TM 1-1510-218-10 3B-33 automatically    resynchronize    to    the    vertical    mode.   Example: with IAS mode selected, the pilot may press the  TCS  push  button  and  manually  change  airspeed.   Once   trimmed   at   the   new   airspeed,   the   TCS   push button   is   released   and   the   autopilot   will   hold   this airspeed.  If a large pitch attitude change is made, the pilot should trim the aircraft normally before releasing the TCS button. NOTE Either pilot's TCS button will permit changing    of    the    autopilot    regardless    of which   pilot   has   control   of   the   autopilot.   However,  use  of  the  TCS  will   cancel the other pilot's flight director GA mode. The   OBS/LEG,   SNS,   and   MOD   keys   will cause   the   control   display   to   immediately reflect the operational status change.   However,    the    system    will    not    actually activate  the  new  operational  status  for  a period  of  1  second.    Repeated  presses  of these keys during this 1-second period will reset the delay back to 1 second. Automatic navaid selection does not occur when operating the system in AUTO/ LEG, VOR or TACAN, RNV APR.  The pilot must specify a reference navaid for each waypoint   in   the   reference   name   field   of each waypoint page.  This reference navaid is   the   particular   navaid   which   the   VOR navigation receiver and DME will be turned to when this waypoint is activated. i. Shutdown    Procedure.        ON/OFF    rocker switch – Press lower half. 3B-26.  FLIGHT MANAGEMENT SYSTEM (KNS-660) a.     Description.      The Flight Management System   (FMS)   is   an   integrated,   long   range,   multi- sensor flight management system.  It may be used to manage   the   entire   range   of   navigational   functions including trip planning, long-range great circle navigation,  instrument  approaches,  and  frequencies.   The FMS serves as a computer processor/display for inputs  from  a  choice  of  sensors  such  as  VOR/DME, GPS, or TACAN.  Navigation sensors may be selected separately or blended within the computer.  It provides for     manual     operation     to     selected     waypoints     or automatic operation, providing uninterrupted navigation throughout a complete flight plan.  The FMS consists   of   a   cockpit-mounted   Control   Display   Unit (CDU),  a  remote  mounted  navigation  computer,  and an  "H"  field  antenna.    Refer  to  Figure  3B-18  for  an illustration of the CDU.  The FMS calculates its present position in terms of latitude and longitude coordinates.   The flight's destination must be inserted into the FMS in  a  latitude  and  longitude  format  or  in  a  format  that the FMS can convert to latitude and longitude, such as ICAO identifiers of navaids, airports, or intersections. The  FMS  can  use  navigation  inputs  from  VOR, DME,   TACAN,   and   GPS   navaids.      In   addition   the system uses aircraft heading and altitude inputs. The     FMS     system     is     protected     through     a 5-ampere  circuit,  breaker  placarded   FMS,  located  on the    overhead    circuit    breaker    panel,    Figure    2-16, Sheet 3. b.    Data  Base .    The  FMS  incorporates  a  self- contained  data  base.    This  data  base  consists  of  an extensive library of navigation data that is loaded into the  system  at  the  time  of  manufacture.    This  data  is updated  by  means  of  a  3  ½-inch  diskette  using  the data  loader  in  the  pedestal  extension  every  28  days.   The  diskette  contains  updated  worldwide  navigation data    that    is    broken    down    into    the    following    10 geographic regions: USA Mid East Canada Africa Latin America Eastern Europe Europe Pacific South America South Pacific (1)   The diskette contains the following navigational elements for each of these 10 regions: (a)   Navaids     (VORTAC's,     VOR/DME's, VOR's, ILS/DME's, DME's, and TACAN's). (b)   Airports having a hard surface runway that is at least 4,000 feet in length. (c)   Airports having a hard surface runway that is at least 3,000 feet in length. (d)   Runway thresholds. (e)   Outer markers. (f)    High altitude waypoints. (g)   Low altitude waypoints. (h)   DP/STAR waypoints. (i)    Approach intersections.