SRP

Question 1

NDB Recycle

Answer 1

Do NOT cycle it while AIRBORNE.

Otherwise:

Flight Plan will be deleted.

Speed predictions will be eliminated.

ND will be blanked.

Green Dot will become speed target if in managed speed.

Question 2

NAVAID Deselection

Answer 2

At Position Monitor Page.

Deselected NAVAID can still be manually tuned on RAD NAV Page and displayed on ND.

Question 3

Adjustment of LAT/LONG values during IRS Initialization

Answer 3

Enter the gate precise coordinates when the aircraft is intended to fly WITHOUT GPS on LONG segments WITHOUT radio coverage.

Question 4

Speed Limit

Answer 4

Managed Speed Target will be limited by the speed limit when the aircraft flies below the specified altitude.

Question 5

MCDU Speed Predictions

Answer 5

Predictions NOT Available: Magenta
Predicted Speed MATCHES Constraint: Magenta Star
Predicted Speed MISSES Constraint by more than 10kt: Amber Star + “SPD ERROR AT WPT XX”

Speed Constraint at Takeoff or Climb Phase: Managed Speed Target is limited UNTIL passing constraint Waypoint
Speed Constraint on descent in Approach Phase: Managed Speed Target is limited AFTER passing the Constraint Waypoint

*Speed Limit CANNOT be cleared in Temporary Flight Plan

Question 6

QFE Operations

Answer 6

Altitude Constraints must be converted and entered as an ALTITUDE in feet. (Height + Aerodrome Elevation)

Question 7

MCDU Altitude Predictions

Answer 7

Predictions NOT Available: Magenta
Predicted Altitude MATCHES Constraint: Magenta Star
Predicted Altitude MISSES Constraint by more than 250’: Amber Star, Vertical Revision Page shows ALT ERROR at the waypoint.

Question 8

EOSID Review

Answer 8

Select the EOSID as a TMPY F-PLN and review it as TMPY. Then ERASE it.

Question 9

NAVAID Identification

Answer 9

Whenever a NAVAID IDENT is correctly decoded, in agreement with hat published, NO Audio Check is necessary.

Preferably use the identifier for NAVAID entry.

If ADF IDENT not in Database: Include a Decimal Point. (e.g. 315.)

Question 10

MIN DEST FOB

Answer 10

=ALTN+FINAL

Can be increased at flight crew discretion (e.g. When HOLD is expected at destination)

Question 11

If NO Wind Profile on Flight Plan

Answer 11

On Ground: Enter Average TRIP WIND on INIT-B Page to obtain more realistic fuel/time predictions. CANNOT be entered if a WIND PROFILE has already been entered from WIND Pages.

In-Flight: Enter a wind profile on WIND pages using the WIND Pages, for fuel/time predictions. TRIP WIND will be erased as soon as flight crew has entered a wind profile.

Question 12

FUEL PLANNING prompt on INIT-B Page

Answer 12

Used when planned BLOCK Fuel is NOT Available, while the crew needs a prediction of Minimum Block Fuel Required, which is the BLOCK Fuel required to have EXTRA Fuel = 0, based on the parameters entered on the INIT and F-PLN Pages.

Question 13

Pre-Flight Report

Answer 13

Provides a copy of the F-PLN with the associated FMS Predictions.

Question 14

Takeoff with no Weight/CG Entry

Answer 14

Managed Speed will only be available for the takeoff phase (Provided a v2 has been inserted.)

When the aircraft leaves the SRS Mode, the target speed becomes the CURRENT Speed and reverts to selected.

*If the AP/FD has reverted to ALT or V/S (FPA) Mode, the associated A/THR mode is SPEED, the system will REDUCE THRUST, because the speed will be equal to, or greater than, the target speed.

Question 15

THR RED ALT, ACC ALT, ENG OUT ACC, TRANS ALT Minimum Values

Answer 15

400’ AAL

Question 16

CLB Speed Preselection Recommendation

Answer 16

When ATC Specifies a Climb Speed

Initial Climb Speed MUST be LOWER than normal because

Turns GREATER than 120 deg in the initial Climb Out

Obstacle Clearance

Airfield has a risk area to be quickly cleared (e.g. birds reported)

Question 17

Change of Runway

Answer 17

HSD, E, G, I, J, K, L, M, N, O, P, Q, R, T, U
HTD, E, F, G, H, I

If the previously selected SID is compatible with the new RWY, it automatically appears in the temporary flight plan. Any revision the pilot may have made to the previous SID will NOT be transferred.

If the pilot still wants it, he has to reenter it.

HTJ, HTK

Any previous lateral modification performed on the active DEPARTURE Procedure may lead to additional waypoint STACKING in the temporary F-PLN. The crew has to check and revise it, as necessary.

Question 18

Takeoff From Insertion

Answer 18

The insertion of the shift in takeoff position permits the system to make an accurate revision to its navigation data at takeoff.

Question 19

FMA Mode Check (During Instrument Check)

Answer 19

ALT (In Blue or Magenta) may be displayed instead of CLB if the FCU Altitude or a constraint is set at or below the acceleration altitude.

If a HDG/TRK was preset, NAV is disarmed.

Question 20

FMA Takeoff Mode

Answer 20

RWY Mode appears if an ILS is tuned to a station corresponding to the departure runway. Otherwise NO lateral mode comes up until the aircraft has lifted off.

If DURING takeoff the FCU altitude is set BELOW the CURRENT Aircraft Altitude, the system IGNORES the FCU Altitude and the aircraft REMAINS in SRS mode until the pilot selects an altitude ABOVE the aircraft altitude or engages any other mode.

Question 21

AP Engagement

Answer 21

The FMGS has an internal delay that prevents the AP to be engaged during 5s after lift-off.

Question 22

No Flight Director Takeoff

Answer 22

Target Speed on the PFD is that selected of the FCU or is defaulted to 100kt.

Setting the thrust levers to CL detent does NOT activate A/THR.

Do NOT engage the A/THR prior to selecting a target speed on the FCU.

Procedure:
TOGA T/O, No FMA.
After liftoff:
Maintain Pitch 15 deg (12.5 deg if E/O).
Reaching Thrust Reduction Altitude:
LVR CLB Flashes.
Select a Climb Speed.
Set the Thrust Levers to CL Detent.
Activate A/THR.
Turn on FDs.
"SPEED, V/S, HDG, A/THR"
Select Appropriate Mode.
"THR CLB, CLB, NAV"

FAILURE of BOTH FDs AFTER the start of Takeoff:

FD Bars Disappear. FMA Disappear.
FCU Window displays target speed, which synchronizes on v2, or the current speed (if it is higher).
A/THR remains armed.
At thrust reduction altitude, LVR CLB Flashes. If the pilot set the thrust levers to CLB detent, the autothrust becomes selected SPD Mode.

No FD Takeoff for N1 Mode: (No FD Takeoff WITHOUT A/THR)
TOGA T/O, No FMA
After liftoff:
No FMA.
Maintain Pitch 15 deg (12.5 deg if E/O).
ABOVE 100’ AGL, when appropriate,
Turn on FDs.
V/S, HDG
Engage OP CLB and select appropriate speed and lateral mode.
AP use as required.
Reaching Thrust Reduction Altitude: Set both thrust levers to CL Detent. (“CLB” or “LVR CLB” will NOT flash on the FMA as the A/THR is NOT Available.)
Reaching Acceleration Altitude: Resume Normal Acceleration and Climb Procedures.

Question 23

Takeoff with no v2 Entry

Answer 23

If v2 is NOT inserted, the SRS will NOT engage for takeoff.

5s after liftoff, v/s mode will engage. When v/s engages the current airspeed becomes the FCU Target speed. To Regain Normal Speed Target:

Select and PULL for Climb Speed (To Prevent Speed Loss.)
FMA: THR MCT, CLB/OP CLB, A/THR.

At ACC Alt:

Push A/THR Pb.
Set Thrust Lever to CL Detent.
Push the SPD Selector Knob to get a Managed Speed Target.

Question 24

Takeoff using Localizer of the Opposite Runway / Back-course Localizer Approach

Answer 24

Check the ILS FRONT COURSE is displayed in the CRS Field. (May Trigger “RWY/ILS MISMATCH”, Disregard it.)

Deselect LS pb on the FCU.

Select ROSE ILS on ND.

• Do NOT select ILS via the LS pushbutton, PFD will display REVERSE deviations.
• Do NOT arm the LOC or APPR modes. Can ONLY use TRK-FPA or HDG/VS.
• Do NOT select the LS pushbutton on ISIS, which will display REVERSE deviations.

Question 25

Speed Selection

Answer 25

Predictions on the F-PLN page assume that the speed remains selected until the next SPD LIM or SPD CSTR, or the next phase, whichever comes first.

Question 26

ALT CRZ (SOFT ALT)

Answer 26

Engages 2 min after the cruise flight level is capture and Mach Stabilized.

Allows the aircraft to deviate +/-50’ from the target altitude to minimize the thrust variation and reduce the fuel consumption.

If FMA does NOT display ALT CRZ at the assigned flight level, SOFT ALT will not engage, predictions will be computed at the PREPLANNED Flight Level entered on PROG Page.

Question 27

Monitoring Navigation Accuracy

Answer 27

On aircraft equipped with GPS PRIMARY, the Navigation Accuracy Check is NOT required as long as GPS PRIMARY is available.

Without installed GPS and when NO DME is available, use HIGH / LOW Accuracy on the PROG page.

Method of Checking: (DSC-22_20-20-20 General)

Position Discrepancy between the raw data position and FM Position:
DATA
POSITION MONITOR
FREEZE (?POSSIBLY to freeze GPIRS Position and Mixed IR Position as soon as possible to obtain a constant Bias, which is added to current Mixed IR position to update FM Position?)
Another MCDU: GPS MONITOR Page

Question 28

EFOB at destination becomes less than the MIN DEST FOB

Answer 28

Destination EFOB turns to amber.

“DEST EFOB BELOW MIN” Amber message is displayed on the MCDU scratchpad, after 2 min.

Question 29

Step Climb or Descent

Answer 29

The system will NOT accept a step climb or descent if it does NOT ensure at least 1 min of flight time at the new altitude.

If no step wind is entered, the wind used at the new CRZ FL is automatically defaulted to the wind at the previous flight level.

DIST/TIME field may display the following messages:

ABOVE MAX if the step altitude exceeds the MAX ALT.
IGNORED if the start step point is LESS THAN 50 nm from top of descent.
STEP NOW when the aircraft is WITHIN 20 nm of the step point.

If the aircraft overflies the step waypoint WITHOUT commencing a climb or descent, the system deletes the step from the vertical F-PLN automatically (a “STEP DELETED” message is displayed on the MCDU Scratchpad), and recomputes the predictions.

If the FCU is moved only PARTIALLY towards the step altitude, the step is NOT deleted.

For an altitude restriction defined at a waypoint less than 50 nm before the top of descent and lower than the CRZ FL, it is recommended to enter an altitude constraint rather than a step.

Question 30

Immediate Change of Level in Cruise

Answer 30

If the FCU selected altitude is LOWER than the previous CRZ FL and if the distance to DEST is more than 200 nm, the CRZ FL on the PROG changes.

Mach Target:
At start of descent, the Mach Target is the managed Mach number at the initial cruise flight level.
When the aircraft reaches the new flight level, the Mach target switches either to the Mach number / Speed for the lower CRZ FL. This logic prevents the aircraft from exceeding Vmo during descnet.

If the FCU selected altitude is lower than the previous CRZ FL and the aircraft is WITHIN 200 nm of its destination, the system activates the descent phase.

The pilot may reactivate the cruise phase by entering a new cruise flight level in the PROG Page.

If the pilot modifies the CRZ FL on the PROG page WITHOUT setting the FCU altitude, the FMS may target a Speed / Mach above Vmo / Mmo. Changing the FCU altitude makes the FMS behavior become correct again.

e.g. Cruise at FL370, but modify PROG PAGE CRZ FL to FL290.

Question 31

Change of Destination Runway

Answer 31

If the flight crew has entered any revision or constraint on the previous STAR, it will NOT be transferred.

Exception: HTJ, HTK, where the system wil automatically insert the change into the temporary F-PLN.

Question 32

Descent Speed

Answer 32

The Flight Guidance Computer uses Auto Speed instead of the ECON Speed for computing the descent profile and determine the Descent Managed Speed profile.

When the system switches to the descent phase, it sets the managed target speed to the auto speed. The speed could then be modified by using the FCU selector knob only.

Once in descent phase, the pilot CANNOT select the ECON speed again.

Question 33

Display of MDA/MDH/DH Value

Answer 33

Legacy:

PFD displays the MDA/MDH/DH, only after the descent phase has been activated.

Scratchpad displays “ENTER DEST DATA” if the approach page is NOT completed when the aircraft is 180 nm from destination.

Pegasus:

PFD Displays the MDA/MDH/DH, only when the distance to destination is LESS than 250 nm.

Scratchpad displays “ENTER DEST DATA” if the approach page is NOT completed when the aircraft is 180 nm from destination.

Question 34

Transition “Altitude” on APPR Page

Answer 34

Jun 2015 Newsletter:

Check or modify the TRANS ALT field using the equivalent altitude for the expected transition level.

HTJ, HTK:

The crew should NOT modify the default TRANS FL value, if it slightly differs from the Transition Level specified on the approach chart or reported by ATC.

Question 35

Descent Initiation

Answer 35

TOD on ND and F-PLN page assumes the aircraft will begin its descent in DES mode with managed speed, and that the system will guide the aircraft along the descent profile computed with ALL the vertical F-PLN data to reach vapp at 1,000’ AGL.

The ND does NOT display the TOD when HDG (or TRACK) mode is engaged.

If the lowest safe altitude is HIGHER than the ATC cleared altitude, check with ATC. If it is confirmed, set the FCU altitude to the safe altitude until it is safe to go to the ATC cleared altitude.

Question 36

Descent Profile

Answer 36

On the vertical profile: +/- 50’.

• DSC-31-40 Linear Deviation: Full Scale +/-500’.
• DSC31-40 Vertical Deviation Scale and Index for NPA: Full Scale +/-200’, One dot 100’.

Above Profile: Select a descent speed HIGHER than the upper limit when possible.

When the symbol reaches the next ALT CSTR waypoint, “MORE DRAG” appears on the PFD,

Below Profile:

Legacy:

Idle Segment: -1000 fpm; Geometric Segment: 1/2 theoretical FPA

Pegasus:

Altitude HIGHER than BOTH descent speed limit altitude and destination elevation +5000’: v/s -1000 fpm until the aircraft reaches the altitude constraint or intercepts the descent profile.

Altitude LOWER than EITHER descent speed limit altitude OR destination elevation +5000’: v/s -500 fpm until the aircraft reaches the altitude constraint or intercepts the descent profile.

Altitude and speed predictions displayed on the F-PLN page assume an immediate return to DES mode.

VDEV is available on PFD even in HDG mode, valuable for monitoring descent as long as crosstrack error (XTK) is less than 5 nm.

Question 37

Expedite Descent (if installed)

Answer 37

Pitches the aircraft to acquire and maintain M0.84/340kt, pitch rate NO more than 0.15 g.

CAN use this mode to initiate an emergency descent.

Question 38

Holding Pattern

Answer 38

If the holding fix is close to the DECEL pseudo waypoint and the speed is managed, MANUALLY activate the approach phase to change the managed target speed to approach speed (vapp). This will avoid having an increase of speed not appropriate. (Between Holding fix and DECEL pseudo waypoint)

Question 39

Approach

Answer 39

The aircraft will automatically Activate Approach Phase and Decelerates for approach, only if it flies over the DECEL pseudo waypoint with NAV/LOC*/LOC mode engaged.

Manually Activate Approach Phase if:
HDG or TRK mode is engaged.
Flying a Go Around.
Early Deceleration is required.

Question 40

FLS (FMS Landing System)

Answer 40

For Non Precision Approaches flown with the FLS function, the flight crew MUST check the FLS capability.

Question 41

Decelerated Approach

Answer 41

In most cases, the interception of the final descent path is achieved with CONF 1 at S speed.

Question 42

Approach Mode Activation (LOC/GS)

Answer 42

If a Non-Precision Approach (NPA) is selected in the active flight plan and if the flight crew manually tunes an ILS on the RAD NAV page, the MCDU displays “CHECK APPR GUIDANCE” and the PFD displays “CHECK APP GUIDANCE” or “CHECK APP SEL”. Although an ILS is tuned on RAD NAV page, the available approach guidance modes are APP NAV-FINAL when the APPR pushbutton is pressed on the FCU.

The FCU APPR pushbutton arms or engages LOC and G/S modes, if:

An ILS approach is entered in the flight plan

or

No approach, or only a runway, is entered in the flight plan, AND an ILS is MANUALLY tuned on the RAD NAV page

or

Both RMPS are set to NAV, and an ILS is selected.

*If the pilot decides to fly the ILS approach with a non-ILS appraoch in the flight plan (due late change of clearance), he should:

MANUALLY tune in the ILS on the RAD NAV page

Press the ILS pushbutton and select ROSE ILS on the EIS Control Panel.

Use HDG, V/S or TRK, FPA modes to fly the ILS.

Question 43

Tail wind during Automatic Rollout

Answer 43

Recommended to use manual braking without delay

or

Automatic braking for an optimized runway centreline tracking

Question 44

A/P on at the end of Automatic Rollout

Answer 44

Legacy: A/P will steer the aircraft back to the localizer when the tiller is released.

Pegasus:

When the tiller is released less than 20 deg off the runway centreline, the A/P will try to steer the aircraft back to the runway centreline.

When the tiller is released 20 deg or more off the runway centreline, the A/P will automatically disconnect.

Question 45

Early Selection of APPR Mode LOG/GS

Answer 45

Above 5000’ AGL, the Radio Altimeter (RA) Signals may NOT be valid –> CAT1.

To avoid performing a false capture, the flight crew must be careful NOT to arm the LOC too early.

Question 46

Data Lock

Answer 46

700’ RA: ILS Freq and course are frozen on receiver, NOT changeable by MCDU nor RMP, ANY MCDU Modifications on PERF APPR page are NOT accepted.

400’ RA: LAND Mode Engages, Flight Crew can only disengage this mode by engaging the GO AROUND Mode.

100’ RA: FMGS Freezes the landing capability until LAND mode is disengaged OR both AP off

Question 47

Tuning ILS on RMP

Answer 47

No DME information is displayed.

Question 48

Relative Angle to LOC Course at 10 nm to ensure the aircraft will NOT overshoot the axis by MORE than 1.5 dot

Answer 48

180 kt: 60 deg

200 kt: 50 deg

Question 49

Parameter Exceedence DURING glide beam capture

Answer 49

Pitch Attitude +10 deg

V/S > +500 fpm or

Question 50

CAT III Approach

Answer 50

MANDATORY:

AUTO Call Out RA (Not Mandatory for CAT2)
A/THR in SPEED MODE

At 100’ RA: If NO failure is detected, PF call “CONTINUE”.

Question 51

Fail Operational, Alert Height

Fail Passive

Landing Capability Freeze of FMGS

Alert Height

Answer 51

Fail Operational: CAT 3 DUAL. In the event of a failure BELOW alert height, the remaining part of the automatic system allows the aircraft to complete the approach, flare, and landing. Failure ABOVE the alert height, a CAT 3 autoland would be discontinued and a missed approach executed, if a failure occurred in either the airplane systems or the relevant ground equipments.

Fail Passive: CAT 3 SINGLE. In the event of a failure, there is NO significant out-of-trim condition or deviation of flight path or attitude, but the landing is NOT completed automatically.

Below 100’ RA, the FMGS freezes the landing capability until LAND mode is disengaged or both APs are off. Therefore a failure occurring below 100’ RA does NOT change the category of the system.

Question 52

Autoland Warning Light

Answer 52

With “LAND” or “FLARE” Green on the FMA and at least 1 AP engaged, the AUTOLAND Red Light appears on the glareshield when the aircraft is BELOW 200’ RA and one of the following events occurs:

A/P are lost
Aircraft gets too far off the beam
Loss of LOC signal above 15’, or loss of glide signal above 100’
Difference between both Radio Altimeters indications is greater than 15’.
For Pegasus 2 (HST-HSU, HTJ-HTK), FMGS detects a long flare.

When the Autoland light comes on, Autoland MUST be DISCONTINUED. (Revert to Manual if Visual, GA if NOT Visual)

Question 53

Failure of both Localizer and Glideslope RECEIVERS / TRANSMITTERS

Answer 53

Failure of RECEIVERS: Red LOC and G/S Flags

Failure of TRANSMITTERS: LOC / GS Scales Flash
Corresponding FD Bar Flashes

If the transmitter failure is temporary, the APs are able to regain these modes. (Pegasus specifies temporary as 7 s)

If the failure is long term (>7 s for Pegasus)

Legacy, Pegasus 2: Go Around is allowed with 1 or 2 A/P engaged. (? i.e. can use no A/P?)

Pegasus: A/P disengages and the FD reverts to basic modes. Crew MUST perform a Go Around (if insufficient visual references) with 1 or 2 A/P engaged. (? i.e. MUST use Automatic Go Around?)

If the failure is BELOW 200’:

Legacy, Pegasus 2: Go Around is allowed with 1 or 2 A/P engaged. (? i.e. can use no A/P?)

Pegasus: AUTOLAND Warning appears, crew MUST perform a Go Around (if insufficient visual references) with 1 or 2 A/P engaged. (?i.e. MUST use Automatic Go Around?)

Excessive Beam Deviation:
LOC Scale Flashes if deviation is GREATER than 1/4 dot (Above 15’ RA)
G/S Scale Flashes if deviation is GREATER than 1 dot (Above 100’ RA)

Question 54

Failures and Associated Actions ABOVE 1000’ for CAT II or CAT III

Answer 54

CAT III SINGLE:

One Engine Out, Loss of NWS, Loss of Anti-skid

CAT II:

Loss of A/THR

CAT I:

Red RA on 2 PFDs

SLATS/FLAPS failure (Less than conf 3): Disengage AP at or above 500’

Question 55

GO AROUND Phase

Answer 55

Engagement:

Thrust Lever at TOGA
CONF 1

During Go Around Phase:

CLB and DES modes are NOT availalbe, Flight crew MUST monitor Constraints.

Green Dot is managed speed.

If ALT* engages, as the aircraft emerges from SRS mode, and an engine-out occurs more or less simultaneously, the aircraft may loose airspeed as it tries to capture altitude. There is NO mode reversion in ALT*.

Heading/Track preset on FCU is available, when LOC*, LOC, LAND, FINAL or GA is engaged. (NOT available for HST, HSU, HTJ, HTK), HDG, or TRK, or NAV can only be engaged ABOVE 100’.

Leaving Go Around Phase:

Manually Activate Approach Phase.

Question 56

Diversion after Go Around

Answer 56

ENABLE ALTN, OR enter a NEW DEST in the LAT REV Page, preferably at the TO Waypoint

Perform a DIRECT TO when cleared

System Automatically reverts to CLB Phase

Target Speed modified from Green Dot to Target Speed

CRZ FL to alternate CRZ FL (FL220 if = 200 nm)

Previous Cost Index Retained (HTJ, HTK: 0 Cost Index, message USING COST INDEX is triggered)