A little general theory:
All FMS systems that I have used function or think in a “Mode” pattern.
This is to say that the FMS must always be in a mode or phase and be aware of
what the aircraft is doing to “know” what mode it should be in. The FMS will
have many different ways to identify a mode change but it will need to change
modes during every flight. The pilot should be aware of the modes and their
changes. The Airbus is no different. For vertical planning the FMGC has modes
called Flight Phases that are named Preflight, Takeoff, Climb, Cruise, Descent,
Approach, Go Around and Done. In addition the FMS needs to know when the
aircraft is in taxi, engine-out and landing modes. With the pilot entering the
proper needed data during initialization the FMS is able to properly plan and
control a flight through all the necessary phases or modes.
Further, the pilot must enter a route of flight to allow for
lateral planning. This will also involve modes, in this case, takeoff runway,
SID (if applicable), enroute, STAR (if applicable) and approach/go around and
landing runway. The pilot will enter the needed route data before flight and
modify it in-flight as necessary.
Some changes the pilot will make are considered Strategic
(entire flight) and some are Tactical (current flight phase or mode). As you
learn the different functions of the FMGC and the Autoflight system be aware of
whether a function is Strategic or Tactical.
If a page is longer than one screen can show you will use
the scroll or slew keys (up/down arrow keys,¯) to show
additional information. If there is more than one page to a key you can press
the NEXT PAGE key to see the succeeding pages. Sometimes additional information
can be accessed from a page and you will see an on screen prompt ( <, >,
or * ) to present that new page. See PH 17.6.1 for full information.
FMGC Stuff:
Now for some general info on the FMGC!
DIR key: This key is
one of the most used and will allow the pilot to go direct to any fix that the
FMGC will recognize. If the FMGC doesn’t recognize the fix then the pilot can
build a temporary waypoint and insert the new waypoint into the direct command
to be able to navigate to the fix. This will be gone over more later in
waypoints and reroutes.
F-Plan Key:
When you select the F-Plan key the default (normal) Flight Plan view
will have the FROM waypoint at the top of the MCDU screen (first line). The
next (second) line will be the TO waypoint and all succeeding waypoints will
continue down the screen. The FROM waypoint is usually the last VOR or
intersection you crossed but it can also be PPOS (Present Position) or T-P
(Turning Point). PPOS simply means that you are not on any nav segment and the
FMGC is just tracking where you are with no nav guidance available. This will
occur after takeoff when the runway is automatically cleared and you don’t have
a nav segment to join yet. T-P will show when you use the Direct function,
which we will go over later. The second line is the TO waypoint and is in white
while most of the rest of the lines are in green. However, it is possible that
a pseudo waypoint may be on line two and therefore it may be white but not the
TO waypoint. We will go over pseudo waypoints later as well.
You can always scroll up or down on the F-Plan page but the
FROM will always be at the top when you select the F-Plan key. Think of the
FROM as being what is behind you. Think of the TO as being what is just ahead
of you. The FROM is important because to use lateral navigation you must define
a nav segment for the FMGC to follow and this means that you must have two
points for any given nav situation to define a segment. This will become more
clear when we go over Reroutes.
DISCONTINUITY is a line that shows two points are not joined
and they do not form a segment. If DISCONTINUITY is showing then the FMGC will
NOT continue to the next waypoint. Think of it as a gap in your navigation. In
fact that is exactly what it is, a gap between two NAV points. This is
something that you want if you will be given radar vectors at a certain point.
You will most commonly see DISCONTINUITY after the runway when initializing
when you will expect radar vectors to your first fix and after the last fix on
your route prior to beginning your approach. There are times when you will need
to clear a DISCONTINUITY and we will look at that in a moment. If you are in
NAV mode and reach a discontinuity in the flight plan the autopilot will just
drop to heading mode on the current heading or entered heading if one is
entered in the FCU. Note that the Heading “window” will only hold a heading for
45 seconds (who knows why!)
The scratchpad is the bottom line of the MCDU and is where
you will enter data. After you type info into the scratchpad you will then
select it up into the FMGC by using the LSK (Line Select Keys) on either side
of the MCDU. Note that you cannot select data from the FMGC into the
scratchpad. You will also get various warnings in the scratchpad and they can
be cleared by pressing the CLR key in the bottom right hand corner of the keys.
AIRPORT Key: The
AIRPORT key simply allows the pilot quick access to any airport that is entered
into the flight plan. This would include the departure airport, arrival airport
and the alternate airport. Press this key and the display will place the next
available airport in the FMGC flight plan on the first (top) line in the MCDU.
This just gives the pilot a fast way to “scroll” the flight plan display to the
next airport.
NEXT PAGE Key: The NEXT PAGE key gives access to
additional information for some screens when there is more than can be shown on
one screen. Think of NEXT PAGE as scrolling horizontally. The F-PLAN and INIT
screens use the NEXT PAGE function. When there is more than one page the pages
are referred to as PAGE A and PAGE B as in INIT PAGE B. This would require you
to select INIT and then press NEXT PAGE to access INIT PAGE B.
¯
Keys: The ¯ keys
(up/down arrows, slew keys) allow the pilot to scroll a page vertically. You
will also use them for changing values. This is most commonly used when
adjusting the LAT/LONG that is stored for the airport to the gate value when
initializing on INIT. You will also very commonly use them for scrolling the
F-Plan screen to see waypoints that continue in the flight plan beyond the MCDU
screen display.
DIR Key: The DIR key
allows the pilot to go direct to any waypoint entered. The TO waypoint will
become whatever is entered as the direct and the FROM waypoint will become a
T-P (position the aircraft is at when the DIR is entered). You may either press
the LSK next to the direct fix or type the fix in the scratchpad and press the
DIR TO LSK.
PROG Key:
The PROG key will actually access a number of different pages depending
on the phase of flight you are in. In every case you will see a PROG page but
the name will change depending on the phase. For example, when in cruise flight
the page will be name PROG CRZ and in climb PROG CLB and so forth. This PROG
page along with F-PLAN will be used most of the time when you are not accessing
some other page. The PM should have PROG on their side unless they need
something else.
The PROG page will show the planned cruise altitude (as
loaded during INIT or as modified) as well as the optimum cruise altitude and
the recommended maximum altitude. Optimum (OPT) is based on cost using the COST
INDEX you entered. Recommend Maximum (REC MAX) is based on 1.3 G protection and
should only be used in smooth air.
You may change the planned cruise altitude anytime by coming
to any PROG page.
Another handy feature is the Bearing / Distance to feature.
Just put in any airport or fix and you can immediately see how far you are from
it and what heading to take to it. Even better, this is one of the few features
that does not “crosstalk” with the other FMGC so each pilot can load a different
fix to use. This is a great place to come when planning a crossing restriction
before you get it loaded into the Flight Plan to be sure you won’t miss the
fix.
Finally, PROG is also where you will change the required
accuracy for RNAV GPS approaches.
PERF Key:
The PERF key allows the pilot to see and enter data for the various
phases of flight. You will use this key when initializing to enter takeoff
information, changing climb, cruise and descent speeds and entering approach
data. Only the preflight and done phases do not have pages. Press the PERF key
and then press the LSK at the bottom of the screen to move to the next or
previous phase page. If you aren’t sure what phase the FMGC is in just look at
the top of this page as each phase is named here. For example in takeoff phase
the PERF page is named PERF TO page and in cruise it is named PERF CRZ page.
RADNAV Key: The RADNAV
key stands for Radio Navigation and is the page to check when you wish to
determine which navaids are being tuned. Normally the Airbus will autotune the
radios and you will not be aware of what navaids are being utilized. However,
there are times that you will need to “lock” a frequency for tuning, such as
when a DME is used for departure on a SID. Just press the RADNAV key and then
type the navaid identifier (you may also use the frequency by using a leading
slash, for example /115.0) in the scratchpad. Then select the identifier to the
VOR1 or 2 LSK at the top of the MCDU. This will keep that side tuned to that
frequency. You can use the DDRMI to see raw data. The “locked” identifier will
be in LARGE letters.
FUEL PRED Key:
The FUEL PRED key allows the pilot to view fuel prediction info on
destination, alternate and fuel management data. This is the page to use to
enter Weight and Balance data. If the INIT page B is showing on the MCDU on
engine start the FMGC will automatically “rollover” to FUEL PRED for weight
data to be entered. Gross weight and CG data are entered on LSK 3L. For
example, 144,190 lbs. with a MAC of 23.2 would be entered as: 144.2/23.2
INIT Key:
The INIT key is used when getting ready during preflight. You initialize
the FMGC from this page. This page will be gone over in more detail later.
SEC F-PLN Key:
The SEC F-PLN key allows the pilot to have a second flight plan to use
for what-if scenarios or to load anticipated changes that might occur in the
primary flight plan. You are able to copy the primary flight plan in order to
make changes to it or you can program a new flight plan.
i Airbus Gotcha’: If Secondary flight plan
is different from Active flight plan you must be on Heading to activate. You
cannot change an active NAV segment while NAV is engaged.
DATA Key:
The DATA key will allow the pilot to view the various sources of data
for the FMGC and determine whether it is valid or not.
MCDU MENU Key:
The MCDU MENU key allows selection whether to work in FMGC or ACARS or
another area such as AIDS. Only one MCDU can be set to ACARS at one time. If
the opposite side is selected to ACARS then you will “locked” out of ACARS
until it is selected back out of ACARS.
CLR Key: The CLR
(clear) key is a delete key. You can use it to delete characters or phrases in
the scratch pad or to delete data from the FMGC. To clear the scratch pad just
press the CLR key and the last entered character will be deleted. If you
continue pressing the entire phrase in the scratchpad will be cleared. The CLR
key can also get rid of warning messages. To delete data entered into the FMGC
press the CLR key while there is nothing in the scratchpad. CLR will be entered
into the scratchpad. Now select CLR to the LSK that corresponds to the data you
wish to delete. This is how to delete a discontinuity. Press the CLR key and
then press the LSK that corresponds to the discontinuity and it will be deleted
with the waypoints on either side of the discontinuity now joined as a segment.
Δ OVERFLY Key: One of the more obscure keys on
the MCDU this one has basically only one function. When you are coming up to a
waypoint the FMGC will normally compute the turn at the waypoint and due to the
radius of the turn the aircraft may begin its turn early to be able to turn
smoothly onto the airway centerline. There may be times that you need to
actually fly exactly over the fix before turning. In those cases press the Δ
OVERFLY key and then line select it up to the appropriate fix as a lateral
revision. The FMGC will now make sure to fly directly over the fix even if it
will cause overshoot on the far side of the turn.
Well, OK, there is one other function for the Overfly key. When using freetext in ACARS you will use the overfly key to put a space in the text as you would use the space bar on a word processor.
OK, besides just sounding weird what are pseudo
waypoints anyway? Basically they are lines of information on the Flight Plan
page that are not something that you can navigate to. They are mostly to do
with vertical profile information and are therefore not for lateral navigation.
Pseudo waypoints on the MCDU will consist of the following:
T/C – Top of Climb (hockey stick)
T/D – Top of Descent (hockey stick)
S/C or S/D – Start of Climb or Descent for Step
Climb/Descent (hockey stick)
SPD LIM – Speed Limit (M&M)
DECEL – Deceleration to approach phase (circle D brand)
I/P – Intercept Point (lightening bolt)
Please note that while you cannot navigate laterally using the
pseudo waypoints they will show on your ND using various symbols. If a pseudo
waypoint is on the second line of the MCDU it will be white even though it
cannot be the TO waypoint. The MCDU logic simply makes the second line white
whether it is actually the TO waypoint or not.
Also you will have some pseudo waypoints that show on the ND
that are not on the MCDU such as the Energy Circle and Crosstrack Error.
The Energy Circle (green dashed arc) is available only in
Descent and Approach phases. It shows how far the aircraft will go until
reaching landing elevation in the current configuration until 1500’ AGL then
configure for landing and descend to landing elevation. It is interesting to
note that Flaps 1 provides better range than Flaps 0 (clean).
Crosstrack Error will show how far the aircraft is from the
active nav segment or leg. This is very useful when cleared for approach or
when cleared to join the departure or arrival.
The Intercept Point will show as INTCPT on the course when
on heading to join the active nav leg.
I Init page A, Init page B
F F-Plan
PAGE A, F-PLAN Page b
R Rad
Nav
S Sec
F-Plan
P Perf
Cost Index. Enter 35.
Cruise flight level. Enter intended cruise altitude on the
CRZ FL (350 for 35,000’) and modify the
anticipated cruise temperature with /TEMP (/-49 for minus 49).
Press the ALIGN IRS key (LSK 3R). ALIGN IRS should be pressed
within 15 minutes of turning GNADIRS to NAV to avoid excessive drift. DO NOT
move aircraft during align process.
INIT Page B:
Press the INIT key. Press the NEXT PAGE key. This will take
you to the second INIT page. Check that the reserve time is 45 min. on
FINAL/TIME line.
F-PLAN Page A:
Press F-PLAN key to program the filed route. Do a lateral
revision from the departure airport. To do this press the LSK 1L on the left
side of the MCDU next to the departure airport code. Then select DEPARTURE. Now
select RWY for anticipated departure runway, then SID if needed and TRANS if
needed.
i Airbus Gotcha’: Delete the pseudo
altitude waypoint for the runway (not for FMS departure routes). Be sure to
leave a discontinuity between the runway and the first fix (again, not if using
FMS departure).
Insert first fix or waypoint in flight plan route. If there
is victor or jet airway routing from the fix then use a lateral revision to
enter the needed airway. For example for a route from BOS VOR on Jet 75 that ends
at CMK press the left LSK next to BOS in the flight plan. Now enter J75/CMK in
the VIA/ GO TO. Then INSERT if OK. Any fix that is a direct with no published
route you can simply press on the next line. For example to go direct from BOS
to CMK simply press CMK on the line below BOS LSK. This will place CMK after
BOS in the flight plan as the next fix.
Note: pressing a fix on top of a fix places the new fix
ahead of the previous one and a discontinuity is in between the two fixes now.
You will need to clear the discontinuity if you want to join the fixes to make
a segment. To clear a discontinuity press the CLR (clear) key and then press
the LSK next to the discontinuity. This will join the two waypoint on either
side of the discontinuity.
Enter any vertical restrictions (cross LAX VOR at or above
10,000’) by typing the altitude in the scratch pad and pressing it on the right
LSK for that fix. You can also enter a vertical revision by pressing the right
LSK for that fix and putting it into the proper field. If you have an at or
above clearance put a + in front of the altitude before entering it (use – for
at or below)
Example: at or above 10,000’ use +10000, at or below FL240
use –240.
Enter any anticipated arrival and approach by pressing the
left LSK (lateral revision) for the destination airport. Enter appropriate
Arrival, Transition and Runway Approach and Insert if OK.
Check distance at bottom of F-Plan page against the total
distance showing on Release. This is a gross check and should be close but does
not need to be exact as arrival and approach routings may add mileage not on
release.
Flight Plan page B:
Access this page by using the F-Plan key followed by the
Next Page key. Forecast winds may be entered here for each waypoint as desired
to improve FMGC accuracy in planning. Take the winds from the flight plan on
the release and type them into the scratch page in the following format:
DIR/SPD so that DIR is wind direction and SPD is wind speed. In this example
the wind is 265 at 83 kts. and you would type 265/83. Now press the LSK on the
right hand side that corresponds to the waypoint you are adding winds to. The
left hand side of this screen will be similar to the Flight Plan page A. The
center of the screen will show the estimated fuel on board (EFOB) at each
entered waypoint.
RAD NAV:
Press the RAD NAV key and be sure that if a DME mileage is
needed during a departure that you enter the ID for the station here. For
example, when doing the HORNET departure off of 18R you need the CLT DME 1.6 nm
fix. Press CLT into the 1L or 1R LSK (Capt. or F/O) to “lock” CLT into the
autotuning. The DME mileage will be shown on the DDRMI DME readout. If you are
not using a DME for departure make sure that no station is “locked” by ensuring
that the stations are in “little” letters instead of “big” (or bold) letters.
This will ensure proper autotuning of the VOR’s. If you do “lock” a station for
departure make sure that you clear it after takeoff. Note: if the DME is
from an ILS then press the ID for the ILS into the ILS/FREQ on LSK 3L and press
the LS pb to display the ILS DME on the PFD (not DDRMI). If nothing is showing
in the RADNAV page then check to make sure that STBY NAV is not selected on the
RMP. I suggest making RADNAV part of your personal after takeoff or 10,000’
check to ensure clearing any “locked” stations. Note: currently the DDRMI’s are
INOP due to FAA airworthiness directive. In order to read VOR DME use the
ADF/VOR selector switch on the EFIS control panel (yes, the one you were told
NEVER to use). Just select the appropriate switch to the VOR setting. After
takeoff return the switch to the OFF position.
Sec F-Plan:
Press the Sec F-Plan key. Press the LSK for Copy Active.
This will give you a “practice copy” of the flight plan with which you can
later play “what if” scenarios with if you should so choose or to enter
possible route changes (such as different than filed arrivals) to quickly
activate as an active flight plan if needed.
Note: If Secondary is different from Active flight plan
you must be on Heading to activate. If Secondary has been copied then PERF will
be available as a prompt on SEC page. This PERF will allow you to enter the
performance data for the secondary flight plan
After engine start:
Fuel Pred:
After engine start you will use the Fuel Pred key to enter W&B. Enter the actual gross weight
(RAMP weight) and CG from the W&B printout on GW / CG on LSK 3L. You will
not have to enter the fuel as the FMGC reads it on it’s own.
Example: 133.6/24.8
PERF:
Press the PERF key and you will now be on the PERF TAKEOFF
page. Enter V1, V2 and VR speeds on their LSK’s. Enter FLEX temp if needed.
Enter THR RED/ACC (thrust reduction/accelerate) and ENG OUT ACC altitudes from
W&B printouts. Enter the flaps setting and stab trim settings in units of
UP or DN on the FLAPS/THS LSK (example: 1/0.5DN or 2/1.0UP). If using an
intersection departure enter the distance from the end of the runway to the
intersection on the TO SHIFT LSK. Now type the “0” (or clean) speed in the
scratchpad. Select NEXT PHASE and put the clean speed in the CLIMB *SPD LSK.
This allows the aircraft to accelerate to “green dot” after takeoff instead of
250.
When taking off from an intersection you should enter the
amount of distance the intersection is from the end of the runway. For example,
in PIT it is common to use runway 28L intersection P. From the TPS pages you
can determine the distance available for takeoff (or just ask Ground Control!).
Subtract that from the full runway length and you have the intersection 1500’
from the end of the runway. Enter 1500 on the TO SHIFT LSK.
If approach data (PERF APPR) is not entered within about 180
nm of destination then MCDU will give error message saying so. So go ahead and
get approach data loaded, the electrons are free!
i Airbus Gotcha’: If not within 200 nm of
destination then aircraft will not initiate descent in PERF DESCENT mode.
Descent will be made in PERF CRUISE mode as a “cruise descent”. During descent
in cruise mode the FMGC will not “see” crossing restrictions in the flight
plan.
i Airbus Gotcha’: The aircraft will not
initiate descent automatically from cruise altitude when reaching a descent
point (known as T/D or Top of Descent). The pilot must set in new altitude and
then push the ALT knob to enter Managed Descent.
i Airbus Gotcha’: The pilot cannot change
the Descent data once the FMGC is in Descent Phase. If you wish to make a
change to the FMGC descent speed once you are in Descent Phase, enter a new
cruise altitude below your current altitude into the PROG page. This will cause
the FMGC to revert back to Cruise Phase and allow you to enter a new descent
speed in the PERF DES page.
The FMGC may plan a much slower speed for descent in Descent
Phase than in Cruise Phase. If the aircraft begins a descent and enters the
Descent Phase when you wish to make a faster cruise descent you can enter a new
cruise altitude on the PROG page below your current altitude. The FMGC will now
revert back to Cruise Phase until crossing the new altitude. Be aware, however,
that the FMGC does not “see” crossing restrictions when descending in Cruise
Phase and will only descend at a set vertical speed.
i Airbus Gotcha’: Managed Climb/Descent is
not available on heading. You must be on NAV to use Managed Climb/Descent.
i Airbus Gotcha’: When the aircraft is in
HDG mode and the pilot enters direct to a waypoint the autopilot will
automatically engage NAV with no other action on the pilot’s part. In other
words, the autopilot will change modes automatically from HDG to NAV when a DIR
is entered in the FMGC. The point here is to be sure of where the waypoint is
when you enter DIR as the airplane will automatically turn to the new waypoint
as soon as it computes the new course. DIR will always turn the shortest
distance to the point. If the aircraft begins to go the wrong place or turn the
wrong direction (for example turn left instead of an assigned right turn) use
HDG mode until you can correct the problem.
i Airbus
Gotcha’: WARNING: Do not use UPDATE AT on the PROG page! The Update At
feature (PH 17.6.44) will shift the FMGC to the new position. This will destroy
the accuracy of your FMGC. Note: does not affect IRU’s.
i Airbus Gotcha’: Changing the arrival or
runway after putting in crossing restrictions will delete pilot entered
crossing restrictions and you will have to re-enter them.
To enter a new waypoint you have several options. Of course,
you can always just type in the name if you know it, in this case BURLS
intersection on the SHINE arrival into CLT. If you do not remember the format
for creating a new waypoint just type HELP and press a LSK just as you would
enter a waypoint. You will then be shown the three formats for new waypoints to
be entered.
LAT/LONG (latitude / longitude) Example: 3551.5N/08158.3W
(dot,
slash, dot)
P/B/D (Place / Bearing / Distance) Example: CLT/314/64
(slash, slash)
P-B/P-B (Place – Bearing / Place – Bearing) Example: CLT–314/HMV–171
(dash,
slash, dash)
Note: waypoint “slewing” or uptrack/downtrack on the
course using a + or – is NOT available. Use a P/B/D on the course if possible.
Note: In the flight plan on the MCDU a P/B/D is shown as a
PBD. The pilot created waypoints will be numbered so the first PBD is shown as
PBD01 and the second as PBD02 and so on. The P-B/P-B waypoints are shown as PBX
so they appear as PBX01, PBX02 and so forth. LAT/LONG waypoints are shown as
LL01, LL02 and so forth.
To make a lateral revision to flight plan (F-PLAN button
selected on FMGC) press a LSK on the left side of the MCDU (LSK 1L through 6L).
To make a vertical revision press a LSK on the right hand side of the MCDU (LSK
1R through 6R).
To enter a new destination (diversion not to alternate) use
a lateral revision on any waypoint in flight plan (NOT current destination) and
then enter NEW DEST on LSK 4R.
To enter holding into flight plan use a lateral revision on
intended hold point then press the HOLD
LSK on 3L.
i Airbus Gotcha’: Autopilot must be in Heading Select to delete a TO or FROM waypoint. You can’t delete the current NAV leg.
One of the nicer features that has been added to the Airbus
is FMS Uplink or Automatic Initialization. Now that we have gone over how to do
it manually (and sometimes you will still do the manual method if uplink
doesn’t work) you can learn the auto method. You will still go to the DATA page
and check the database as in the manual method. Next, go to INIT as before but
now you can select the INIT REQUEST* 2R LSK.
This will send a request through ACARS to uplink your flight
plan data. The INIT page will be filled in automatically as well as the F-PLAN
page. Pretty cool, Huh?
Of course it isn’t quite that simple so lets go over the
things you need to be aware of.
During the uplink you will see a pause (if you are watching
on the INIT page) before the COST INDEX and CRZ FL are filled in (they change
from dashes to box prompts at this point). This is to allow you to enter the
appropriate flight level from your printed flight plan before the Wind Data is
sent. When the pause occurs just type in the cruise flight level and cost
index. If you aren’t sure (as when the F/O is still waiting for the release
paperwork to show up) then simply wait during the pause and the process will
continue but the Cruise Winds won’t be sent. I have no idea why the cruise
level winds can’t be sent since the FMS uplink enters the flight level and
cruise index as they are the same as the release paperwork but whatever. If you
must “bypass” the winds you can enter them manually later from the release
Auto INIT will not fill in your Alternate so you will need
to go back and fill that in.
The F-PLAN page will also be sent but you must be aware of
several things. First, any departure or arrival routing will not be sent. In
other words, you must enter the runways and SID and STAR routing as in the
normal manual method. Secondly, occasionally there are gaps in the flight plan.
So always check the flight plan as you would in the manual method to ensure you
don’t have missing fixes or discontinuities that shouldn’t be there as I have
found both in uplinked flight plans.
Note: if something goes wrong during the uplink and you
need to start over just go to DATA and select the other database. Now select
the proper database for use again. This will clear all entered data for the
flight and you will start over “clean”.
After engine start enter the data on the FUEL PRED page just
as in the manual method. Then go to the PERF page as you normally would. You
will see a message in the scratchpad once the performance data has been sent
saying TAKE OFF DATA UPLINK. Just clear the message. That is followed by PERF
DATA UPLINK. Clear this as well. Now you can automatically enter the TAKEOFF
PERF page!
Press <UPLINK TO DATA on LSK 6L
Press <RECEIVED TO DATA on LSK 6L
If FLEX data is being used press FLEX TO> on LSK 4R
Note: if no FLEX is available press the MAX TO> prompt to
see TOGA power data.
If proper runway data is not showing press the NEXT PAGE
key. Up to four runways are shown. Once the proper runway is shown,
Press INSERT UPLINK* on LSK 6R
Please note that you can only get an INSERT UPLINK* prompt
if for the data for the runway that is selected on F-PLAN. If you cannot get
the prompt make sure you have the proper runway selected. Obviously if there is
a runway change during taxi out you must change the runway on F-PLAN and then
re-enter the uplink data on TAKEOFF PERF page.
The data uplink will not enter the clean speed for you so
after entering all the uplink data go to NEXT PHASE and enter the “0” or clean
speed just as you do with the manual method.
TPS will show you whether to plan on FLEX or TOGA power. TPS
will also show you which runways will be sent and the top flap setting is the
one you sent in the uplink. If you need something else you will need to contact
load control to change the uplink.
I think phaser triggers belong in Star Trek but these are phase
triggers. Phases are very important and you can look at the top of the PROG and
PERF pages to see what phase you are currently in. You will better understand
how the Airbus FMGC “thinks” if you understand what triggers the phase change.
Ø Taxi to
Takeoff – Flex (if FLEX loaded in FMGC) or TOGA thrust lever detent selection
Ø Takeoff to
Climb – Reaching the acceleration altitude loaded in the FMGC during
initialization on PERF page.
Ø Climb to
Cruise – Reaching planned cruise altitude listed on PERF page.
Ø Cruise to
Descent – Start of descent from current cruise altitude (within 200 nm of
destination).
Ø Descent to
Approach – Activate and Confirm Approach on PERF DES page. This will drive
managed speed to approach speed.
Note: If the ECAM takeoff memo hasn’t yet come up on the
screen during taxi just press the T.O. CONFIG test button on the ECAM control
panel. This will force the taxi phase and the ECAM takeoff memo screen to come
up.
Note: If descent is initiated before 200 nm from
destination then descent will be made in CRUISE DESCENT at 1000 fpm and will
not honor any descent crossing restrictions. The FMGC will prompt for a new
cruise altitude as a warning.
You may have had an imaginary friend in your childhood. I
didn’t. We won’t talk about yours. However, the Airbus does have imaginary
extended centerlines that you can use. If you have been vectored off course and
are cleared to join a radial but don’t have the nav segment available you may
be able to join it with no reprogramming at all.
In this example you are on an arrival and vectored off
course. Then you are cleared to rejoin the radial for the arrival. However, the
current nav segment has already been cleared. As long as the next segment is
the same radial the FMGC will still join the “imaginary” extended centerline of
the next nav segment.
This will also work in the case of being vectored for final
approach. If you are vectored to join outside the defined nav segment the FMGC
will still join the extended centerline.
Just press NAV engage and as long as the present heading
will cross the extended centerline it will join at the point of crossing. The
display will not show a nav line but it will show miles left or right of course
until on the actual nav segment.
I don’t have any technical info on this one so I just call
it auto clear. When on heading if you go past a waypoint there is some FMGC
logic that says you won’t use that waypoint and it will automatically clear it.
This happens most often on close vectors for approach near the approach course
on downwind.
One area that gives many new Airbus pilots problems is
making changes to the FMGC flight plan once under way. There are several very
common ways to enter reroutes into the FMGC, depending on the nature of the
reroute.
Direct: Press the DIR key and type in the fix (VOR or
intersection). Press the LSK 1L key to enter the fix. The FMGC will
automatically enter a T-P (turning point) to create a FROM waypoint and the fix
that is entered will become the TO waypoint.
Direct then as filed: Use the above method or press the
DIR key and then find the cleared fix in the flight plan. Press the LSK next to
the desired waypoint and it will become the TO waypoint. Using either method
all waypoints before the fix are now cleared and the remainder of the flight
plan will be available as filed.
Note: if you are on heading when DIR is used the mode will
change to Managed NAV automatically (in other words, when you go direct in
heading mode the aircraft will automatically engage NAV and go to the direct
fix).
Heading to intercept then as filed: Select
the cleared intercept heading on the HDG selector on the FCU. Then you must
determine if the segment you have been cleared to join exists in your flight
plan. If it does you only have to clear any waypoints that are ahead of the
segment until you have the proper fix as the TO waypoint. Use the CLR key to
clear any unwanted waypoints then engage NAV.
If the needed segment is not available you must build it. As
above first select the intercept heading. Then type in the fix that will become
the FROM. Remember, in this case you have to create a NAV leg (segment) that
does not currently exist in the FMGC. After typing the new FROM select it to
the LSK 2L key and it will become the TO. Now enter the TO fix on the next line
if it does not already exist. This creates the new leg segment. Now clear the
T-P (turning point) on 1L (clearing the T-P allows each fix to move to its
proper TO and FROM position). Then engage Managed NAV. You can now add any
other needed fixes until on the original route. Then clear any remaining
discontinuities.
Offset: To parallel your current course use a lateral
revision at the FROM waypoint. Type in the amount of distance (up to 50 nm) to
the side you wish to parallel the current course and right or left of course.
For example for 20 miles left of course type 20L and for 35 miles right of
course type 35R. Now select the amount into the OFFSET prompt on LSK 2L. You
can see the anticipated new offset course on the ND. If you wish to adjust it
press ERASE and type in the new amount. Once satisfied with the new course
press INSERT. Aircraft will take a 45° cut to the new course. To resume the
original course access the same OFFSET prompt and clear or go DIRECT to a fix
on the original flight plan.
New SID: Press the LSK 1L key for the departure airport. Now select
DEPARTURE, then select the departure runway. If you are using a SID select the
appropriate SID (NOTE: you may have to scroll to see all available
SIDS). If there is a transition to the SID you can select it on the right side
of the MCDU. Once everything is selected press INSERT.
New STAR or Approach or Runway: Find the
DEST (destination) airport at the bottom of the Flight Plan page on LSK 6L.
Press the left LSK for the airport for the lateral revision page. Now select
ARRIVAL on LSK 1R. Select the appropriate approach and/or runway if needed.
Scroll as needed to see additional approaches if the needed one is not on
screen. If you don’t need a new approach or runway simply press Next Page to
see the arrivals. Next select the appropriate STAR (NOTE: you may have
to scroll to see all available STARS). Now select any transition as needed on
the right hand side of the MCDU. When all has been selected press the INSERT
prompt on the 6R LSK. If a transition is used that is already in the flight
plan then there will not be a discontinuity to clear in the flight plan.
However, if you do not have a transition then please be aware that the arrival
and the flight plan will not have a common point and therefore will have a
discontinuity.
i Airbus Gotcha’: Changing the STAR, approach
or runway will delete any pilot entered crossing restrictions on an arrival.
Make sure you confirm any crossing restrictions after making any arrival
changes.
New Route:
To enter a new route you will program just like you did for the flight
plan initialization. Take a lateral revision (left LSK) from the last common
fix. Then use the VIA/ GOTO in the following format J75/BOSOX. If the new
flight plan ends in a common fix then there will be no discontinuity and no
fixes to clear. However, if the routing results in no common fix then you will
need to go back and clear all the old fixes.
Holding: Press the left LSK for a lateral revision at the
holding fix. If the fix does not appear in your flight plan (you are really
having a bad day!) then use DIR first to enter the fix. Now press the HOLD
selection on LSK 3L. If the hold is as published then check all data on the
DATABASE HOLD page and if it is all good then press INSERT on LSK 6R. If you
need to make changes or there is no published hold (COMPUTED HOLD) then make
the needed changes to the Inbound Course, Turn Direction (L or R), and the time
or distance needed for legs. Once all data for the hold is good press the
INSERT selection on LSK 6R. For immediate hold, take lateral revision at FROM
waypoint and select <HOLD.
New Destination: Make a lateral revision from any
waypoint in the flight plan (not an airport) by pressing the left LSK for that
waypoint. Now select the NEW DEST prompt by typing in the new airport
identifier (example: KCLT for Charlotte) and
pressing the LSK 4R key. You may now go to the flight plan to modify the
arrival information as needed for the new destination.