曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
Airbus is no different. For vertical planning the FMGC has modes called Flight
Phases that are named Preflight, Takeoff, Climb, Cruise, Descent, Approach, Go
Around and Done. In addition the FMS needs to know when the aircraft is in taxi,
engine-out and landing modes. With the pilot entering the proper needed data
during initialization the FMS is able to properly plan and control a flight through
all the necessary phases or modes.
Further, the pilot must enter a route of flight to allow for lateral planning. This will
also involve modes, in this case, takeoff runway, SID (if applicable), enroute,
STAR (if applicable) and approach/go around and landing runway. The pilot will
enter the needed route data before flight and modify it in-flight as necessary.
Some changes the pilot will make are considered Strategic (entire flight) and
some are Tactical (current flight phase or mode). As you learn the different
functions of the FMGC and the Autoflight system be aware of whether a function
is Strategic or Tactical. For example the Cost Index is strategic but the descent
speed is tactical.
If a page is longer than one screen can show you will use the scroll or slew keys
(up/down arrow keys,) to show additional information. If there is more than
one page to a key you can press the NEXT PAGE key to see the succeeding
pages. Sometimes additional information can be accessed from a page and you
will see an on screen prompt ( <, >, or * ) to present that new page. See PH
17.6.1 for full information.
FMGC Stuff: Now for some general info on the FMGC!
Airbus Gotcha: US Airways is in the process of merging with America West to
form a combined new US Airways. As both airlines have different versions of the
A320 there will be differences. Additionally, US Airways is also installing new
FMGC’s in the A320 fleet. These will be referred to as the FMS 2. This has been
an optional FMGC that other airlines have used in the past so is not really new,
just new to US Airways East. The new FMS is the Smiths and the “old” one is the
Honeywell. For our purposes the old Honeywell unit will be the FMS and the new
Smiths unit will be the FMS 2. Differences will be noted later.
DIR key: This key is one of the most used and will allow the pilot to go direct to
any fix that the FMGC will recognize. If the FMGC doesn’t recognize the fix then
US Airways Airbus A319, A320, A321 Notes
63
the pilot can build a temporary waypoint and insert the new waypoint into the
direct command to be able to navigate to the fix. This will be gone over more
later in waypoints and reroutes.
F-Plan Key: When you select the F-Plan key the default (normal) Flight Plan
view will have the FROM waypoint at the top of the MCDU screen (first line). The
next (second) line will be the TO waypoint and all succeeding waypoints will
continue down the screen. The FROM waypoint is usually the last VOR or
intersection you crossed but it can also be PPOS (Present Position) or T-P
(Turning Point). PPOS simply means that you are not on any nav segment and
the FMGC is just tracking where you are with no nav guidance available. This will
occur after takeoff when the runway is automatically cleared and you don’t have
a nav segment to join yet. T-P will show when you use the Direct function, which
we will go over later. The second line is the TO waypoint and is in white while
most of the rest of the lines are in green. However, it is possible that a pseudo
waypoint may be on line two and therefore it may be white but not the TO
waypoint. We will go over pseudo waypoints later as well.
You can always scroll up or down on the F-Plan page but the FROM will always
be at the top when you select the F-Plan key. Think of the FROM as being what
is behind you. Think of the TO as being what is just ahead of you. The FROM is
important because to use lateral navigation you must define a nav segment for
the FMGC to follow and this means that you must have two points for any given
nav situation to define a segment. This will become more clear when we go over
Reroutes.
DISCONTINUITY is a line that shows two points are not joined and they do not
form a segment. If DISCONTINUITY is showing then the FMGC will NOT
continue to the next waypoint. Think of it as a gap in your navigation. In fact that
is exactly what it is, a gap between two NAV points. This is something that you
want if you will be given radar vectors at a certain point. You will most commonly
see DISCONTINUITY after the runway when initializing when you will expect
radar vectors to your first fix and after the last fix on your route prior to beginning
your approach. There are times when you will need to clear a DISCONTINUITY
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
航空资料4(175)
