(a) PFD control
1 BARO correction display-window and hPa/inches of Hg selector
_ This window displays the reference value selected for baro correction. This value is displayed either in hPa (hectoPascal, 1 hPa = 1mbar) or in inches of mercury, according to the position of the baro-reference units selector (outer ring concentric to the baro reference selector-knob). When the FCU starts to operate, at electrical power on setting, the display shows 1013 or 29.92, according to the chosen unit. Selection ranges: 745 to 1050 hPa
21.99 to 31.00 inches of Hg.
2 BARO reference selector-knob
_ It is possible to rotate the baro reference selector-knob and also to push or to pull it:
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each pilot can rotate it to select the desired baro-correction reference value. The CAPT and the F/O selections are independent.
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each pilot can pull or push it: The knob has 3 possible positions: neutral (stable), and pulled or pushed, which are both unstable and spring-loaded to neutral. At FCU initialization, the display shows 1013 or 29.92 (according to the choice of the units, hPa or inches of Hg), and BARO written in small letters. The pilot rotates the knob to select the desired QNH baro reference setting. On the PFD, below the altitude scale, the baro reference value and the QNH announcement are displayed. When the pilot pulls the knob, the standard baro reference setting (1013 hPa or 29.92 inches of Hg) is selected. STD indication comes into view in block letters in the BARO correction display window and also below the altitude scale on the PFD. The baro reference value is not displayed, and rotation of the knob has no effect. When the pilot pushes the knob from the STD situation, the QNH baro setting is available again.
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-QFE Option Each pilot will have the possibility of switching from QNH to QFE the baro reference setting of his altitude scale: when QNH is selected, to press the knob will select QFE, to press it again will select back QNH, ETC... On the FCU EFIS control section, the display shows BARO and the selected BARO reference value. On the PFD, QFE or QNH is written below the altitude scale, with the selected baro reference value. From the STD selection, to press the knob will always select QNH first. A white box surrounds QFE for a better discrimination with QNH.
FD pushbutton switch This pushbutton switch, when pressed, enables the pilot to remove the FD bars from his PFD (or the Flight Path Director guidance symbols, if the FPA/TRK mode is selected on the AFS part of the FCU). The bars of the pushbutton switch then go off (FD OFF indication). When pressed again, the FD bars (or the FPD symbol) come back into view and the pushbutton switch bars come on green again (FD ON indication).
NOTE : With the TRK-FPA mode selected, to press the FD OFF P/B
____ switch removes the FPD symbol, but not the FPV symbol.
(Ref. Fig. 016)
ILS pushbutton switch This pushbutton switch, when pressed, enables the pilot to have the LOC and GLIDE scales and deviation symbols on his PFD. Its three light bars then come on green. When the pushbutton switch is pressed again, the light bars go off and the ILS deviation indications disappear from the PFD. At last this pushbutton switch controls the audio selection for DME stations (enabling ILS/DME).
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PFD in Approach with FPV and FPD
Figure 016
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(b) ND control
1 Mode selector switch
_ This mode selector switch enables each pilot to have the desired presentation of navigation information on his ND:
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in ROSE mode, a full heading dial is presented, orientated to the A/C present heading. Three sub-modes are available: ROSE-NAV: the flight plan is presented, with the A/C position in it and the navaids positions ROSE-VOR: this sub-mode gives the classical HSI presentation, with the VOR deviation with respect to the selected course ROSE-ILS: Ditto, but with the LOC deviation information, with respect to the selected ILS course
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in ARC mode, only the 90 degrees heading sector ahead of A/C is shown. The flight plan is presented, including the aircraft position and the navaids positions.
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in PLAN mode, a full heading dial is presented, but orientated to the geographic North. The flight plan is drawn, and any waypoint of the flight plan can be positioned at the center of the heading dial, through MCDU controls. The present position of the A/C in the flight plan is given (by means of a true track directed A/C symbol).
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