DESCENT PHASE OF FLIGHT

In the VNAV Descent Phase of Flight, the aircraft will not necessarily decelerate
to the holding speed prior to entering the hold. Deceleration only occurs when
there is an altitude constraint (in large font) on the FMC CDU ACT RTE HOLD pg
SPD/TGT ALT line. If the hold does not have an altitude constraint (large font)
the pilot must manually enter one on the FMC VNAV ACT RTE Hold pg
SPD/TGT ALT line, or the holding pattern fix on the FMC CDU ACT RTE LEGS
PG X / X, for the FMC to command a speed deceleration prior to entering the
hold. If the holding altitude has an “A” (at or above) after the altitude (i.e.
13000A), VNAV may not begin a speed deceleration until after passing the
holding fix.

It may be necessary to change the airspeed on the FMC CDU VNAV ACT ECON
DES pg 3 / 3 SPD SEL line after exiting a holding pattern in the VNAV Descent
Phase of Flight.
NOTE: The FMC commands speed deceleration when appropriate prior to entering the hold. If a
speed reduction 3 minutes prior to the holding fix is desired, the active FMC CDU VNAV
(CLB/CRZ/DES) pg SPD SEL line may be used to select and execute the holding speed, or use
MCP Speed Intervention.

19
 VNAV OPERATION – AIR RETURNS/DIVERSIONS
Air Returns/Turn Backs are defined as landing at the same airport as the
departure airport and not more that 400 nm from the departure airport or the
distance to the destination airport is greater than to the departure airport.

Diversions are defined as landing at an airport that is not the destination airport
or beyond the above limits if returning to the departure airport.

AIR RETURN/TURN BACK OR DIVERSION

In order for VNAV to be used for Air Returns/Turn Backs or Diversions the
aircraft actual altitude and the FMC altitude must be the same. This normally
occurs when the aircraft reaches the T/C. If an Air Return/Turn Back or
Diversion is necessary prior to reaching the T/C. The first step for an Air
Return/Turn Back or Diversion is to change the FMC CDU VNAV ACT XXX
CLB/CRZ pg CRZ ALT to match the current altitude or altitude that the aircraft is
climbing/descending to. The aircraft will now be able to climb or descend as
required to comply with ATC altitude changes.

After the vertical part (VNAV pg) of the Air Return/Turn Back or Diversion is
completed you must now change the lateral part (new route) so that VNAV can
calculate a VNAV Path to the new destination. To make this procedure simple
use one of the following methods:

• Air Return/Turn Back (within the above mileage limits) use the FMC CDU
DEP/ARR mode key (XXX ARRIVALS pg 1 / x) and select any runway
using the right LSKs (if you know the active runway select that runway) the
page will change to XXX ARRIVALS pg 1 / 1 with a XXXXX INTC at LSK
6R prompt, push and execute the Approach Intercept prompt and the XXX
ARRIVALS page will change to ACT RTE LEGS pg 1 / 1. The ND will
show an extended center line form name of the fix at XXXXX INTC at LSK
6R. The previous route will be deleted.

• Air Return/Turn Back (beyond the above mileage limits) or Diversion use
the FMC CDU ALTN mode key (ALTN pg 1 / X) this page will display 4
alternate airports at LSKs 1L thru 4L with an XXXX < A > beside the
airport at LSK 1L and that airport will be above the DIVERT NOW> prompt
at LSK 6R. If this is the airport for the diversion all that is required is to
push the DIVERT NOW prompt at LSK 6R and execute. The ALTN page
will change to ACT XXXX ALTN pg 1 / X.

If the airport is not at LSK 1L but at one of the other LSKs push the
appropriate LSK and it will display XXXX <SEL> or if the airport is not one
of the four listed, type the airport into the CDU scratch pad and use LSK
1L thru 4L to enter the airport now push the LSK that displays that airport
and XXXX <SEL> will display. The airport will be displayed above the

20
 DIVERT NOW > prompt at 6R, push the LSK 6R and execute. The XXXX
ALTN pg 1 / X will change to ACT XXXX ALTN pg 1 / X.
CAUTION: Do not use the above procedures if you are using LNAV as it will delete the active
route or holding pattern if you are holding.

• If in LNAV and cleared by ATC to divert from overhead the active

waypoint/fix on the FMC CDU RTE LEGS pg 1 / X use the LSK at 1R thru
4R that corresponds to the XXXX <A> or XXXX <SEL> on the ALTN pg
1 / X. After pushing the appropriate R LSK the XXXX ALTN pg 1 / X will
change to XXXX ALTN pg 2 / X. Three VIA choices will be at LSKs 1L
thru 3L with LSK 1L DIRECT TO <SEL>. Push LSK 3L OVERHEAD
XXXXX and <SEL> will be displayed by the XXXXX waypoint. Push the
DIVERT NOW> prompt at LSK 6R and execute. The XXXX ALTN pg 2 / X
will change to the ACT XXXX ALTN pg 2 / X.

After the diversion is completed, go to the FMC CDU RTE LEGS pg 1 / 1 and
place an altitude constraint at the airport (LSK 1R or 2R i.e. 2,000ft above AGL)
this will give VNAV an E/D point so VNAV can calculate a VNAV descent path.
NOTE: If flying a route offset when diverting using the ALTN pg the offset will transfer to the
ALTN pg and the aircraft will fly the offset route in LNAV to the alternate airport if not removed by
going to the RTE LEGS and going direct to the airport.

21
 VNAV-ENGINE OUT
VNAV operation with an Engine Failed is basically the same as with two engines
operating. Only the differences will be described bellow:

TAKEOFF

When the aircraft reaches the EO ACCEL HT entered on the FMC CDU
TAKEOFF REF pg 2 / 2 at preflight, the aircraft will begin a speed acceleration to
the EO speed of 30° flap VREF + 80 Kts indicated on the FMC CDU VNAV ACT
VREF+80 CLB 1 / 3 pg (Engine failure has been detected but not verified during
a VNAV takeoff and the aircraft is above the EO ACCEL HT).

When the flaps and slats are retracted and the aircraft is above all obstructions,
the pilot should use the FMC CDU VNAV ACT VREF+80 CLB 1 / 3 pg and select
the ENG OUT prompt at LSK 5R, then change the CRZ ALT at LSK 1L (if the
desired altitude is below the CRZ ALT at LSK 1L) then press the CDU EXEC
function key to complete the modification. The page will change to the FMC
CDU ACT EO CLB 1 / 3 pg with the EO SPD displayed at LSK 2L.
NOTE: When the slats are retracted and the airspeed is 30° flap VREF + 78 Kts “CON” will replace
“TO/D-TO” on EICAS thrust limit display.

CLIMB

If an engine fails during the VNAV Climb Phase of Flight, the pilot should select
the FMC CDU VNAV ACT XXXXX CLB 1 / 3 pg and select the ENG OUT prompt
at 5R, then:

• If above the FMC CDU VNAV EO CRZ ALT at 1L reset the MCP altitude
to the FMC CDU VNAV CRZ ALT or below then press the CDU EXEC
function key. The aircraft will begin an Engine Out Drift Down at the FMC
CDU EO SPD at 2L displayed on the FMC CDU VNAV ACT EO CLB pg
1 / 3.
• If below the FMC CDU CRZ ALT at 1L reset the MCP altitude to the FMC
CDU CRZ ALT or below then press the CDU EXEC function key. The
aircraft will now climb to the MCP altitude or the EO CRZ ALT at the CDU
EO SPD at 2L displayed on the FMC CDU VNAV ACT EO CLB pg 1 / 3.
NOTE: After executing the engine out modification “CON” will replace the FMC thrust limit of
“CLB/CLB1/CLB2” on EICAS and the pilot can set any altitude into the MCP Altitude Select
Window that is below the FMC CDU CRZ ALT at 1L on the FMC CDU VNAV ACT EO CLB pg
1 / 3, then press the Altitude Select Knob to reset the FMC CDU CRZ ALT at 1L to the MCP
altitude.

22
CRUISE

If an engine fails during the VNAV Cruise Phase of Flight, the pilot should select
the FMC CDU VNAV ACT ECON CRZ pg 2 / 3 and select the ENG OUT prompt
at 5R, then:

• Set the MCP altitude to an altitude that is at or below the FMC CDU EO
CRZ ALT, next press the CDU EXEC function key. The aircraft will begin
an Engine Out Drift Down at the FMC CDU EO SPD at 2L displayed on
the FMC CDU VNAV ACT EO D/D pg 2 / 3.
NOTE: If the aircraft speed is above the EO SPD, VNAV will slow the aircraft to the EO SPD and
then begin a descent of approximately 300 fpm. If the aircraft speed is below the EO SPD,
VNAV will begin a descent at a high rate until the EO SPD is achieved then will reduce the rate of
descent to approximately 300 fpm. If the pilot needs to descend at a high rate of descent all that
is required is to change the EO SPD (<CO SPD, LRC> or pilot entered speed) on the FMC CDU
VNAV ACT EO D/D pg 2 / 3 or use MCP Speed Intervention.

• When the aircraft captures the EO CRZ altitude on the FMC CDU VNAV
ACT EO D/D pg 2 / 3 this page will change to the FMC CDU VNAV ACT
EO CRZ pg 2 / 3. The pilot can now select an EO SPD (<CO SPD, LRC>
or pilot entered speed) on the FMC CDU VNAV ACT EO D/D pg 2 / 3.

DESCENT

If an engine fails during the VNAV Descent Phase of Flight there is nothing that
the flight crew needs to change for VNAV to continue normal operation. The
active FMC CDU VNAV pg will be ACT ECON DES or ACT 240 DES 3 / 3. No
EO selections are presented on the VNAV DES pg.

23
 LIST OF ACRONYMS
Air Traffic Control ATC
Above Runway Elevation ARE
At or Above (constrained altitude) A
Autopilot Flight Director System AFDS
Auto Throttles A/T
Auto Throttle System ATS
Climb CLB
Climb Direct CLB DIR
Continuous CON
Control Display Unit CDU
Cost Index CI
Cruise CRZ
Cruise Climb CRZ CLB
Delete DEL
Departure Arrival DEP ARR
Derived Decision Altitude DDA
Descent DES
Descend Direct DES DIR
Destination DEST
Economy ECON
Economy Climb ECON CLB
Economy Descent ECON DES
Economy Speed ECON SPD
End-of-Descent E/D
Engine Out ENG OUT
Engine Out Acceleration Height E/O ACCEL HT
Engine Indicating and Crew Alerting System EICAS
Execute EXEC
Flight Level Change FLCH
Flight Management Computer FMC
Flight Management System FMS
Flight Mode Annunciation FMA
Go-Around GA
Initial Approach Fix IAF
Intercept Course INTC CRS
Line Select Key LSK
Message MSG
Missed Approach Procedure MAP
Mode Control Panel MCP
Minimum Decision Altitude MDA
Navigational Display ND
Nautical Miles NM
Page pg
Performance Initialization PERF INIT
Primary Flight Display PFD
Route RTE
Speed SPD
Speed Restriction SPD RESTR
Speed Transition SPD TRANS
Speed Target Altitude SPD/TGT ALT
Selected Speed SEL SPD
Standard Instrument Departure SID
Standard Terminal Arrival Route STAR

24
Step Climb S/C
Takeoff/Go-Around TO/GA
Thrust THR
Thrust Hold HOLD
Thrust Reference THR REF
Top-of-Climb T/C
Top-of-Descent T/D
Transition Altitude TRANS ALT
Vertical Navigation VNAV
Vertical Speed V/S
VNAV Path Deviation Scale VPDS
VNAV Path Deviation Scale and Pointer VPDSP
Waypoint WPI

25