8 FMGS Navigation

80問 • 4ヶ月前

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What does it mean when the ADR fault light illuminates steady on then ADIRS CDU?

a fault is detected in air data reference

On the pedestal mounted switching panel, the ATT HDG and Air Data selectors are at NORM, meaning:

ADIRU 1 supplies data to PFD1, ND1 and DDRMI/ADIRU 2 supplies data to PFD2, ND2

Tuning of VOR/DME and ILS is provided by:

Automatic tuning/Manual tuning/Back up tuning

In case of failure of FMGC 1 and 2:

RMP1 controls VOR, ILS DME and ADF receivers 1/RMP2 controls VOR, ILS DME and ADF receivers 2

The ALIGN light flashes:

during the alignment phase in case of IRS alignment fault

The FMGS consist of the following main components:

2 FMGS – 2 MCDU – 2 FAC – 1 FCU control panel

Normal electrical power supplies the A/C and the MCDU CRT is dark, without any other warning. It means:

the MCDU “BRT” knob is dimmed

On the ground, when electrical power is initially supplied to the A/C, the MCDU will automatically display:

A/C Status page

You press “ALIGN IRS” prompt on INIT A page. On the ADIRS CDU the ALIGN lights flash but no message is displayed on the CDU:

make a second “present position” entry

These messages appear on copilot side ND: “SET OFFSIDE RNG/MODE” & “MAP NOT AVAIL”:

single FMGC operation and the two EFIS control panels are not set at the same range & mode

Engines running, ready to taxi, a message appears: “CHECK GW”. Access to INIT B page is no longer available. On which page is it possible to insert the correct GW:

Fuel prediction page

Aircraft on RWY centerline, ready for take-off. To preset a HDG of 233 degrees:

Turn HDG knob, set 233 degree/Pull HDG knob when ATC clears to turn to 233 degree

One of the SRS disengagement conditions is not true:

disengages by setting a new FCU altitude

Control of the A/C can be automatic or manual. Guidance of the A/C can be managed or selected. How do you understand this situation. Managed guidance – manual control – selected speed:

FMGC computes and sends steering orders for navigation purpose/The pilot flies through the sidestick/Speed is adjusted in the FCU window

A hold has been entered in the F-PLN, speed and NAV are managed. You want to leave this hold:

Activate IMM “EXIT*” prompt

For A/C position determination, FMGC uses data from:

d. a. and c.

In flight, following a manual position up-dating of the FMGC:

an IRS cannot be up-dated during A/C motion

The Expedite mode is active. To disengage it, one of these statements is not correct:

press again the EXPD PB to cancel this mode

What are the basic modes of the AP/FD:

HDG and VS

The engagement of both autopilots is possible:

after APPR pb switch is pressed and illuminates

Can you read the HDG on the PFD:

yes

A/C is in clean configuration and in Normal Law. When the FAC detects a too high angle of attack:

Alpha floor function operates

During ILS approach, LAND 3 Fail Passive (also called CAT 3 single), one engine fails below 100 feet RA: This causes a landing capability down grading and you must go around:

false

During an ILS approach the NAV mode will be deactivated at:

a. Localizer capture

Can you display FD bars and FPV at the same time, for cross-checking on different PFDs;

Certified FMGS limitations. Max wind conditions for CAT III automatic approach performed in managed speed guidance with A/THR: Head wind - Tail wind - Cross wind

30 KT 10 KT 20 KT

The continuous cavalry charge audio identifies only one of the following situations:

Autopilot Disengagement

Setting the thrust levers at idle will disengage the A/THR mode. A/THR will reengage:

when A/THR pb is pressed on the FCU

In one of the cases listed below, A/THR does not disengage:

when the aural warning announces “RETARD!”

The LOC pb, on the FCU, is pressed to ARM LOC mode. This mode is used for:

e. a and d are correct

What does a triple click mean, during an ILS approach:

landing capability down grading warning

The active F-PLN is erased when:

the A/C has been on ground for 30 seconds following the landing

Following a dual engine generator failure, EMER GEN supplies the A/C:

FMGC 1 is available (NAV function only)

In which case are: AP/FD, ATS and Landing Capacities totally lost:

2 IRSs failure or 2 ADRs failure

The mandatory parameter used by the alpha floor detection is:

A/C angle attack

Rudder travel limitation is a function of:

FAC only

When the two YAW damper functions are engaged:

YAW damper 1 has priority, YAW damper actuator 2 is slaved

The safety tests are automatically performed:

on ground, at computer power up

When the two rudder trim functions are engaged:

Rudder trim 1 controls its motor, rudder trim 2 is in standby

The FMGC functions are:

flight management and flight guidance

The trim function of the FAC is:

A Rudder Trim

In flight, in case of temporary loss of electrical power on FAC 2, FAC 2 pb “FAULT” comes on and:

it can be manually reset and the safety tests are not performed

The AFS computers are:

FMGC and FAC

With AP1 and AP2 not engaged, FD1 and FD2 engaged and A/THR active:

FMGC1 control both engines

The autopilot does not disengaged in case of override on: (in flight)

a rudder pedal deflection less than 10° out of trim

In normal operation, with the two MCDU showing the same page, a modification made by the pilot on MCDU 1 is sent to MCDU 2:

via FMGC 1 and FMGC 2

The flight guidance function are:

Autopilot, Flight director, Autothrust

The position of the aircraft, used in the flight plan is computed by:

FM part of the FMGC

The flight director is engaged:

automatically at system power up

With autopilot engaged, the rudder is normally controlled by:

the FAC

The normal FMGC operation is:

FMGCs operate according to master/slave principle

The FCU allows:

selection of FG function modes

In cruise, lateral AP orders are executed by:

ailerons, spoilers and rudder

With the aircraft in flight, AP engaged and A/THR active, the A/THR mode:

depends on the AP longitudinal mode

With the aircraft in flight, A/THR not engaged, thrust levers on CLB gate, an alpha-floor is detected:

A/THR automatically engages and controls the engine with TO/GA thrust

The FAC computes rudder travel limit:

at any time

With AP engaged in LAND mode, the YAW damper actuator is controlled by:

an AP yaw order computed by the FMGC, via the FAC

On the FMA, on the second line of the longitudinal zone:

ALT in cyan indicates that ALT mode is armed

With the thrust levers in the CLB gate, A/THR disengages; the engines thrust:

is frozen at the existing thrust

When TAKE-OFF mode is engaged:

A/THR automatically engages but is not active

ADIRU 3 can supply information to:

DMC 1, DMC 2 and DMC 3

Air data modules (ADM) supply pressure information to the ADIRUs from:

all pilot probes and static ports

ADIRS 3 receives TAT information from:

the captain's TAT sensor

The BARO correction or reference selected is sent to each ADIRU via:

the FCU

Each ADIRU receives two analogue inputs. They are:

angle of attack (AOA) and total air temperature (TAT)

In normal operation the ADIRUs aligned using information from:

the MCDU

If ADIRU 2 fails, the correct action is:

set ATT HDG and AIR DATA selectors to F/O/3

In normal operation ADIRU 1 supplies information to:

the captain's PFD and ND

In rose NAV mode with VOR 1 selected, the ND displays what VOR information:

Bearing pointer only

In ROSE ILS mode, the ND displays what ILS information:

Deviation bar, selected course, G/S and LOC scales

In the event of no ADF1 reception, with ADF1 selected on ND:

the bearing pointer goes out of view and station ID is replaced by frequency

In ROSE VOR mode, in the event of VOR receiver failure:

the VOR information flashes and the course pointer disappears

During Take-Off and Go Around, the speed window on the FCU displays:

dashes and the light is illuminated: managed speed such as V2 or memorized VAPP are automatically used by the FMGS

The following AP/FD lateral modes are managed:

NAV, APPR, LOC, RWY, RWY TRK, GA TRK

In approach, “LAND” illuminates green on FMA when radio altitude is:

400 feet

On the ground, the engagement of the autothrust function:

is performed automatically at the engagement of the take off mode

Climbs and descents are always limited:

by the altitude manually selected on the FCU

In flight, the FMGS position can be updated:

automatically with the DMEs through the autotuning function

ON the ND, in the event of VOR receiver failure:

the red VOR flag is displayed, the course pointer disappears

In flight, the FMGS position is automatically updated:

by the DMEs through the autotuning function

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Via · 78問 · 1年前