![]() As the various modes work in different ways and to different principles it is very important that the pilot regularly confirms that the correct mode is engaged for that system. Within both the strategic and tactical operation there are various modes that the auto-throttle, autopilot and flight directors may work in, referred to as FMA modes. The SFL is selected in the ‘Altitude’ window, and is down-linked to the Air Traffic Controller via the Mode S link. In this case VNAV and LNAV have been selected as active modes. The figure above provides an example of the MCP/FCU in a Boeing 737 (top). Use of these modes does not require a vertical or lateral profile to be input into the FMS. Once these modes have been selected as active the aircraft will then adjust the pitch attitude, heading and thrust to achieve the selected parameters. Basic inputs such as heading, speed, vertical speed, flight level/altitude can be input. The mode selector controls are used to choose roll and pitch modes for the autopilots and auto-throttles. actions undertaken to achieve a specific short term objective. MCP/FCU manipulation is used for tactical operations i.e. Tactical Operation: MCP/FCU ManipulationĪ simpler form of automation is based on manual input from the Flight Crew, which is inputted through the MCP/FCU. These profiles can be modified by the Flight Crew if needed. The aircraft will automatically fly a selected profile provided that VNAV and LNAV navigational modes have been selected. The FMS database should adhere to the standard AIRAC cycle, and the ‘valid from’ and expiry date should be checked by the Flight Crew before flight. The lateral profile tends to be restricted by the flight plan routing and approach/departure procedures.Ī global AIRAC database of all navigation data is periodically uploaded into the FMS by the maintenance crew and then accessed by the Flight Crew. Therefore following the FMS calculated profile will normally be the most precise and efficient navigation solution. for the vertical profile based on the route to be flown, winds, temperature, aircraft weight, atmospheric pressure and cost index (cost vs. ![]() It can calculate the most efficient speed, level etc. The FMS is able to determine the most accurate navigation solution for both vertical and lateral navigation (including holding). The FMS also provides fuel and time management. It is typically able to control all phases of flight (takeoff, en route, approach and landing) with full engine thrust management. ![]() The FMS is the aircraft’s ‘central brain’ and is interlinked with an array of onboard systems including all navigation systems, the autopilot and the auto-throttle. operations to achieve a longer term goal. The higher level of automation is based on the FMS which allows strategic input i.e. These are covered below: Strategic Operation: FMS Programming Tactical Operation: Mode Control Panel/Flight Control Unit (MCP/FCU) Manipulation.Strategic Operation: FMS Programming with Lateral Navigation (LNAV) and Vertical Navigational (VNAV) Modes selected.The aircraft can usually be operated in two basic system states which are covered below: Large aircraft are typically equipped with an Autopilot Flight Director System (AFDS) which includes an auto-thrust system, referred to as an auto throttle. ![]()
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