SRP Flashcards
NDB Recycle
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.
NAVAID Deselection
At Position Monitor Page.
Deselected NAVAID can still be manually tuned on RAD NAV Page and displayed on ND.
Adjustment of LAT/LONG values during IRS Initialization
Enter the gate precise coordinates when the aircraft is intended to fly WITHOUT GPS on LONG segments WITHOUT radio coverage.
Speed Limit
Managed Speed Target will be limited by the speed limit when the aircraft flies below the specified altitude.
MCDU Speed Predictions
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
QFE Operations
Altitude Constraints must be converted and entered as an ALTITUDE in feet. (Height + Aerodrome Elevation)
MCDU Altitude Predictions
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.
EOSID Review
Select the EOSID as a TMPY F-PLN and review it as TMPY. Then ERASE it.
NAVAID Identification
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.)
MIN DEST FOB
=ALTN+FINAL
Can be increased at flight crew discretion (e.g. When HOLD is expected at destination)
If NO Wind Profile on Flight Plan
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.
FUEL PLANNING prompt on INIT-B Page
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.
Pre-Flight Report
Provides a copy of the F-PLN with the associated FMS Predictions.
Takeoff with no Weight/CG Entry
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.
THR RED ALT, ACC ALT, ENG OUT ACC, TRANS ALT Minimum Values
400’ AAL
CLB Speed Preselection Recommendation
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)
Change of Runway
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.
Takeoff From Insertion
The insertion of the shift in takeoff position permits the system to make an accurate revision to its navigation data at takeoff.
FMA Mode Check (During Instrument Check)
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.
FMA Takeoff Mode
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.
AP Engagement
The FMGS has an internal delay that prevents the AP to be engaged during 5s after lift-off.
No Flight Director Takeoff
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.
Takeoff with no v2 Entry
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.
Takeoff using Localizer of the Opposite Runway / Back-course Localizer Approach
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.
Speed Selection
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.
ALT CRZ (SOFT ALT)
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.
Monitoring Navigation Accuracy
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
EFOB at destination becomes less than the MIN DEST FOB
Destination EFOB turns to amber.
“DEST EFOB BELOW MIN” Amber message is displayed on the MCDU scratchpad, after 2 min.
Step Climb or Descent
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.
Immediate Change of Level in Cruise
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.
Change of Destination Runway
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.
Descent Speed
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.
Display of MDA/MDH/DH Value
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.
Transition “Altitude” on APPR Page
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.
Descent Initiation
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.
Descent Profile
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.
Expedite Descent (if installed)
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.
Holding Pattern
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)
Approach
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.
FLS (FMS Landing System)
For Non Precision Approaches flown with the FLS function, the flight crew MUST check the FLS capability.
Decelerated Approach
In most cases, the interception of the final descent path is achieved with CONF 1 at S speed.
Approach Mode Activation (LOC/GS)
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.
Tail wind during Automatic Rollout
Recommended to use manual braking without delay
or
Automatic braking for an optimized runway centreline tracking
A/P on at the end of Automatic Rollout
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.
Early Selection of APPR Mode LOG/GS
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.
Data Lock
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
Tuning ILS on RMP
No DME information is displayed.
Relative Angle to LOC Course at 10 nm to ensure the aircraft will NOT overshoot the axis by MORE than 1.5 dot
180 kt: 60 deg
200 kt: 50 deg
Parameter Exceedence DURING glide beam capture
Pitch Attitude +10 deg
V/S > +500 fpm or
CAT III Approach
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”.
Fail Operational, Alert Height
Fail Passive
Landing Capability Freeze of FMGS
Alert Height
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.
Autoland Warning Light
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)
Failure of both Localizer and Glideslope RECEIVERS / TRANSMITTERS
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)
Failures and Associated Actions ABOVE 1000’ for CAT II or CAT III
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’
GO AROUND Phase
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.
Diversion after Go Around
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)
