NGs have TRK/FPA?

[Soar]

Just wondering if someone can tell me whether or not the NGs have a track and flight path angle mode (such as on the Airbuses - on the FCU aka glare shield panel)? Thanks!

[Rotten Apple #1]

No.

[Rotten Apple #1]

But we do have the Flight Path Vector (FPV), which is only really used by the ex-18 drivers, judging by what's left up on the PFD when I climb in.

[yycflyguy]

So your RNP's take care of all the vertical components of an approach?

[Rotten Apple #1]

Yup.

Those are designed by the guys drawing up the approach normally around the 3 degree gradient (3.2 in YLW e.g.). Selecting VNAV PATH slaves the FD to this gradient.

For the purposes of creating a final approach segment to a runway where no approach exists (or is unsuitable), the NG FMS can create a straight line segment of desired gradient to the runway threshold. We can define the length of this segment as well (pick a number 3 miles? 4 miles? Whatever you like.)

We could then manoeuvre visually to intercept this lateral track (engage LNAV) and then follow the gradient using V/S or pitch attitude to a successful landing.

Or just hand fly using eyeballs to a visual landing; but SOPs require an approach to be entered in the FMS for every landing.

[commuter]

But we do have the Flight Path Vector (FPV), which is only really used by the ex-18 drivers, judging by what's left up on the PFD when I climb in.

Ya I hear ya Jonny!

[WJ700]

"We could then manoeuvre visually to intercept this lateral track (engage LNAV) and then follow the gradient using V/S or pitch attitude to a successful landing."

The NG WILL do that in VNAV. It will following anything you can build a verticle path from, including my driveway. It just opens up a bunch of traps for very little benefit, and probably why it is against our SOP.

[Ali G]

Wow, how long is your driveway?

[Rotten Apple #1]

At least he owns his driveway...

[WJ700]

Don't tell me that after all of that... you lost the driveway!?

[Rotten Apple #1]

No, we secured an easement allowing us to access the driveway. Sold the place in July and bought a house in K-town that has its own driveway.

The legal action known as Neal and Swallow v. The Defendants was settled prior to the court date.

[southforkroad]

Billie!!
AKA Jonny Dangerous
No Names, high five.
Cheers

[Rotten Apple #1]

Billie!!
AKA Jonny Dangerous
No Names, high five.
Cheers

Neil, glad to see you step up to the mike for a few minutes. High Five!

[Four1oh]

I'm no F-18 driver, but the FPA display sure comes in handy from time to time, like that unplanned need to disconnect the A/P and hand fly it and maintain an altitude? The FPA gives you instant all-in-one information on what you're plane is doing vertically. Peg it on the horizon, and you will be perfectly level. I feel naked without it now that I'm used to it. It's also good for other stuff too, but I'll let the F-18 drivers 'splain.

[Rotten Apple #1]

Well I guess I would have to admit that I feel naked without it when I'm doing steep turns in the sim, which is twice a year. And I do use it when its been a long day and a strong crosswind is adding to the woes of a near minimums approach, as the 'bird' points in the direction of the runway, so's I knows where to look to find the runway.

As far as the need to level off without an A/P I'm usually ok with getting my colleague to reassemble the FD and engaging an autopilot. But I get your point.

I used it once on a PAR approach into Greenwood NS on the 310. It was kinda neat.

Which is how I'd summarize the FPV, kinda neat.

[Soar]

So do I understand this right? So on the NGs you can't actually control the FPV (such as through the A/P), but it's there on the PFD as a reference only?

Thanks for the replies by the way.

[Four1oh]

We can set a vertical component in the FMS for the autopilot to follow, we have an independant display on the FD, we can show our descent angle to any point/altitude on the descent page... um, what am I missing? 3-1 descent calc in the head?

[Soar]

We can set a vertical component in the FMS for the autopilot to follow, we have an independant display on the FD, we can show our descent angle to any point/altitude on the descent page... um, what am I missing? 3-1 descent calc in the head?

Ok, maybe I'm starting a long drawn out explanation of something that could be explained in seconds in the cockpit (such as reading an entire FMS manual and being more confused when finished, as opposed to "learning by doing").

Just for argument’s sake, let's say you're flying to a destination where the published approach isn't in the fms database (I've never encountered this, but some of my colleagues have) so you had it fly it raw data. At my current company, we're only allowed to fly (Airbus) an approach (ie - VOR) fully managed (ie - laterally and vertically flown by the a/p and fms/gps calculated profile) if we do not modify the approach as it is in the mcdu (fms). If it isn't in there, we have to fly it raw data.

This is done by selecting track and flight path angle on the fcu (glareshield panel), and manually adjusting it as you fly the approach (which isn’t all that hard, because trk/fpa is already corrected for the winds). On the NGs, (let's assume you had the same SOP), would you have to use hdg/vs, or can you get the a/p to fly the lateral and vertical profile without having an approach put in the fms? Hope this question doesn't sound too bizarre, but just interested to see what the NGs have to offer, in general.

Thanks!

[Rotten Apple #1]

Unusual question for an unusual situation, so I had to think about it.

Let's say it's a VOR approach not in the database.

We couldn't use LNAV (Airbus-Managed NAV) to track the radial inbound. Could use VOR selection on glareshield which would track the radial, more or less accurately.

Could also use HDG I suppose.

We would have a VOR display on the ND, and not the MAP display.

For vertical profile, V/S would be used, following step down altitudes.

Personally, if the above had to be done, I'd declare an emergency, execute a missed approach, and divert to somewhere that's VFR.

Unlike the Bus, the NG can't set a desired FPA using the MCP (glareshield controls). That can only be done using the FMS. But then that can't be used for an IMC approach to follow a gradient, it would have to be selected from the database.

We can control the FPV (descent gradient), like the Bus, but typically use the FPV as Four1oh does, as a backup monitoring aid.

Hope that's all correct: all done with my blackberry while in hotel watching CNN in my bikini briefs...

[Four1oh]

Hope that's all correct: all done with my blackberry while in hotel watching CNN in my bikini briefs...

Best post evar!!11 Hahaa!

[jjj]

FPA is of course displayed on the DES page on the FMC.

[express]

The lost art of hands and feet...

[J31]

jonny dangerous........his driveway Sorry john I could not resist