-ZFW entry (on INIT B page)
-BLOCK entry (on INIT B page)
ZFWCG is either a default value (25 %) or entered by pilot (on
INIT B page).
(b)
A/C after engine start
(Ref. Fig. 038)
-
The CG is submitted to any FOB or GW variation. The pilot may update this parameter by a new entry.
-
The FOB is computed versus information received from selected sensors : Fuel Quantity, fuel flow or both. The pilot may select any of these combinations (the default is both) as long as each involved sensor is valid. FOB entry deselects automatically fuel quantity sensor (sensor valid). If a sensor is invalid, it is deselected. The GW is submitted to FOB variations, including pilot modifications of FOB (ZFW remains unchanged). If the pilot modifies the GW, the ZFW is recomputed to take this into account. In flight, the GW is continuously crosschecked with A/C gross weight value computed in the FAC when available.
Weight and Fuel Display
Figure 038
If both items of information differ by more than 7 tonnes, the message CHECK GW is displayed on the MCDU.
(2) Engine out
(a) Activation The ENGINE OUT mode is active as soon as one of the following conditions is true:
-at least one FADEC sends invalid data
-ENG/MASTER control switch in OFF position - one engine is detected as failed by internal signals
-
TLA 1 less than or equal to 5 deg. and TLA 2 more than or equal to 22 deg.
-
TLA 2 less than or equal to 5 deg. and TLA 1 more than or equal
to 22 deg. Then, the MCDU display reverts either to temporary F-PLN page (if the aircraft is before the diversion point) or to present flight phase PERF page (if the aircraft is after the diversion point). The diversion point is the last common waypoint between EOSID of the origin runway and active flight plan. The display of the temporary F-PLN page enables selection or erasure of EOSID procedure according to corresponding prompt. (Ref. Fig. 039) Any preselected speed on the MCDU (PERF pages), any time constraint and any preplanned step inserted in F-PLN are deleted and none may be inserted. Thrust reduction to MCT is required on FMA with MCT flashing as long as the aircraft speed is greater than VFTO or TLA is not set on MCT. The Engine Out maximum altitude is computed and displayed on the PROGRESS page.
(b)
De-activation (Ref. Fig. 039) The first way to exit the ENGINE OUT mode is a manual selection of the * EO CLR prompt on PERF page. The other way is an automatic one which occurs as soon as the following conditions are all met:
-both FADECs send valid data
-ENG/MASTER control switch in ON position
-30 seconds elapsed since ENGINE OUT activation
-no engine is detected as failed
-TLA1 and TLA2 more than or equal to 5 deg.
(c)
TAKEOFF phase
Guidance is not affected since normally in SRS mode.
MCDU Display upon ENGINE OUT
Figure 039
(d) CLIMB phase Predictions on the MCDU are dashed. CLB mode is not available, and if engaged at the time of EO detection a reversion to OPEN CLB mode occurs. In SPEED AUTO CONTROL, the speed target is changed to:
-MAX (EO CRZ SPD corresponding to current altitude upper limited to EO MAX ALT, A/C speed at EO detection or ALT (ACQ) mode engagement) if in ALT or ALT ACQ mode
- otherwise, to VFTO. In LATERAL AUTO CONTROL, it is limited to the climb speed limit below the speed limit altitude, and to applicable speed constraints. In SPEED MANUAL CONTROL, the message SET VFTO requests a change of FCU target speed. The message is displayed on the MCDU and on the PFD, if VFCU is, by more than 10 Kts, either greater than VFTO (except in ALT or ALT ACQ mode) or lower than VFTO.
(e) CRUISE phase Predictions on the MCDU are dashed. CLB and DES modes are not available ; if engaged at the time of EO detection vertical guidance mode reverts to OPEN CLB or V/S, respectively. In SPEED AUTO CONTROL, the speed target depends on the cruise flight level (above or below engine out maximum altitude):
-
CRZ FL more than EO MAX ALT: MAX (A/C speed at EO detection, EO CRZ SPD corresponding to EO MAX ALT)
-
CRZ FL less than or equal to EO MAX ALT: MAX (VFTO, EO CRZ SPD
corresponding to the CRZ FL). In both cases, it is upper limited to the climb speed limit below the specified altitude. Note that if a pre-planned step-climb was being flown, the step is deleted, so there is a flight phase transitions to CLIMB.
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