PCA DISCUSSION ITEMS Flashcards
Pre-Flight Briefing
Fuel Planning
The total amount of fuel on board the aircraft must be sufficient for the intended flight and contingencies, including depressurisation and engine shutdown.
The Total Fuel for the flight is specified on the Computer Flight Plan (CFP):
- Line Ops review all sectors on a regular basis to ensure adequate fuel is planned
- Recommended extra fuel is added where experience on a route has shown that flight level restrictions or destination holding are common
The policy is to load CFP fuel, the company accepts responsibility for any diversion.
The Commander retains final responsibility for adjusting the Total Fuel if, in his opinion, it is operationally justified.
Pre-Flight Briefing
Notams, Company notams and weather
Cathay Pacific Flight Dispatch is responsible for providing the documentation for all flights:
- CFP
- Meteorological data
- NOTAM summaries
- Company NOTAM (information of short-term nature frequently reviewed and updated)
- Additional information pertinent to the flight
Operational documents are available at Flight Dispatch in Hong Kong or are delivered to the aircraft to permit onboard briefing.
The briefing documents for each flight will be uploaded to the web-based Centralised Flight Dispatch (CFD) system where they may be previewed by operating crews.
Pre-Flight Briefing
CFP
The CFP is the primary working document aboard the aircraft and is to be used for recording the details and progress of the flight.
The Fuel Progress Log of the CFP shall be used in flight as a record of fuel used and compared to the fuel available.
Pre-Flight Briefing
FCN and operational notices
Fleet Operational and Flight Crew Notices are available at Flight Dispatch and on Dragonet.
Fleet Operational Notices are held on aircraft flight deck, updated on a weekly basis.
It is the responsibility of all crew to ensure that they are fully conversant with all applicable Fleet Operational Notices and Flight Crew Notices.
The Confidential Operational Notices folder contains strictly confidential sensitive security information.
This information is not to be removed or copied.
Aircraft Documents
FCOMs, Ops Manuals and FDF
FCOM: ‐ System Descriptions (DSC, organized by ATA) ‐ Procedures PRO ABN : Abnormal/Emergency PRO NOR SOP : Normal PRO NOR SRP : System Related PRO SPO : Special Operations PRO SUP : Supplementary ‐ Limitations (LIM) ‐ Performance (PER, organized by phase of flight) ‐ Operations Engineering Bulletins (OEB) ‐ Flight Crew Bulletins (FCB)
OPERATIONS MANUAL:
Part A: General / Basic (Policy Procedures and Requirements)
Part B: Airplane Operating Matters (Type specific, covers FCOM, QRH, MEL)
Part C: Route and Airport Instructions and Information
Part D: Training
Aircraft Documents
Nav Bag content
Nav Bag 1:
Part C HKG, NEA, SEA, PRC
Operational notices
Nav Bag 2: Part A Vol 7 IATA dangerous goods regulations IATA dangerous goods training program
Aircraft Documents
Stationary wallet
Document Envelope PART C GEN T1 PART C GEN T2 Emergency Response Guidance for DGs Extra Crew Seat Travel Briefing Card Spare Post Flight Documents Envelopes Spare Refuel Record Forms
Aircraft Documents
Document Envelope
Aircraft library check list Article 11(1) Dispatch Form Autoland Discrepancy Form Commander Administrative Report Commander Discretion Report Extension of FDP Commander Discretion Report Reduction of Rest Crew Confidential Report Emergency Announcement Landing/Ditching FMGEC Reset /Time out Feedback FMGEC Vertical FPLN Performance Feedback FMGEC Lateral FPLN Navigation Feedback Map Shift Feedback Loadsheet No Change of Traffic Load Non Standard Fuel Order Confirmation sheet Normal Check list Navtech Feedback form Post Flight Document Envelope Refuel Record Form RVSM metric conversion card Take off Data Record CSQ forms folder (ASR, QDR, CFR, SCR, VAR, FDAP) Emergency Sim Card
Aircraft Documents
CSQ FORMS FOLDER
ASR, Air Safety Report QDR, Quality Discrepancy Report CFR, Cockpit Crew Fatigue Report SCR, Corporate Safety Confidential Report FDAP, Flight Data Analysis Program VAR, Volcanic Activity Report
Aircraft Documents
Mandatory Documents
HKCAD 360 requires the carriage, of the following documents on each flight:
operational flight plan,
Aircraft Maintenance Log,
the filed ATS flight plan,
appropriate NOTAM / AIS briefing documentation,
appropriate meteorological information,
mass and balance documentation,
notification of special categories of passenger(s) such as security personnel, if not considered as crew, handicapped persons, inadmissible passengers, deportees and persons in prescribed in Chapter 9,
current maps and charts and associated documents,
any other documentation which may be required by the states concerned with this flight, such as cargo manifest, passenger manifest, etc and forms to comply with the reporting requirements of the HKCAD.
Flight documents to be retained on ground for at least the duration of the flight are:
A copy of the operational flight plan
Copies of the relevant parts of the Aircraft Maintenance Log
Company NOTAM
Mass and Balance documentation (Loadsheet)
Special loads notification
Fuel receipt
Aircraft Documents
TECH LOG/ADD/SADD/PADD
The AML must be completed after every flight.
All technical defects must be entered with a full description including when and how the defect occurred and any other information that may be helpful in diagnosing and rectifying the problem.
Entries shall be legible and printed in ink. Where corrections are to be made to an AML entry, the error will be crossed out with a single line so as to ensure the error remains legible.
After each flight, ensure the following are entered in the AML:
a. Warnings or cautions on the EWD,
Flags on PFD or ND.
Failure indications seen on SD pages.
Observed faults (e.g. Logo Light etc)
b. Class 2 messages shown under “Maintenance” on the STATUS page, when the flight is terminating at a manned station.
c. There is no requirement for flight crew to transfer any faults from the PFR to the AML. However, pilots should peruse the PFR to ensure that all items in para a. have been entered in the AML.
d. Cases of Hard (suspected or actual) Landings, Overweight Landings, bird strikes, lightning strikes, overspeeds or other exceedences, regardless of whether the station is manned or unmanned.
e. If an AML entry requires submission of an ASR/MOR, ensure the entry is annotated with “ASR/MOR Raised”.
f. Smoke or abnormal smell. An ASR/MOR should also be raised for such events. In addition, for the A320/1 only, a Smoke/Smell Malfunction Report form, held in the Spare Documents Wallet, shall be submitted for such events (to be placed in the flight documents envelope)
g. If the Commander raised a (P)(S)ADD on the previous sector, make a “For Info” entry.
PADD: Items with a performance limitation or which affect aircraft utilization
SADD: Identifies items with one or more of the following:
a. Requiring verification, inspection or maintenance before each flight
b. Having a sector or flight or time limitation in either MEL, CDL, or AMM.
c. Affects normal transit servicing.
d. Is the subject of a Maintenance Concession/Engineering Concession/DDO that is not the subject of a performance limitation.
e. Toilets inoperative.
f. APU defects, rendering the APU incapable of starting engines, supplying air conditioning or electrical power.
g. Manual operation of cargo doors.
Items classified with an “S” must be repaired at the earliest opportunity
Aircraft Documents
MEL
The MEL has six sections:
‐ General (GEN) : HDA Policy.
‐ How to Use (HOW): General information and organization of the manual.
‐ MEL Entries (ME) : List the ECAM alerts and indicates the associated MEL item (if any) to apply for dispatching the aircraft. This section is a user-friendly entry point when an ECAM alert reports a system failure.
‐ MEL Items (MI) : This section is approved by the EASA and lists all the MEL items with the associated dispatch conditions.
‐ MEL Operational Procedures (MO) : This section gives the operational procedures that are associated with the MEL items.
‐ Configuration Deviation List (CDL): Contains additional certified limitations for operation of the A330 aircraft without certain secondary airframe and engine parts.
Aircraft Documents
CAR
ACARS CAR is the primary means, a Commander’s Report Form is available in the stationary wallet as a backup.
All items must be completed for each sector:
Delay codes are listed on the clipboard; The primary cause of delay is to be recorded and expanded in Remarks section if necessary.
Takeoff and landing for Commander and First Officer must be recorded.
Flight crew members must be recorded. Cabin crew names may be omitted if a General Declaration is placed inside the Flight Documents Envelope.
Comment is used to communicate information that might be of value to subsequent crews or to the company.
Addresses can be found on the reverse of the clipboard.
The following information should also be annotated as required:
a. Significant events and delays
b. Completion of an MOR, Air Safety Report or Crew Confidential Report
c. Training detail carried out
d. Extension of Duty or Split Duty as defined in the Flight Time Limitation
The Commander‟s signature is required.
Aircraft Documents
Loadsheet, Balance Sheet
The primary Loadsheet is the ACARS Loadsheet.
A Computer Loadsheet is used at CLC Stations where delivery by ACARS is not available due to equipment or communications problems.
Loadsheets are usually delivered directly to the aircraft ACARS printer, or the Boarding Gate Printer in the case of a backup Computer Loadsheet.
At ports supporting CLC, two copies of the Computer Loadsheet shall always be printed as a backup.
Computer Loadsheets use the same terminology as ACARS Loadsheets. The layout of the Computer Loadsheet is the same as that of the ACARS loadsheet.
Whilst it is not expected that Flight Crew should be able to complete a Manual Loadsheet, they shall be familiar with the method of construction and the requirements for cross-checking.
Taxi & T/O Procedures
Brakes
Brake wear:
Carbon brake wear depends on the number of brake applications and on brake temperature,
It does not depend on the applied pressure, or the duration of the braking. Therefore, the only way the pilot can minimize brake wear is to reduce the number of brake applications.
Break use:
PF should allow the aircraft to accelerate to 30 kt and use one smooth brake application to decelerate to 10 kt using GS indication.
Brake temperature:
The FCOM limits brake temperature to 300 °C before takeoff without brakes fan and 150 °C if the fans are running. This limit ensures that in case of hydraulic fluid leakage any hydraulic fluid that may come into contact with the brake units will not be ignited in the wheelwell. This limit does not ensure that, in the case of a high energy rejected takeoff, the maximum brake energy limitation will be respected. Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb too much heat, carbon oxidation will increase.
This is the reason why the brakes should not be used repeatedly at temperatures above 500 °C during normal operation.
Brake anomalies:
ACCU PRESS, if pressure drops under 1500 PSI the flight crew should be aware that the Parking Brake can become less efficient. This explains the amber range on the hydraulic pressure gauge of the ACCU PRESS.
Braking problems during taxi, do the Loss of braking memory items.
Taxi & T/O Procedures
Take-off Performance
Gradient requirements depicted on SID and approach charts are for All Engines Operating.
The minimum climb gradient up to acceleration altitude with All Engines Operating is 11.55 % (KMG RWY04, max RTOW ISA +15)
If terrain clearance cannot be achieved on 1 engine, an Engine Inoperative procedure will be published on the Port Page.
Taxi & T/O Procedures
Simplified Performance Charts
Simplified RTOW Charts are designed in case ACARS RTOW, including backup methods, are not available.
The data is conservative and may not be usable for heavier weights and/or shorter runways.
Group A Charts provides sufficient takeoff performance for airports that require a lower climb gradient.
Group B Charts provide increased departure performance for airports that require a higher than normal climb gradient. Dedicated Simplified RTOW charts meet all takeoff gradient requirements for the captioned airport runway.
Note:
1.Simplified RTOW Charts shall not be used if the applicability of the airport/runway is in doubt.
2.Dedicated Simplified RTOW Charts may be available for specific airports / runways to cater for special operations such as freighter or charter flights to offline airports, or where inclusion in either Group A or Group B would impose significant performance penalties at other airports within the groups.
The use of Simplified RTOW Chart is prohibited:
• If temporary obstacles are present in the takeoff direction.
• If WIP affects the runway length.
• For contaminated or slippery runways.
• Performance-related MEL dispatch (except reverser inoperative).
Charts are provided for
minimum QNH values of 990 hPa and 1005 hPa Charts
maximum tailwind component of 5 knots
Maximum rated thrust (TOGA)
PACKS OFF
REVERSER INOPERATIVE Charts are valid for reversers inoperative
ENGINE ANTI-ICE Charts are based on Engine Anti-ice ON
Taxi & T/O Procedures
EOSID Procedures
Takeoff procedures for all engine and engine inoperative operations are provided on the “Departures” section of the Port Page.
If no specific guidance is provided, any published SID procedure is acceptable for use; Alternatively, where obstacles are too limiting, an engine inoperative procedure will be published on the port page and must be followed to avoid obstacles during an engine failure.
Visual, above MSA or under RADAR CONTROL, it is permissible to depart from these Engine Inoperative Procedures provided that obstacle clearance can be assured; ACARS RTOW data is only valid if the relevant SID or Engine Inoperative procedure is flown.
Engine Inoperative Flap Retraction Altitudes will only be published on the Port Page if they are higher than 1 500 ft AAL.
For cold weather operations, ISA –15 °C and below, ACARS RTOW will automatically increase the Engine Inoperative Flap Retraction Altitude.
Taxi & T/O Procedures
Wet / Contaminated Runway
The regulations for takeoff on a wet/contaminated runway require full credit to be taken for thrust reversers and the screen height to be reduced from the dry runway screen height of 35 ft to not less than 15 ft.
This allows a lower V1 in order to improve the chance of stopping on a wet/contaminated runway.
Thrust reversers are not required for dispatch on wet/contaminated runways; However, if available, full reverse thrust must be used when rejecting take-off on a wet/contaminated runway.
ACARS RTOW and the associated backup is the only authorized method for performance calculation. Actual runway surface conditions should be entered directly into the program using the applicable code.
Provided takeoff performance can be computed using ACARS RTOW, dispatch with the specified wet/contaminated runway conditions is permitted. However, the reduced cross-wind tables listed in LIM-12 must still be observed.
Taxi & T/O Procedures
T/O technique X-Wind, T-Wind
In case of tailwind, or if crosswind is greater than 20kts:
‐ PF applies full forward stick up to 80 kt and gradually release the stick to reach neutral at 100 kt
‐ Captain sets takeoff thrust in 1 step
Taxi & T/O Procedures
Noise abatement
The Standard noise abatement procedure, as annotated on a Port Page, shall be flown in accordance with NADP 1 .
NADP 1/ ICAO A - Maintain SRS climb to 3 000 ft AAL, followed by acceleration and flap retraction.
NADP 2/ ICAO B - Maintain SRS climb to standard acceleration altitude, followed by normal acceleration and flap retraction. CLB thrust is set after first flap retraction (the flap Automatic Retraction System complies with this requirement). Thereafter, maintain Green Dot speed until 3 000 ft AAL.
In all cases the THR RED altitude on the PERF T/O page shall be standard.
Noise abatement procedures should not be conducted in conditions of significant turbulence or windshear.
Taxi & T/O Procedures
Departure Speed Selection
The aircraft shall be operated in compliance with state speed limit requirements, if a greater speed is required for operational reasons, a request shall be made to ATC.
The maximum speed is the greater of 250 kt until:
‐ The highest applicable sector MSA, and
‐ In all cases, 3 000 ft AAL.
Miscellaneous
Passenger Address
The PA system is primarily a safety tool for communication between the flight deck and the cabin; As a public relations tool it can enhance the image of the airline
a. The Captain will make all introductory announcements.
b. Announcements should be concise
c. English should be used only
d. PA announcements are not to be made during climb or descent
Pre-Departure
Sequence of events leading up to a welcoming PA:
a. Captain completes a welcoming PA few minutes before door closed
b. FA1 informs the Captain when all passengers are on board
c. Where appropriate he should use this as an opportunity to explain any delays. Where an extended delay is expected the Captain should liaise with the Ramp Coordinator to ensure a coordinated approach to delay management.
d. The FA1 will wait for the Captain to do his welcoming PA before starting the greeting announcement and safety demonstration.
The Captain’s welcome announcement should ask passengers to pay particular attention to the safety briefing. This briefing clearly lays out the Company policy on wearing seatbelts during flight. If turbulence is forecast, the Commander should emphasise the importance of observing the seatbelt sign for passengers own safety.
Prior to Top of Descent
This should include the revised ETA and weather at destination. This opportunity may be taken to bid farewell to the passengers and to thank them for choosing to fly with Dragonair.
Miscellaneous
Flight Deck Security
No person, other than the flight crewmembers assigned to a flight, must be admitted to the flight deck unless this person is:
- an operating crewmember
- a representative of the authority responsible for certification, licensing or inspection if required to perform his official duties
The final decision regarding the admission to the flight deck of any person rests with the Commander, he shall request identification of such persons before granting admission.
En Route Procedure
Metric,QNH, QFE procedures
The primary reference for altitude/Flight Levels is the indication on the PFDs.
Standard airport pressure setting at major airports in Mainland China is QNH. QFE is still used at some regional airports.
When only QFE is available, corrections for airport elevation must be applied to all procedural altitudes.
The FCU altimeter setting and the barometric subscale on the standby and metric altimeter (if installed) are to be set to QNH in accordance with the following guidelines:
When operating in the PRC,
below transition level/altitude metric altimeter is to be set to QNH
above transition level, metric altimeter is to be set to Standard
Outside PRC the Metric Altimeter remain set to standard
En Route Procedure
Navtech
Part C consists of several volumes divided according to area of operation and the aerodrome type (destination, alternate, en-route alternate, etc.). This division of manuals takes into account ease of access, availability of data and aircraft type-related space constraints.
HKG Hong Kong, Guangzhou, Macao, Shenzhen
PRC China – Destinations, Primary Alternates
NEA North East Asia – Destinations, Primary Alternates
SEA South East Asia – Destinations, Primary Alternates
GEN Main body, secondary alternates, en-route alternates
ENC En-route charts, En-route Diversion Guides
SIM For simulator use only
AERAD Supplements giving additional information
En Route Procedure
Port Pages
The Port Pages are to be used with the relevant Navtech charts when carrying out the CTWO+ brief. They contain information that supplements and in some cases overrides the information on the Navtech charts.
The data contained in the Port Pages is produced by Line Operations Department, the layout follows a fixed format, divided into three sections,
GENERAL,
ARRIVALS,
DEPARTURES
Two further optional sections may also be included, containing GRAPHICS and LVO MINIMA as required.
When crew are rostered into a Category B/C aerodrome, the appropriate Port Page shall be reviewed.
En Route Procedure
SID/STARS
All gradient requirements depicted on SID and Approach charts are for All Engines Operating. Performance Section will review the climb gradient requirements for all ports prior to the commencement of operations and if any Company aircraft is unable to achieve the required terrain clearance with an engine inoperative, an aircraft type-specific Engine Inoperative procedure will be detailed on the relevant port page.
Communications, Weather, Navigation
IOC
IOC function is to facilitate operational control through communications and established procedures with relevant operational and commercial departments.
Dragonair has authority for Operational Control which means initiation, continuation, diversion or termination of a flight.
IOC has authority for any commercial issues and can get guidance and clarification from the DOM for any operational issues.
The responsibility for an individual flight devolves on IOC before departure; They preside over the initiation, continuation, termination or cancellation of any scheduled or non- scheduled flight.
The Commander/PIC has the authority as to the operation and safety of the aircraft and all persons on board during his time on duty. All operational decisions should be co-ordinated with IOC.
Operational decisions must be made in the best interests of Dragonair’s entire scope of operations and as such must include consultation with local offices and all concerned Departments.
BEFORE THE FLIGHT
IOC coordinates latest information on the planned flight and takes the necessary decisions to ensure the flight or to cancel it.
The flight dispatch officer prepares the flight dispatch package. Once the Commander/PIC has commenced his flight duty, the flight dispatch officer shall assist the Commander/PIC concerning all matters dealing with his flight, his crew and his aircraft.
Station manager supervises all airport activities (passenger, ground handling, loading). He coordinates with IOC and the Commander of the flight. The station manager is responsible for the flight until the Commander/PIC takes the responsibility for the safety of all crewmembers, passengers and/or cargo on board the aircraft once the doors are closed.
INITIATION OF THE FLIGHT
It is the responsibility of the Commander/PIC to initiate the flight.
ONCE THE FLIGHT HAS COMMENCED
The aircraft Commander/PIC has the authority for Operational Control for any safety or legal issues from the moment the aircraft is ready to move for the purpose of Taking-off, until the moment it finally comes to rest at the end of the flight and the Engines are shutdown.
In flight, the final authority as to the disposition of the aircraft rests with the Commander. The IOC must provide any information having an operational impact. The Commander/PIC shall always base his decisions with the safety of the operation in mind.
Communications, Weather, Navigation
HF procedures, Selcal, Stockholm radio
HF communications are only required on a small number of Dragonair’s routes:
o Frequency is affected by time of day
due to diurnal variations in the height of the ionosphere, higher frequencies are required by day and lower frequencies by night.
o Distance between aircraft and ground station it is common for the skip distance to cause communications difficulties, this may also result in extremely distant stations being heard: In this case a frequency change may be appropriate as the skip distance is dependent on frequency.
o Frequency congestion
as frequencies are grouped according to region, a number of ground stations may use the same frequency. The additional range provided by HF communications also means that a larger number of aircraft are likely to be on frequency. This can be mitigated by maintaining a SELCAL watch, If SELCAL has been checked on the frequency. HF frequencies are shown on the CFP and on the en-route chart.
Stockholm Radio
Frequencies and propagation graphs listed in the AERAD Asia supplement (green book).
Can use to relay information to OPS if ACARS/ SATCOM not available
Communications, Weather, Navigation
RVSM
Reduced Vertical Separation Minimum (RVSM) airspace is any airspace between FL290 and FL410 (inclusive) [FL291 (8,900m) and FL411 (12,500m) in China] where aircraft are separated vertically by 1,000 ft instead of 2,000 ft. Dragonair holds an approval from HK CAD for flight in RVSM airspace, capability is shown on the ATS Flight Plan “Equipment and Capability” field with the letter “W”.
RVSM regulations require the following equipment/functions to be operative :
‐ 2 ADRs + 2 DMCs
‐ 1 transponder
‐ 1 Autopilot function
‐ 2 PFD functions (for altitude indication)
‐ 1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement)
‐ 1 FWC (for altitude alert function)
Crews should pay particular attention to the following parameters when operating in RVSM airspace:
a. accuracy of horizontal and vertical navigation
b. accuracy of horizontal and vertical speed control
c. conformity with ATC clearance
d. conformity with Company Standard Operating Procedures (SOPs)
e. knowledge of contingency plans.
If a flight deviates by 300 ft or more from a cleared flight level or if wake turbulence is encountered while in RVSM airspace, an ASR report is to be completed and submitted to the Dragonair Corporate Safety & Quality Department. Line Ops should also be notified via CAR
Communications, Weather, Navigation
TCAS
CONFLICT RESOLUTION PRINCIPLES
‐ Traffic Advisory (TA) If an intruder represents a potential collision threat, a visual and aural Traffic Advisory (TA) is given. This advisory helps the crew to visually situate the intruder. It also prepares the crew for a possible Resolution Advisory (RA). However, not every RA is preceded by a TA.
‐ Resolution Advisory (RA) If the intruder is considered to be a real collision threat, an aural and visual Resolution Advisory is given. TCAS determines the optimum vertical maneuver that ensures effective separation with a minimum change in vertical speed and generates :
• Preventive Advisory (i.e. the actual vertical speed may be maintained). It displays the vertical speed range to be avoided.
• Corrective Advisory (i.e. the actual vertical speed is within the range to be avoided, and a recommended vertical speed (fly to) range is displayed.
• Modified Corrective Advisory, which changes the already displayed RA (i.e. if the intruder changes their vertical speed).
The TCAS shall be selected to TA/RA for all phases of flight. Selection of TA mode may be required in certain conditions where aircraft performance is limited by an in-flight failure and this will be detailed in the associated Emergency or Non-Normal Checklist.
Where a conflict exists between the RA commanded maneuver and an ATC instruction, the commanded RA shall be followed.
Operating with an inoperative TCAS is permitted (including RVSM Airspace) provided it is completed in accordance with the applicable MEL. The TCAS must be serviceable ex-HKG except where allowed by the MEL. At Outports the TCAS may be inoperative subject to the Time and Sector constraints detailed in the MEL.
Communications, Weather, Navigation
EGPWS
The Flight Management System (FMS) provides aircraft position inputs to the EGPWS for enhanced functions processing purpose.
The TERR pb-sw located on the overhead panel enables the activation or deactivation of the EGPWS enhanced functions.
During all flight phases, when the navigation accuracy check is positive, the enhanced functions should be switched ON.
During climb, descent, approach, and go-around phases, when GPS PRIMARY is not available and the FMS navigation accuracy check prevents the flight crew from using the NAV mode in a phase of flight, the TERR pb-sw must be switched OFF.
When the TERR pb-sw is switched OFF, the ECAM “TERR OFF” memo is displayed. Only the basic GPWS Modes 1 to 5 remain operative.
If the TERR ON ND is not selected, and a terrain alert is generated, the terrain is automatically displayed on the ND. The brightness of the terrain indication on the ND is controlled via the weather radar brightness control knob. If the weather radar brightness was set to low (due to bad weather) and a terrain alert occurs, then the terrain display brightness will also be low. Therefore, when a terrain alert occurs, the ND weather/terrain image brightness may need to be adjusted.
Communications, Weather, Navigation
NAV BACK UP
The MCDU NAV B/UP allows to link a MCDU to its associated IRS in order to enable navigation and provide some basic flight planning functions in case of FM 1 + 2 failure.
It can be selected temporarily in case of FM 1 or 2 failure in order to ensure that the function is available on the failed side.
When in MCDU NAV B/UP on both sides, 1 FG must be available to engage AP and A/THR.
The MCDU NAV B/UP function provides :
‐ aircraft position using onside IRS or IRS 3
‐ F-PLN as memorized in the MCDU
‐ F-PLN display on ND
‐ F-PLN automatic sequencing
‐ AP/FD selected modes, with 1 FG available
‐ Limited lateral revisions
‐ MAG (True) bearing depending on the pilot selection, from aircraft position to the TO WPT and associated distance
‐ True track between waypoints
‐ Time estimates computed with current GS from onside IRS
‐ Total time and distance to destination
