320系列机组课程自动飞行引导方式B

航空

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航空

AUTOFLIGHT MENU Guidance modes (B) 1/40
AUTOFLIGHT MENU
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We will now review another type of descent and approach mode into Cairo.
We assume that you have programmed the FMS for descent and approach.
PARIS
(ORLY)
CCAAIIRROO
YOU ARE
HERE
AUTOFLIGHT MENU Guidance modes (B) 3/40
The aircraft is in cruise. The expected approach in Cairo is
VOR DME 23L. The FMS has computed a descent profile taking
into consideration all F-PLN data (successive WPT, ALT CSTR,
SPD CSTR and SPD limits) assuming that the aircraft will
descent initially with idle thrust and ECON DES speed/Mach and
then will follow the descent profile in order to reach 1000 ft AGL
at Vapp.
This determines a Top of Descent materialized by the
symbol on ND and (T/D) point on MCDU.
AUTOFLIGHT MENU
Guidance modes (B) 4/40
The aircraft has just overflown the Top of Descent, but is still
in level flight :
- The FMA displays the message DECELERATE ; this
suggests the pilot to select a lower speed since the aircraft will
be above the descent profile,
- The aircraft vertical position versus the descent path is
indicated by the Vertical DEViation (VDEV) symbol along the
altitude scale. Here you can read that the aircraft is
approximately 300 ft above path.
AUTOFLIGHT MENU
Guidance modes (B) 5/40
ATC clears you to descend to FL110.
Since you are flying along the F-PLN, the
best is to engage managed DES mode which
guides the aircraft along the descent path.
Push the ALT selector to
initiate the descent.
AUTOFLIGHT MENU Guidance modes (B) 6/40
ATC clears you to descend to FL110.
Since you are flying along the F-PLN, the
best is to engage managed DES mode which
guides the aircraft along the descent path.
No. Push the ALT selector to
initiate the descent.
AUTOFLIGHT MENU Guidance modes (B) 7/40
ATC clears you to descend to FL110.
Since you are flying along the F-PLN, the
best is to engage managed DES mode which
guides the aircraft along the descent path.
No. Push the ALT selector to
initiate the descent.
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AUTOFLIGHT MENU
Guidance modes (B) 9/40
By pressing the ALT selector, you have engaged managed DES mode
- A/THR automatically went into THR IDLE mode,
- A/P vertical mode is DES ; this mode guides the aircraft along the descent path so
as to fly with VDEV = 0.
AUTOFLIGHT MENU
Guidance modes (B) 10/40
During managed descent, with managed speed, note on speed scale that you are
provided with a target speed range around ECON DES speed : this gives a certain
flexibility for the AP to fly on descent path with idle thrust by varying the speed while
outside conditions are not as expected (e.g. different winds, aircraft kept high by
ATC…).
Here you can notice that the aircraft is high above path (VDEV positive) ; thus, the
AP pitches the aircraft down to fly the upper margin of the speed range.
AUTOFLIGHT MENU
Guidance modes (B) 11/40
Exxtteenndd tthhee ssppeeeeddbbrraakkeess..
In some cases, when the aircraft is above path, it cannot intercept
properly the descent path even flying with upper speed (here, ALT
CSTR might be missed : the ND intercept symbol gets too close to
constrained WPT).
In such a case, the FMA displays MORE DRAG message. This
suggests that you extend speedbrakes to increase your rate of descent.
AUTOFLIGHT MENU
Guidance modes (B) 12/40
Once the aircraft is back on the descent path (VDEV close to 0), the
MORE DRAG message is removed from FMA. This suggests that you
retract the speedbrakes.
Suppose you keep the speedbrakes extended.
AUTOFLIGHT MENU
Guidance modes (B) 13/40
Since the aircraft is on descent path, DES mode will keep the aircraft
on it. The speed will drop below target speed within the target speed
range, since the speedbrakes are out.
A/THR reverts from idle to SPEED, in order to maintain the speed
target. This is obviously not efficient.
Note : do not use speedbrakes in order to increase the rate of descent if
AP/FD are in V/S (FPA) modes, or in DES mode when the aircraft is on
descent path.
AUTOFLIGHT MENU
Guidance modes (B) 14/40
This is the reason why, if the speedbrakes are extended and thrust
is above idle, the SPEEDBRAKE memo turns amber and flashes on the
E/WD.
Reettrraacctt tthhee ssppeeeeddbbrraakkeess..
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AUTOFLIGHT MENU
Guidance modes (B) 16/40
ATC now clears you to HDG 255. The PF set
255 in the heading window and pulls the
heading selector.
Note that the ND display changes : the green
solid line indicates the track line and the FMS
F-PLN is in green dotted line.
AUTOFLIGHT MENU
Guidance modes (B) 17/40
DES mode is available only if NAV mode is engaged. Thus, when you
engage HDG mode, DES mode automatically reverts to the current rate of
descent (which was here -1000 ft) to avoid rate of descent change. As you
leave the lateral F-PLN, there is no more reason to fly the descent path.
In V/S mode, altitude constraints are disregarded.
AUTOFLIGHT MENU
Guidance modes (B) 18/40
Suppose that the aircraft is now at 2000 ft on the VOR DME approach
path and the approach phase has been activated.
The PF chooses to fly a “selected VOR/DME” approach : this means that
you have selected FPV or the bird on and that you will fly the approach in
TRK/FPA mode. The FMA indicates here ALT/TRACK to indicate that the
aircraft will now maintain 2000ft on the selected track (255º).
AUTOFLIGHT MENU
Guidance modes (B) 19/40
When you have determined that the aircraft is
actually on the VOR DME approach track (here
227º), select 227 TRK on FCU and pull the selector.
Even if the wind varies during final approach,
you will fly constant track during the approach.
AUTOFLIGHT MENU
Guidance modes (B) 20/40
On the Jeppesen approach chart, you have
determined that the final approach path is - 3º
and starts at FAF (4.4 DME).
You will engage FPA mode when overflying
properly identified FAF.
Seelleecctt --33..00 aanndd ppuullll tthhee FFPA sseelleeccttoorr oonn tthhee FFCU..
AUTOFLIGHT MENU Guidance modes (B) 21/40
Noo.. Seelleecctt tthhee V//S //FFPA sseelleeccttoorr oonn tthhee FFCU..
On the Jeppesen approach chart, you have
determined that the final approach path is - 3º
and starts at FAF (4.4 DME).
You will engage FPA mode when overflying
properly identified FAF.
AUTOFLIGHT MENU Guidance modes (B) 22/40
Noo.. Seelleecctt tthhee V//S //FFPA sseelleeccttoorr oonn tthhee FFCU..
On the Jeppesen approach chart, you have
determined that the final approach path is - 3º
and starts at FAF (4.4 DME).
You will engage FPA mode when overflying
properly identified FAF.
AUTOFLIGHT MENU
Guidance modes (B) 23/40
FPA mode engages and the FMA displays
FPA- 3.0º indicating that the AP guides the aircraft
on a - 3 º descent path.
Select Go around altitude when current altitude
is lower and crosscheck the approach using raw
data (VOR bearing, altitude versus DME).
AUTOFLIGHT MENU
Guidance modes (B) 24/40
At MDA, you have no visual contact with the
runway. You have to level off until you reach the
Missed Approach Point.
Puusshh V//S //FFPA kknnoobb ttoo lleevveell ooffff..
AUTOFLIGHT MENU Guidance modes (B) 25/40
At MDA, you have no visual contact with the
runway. You have to level off until you reach the
Missed Approach Point.
Noo.. Puusshh V//S //FFPA kknnoobb ttoo lleevveell ooffff..
AUTOFLIGHT MENU Guidance modes (B) 26/40
At MDA, you have no visual contact with the
runway. You have to level off until you reach the
Missed Approach Point.
Noo.. Puusshh V//S //FFPA kknnoobb ttoo lleevveell ooffff..
AUTOFLIGHT MENU
Guidance modes (B) 27/40
On FMA, you read FPA 0.0º indicating that AP
flies the aircraft level. Suppose that at MAP you
still have no visual of the runway : Go Around.
In order to engage Go Around, push thrust
levers full forward to TOGA stop.
AUTOFLIGHT MENU
Guidance modes (B) 28/40
When thrust levers reach TOGA stop, the FMA
indicates :
MAN TOGA : you have full manual control of the
thrust. You have manually set TOGA.
A/THR (blue): It is armed
SRS : AP/FD vertical mode (like for Take-Off).
The reference speed depends on Vapp,
speed at GA initiation and conditions
such as engine failure...
GA TRACK : AP/FD lateral mode. The AP/FD guides the
aircraft on the track memorized at time of GA
initiation.
AUTOFLIGHT MENU
Guidance modes (B) 29/40
Once the aircraft is properly established in the
GA, you may elect to engage managed NAV by
pressing the HDG selector, or to select a heading
and pull, depending upon the clearance.
Note : when Go Around is engaged, the active F-PLN
is the missed approach and the previously flown
approach is strung back behind it.
Ennggaaggeemaannaaggeedd NAV..
AUTOFLIGHT MENU Guidance modes (B) 30/40
Once the aircraft is properly established in the
GA, you may elect to engage managed NAV by
pressing the HDG selector, or to select a heading
and pull, depending upon the clearance.
Note : when Go Around is engaged, the active F-PLN
is the missed approach and the previously flown
approach is strung back behind it.
Noo.. Puusshh tthhee HDG sseelleeccttoorr ttoo eennggaaggeemaannaaggeedd NAV..
AUTOFLIGHT MENU Guidance modes (B) 31/40
Once the aircraft is properly established in the
GA, you may elect to engage managed NAV by
pressing the HDG selector, or to select a heading
and pull, depending upon the clearance.
Note : when Go Around is engaged, the active F-PLN
is the missed approach and the previously flown
approach is strung back behind it.
Noo.. Puusshh tthhee HDG sseelleeccttoorr ttoo eennggaaggeemaannaaggeedd NAV..
AUTOFLIGHT MENU
Guidance modes (B) 32/40
You now elect to fly another VOR DME
approach on the same runway, but it will be this
time a “managed VOR DME approach”.
You will still select the bird on and you will fly
the approach using the managed APP
NAV/FINAL modes (once you have ensured that
FMS navigation accuracy is good).
AUTOFLIGHT MENU
Guidance modes (B) 33/40
The aircraft flies towards to the VOR DME
approach track and ATC clears the aircraft to
intercept.
As you have inserted a VOR DME approach in
the FMS, you get APP NAV/FINAL when you press
the APPR pb sw.
Clliicckk oonn tthhee APPR ppbb ssw..
AUTOFLIGHT MENU Guidance modes (B) 34/40
The aircraft flies towards to the VOR DME
approach track and ATC clears the aircraft to
intercept.
As you have inserted a VOR DME approach in
the FMS, you get APP NAV/FINAL when you press
the APPR pb sw.
Noo.. Clliicckk oonn tthhee APPR ppbb ssw..
AUTOFLIGHT MENU Guidance modes (B) 35/40
The aircraft flies towards to the VOR DME
approach track and ATC clears the aircraft to
intercept.
As you have inserted a VOR DME approach in
the FMS, you get APP NAV/FINAL when you press
the APPR pb sw.
Noo.. Clliicckk oonn tthhee APPR ppbb ssw..
AUTOFLIGHT MENU Guidance modes (B) 36/40
AUTOFLIGHT MENU Guidance modes (B) 37/40
AUTOFLIGHT MENU Guidance modes (B) 38/40
APP NAV mode arms or engages (similarly to
what would have happened with NAV mode). This
mode, once engaged, allows the AP/FD to track
the VOR DME approach track.
FINAL mode arms and VDEV scale appears
along the altitude scale (1 dot = 100 ft).
FINAL mode will engage when reaching the
T/D point for the approach, materialized by the
blue symbol on ND.
AUTOFLIGHT MENU
Guidance modes (B) 39/40
When the final descent path is captured, the
FMA displays FINAL APP. The AP/FD will then
guide the aircraft laterally and vertically on the
final approach trajectory down to MDA.
During approach, monitor the raw data.
AUTOFLIGHT MENU Guidance modes (B) 40/40
Once the aircraft reaches MDA :
- If you have no visual contact with the runway, Go Around,
- If you have visual contact, set AP/FD to off and land.
If you do not set AP to off, it will turn off automatically at
MDA - 50 ft.
You are now in sight of the runway, welcome to Cairo.
MMoodduullee ccoommpplleetteedd
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AUTOFLIGHT MENU Guidance modes (B) 41/40
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空客飞行员指南

tissle

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diguo

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