The pre-flight, in-flight and post-flight reports are printed automatically if the Auto-print of Flight Reports option has been enabled within the AOC policy file of the AMI and the auto-print trigger for the respective report has not been manually disabled. The triggering events for automatic printing are:
-"Engine Start" for the pre-flight report
-"transition to takeoff" for the in-flight report
-"Engine Shut Down" for the post-flight report. These triggering events are programmable within the AOC policy file of the AMI and are the default values referenced by the flight report auto-print function (as well as the PRINT FUNCTION page for these reports). These values can be manually overridden on the PRINT FUNCTION page. (Thus, for example, the pre-flight report is printed automatically at engine start if the "Auto-print of Flight Reports" feature is enabled, the "Auto Print at Engine Start" has been selected within the AOC policy file of the AMI and the auto print feature has not been manually disabled via the PRINT FUNCTION page). The enabling or disabling of the trigger events revert to their database option state after a transition to PREFLIGHT or after a long term reset and do not retain their last manually selected value. A pre-flight report becomes available when the current flight phase is PREFLIGHT, whether or not any data has actually been entered. An in-flight report is available when the current flight phase is either TAKEOFF, CLIMB, CRUISE, DESCENT, APPROACH, GO AROUND or DONE prior to all engine shutdown. The post-flight report is available in DONE phase after all engine shutdown. Post-flight report data must be retained in the DONE phase even if the flight plan is cleared until a transition to PREFLIGHT occurs. It must also be retained in the PREFLIGHT phase until flight plan data has been entered. It is cleared upon entry of flight plan data while in PREFLIGHT.
(a)
In the PREFLIGHT phase, the pre-flight report gives:
-the aircraft and engine types on which the flight plan
optimizations and predictions are based
-navigation data base cycle
-flight plan data that the crew has inserted during the initialization process as well as miscellaneous data needed for performance calculations
-predicted data along the flight plan
-the results of the fuel planning computation.
(b)
After transition to TAKEOFF and prior to DONE, the in-flight report is available and gives:
-the same general data as the pre-flight report
-flight plan data consisting of a mixture of history values for sequenced waypoints and of predicted values for the remaining part of the flight plan
-
current A/C position
-
current fuel information.
(c)
In the DONE phase, the post-flight report gives a complete overview of the flight:
The FM pre-flight report printout is presented hereafter:
-the same general data as the in-flight report
-flight plan data consisting of history data relative to the flight plan
-a fuel and time summary
-IR data.
D. Dual Operation
(1)
FM-to-ACARS communications The FM in communication with the ATSU is referred to as the Communication Master. When the FMs are functioning in dual mode, only one FM is in communication with the ATSU and all requests and messages originate from the Master. In order to prevent multiple request of the same type when operating in a dual mode, a manual request for ACARS data behaves as a request from a single FM, regardless of where it originated, and while the request is inhibited, it is inhibited on both FMs. When the FMs are in independent operation, one FM transmits to the ATSU. The ACARS Master is determined by FMGC priority. When the FMs are in single operation, the FM which is operational transmits to the ATSU. In dual mode, automatic reports contain data from the ACARS master. In dual mode, manual reports contain data from the FM which initiated the request.
(2)
ACARS-to-FM communications The ATSU (with ACARS) follows ARINC 724B for determining which FM is intended to receive the uplinked messages by reference to the sub-label characters in the uplinked messages. If the sub-label characters MD appear, the ATSU determines the designated FM by examining the FM ACARS Master/Slave bit in a status word broadcast from both FMs. If the status word from the left FM (FM1) is valid and if Master/Slave bit is set to 1, the left FM is designated as the Master and uplinked data is sent to it. If the status word from the left FM is not available or is invalid or Master/Slave bit is 0, then if a valid status word is received from the right FM (FM2) with Master/Slave bit set to 1, the right FM is designated as the Master and uplinked data is sent to it. If a status word is not active from either FM, the ATSU defaults the FM ACARS Master to the left FM. If the FMs are in independent (which is considered as a failure mode) or single operation, the ATSU uplinks a message only to the ACARS Master.
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