A320 calling FCU actions
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A320 calling FCU actions
does your company have a specific way of calling what is done by the pilot flying on the FCU? (autopilot on)
(speed selected 250, speed managed, heading pulled 180?)
or do you just announce FMA response.
Thanks a lot.
(speed selected 250, speed managed, heading pulled 180?)
or do you just announce FMA response.
Thanks a lot.
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The PF calling what he does for the PM? We require the PM to monitor, therefore, nope. Only exception is altitude clearances, those are called (250 blue/checked).
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MD83FO
Any action on FCU needs to be confirmed on FMA so change to HDG from NAV must be called before setting the HDG. Speed if changed from Managed or vice versa must be announced to keep PM in loop.
Any action on FCU needs to be confirmed on FMA so change to HDG from NAV must be called before setting the HDG. Speed if changed from Managed or vice versa must be announced to keep PM in loop.
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Each time one flight crewmember adjusts or
changes information and/or equipment on the flight deck, the other flight crewmember must be
notified, and an acknowledgement must be obtained.
changes information and/or equipment on the flight deck, the other flight crewmember must be
notified, and an acknowledgement must be obtained.
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For better crew coordination in airbus SOP nothing is done quietly. Any change on the FCU is checked by PF on PFD to first confirm it is happening and called out to keep PM in the loop. If you change speed reference from managed to select or vice versa how would you keep the PM informed? You may announce speed managed or select but that does not convey you have checked it on PFD and unless you see the colour it may not have happened.
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Black Pudding - FCOM states:
"All actions performed on the FCU and MCDU must be checked on the PFD and ND (eg.: FL 350 blue, FL 200 magenta"). Ensure that the correct FCU knob is used, then verify indications on the PFD/ND"
So it is probably more like FMA Fiction, PFD Fact.
There are also specific FCU commands by PF listed in FCOM, mostly used when AP is OFF e.g. "MANAGE SPEED", "HEADING PULL" etc.
"All actions performed on the FCU and MCDU must be checked on the PFD and ND (eg.: FL 350 blue, FL 200 magenta"). Ensure that the correct FCU knob is used, then verify indications on the PFD/ND"
So it is probably more like FMA Fiction, PFD Fact.
There are also specific FCU commands by PF listed in FCOM, mostly used when AP is OFF e.g. "MANAGE SPEED", "HEADING PULL" etc.
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Doesn't say anything about the Speed colour . "Managed ,Selected" , yes .
Would you not say "managed speed " or "selected speed " after you made the selection and seen the change ?
I asked vilas to defend his statement for the colour not the action by a reference to FCOM .
There is a tendency to state techniques as "SOP's" or a "must" , so I just wanted him to provide an FCOM reference for the "COLOUR" call .
The Altitude colour call could be because a mode has been armed .
Should the speed colour be called when the approach phase is activated or when speed increases passing 10'000 climbing also ?
Would you not say "managed speed " or "selected speed " after you made the selection and seen the change ?
I asked vilas to defend his statement for the colour not the action by a reference to FCOM .
There is a tendency to state techniques as "SOP's" or a "must" , so I just wanted him to provide an FCOM reference for the "COLOUR" call .
The Altitude colour call could be because a mode has been armed .
Should the speed colour be called when the approach phase is activated or when speed increases passing 10'000 climbing also ?
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PF make a "request" on the FCU/MCDU/Autothrust, then s/he has to monitor the "demand" on the PDF/ND and finally check the "response" on the basic instruments.
Announce your intentions about the "request" is not mandatory unless is a company SOP. You must call out any change on the FMA to inform the other pilot about the "demand" to the autoflight system (AP/FD). FMA announcements are/aren't acknowledged according to the company SOP,s. This does not alleviate PM from checking his FMA and challenging an incorrect call or an inconsistency.
And finally the most important:
FCTM
Fly "Fly" indicates that: ‐ The Pilot Flying (PF) must concentrate on "flying the aircraft" to monitor and control the pitch attitude, bank angle, airspeed, thrust, sideslip, heading, etc., in order to achieve and maintain the desired targets, vertical flight path, and lateral flight path. ‐ The Pilot Monitoring (PM) must assist the PF and must actively monitor flight parameters, and call out any excessive deviation
Announce your intentions about the "request" is not mandatory unless is a company SOP. You must call out any change on the FMA to inform the other pilot about the "demand" to the autoflight system (AP/FD). FMA announcements are/aren't acknowledged according to the company SOP,s. This does not alleviate PM from checking his FMA and challenging an incorrect call or an inconsistency.
And finally the most important:
FCTM
Fly "Fly" indicates that: ‐ The Pilot Flying (PF) must concentrate on "flying the aircraft" to monitor and control the pitch attitude, bank angle, airspeed, thrust, sideslip, heading, etc., in order to achieve and maintain the desired targets, vertical flight path, and lateral flight path. ‐ The Pilot Monitoring (PM) must assist the PF and must actively monitor flight parameters, and call out any excessive deviation
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Stone_cold
I am reproducing airbus standardisation document on activation of approach from last two years. where you call the colour.
CROSS-CHECKS DURING APPROACH PHASE ACTIVATION
Any change having an impact on flight path or aircraft energy must be cross-checked.
By the way:
Actions on FCU
And some actions on MCDUs/MFDs (i.e. "DIRECT TO")
Must be cross-checked.
The approach phase activation confirmation is a "system" confirmation only.
The activation of the approach phase responds to a special request from the PF (or PF personal action) to start with the aircraft deceleration. The phase of flight will change that could be done either automatically by overflying the deceleration "D" point (in this case no request but a positive confirmation of Situation Awareness by both pilots) or manually.
Crew must be aware of the aircraft energy situation change. Communication is essential in the cockpit, although no typical standard call out exists.
In this case, the PF call could be:
PF . "Activate approach phase"
PNF "Activating approach phase"
Then PNF states .. "Approach phase is activated"
PF checks speed on PFD... "Speed XXX magenta"
To sum up, the action on the MCDU "confirm" key itself does not need to be confirmed by the other pilot because it is a "system" confirmation but the process leading to the deceleration needs to be clearly identified and monitored.
Standardization directives for "Approach phase activation"
I am reproducing airbus standardisation document on activation of approach from last two years. where you call the colour.
CROSS-CHECKS DURING APPROACH PHASE ACTIVATION
Any change having an impact on flight path or aircraft energy must be cross-checked.
By the way:
Actions on FCU
And some actions on MCDUs/MFDs (i.e. "DIRECT TO")
Must be cross-checked.
The approach phase activation confirmation is a "system" confirmation only.
The activation of the approach phase responds to a special request from the PF (or PF personal action) to start with the aircraft deceleration. The phase of flight will change that could be done either automatically by overflying the deceleration "D" point (in this case no request but a positive confirmation of Situation Awareness by both pilots) or manually.
Crew must be aware of the aircraft energy situation change. Communication is essential in the cockpit, although no typical standard call out exists.
In this case, the PF call could be:
PF . "Activate approach phase"
PNF "Activating approach phase"
Then PNF states .. "Approach phase is activated"
PF checks speed on PFD... "Speed XXX magenta"
To sum up, the action on the MCDU "confirm" key itself does not need to be confirmed by the other pilot because it is a "system" confirmation but the process leading to the deceleration needs to be clearly identified and monitored.
Standardization directives for "Approach phase activation"
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Not in any airbus document I know . AFM ,FCOM, FTCM . Is it on Airbus World ?? Where ??
Also are you being selective , you never mentioned in your standardization document if a call is required at 10,000 ft climbing when the speed changes . You will note that in both cases ,(accelerating at 10k and activating the App phase ( the colour has not necessarily changed ) . Your " document " seems to suggest possible calls i.e. ( could be ) , not MUST !
Just like your TOGA for EFATO (Maybe you remember your arrogant reply to Gryphon's post on this ) and Smoke "will" be in the cabin if Batt OFF before APU flap closed . You must be a beacon of knowledge for those you instruct . ( It is done this way because I say so ) .
Maybe you have a document from airbus for who you instruct for , this doesn't make it a standard call for ALL operator's !!
"Must" be cross-checked doesn't mean constant verbal diarrhea and inventing calls and note: some operator's don't even call the FMA .
Give the source of this document you claim exists , I have a lot of "documents" which I can 'reproduce' also . I asked for an actual reference that anyone can source , not from your numerous Airbus conferences .
As Gryph said here , most operator's(PF)action the FCU silently and just read the "result" on the FMA . Been on this bird for over 10 years and never called a speed colour and never will .
I expect more because you will have the last say as in the majority of your posts .
Also are you being selective , you never mentioned in your standardization document if a call is required at 10,000 ft climbing when the speed changes . You will note that in both cases ,(accelerating at 10k and activating the App phase ( the colour has not necessarily changed ) . Your " document " seems to suggest possible calls i.e. ( could be ) , not MUST !
Just like your TOGA for EFATO (Maybe you remember your arrogant reply to Gryphon's post on this ) and Smoke "will" be in the cabin if Batt OFF before APU flap closed . You must be a beacon of knowledge for those you instruct . ( It is done this way because I say so ) .
Maybe you have a document from airbus for who you instruct for , this doesn't make it a standard call for ALL operator's !!
"Must" be cross-checked doesn't mean constant verbal diarrhea and inventing calls and note: some operator's don't even call the FMA .
Give the source of this document you claim exists , I have a lot of "documents" which I can 'reproduce' also . I asked for an actual reference that anyone can source , not from your numerous Airbus conferences .
As Gryph said here , most operator's(PF)action the FCU silently and just read the "result" on the FMA . Been on this bird for over 10 years and never called a speed colour and never will .
I expect more because you will have the last say as in the majority of your posts .
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Hey Stone_cold
Just relax. This is a discussion forum. The OP wants to know the various practices. I am fully aware many airlines have their own procedures. I have been pulling my hair dealing with at least eight different airlines. I have stated once before that one must be loyal to his pay cheque. There is simply no other option. Just as you can say what you do, I pasted what airbus teaches in Toulouse presently that too because you asked. You may not be interested but many others are. As members express their appreciation through emails. If we are incommunicable then we shouldn't. Period.
Just relax. This is a discussion forum. The OP wants to know the various practices. I am fully aware many airlines have their own procedures. I have been pulling my hair dealing with at least eight different airlines. I have stated once before that one must be loyal to his pay cheque. There is simply no other option. Just as you can say what you do, I pasted what airbus teaches in Toulouse presently that too because you asked. You may not be interested but many others are. As members express their appreciation through emails. If we are incommunicable then we shouldn't. Period.
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mcdude
I have not posted but copy pasted it. It's not my procedure and if airbus is wrong I cannot help it. May be you can write to them. If you went to Toulouse that's what they will teach you. It is for information only. You will do what your company tells you anyway.
I have not posted but copy pasted it. It's not my procedure and if airbus is wrong I cannot help it. May be you can write to them. If you went to Toulouse that's what they will teach you. It is for information only. You will do what your company tells you anyway.
Last edited by vilas; 28th Jun 2015 at 03:46.
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Yeah!
I hate when I say "activate approach phase"
and the other presses and says "Confirm?"
Damn, I just told you! Freaking activate it
Are u sure?
Yes!
Really, sure?
Yes!
Ok confirm?
Aaaaargh!
I hate when I say "activate approach phase"
and the other presses and says "Confirm?"
Damn, I just told you! Freaking activate it
Are u sure?
Yes!
Really, sure?
Yes!
Ok confirm?
Aaaaargh!
