Angela Smyth has had a love of art ever since she was a little child when her late father, Patrick, would sit with her in the Irish Blub in Halifax teaching her to draw shire horses! From that moment onwards Angela was never without a pen & paper and she now paints from her lovelyβ¦
Enjoy the videos and music you love, upload original content, and share it all with friends, family, and the world on YouTube.
Patrick Tresset, Paul-A, 2011.
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Blog about nail polish, swatches, nail art, stamping, freehand designs.
Placemaking, Environmental Graphics & Wayfinding
Case example court process visualization from Legal Design Lab, Stanford University #diylaw #a2j #legaldesign
Shop Dickies Women's Relaxed Fit Straight Leg Cargo Pants, Rinsed Pebble Brown (RNP), 10RG,10 at Target. Choose from Same Day Delivery, Drive Up or Order Pickup. Free standard shipping with $35 orders.
Another cool technique for your bag of CNC panel-cutting tricks. The booklets and photos shown here are from the Dutch firm Snijlab lasersnijden (which, obviously, translates as "Snijlab Laser Ninjas"). The method is kind of like kerf-bending, but the cuts go all the way through the substrate.
dutch digital manufacturing company snijlab has developed new possibilities of working with wood. using laser cutting technique they make tiny cuts in wooden sheets that allow it to be flexible. once processed the wood can be fully bent in both directions without breaking.
Edge-to-edge front print makes a big, bold, undeniable statement Regular fit and soft feel Male model shown is 6'1" / 186 cm tall and wearing size Medium Female model shown is 5'5" / 167 cm tall and wearing size Small Printed front panel is 96% polyester/4% spandex. Solid color back panel, sleeves and neck bind are 100% cotton Sublimation transfer technique prints crisp, vivid colors. Print placement may vary slightly from preview. Since every item is made just for you by your local third-party fulfiller, there may be slight variances in the product received
Northern Skies Over Empty Space (2022)
#alas #alasmotifkawung #motifkawungTeman2 bisa menyimak tutorial sebelumnya ya yang sudah saya buat.Konsep alas tanpa di baliklinknya π https://youtu.be/A2j...
Honduras' National Registry of Persons (RNP) confirmed that hundreds of Palestinian, Syrian, and citizens of other Arab nations were fraudulently registered as Honduran citizens.
Itβs easy to forget one of the reasons I became an airline pilot in this age of aviation technology that includes FMS, RVSM, ADS-B, RNAV/RNP, ACARS, VNAV and CAT III,β¦
Mixed connective tissue disease (MCTD) is a rare systemic autoimmune disease with the main features of at leastΒ 2 overlapping connective tissue diseases, including systemic lupus erythematosus, systemic sclerosis, polymyositis, dermatomyositis, and rheumatoid arthritis.Β The disease is also defined by the presence of anti-U1-ribonucleoprotein (RNP) antibodies and Raynaud phenomenon.[1][2]Β The condition was initially described by Sharp in 1972 through a case series of 25 patients with features of systemic lupus erythematosus, systemic sclerosis, and inflammatory muscle disease associated with anti-U1-RNP antibodies. However, at that time, MCTD was not described as a separate entity from undifferentiated connective tissue disease, and its characteristics have evolved since then. Although most authors describe MCTD as an independent entity, some believe it may represent an early stage of a definite connective tissue disease,Β such as systemic lupus erythematosus, systemic sclerosis, or overlap syndrome. MCTD has no unique clinical features, and considerable interindividual variation in clinical manifestations exists.
PREAMBLE This section gives a general description of the Auto Flight System and its functions: β Architecture β Function description β Basic principle of systems: β’ Reversion β’ Protection β’ Managed and selected guidance modes. β Mode information β Display characteristics β Operational principles β Flight crew interface (MCDU pages) β Degraded modes of operations. DESCRIPTION The Flight Management Guidance System (FMGS) contains the following units: β Two Flight Management Guidance Computers (FMGC) β Two Multipurpose Control and Display Units (MCDU) (third MCDU optional) β One Flight Control Unit (FCU) β Two Flight Augmentation Computers (FAC). GENERAL PHILOSOPHY The Flight Management Guidance System (FMGS) provides predictions of FLT time, mileage, speed, econ prof and altitude. It reduces cockpit workload, improves efficiency, and eliminates many routine operations generally performed by the flight crew. The Flight Management Guidance System (FMGS) operates as follows: β During cockpit preparation the flight crew uses the Multipurpose Control and Display Unit (MCDU) to insert a preplanned route from origin to destination. This route includes SID, EN ROUTE, WAYPOINTS, STAR, APPROACH, MISSED APPR, and ALTN route as available from the navigation database. β Subsequently the system defines a vertical profile and a speed profile, taking into account ATC requirements and performance criteria. Either FMGC performs all operations, if one FMGC fails. The FMGS computes the aircraft position continually, using stored aircraft performance data and navigation data. Therefore it can steer the aircraft along a preplanned route and vertical and speed profiles. This type of guidance is said to be βmanagedβ. If the flight crew wants to modify any flight parameter (SPD, V/S, HDG, etc.) temporarily, they may do so by using the various Flight Control Unit (FCU) selectors. The FMGS then guides the aircraft to the target value of this parameter that they have selected. This type of guidance is said to be βselectedβ. The two available types of guidance, then, are: β Managed guidance guides the aircraft along the preplanned route and the vertical and speed/Mach profile. (The FMGS computes the target values of the various flight parameters). β Selected guidance guides the aircraft to the target values of the various flight parameters the flight crew selects by using the FCU selectors. Selected guidance always has priority over managed guidance. FLIGHT MANAGEMENT GUIDANCE COMPUTER (FMGC) Each FMGC is divided into two main parts: β The Flight Management (FM) part controls the following functions: β’ Navigation and management of navigation radios β’ Management of flight planning β’ Prediction and optimization of performance β’ Display management. β The Flight Guidance (FG) part performs the following functions: β’ Autopilot (AP) command β’ Flight Director (FD) command β’ Autothrust (A/THR) command. Each FMGC has its own set of databases. The individual databases can be independently loaded into their respective FMGC, or independently copied from one FMGC to the other. Each FMGC contains these main databases: 1. The Navigation database (2.8 Mbytes) contains standard navigation data: Navaids, waypoints, airways, enroute information, holding patterns, airports, runways, procedures (SIDs, STARs, etc.), company routes, alternates. The airline updates this part every 28 days, and is responsible for defining, acquiring, updating, loading, and using this data. The updating operation takes 20 min to complete or 5 min if cross loaded from the opposite FMGC. 2. The Airline Modifiable Information (AMI), also described as the FM Airline Configuration file, contains: β Airline policy values: THR RED altitude, ACC altitude, EO ACC altitude, PERF factor, IDLE factor. β Fuel policy values: Fuel for taxi, % of route reserve, maximum and minimum values of route reserve, etc. β AOC functions customization. 3. The Aircraft Performance database includes the Engine model, Aerodynamical model, and Performance model. The airline cannot modify this database. 4. The Magnetic Variation database. 5. Each FMGC contains elements stored by the flight crew that enable them to create 20 waypoints, 10 runways, 20 navaids, and 5 routes. MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI Two MCDUs are installed on the pedestal for flight crew loading and display of data. The use of the MCDU allows the flight crew to interface with the FMGC by selection of a flight plan for lateral and vertical trajectories and speed profiles. The flight crew may also modify selected navigation or performance data and specific functions of Flight Management (revised flight plan, engine-out, secondary flight plan, etc.). Additional data from peripherals (Centralized Fault Display System (CFDS), ARINC Communication Addressing and Reporting System (ACARS), Air Traffic Service Unit (ATSU)...) can also be displayed. Data that is entered into the MCDU that is illogical or beyond theaircraft capabilities will either be disregarded or will generate an advisory message. MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL Two MCDUs are installed on the pedestal for flight crew loading and display of data. The use of the MCDU allows the flight crew to interface with the FMGC by selection of a flight plan for lateral and vertical trajectories and speed profiles. The flight crew may also modify selected navigation or performance data and specific functions of Flight Management (revised flight plan, engine-out, secondary flight plan, etc.). Additional data from peripherals (Centralized Fault Display System (CFDS), ARINC Communication Addressing and Reporting System (ACARS), Air Traffic Service Unit (ATSU)...) can also be displayed. Data that is entered into the MCDU that is illogical or beyond the aircraft capabilities will either be disregarded or will generate an advisory message. The MCDUs allow the activation of the backβup navigation in the case of a dual FM Failure. FLIGHT CONTROL UNIT (FCU) The FCU located on the glareshield, is the short-term interface between the flight crew and the FMGC. It is used to select any flight parameters or modify those selected in the MCDU. The autopilots and autothrust functions may be engaged or disengaged. Different guidance modes can be selected to change various targets (speed, heading, track, altitude, flight path angle, vertical speed). FLIGHT AUGMENTATION COMPUTER (FAC) The FAC controls rudder, rudder trim and yaw damper inputs. It computes data for the flight envelope and speed functions. The FAC also provides warning for low-energy and windshear detection if these functions are installed. OTHER FLIGHT CREW INTERFACES THRUST LEVERS The thrust levers are the main interface between the Flight Management Guidance Computer (FMGC), the Full Authority Digital Engine Control System (FADEC), and the flight crew. The thrust levers: β Arm the autothrust at takeoff, when FLX or TOGA is selected β Limit the maximum thrust by their position when autothrust is active β Disconnect the autothrust system when the flight crew sets them to IDLE β Command the thrust manually when autothrust is not active β Engage the common modes (takeoff or go-around) when TOGA (or FLX for takeoff) is set β Set the autothrust to the active mode when they are between IDLE and CL detent (MCT in engine out). ELECTRONIC FLIGHT INSTRUMENTS (EFIS) Two Primary Flight Displays (PFD) and Navigation Displays (ND) provide the flight crew with full-time flight guidance, navigation and system advisory information for all flight phases. An EFIS control panel is located at each end of the glareshield and is used to control both Primary and Navigation Displays. This panel includes controls to select various modes within the PFD. A selector allows the barometric altimeter setting to be displayed on the PFD. Various distance ranges can be selected on the ND, and two switches allow either the left or right VOR/ADF bearing pointers to be displayed on the ND. PRIMARY FLIGHT DISPLAYS The PFDs combine several conventional flt instrument indications on one color display panel, for centralized ref. of flight data. This centralized color display includes: β Flight Director attitude guidance targets β Armed and engaged modes β Navigation and instrument approach information β Altimeter setting β Barometric altitude β System messages. NAVIGATION DISPLAYS Five different color navigation compass displays can be selected: β ARC (map mode) β ROSE NAV (map mode) β ROSE VOR β ROSE LS β PLAN. Information displayed on these modes uses the aircraftβs position as a reference point for the flight plan navigation data (lateral and vertical information). Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI A selector allows the barometric altimeter setting to be displayed on the PFD. Various distance ranges can be selected on the ND, and two switches allow either the left or right VOR/ADF bearing pointers to be displayed on the ND. RNP PUSHBUTTON Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI The flight crew uses the RNP pb to control the lateral deviation (L/DEV) scale display on the PFD during RNP AR (SAAAR or equivalent) operations. FLIGHT CREW INTERFACE WITH FMGC Applicable to: PR-AVB, PR-AVC, PR-AVD FLIGHT CREW INTERFACE WITH FMGC to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONC, PR-OND, PR-ONG,PR-ONH, PR-ONI, PR-ONJ, PR-ONK, PR-ONL, PR-ONM SYSTEM INTERFACE DIAGRAM FMGS MODES OF OPERATION Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI, PR-ONM The FMGS has three modes of operation: β Dual mode (the normal mode) β Independent mode. Each FMGC being controlled by its associated MCDU β Single mode (using one FMGC only). Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL The FMGS has four modes of operation: β Dual mode (the normal mode) β Independent mode. Each FMGC being controlled by its associated MCDU β Single mode (using one FMGC only) β Backβup navigation mode. DUAL MODE This is the normal mode. The two FMGCs are synchronized: each performs its own computations and exchanges data with the other through a crosstalk bus. One FMGC is the master, the other the slave, so that some data in the slave FMGC comes from the master. All data inserted into any MCDU is transferred to both FMGCs and to all peripherals. MASTER FMGC LOGIC β If one autopilot (AP) is engaged, the related FMGC is master: β’ It uses the onside FD for guidance β’ It controls the A/THR β’ It controls the FMA 1 and 2. β If two APs are engaged, FMGC1 is master. β If no AP is engaged, and β’ The FD1 pb is on, then FMGC1 is master β’ The FD1 pb is off, and FD2 pb on then FMGC2 is master. β If no AP/FD is engaged, A/THR is controlled by FMGC1. INDEPENDENT MODE The sys autom selects this degraded mode under specific abnormal conditions (e.g. diff. database validity on both FMGCs). Both FMGCs work independently and are linked only to peripherals on their own sides of the flight deck (βonsideβ peripherals). When this occurs, the βINDEPENDENT OPERATIONβ message is displayed on both MCDU scratchpads. Each MCDU transmits data it receives from its onside FMGC. It affects only the onside EFIS (Electronic Flight Instrument System) and RMP (Radio Management Panel). On the POS MONITOR page (and GPS MONITOR page ξ ), FMGS position (and GPS position ξ) from the opposite FMGC is not displayed. On the RAD NAV page (and PROG page, if the FMGS GPS is not installed), navaids tuned on the opposite MCDU are not displayed. Corresponding fields are blank. PROCEDURES ON GROUND ξ If each FMGC is loaded with a different database, the FMGS will only operate in independent mode. CHECK the database number and validity. CROSSLOAD ξ the database to restore the dual operation. Crossload function is available on ground only (in preflight or done phase), when an independent operation is detected. PROCEDURES IN FLIGHT DO NOT SWITCH the navigation databases. MAKE the same entries on both MCDUs to have both AP/FDs similar orders. Both FGs being valid, 2 APs may be engaged for CAT II or CAT III operations. ξ In the event of a go-around and when the second AP is disconnected: ENSURE that the FMGC in command has correct flight plan orders and an updated nav database. Airbus does not recommend pulling one FMGC circuit breaker to force the system to operate in SINGLE mode. SINGLE MODE The system automatically selects this degraded mode when one FMGC fails. When this occurs, the failed FMGC displays βOPP FMGC IN PROCESSβ in white on the MCDU scratchpad. On the ND usually associated with the failed FM: β If the NDs are not both in the same mode or range, the associated ND displays "MAP NOT AVAIL" and "SET OFFSIDE RNG/MODE". β If the NDs are in the same mode and range, the associated ND displays the "OFFSIDE FM CONTROL" amber message. Both POS MONITOR pages display the same position (operative FMGC position). Both FDs are driven by the same FMGC. Any entry on either MCDU is sent to the operative FMGC. PROCEDURES ξ If a transient failure triggers a single mode of operation: DO NOT USE the MCDU(s) until the PLEASE WAIT message is suppressed. SET both NDs on the same range and mode to display the same information from the operative FMGC. When convenient, RESET the failed FMGC. (Refer to PRO-SUP-22-10-B Manual FMGS Reset - General). BACK UP NAVIGATION MODE Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL The flight crew selects on the MCDU MENU page this degraded mode when both FMGCs fail. They recover the navigation function through the MCDU and IRS/GPS ξ . The MCDU continuously memorizes the active flight plan in its memory. If both FMGCs fail, the back up navigation provides the following functions: β Flight Planning β Aircraft position using onside IRS, IRS3, or GPIRS position (if GPS ξ ) β F-PLN display on ND β No AP/FD NAV mode β Limited lateral revision β F-PLN automatic sequencing. PILOT INTERFACE - MANAGEMENT OF THE DISPLAYS The flight management system displays navigation, performance and guidance information on the: β Multipurpose Control and Display Unit (MCDU) β Navigation Display (ND) of the Electronic Flight Instrument System (EFIS) β Primary Flight Display (PFD) of the EFIS. PILOT INTERFACE - MCDU GENERAL The Multipurpose Control and Display Unit (MCDU) has a Liquid Crystal Display (LCD) with 14 lines of 24 characters each, including: β A title line that gives the name of the current page in large letters β Six label lines, each of which nhames the data displayed just below it (on the data field line) β Six data field lines that display computed data or data inserted by the flight crew β The scratchpad line that displays: β’ Specific messages β’ Information the flight crew has entered by means of the number and letter keys and which can then be moved to one of the data fields. LINE SELECT KEYS There is a column of Line Select Keys (LSKs) on each side of the screen. The flight crew uses these keys to: β Move a parameter they have entered in the scratchpad to the appropriate line on the main screen β Call up a specific function page indicated by a prompt displayed on the adjacent line β Call up lateral or vertical revision pages from the flight plan page. KEYBOARD The keyboard includes: β Function and Page keys: Call up functions and pages the flight crew uses for flight management functions and computations. β β (or SLEW) keys Move a page up or down to display portions that are off the screen. β β keys Moves to the next page of a multi-page element. An arrow in the top right corner indicates that another page is available. -AIRPORT key Calls up the FLT plan page that contains the next airport along the current flight plan. Successive pushes on the key show the alternate airport, the origin airport (before takeoff), and the next airport again. β Number and letter keys allow the flight crew to insert data in the scratchpad so that they can use a line select key to enter it in the main display. β Three keys have special functions: CLR (clear) key Erases material (messages or inserted data) from the scratchpad or from certain areas of displayed pages. OVFY (overfly) key Allows the aircraft to overfly a selected waypoint. SP (space) key Allows to insert a space in specific message. ANNUNCIATORS (ON THE SIDE OF THE KEYBOARD) FAIL (amber) Indicates that the Multipurpose Control and Display Unit (MCDU) hasfailed. MCDU MENU (white) Indicates that the pilot should call up a peripheral linked to theMCDU (such as ACARS, ATSU or CFDS). FM (white) Comes on while the flight crew is using the MCDU to display peripherals. This light tells the flight crew that the FMGC has an important message to deliver. The pilot accesses the message by press the MCDU MENU key and the LSK adjacent to the FMGC prompt. ANNUNCIATORS (ON THE TOP OF THE KEYBOARD) FM 1 and FM 2 (amber) The onside FM is failed IND (amber) The onside FM detects an independent mode of operation while both FM are healthly. RDY (green) MCDU has passed its power up test after it was turned off using its DIM key. BRT AND DIM KEYS Control the light intensity of the entire MCDU. MCDU power up is performed with the BRT key and MCDU shut down is performed with the DIM key. DATA ENTRY The flight crew enters data by typing it into the scratchpad on the MCDU. Next, pressing the line select key (LSK) will load the data from the scratchpad into the desired field. An error message displays if the data is out of range or not formatted correctly. To correct data, the pilot may clear the message with the clear (CLR) key and then retype the message into the scratchpad. Pressing the CLR key when the scratchpad is empty displays βCLRβ. To clear data from a field, select CLR from the scratchpad to the data field to be cleared. MCDU ENTRY FORMAT The flight crew enters information into the MCDU at the bottom line of the scratchpad. When data has lead zeros, they may be omitted if desired. For example a three-digit wind direction of 060 may be typed as 60. The display will still show 060. To enter an altitude below 1 000 ft, the lead zero must be added as 0400 for 400 ft. This differentiates the altitude from a flight level. To enter a double data entry such a speed/altitude, the separating slash must be used. If entering only the first part of a double entry, omit the slash. To enter only the second part of a double entry, a leading slash must be used i.e. /0400. MESSAGES The scratchpad displays various messages for flight crew information. These messages are prioritized by importance to the flight crew as either amber or white. Amber messages are: β Navigation messages β Data entry messages β EFIS repeat messages. Amber messages are categorized into two types: β Type 1 message that is a direct result of a flight crew action. Type 1 messages are displayed immediately in the scratchpad ahead of other messages. β Type 2 messages inform the flight crew of a given situation or request a specific action. Stored in βlast inβ, βfirst outβ message queue that holds maximum of 5 messages. Type 2 messages are displayed in the scratchpad only if there are no Type 1 messages or other data and will remain until all the messages have been viewed and cleared with the CLR key. White messages are advisory only. CHARACTERS Small and large fonts are displayed according to the following rules: β The title line and the scratchpad are displayed in large font β Datafields are usually displayed in large font β Label lines are displayed in small font β Flight crew entries and modifiable data are displayed in large font β Defaulted/computed and non modifiable data are displayed in small font. COLORS SCREEN PROMPTS MCDU FUNCTION KEYS The function keys on the Multipurpose Control and Display Units allow the flight crew to call up MCDU pages quickly. The following is a summary of the purpose of each key: DIR Calls up the DIR TO page, and enables the flight crew to proceed directly from the present position to any waypoint, entered manually or selected in the active flight plan. PROG Calls up the progress page corresponding to the phase of the active flight plan that is in progress. This page displays navigation information and active data such as the optimum and maximum recommended cruise flight levels. It enables the flight crew to update the FMGS position and to obtain a bearing and distance to any location. PERF Calls up the performance pages, that display the optimum speed or Mach number for each phase. The flight crew can amend these pages. The first page to be displayed is the one corresponding to the current flight phase (except for preflightand done phases). The flight crew can then use the appropriate 6L or 6R LSK to call up pages corresponding to future flight phases. INIT Calls up the flight plan initialization A page, which also gives the flight crew access to the B page. The flight crew uses the INIT pages to initialize Flight Management for the flight. The flight crew uses the INIT A page primarily to insert his flight plan and to align the inertial reference system. The flight crew uses the INIT B page to insert aircraft weight, fuel on board, CG and various fuel requirements. The FMGS uses this data to compute predictions and fuel planning parameters. The flight crew has access to the INIT A page only in the preflight phase. INIT B page (not accessible after engine start) is called up by pressing the "NEXT PAGE" key. DATA Calls up the data index page. This gives the flight crew access to various reference pages that show aircraft position, aircraft status, runways, waypoints, navaids, routes, and data stored by the flight crew. F-PLN Calls up the flight plan A and B pages, which contain a leg-by-leg description of the active primary flight plan. The flight crew can use the slewing keys to review the entire active flight plan. They can make all lateral and vertical revisions to the flight plan through these pages, using the left LSKs for lateral revision and the right keys for vertical revision. RAD NAV Calls up the radio navigation page. This page displays the Radio Navaids tuned automatically or manually through the FMGC. FUEL PRED Calls up the fuel prediction page. Once the engines are started, this page displays the fuel predicted to be remaining at the destination and the alternate, aswell as fuel management data. SEC F-PLN Calls up the index page for the secondary flight plan. The flight crew can use this page to call up the secondary flight plan and all the functions related to it (copying, deleting, reviewing, activating, and the INIT and PERF pages) ATC COMM Calls up the ATC applications (not activated) MCDU MENU Calls up the MCDU MENU page, which displays the subsystems currently addressed via the MCDU. The key next to the name of a subsystem enables the flight crew to select that subsystem. When the MCDU MENU annunciator lights up, the flight crew should press the MCDU MENU key. The menu will have [REQ] displayed next to the name of the subsystem that requires attention. MCDU DISPLAY Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI The MCDUs display: β Position and accuracy information β Tuned navaids β Lateral and vertical flight plans (waypoints, pseudo waypoints, constraints) β Predictions (SPD, TIME, ALT, WIND) β Fuel predictions and fuel management information (estimated fuel on board, extra fuel) β Performance data. MCDU DISPLAY Applicable to: PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL The MCDUs display: β Position and accuracy information β Tuned navaids β Lateral and vertical flight plans (waypoints, pseudo waypoints, constraints) β Predictions (SPD, TIME, ALT, WIND) β Fuel predictions and fuel management information (estimated fuel on board, extra fuel) β Performance data. FCU The Flight Control Unit (FCU) is located on the glareshield and is constituted of three control panels: One for the automatic flight controls and two for the Electronic Flight Instrument System (EFIS). The FCU has two channels, each of which can independently command the central control panel. If one channel fails, the other channel can control all the functions. FCU PHILOSOPHY The flight crew can use two types of guidance to control the aircraft in auto flight. One type is managed by the Flight Management Guidance System (FMGS). The other uses target quantities which are manually entered by the flight crew. When the aircraft uses target quantities from the FMGS (managed guidance), the FCU windows display dashes and the white dots next to those windows light up. When the aircraft uses target quantities, entered by the flight crew (selected guidance), the windows display the selected numbers and the white dots do not light up. Note: The altitude window always displays an altitude selected by the flight crew (never dashes). The FCU has four knobs: β SPD-MACH β HDG-TRK β ALT β V/S-FPA. The knobs can be rotated, pushed in, and pulled out: β In order to arm or engage managed guidance for a given mode, the flight crew pushes in the associated knob. If, for example, they push in the HDG knob, they engage or arms the NAV mode. β In order to engage a selected guidance mode, the flight crew turns the knob to set the desired value, then pulls the knob out to engage the mode with a target value equal to the selected value. Note: In managed guidance (lateral, vertical guidance or managed speed), the corresponding window is dashed. Turning a knob without pulling it, displays a value that is the sum of the current target and the turn action value. The display remains 45 s on the HDG/TRK and V/S windows and 10 s on the SPD/MACH window before the dashes reappear. This rule does not apply to the ALT knob/window. SPEED/MACH CONTROL AREA SPD/MACH knob Display range: between 100 and 399 kt for speed, between 0.10 and 0.99 for Mach number. One rotation of the knob corresponds to approximately 32 kt or M 0.32. SPD/MACH pb Pushing this pushbutton changes the SPD target to the corresponding MACH target and vice versa. LATERAL CONTROL AREA HDG/TRK knob Display range: between 0 Β° and 359 Β°. One rotation of the knob corresponds to 32 Β° (1 Β° per click). LOC pb Pushing this pushbutton arms, engages, or disengages the LOC mode. HDG V/S β TRK FPA pb The flight crew uses this pushbutton to select HDG (associated with V/S) or TRK (associated with FPA). Pushing it: β Displays the Flight Path Vector (FPV) on the Primary Flight Display (PFD) or deletes it. β On the PFD, changes the FD crossbar display (with the aircraft attitude as its reference) to the aircraft Flight Path Director (with the flight path vector as its reference) and vice versa. β Changes heading reference into track reference in the HDG/TRK window and vice versa. β Changes vertical speed reference target into flight path angle reference target in the V/S-FPA window and vice versa. AP-A/THR CONTROL AREA AP1 pb AND AP2 pb The pilot uses these pb to engage or disengage the autopilots. The buttons illuminate green when the autopilot is engaged. A/THR pb The pilot uses this pb to arm, activate, or disconnect the A/THR. This button illuminates green if the A/THR is armed or active. VERTICAL CONTROL AREA The FCU altitude window always displays a target value selected by the flight crew. It never displays dashes. Altitude knob (INNER AND OUTER) Display range: 100 to 49 000 ft β The outer knob has two positions: 100 and 1000 β The inner knob sets the alt in the FCU window in increments of 100 or 1 000 ft, depending upon the position of the outer knob. EXPED pb This pushbutton is used to engage the expedite mode. Refer to DSC-22_30-70-90 General. METRIC ALT pb This pushbutton is used to display the FCU altitude target in meters on the ECAM, or the current altitude and FCU/FM altitude target in meters on the PFD ξ . V/S or FPA knob Range (V/S) : β6 000 to +6 000 ft/min 2 clicks = 100 ft/min If the flight crew turns the knob slowly, each click equals 100 ft/min. Range (FPA) : β9.9 Β° to +9.9 Β° 1 click = 0.1 Β° The flight crew turns this knob to set the value of the vertical speed (V/S) or flight path angle (FPA) to be displayed in the V/S or FPA window (They choose which, V/S or FPA, is to be displayed by pushing the HDG V/S - TRK FPA pb). One rotation of the knob corresponds to 32 clicks. One complete rotation sets: FPA = 3.2 Β° V/S = 1 600 ft/min When the flight crew pushes in the V/S or FPA knob, the system commands an immediate level-off by engaging the V/S or FPA mode with a target of zero. The flight mode annunciator (FMA) then displays "V/S = 0" in green when V/S or FPA is nulled. If the flight crew now turns the knob to put in a new setting for V/S or FPA, the aircraft changes flight path accordingly. APPR pb This pushbutton arms, disarms, engages, or disengages the approach modes: β LOC and G/S modes, if an ILS approach is selected in the active F-PLN. β APP NAV-FINAL modes, if a non precision approach is selected in the active F-PLN. RNP PUSHBUTTON Applicable to: PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI (1) RNP pb The RNP pb is located on the left side of the ECAM. The flight crew uses the RNP pb to control the lateral deviation (L/DEV) scale display on the PFD: ON : The ON light comes on in blue. In addition, the L/DEV scale appears on the PFD if: β The aircraft is on ground, or β The aircraft is below the transition altitude, climbing, or β When a Non Precision Approach is selected on the FMS F-PLN page for arrival, and: β’ the aircraft is in the FMS approach area (5 nm to the first approach waypoint of the FMS F-PLN), or β’ the FMS approach phase is activated, or β’ the FINAL APP mode is armed or engaged. OFF : The L/DEV scale does not appear on the PFD. THRUST LEVERS PFD The Flight Management and Guidance System generates the following information to the EFIS Primary Flight Display: β Armed and engaged modes on the Flight Mode Annunciator (FMA) β FMGS guidance targets (SPD, ALT, HDG) β Vertical deviation from descent profile β Messages β Navigation information. CLIMB PHASE APPROACH PHASE Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI APPROACH PHASE Applicable to: PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL ND The FMGS generates the following information, displayed on the EFIS Navigation Displays: β Flight plan (active secondary, temporary, dashed) β Aircraft position and lateral deviation from the flight plan β Pseudo-waypoints along the flight plan β Raw data from tuned Navaids and type of selected approach β Various display options (waypoints, Navaids, NDBs, airports, constraints) β Wind information and various messages. ARC MODE PLAN MODE ROSE MODES Applicable to: PR-AVB, PR-AVC, PR-AVD, PR-AVH, PR-AVJ, PR-AVK, PR-AVL, PR-AVO, PR-ONC, PR-OND, PR-ONG, PR-ONH, PR-ONI ROSE MODES Applicable to: PR-AVP, PR-AVQ, PR-AVR, PR-AVU, PR-ONJ, PR-ONK, PR-ONL FLIGHT PLAN DISPLAY COLORS Primary Flight Plan β Managed mode: Steady green β Selected mode: Dashed green Track line: Steady green Alternate flight plan: Dashed blue Missed approach: Steady blue Offset flight plan: Steady green (Original flight plan: Dashed green) Temporary flight plan: Dashed yellow Engine-out SID (not inserted): Steady yellow Secondary flight plan: Steady dimmed white Abeam/Radial: Dashed blue
