3.2.3. Engine Indicating and Crew Alerting System
The engine indicating and crew alerting system (EICAS) is the central location for electronic presen-t ation of engine par ameters , warn ings , cautions , advisories and system status messages. The display conventions and reversionary capabilities often are very different from traditional mechanical system displays.
Objectives that shall be understood:
1.
The display conventions used by the EICAS (e.g., color philosophy, failure indications, etc.).
2.
The operation of the CAS (e.g., inhibiting, scrolling and clearing of messages and master/warn indications, etc.).
3.3. Flight Guidance System
Flight guidance and auto-flight systems allow the crew to select guidance modes.
3.3.1. Flight Guidance Control Panel
The flight guidance control panel is the pilot’s inter-face to the flight director and autopilot.
Objectives that shall be understood:
1. The operation and intended function of each button, knob and annunciation.
3.3.2. Flight Director
The flight director computes and displays the neces-sary pitch and roll commands to achieve the desired flight path.
Objectives that shall be understood:
1.
Selection, deselection and confirmation of all flight director modes and submodes. This includes armed and captured annunciations displayed on the EDS associated with each flight director mode.
2.
Failure modes of the flight director and opera-tional consequences associated with each fail-ure mode.
3.3.3. Autopilot
The autopilot interfaces to servos that move the air-craft control surfaces.
Objectives that shall be understood:
1.
How to engage and disengage the AP.
2.
Hazards of providing manual input with AP engaged.
3.3.4.Yaw Damper
The yaw damper trims and adjusts the yaw axis of the aircraft.
Objectives that shall be understood:
1.
How to engage and disengage the yaw damper manually. If applicable, the conditions for automatic yaw damper engagement.
2.
Failure modes and the operating limitations.
3.3.5. Pitch Trim
The pitch trim system is used by the crew, the autopi-lot and the mach trim system to maintain longitudi-nal control authority.
Objectives that shall be understood:
1.
How to manually engage and disengage pitch trim. If applicable, the conditions for automat-ic pitch trim engagement.
2.
Failure modes and operating limitations.
3.
The operation of Mach trim (if applicable). Included shall be failure modes and operating limitations.
3.4. Flight Management System
The primary purpose of a flight management system (FMS) is to manage navigation sensors to produce a composite position. Using this position, along with flight planning capabilities, the FMS can perform navigation and guidance tasks. In addition, some FMSs provide performance predictions for the flight.
3.4.1. Control Display Unit Operation
The control display unit (CDU) is the pilot’s interface to the FMS. In this document, the term CDU also applies to a system that uses a multi-functional con-trol display unit (MCDU).
Objectives that shall be understood:
1.
The operation and function of line select keys, function keys and annunciators.
2.
The display conventions used by the CDU (e.g., color philosophy, inverse video, pilot required input versus optional input, etc.).
3.4.2. Power-up
3.4.2.1. Tests
Built-in test equipment (BITE) normally is incorpo-rated into electronic equipment for self monitoring during power-up and operation.
Objectives that shall be understood:
1.
How to verify that power-up tests are per-formed correctly by the FMS. Only the tests visible to the pilot need be understood.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：NBAA Automated Flight Deck Training Guidelines(7)
