Auto Flight / Auto Thrust/ FMGS Flashcards
FMGS Standard
Honeywell Release 2 H3 and FG PI 17
User Waypoints
- 99 waypoints,
10 runways,
20 nav-aids,
5 routes.
Metric Altitude
- metric altitude P/B on the FCU
- display the target altitude (either the FCU-selected altitude, or the FM altitude constraint) and the current altitude in meters on the PFD.
APPR P/B
This pushbutton arms, disarms, engages, or disengages the approach modes:
‐ LOC and G/S modes if an ILS/GLS approach is selected in the active F-PLN
‐ F-LOC and F-G/S modes, if a VOR, VOR/DME, NDB, NDB/DME, or RNAV(GNSS) approach is
selected in the active F-PLN, and if FLS guidance is selected in the MCDU PERF APPR page
‐ LOC and F-G/S modes, if a LOC only approach is selected in active F-PLN, and if FLS
guidance is selected in the PERF APPR page of the MCDU
‐ APP NAV-FINAL modes, if a VOR, VOR/DME, NDB, NDB/DME, or RNAV(GNSS) approach is
selected in the active F-PLN, and FINAL APP guidance mode is selected in the PERF APPR
page of the MCDU.
FLS Beam
Dashed Magenta line on ND
Characteristic Speeds
- eg Vls, Vfe Next, Vmax
- computed by the Flight Augmentation Computer (FAC), according to the FMS weight data (for PFD/MCDU display consistency and accuracy purposes).
- No calculation is made on the basis of aerodynamic data.
FLS
The FMS computes a FLS beam when the flight crew:
‐ Inserts a VOR, VOR/DME, NDB, NDB/DME, RNAV or LOC only approach, or
‐ Inserts an ILS approach and deselects the glideslope The FLS beam represents the final approach leg of the non-precision approach.
The FLS beam is defined by:
‐ An anchor point
‐ A course
‐ A slope.
The aircraft can capture the FLS beam up to 100 NM from the destination.
When FLS function is available and the flight crew presses the LS p/b, the FMA displays the FLS
capability and the FLS data.
The FLS capability can be:
‐ F-APP, or
‐ F-APP + RAW, or
‐ RAW ONLY.
Note: Prior to LS selection, the ECAM status info indicates any degradation of the FLS
capability.
FLS BEAM COMPUTATION WHEN THE MAP IS ON THE RUNWAY THRESHOLD
When the MAP of the selected approach is defined on the runway threshold (+/- 0.14 NM):
‐ The anchor point is located on the runway threshold Crossing Height, TCH (or threshold height +50 ft if no threshold crossing height is stored in the database).
The ident of the anchor point is RWYxxx, where xxx is the ident of the runway threshold (e.g.
RWY33L)
‐ The course of the FLS beam in the course of the final approach leg
‐ The slope of the FLS beam is the Flight Path Angle (FPA), stored with the runway threshold
in the navigation database.
FLS BEAM COMPUTATION WHEN THE MAP IS BEFORE THE RUNWAY THRESHOLD
When the MAP of the selected approach is before the runway threshold:
‐ The anchor point is located on a pseudo final end point (that is computed by the FMS) at the
Threshold Crossing Height, TCH (or threshold height +50 ft if no threshold crossing height is
stored in the database).
The ident of the anchor point is EPxxx, where EP stands for End Point, and xxx is the ident of the runway (e.g. EP33L).
Note: When the anchor point is closer than 0.1 NM to the runway threshold, the ident of
the anchor point is RWYxxx.
‐ The course of the FLS beam is the course that is stored with the MAP in the navigation
database
‐ The slope of the FLS beam is the Flight Path Angle (FPA) stored with the MAP in the
navigation database.
FLS BEAM COMPUTATION WHEN THE MAP IS BEYOND THE RUNWAY THRESHOLD
(2)
- Where is it?
- How is it identified?
- the Threshold Crossing Height, TCH (or threshold height +50 ft if no threshold crossing height)
- The ident of the anchor point is the ident of the final end point (e.g. EP33L).
BARO CORRECTION OF THE FLS VERTICAL DEVIATION
When the baro setting is STD:
‐ The computation of the FLS beam and of the F-G/S deviation is based on the QNH that the
flight crew entered on the PERF APPR page.
‐ FMS uses 1 013 hPa if the flight crew did not enter any value on the PERF APPR page.
However, in such cases, no F-G/S deviation is computed.
When the baro setting is QNH, the computation of the FLS beam and of the F-G/S deviation is
based on the current QNH.
COLD WEATHER CORRECTION OF THE FLS BEAM
When the temperature at destination (on the PERF APPR page) is below the ISA temperature,
the computation of the FLS beam and of the F-G/S deviation is corrected with the entered
temperature.
If the flight crew did not enter any temperature, the FMS takes into account the ISA
temperature.
Flight Plan Capacity (Number of legs)
250 legs
ALT CST at the CRZ FL
The FMS automatically engages the ALT CST mode and arms the DES mode until the aircraft fly
over the ALT CST waypoint when both of the following apply:
‐ There is an altitude constraints at the CRZ FL, and
‐ The flight crew engages the DES mode before the T/D computed by the FMS.
Required Time of Arrival (RTA)
When a RTA is defined, time constraint is displayed on ND with a 1 s resolution (HH:MM:SS).
T/OFF Speeds not inserted
If the flight crew does not enter one or more of the takeoff speed values, the ECAM triggers the
T.O SPEEDS NOT INSERTED alert, when:
- The flight crew presses the T.O CONFIG p/b, or
- The engines are set to takeoff power.
LOC, F-LOC
LOC, F-LOC
APP NAV
Mode used to guide the aircraft on the
lateral approach path (LOC or F-PLN
approach path)
Selected by pressing APPR p/b on the FCU; the mode that engages depends on the selected approach in the F-PLN, and on the guidance mode selected in the PERF APPR page (FLS/FINAL APP).
G/S *, F-G/S *
G/S, F-G/S
FINAL
Mode used to guide the aircraft along
the final approach path (ILS/ GLS
or non precision approach)
Selected by pressing the FCU's APPR p/b. The mode engaged depends on the selected approach in the F-PLN and on the guidance mode selected in the PERF APPR page of the MCDU.
Linked to APPR common mode (APPR p/b).
MANAGED SPEED TARGET COMPUTATION
GS MINI
VAPP + 1/3 * (current headwind component - tower headwind component).
The managed speed target has the following limits:
‐ VAPP, as the minimum value
‐ VFE next, in CONF 0,1,2,3, VFE-5 kt in CONF FULL, as the maximum value.
AP/FD T/OFF Mode
SRS mode disengages if the TCAS mode engages
AP/FD Approach Modes
The flight crew uses an ARRIVAL lateral revision to insert these approaches into the flight plan:
‐ For precision approaches, the flight crew uses the APPR p/b on the FCU to arm or engage the
LOC and G/S guidance modes
‐ For non-precision approaches, the flight crew uses the APPR p/b on the FCU to arm or engage
the F-LOC and F-G/S or LOC and F-G/S, or LOC B/C and F-G/S, or APP NAV and FINAL
guidance modes, depending on the selected non precision approach and on the guidance mode
(FLS/FINAL APP) selected in the PERF APPR page of the MCDU.
‐ For non-precision approaches using a Localizer only, the flight crew uses the LOC p/b to arm or
engage LOC or LOC B/C guidance mode.
Vertical managed approach modes (G/S, G/S, F-G/S, F-G/S, FINAL) can only engage if the
corresponding lateral managed approach mode is already engaged (LOC, LOC, F-LOC, F-LOC,
APP NAV).
GUIDANCE SELECTION
If a non precision approach is inserted in the F-PLN, the default guidance mode is FLS.
The flight crew can check/select the appropriate guidance mode (FLS or FINAL APP) through the MCDU
PERF APPROACH page.
Note:
- FLS is the recommended guidance mode for non precision approaches.
- In the case of an RNAV(RNP) approach, or if FLS guidance is not available for the
selected approach, FINAL APP is automatically selected. In this case, FINAL APP is
displayed in green and the key is inhibited.
FLS FUNCTION AVAILABILITY
The FLS function is the default guidance mode, except for RNAV(RNP) approaches.
However, the FLS function is not available if the approach meets the both following criteria:
‐ The Missed Approach Point is before the runway threshold
‐ The difference between the final approach course and the runway course is more than 50 °.
In such a case, the FMS displays the “NO FLS FOR THIS APPR” message in the MCDU
scratchpad.
ARMING CONDITIONS
The flight crew arms F-LOC and F-G/S modes by pushing the APPR p/b on the FCU, provided that:
‐ The flight plan contains a VOR, VOR/DME, NDB, NDB/DME or RNAV approach
‐ The FLS mode is selected in the PERF APPR page of the MCDU
‐The airc1raft is above 400 ft R A
‐ At least one MMR is able to compute F-LOC and F-G/S deviations (“NO FLS FOR THIS APPR” was not displayed)
‐ When both MMRs are operative, the runway headings of the approach are the same.
