Required Distance to Land - Distance to Destination
Figure 035
Lateral Manual Control in Descent Phase
Figure 036
Weight and Fuel Displays
Figure 037
If both items of information differ by more than 7 tonnes, the message CHECK GW is displayed on the MCDU.
(2) Engine out
(a) Activation The ENGINE OUT mode is active as soon as one of the following conditions is true:
-at least one FADEC sends invalid data
-ENG/MASTER control switch in OFF position - one engine is detected as failed by internal signals
-
TLA 1 less than or equal to 5 deg. and TLA 2 more than or equal to 22 deg.
-
TLA 2 less than or equal to 5 deg. and TLA 1 more than or equal
to 22 deg. Then, the MCDU display reverts either to temporary F-PLN page (if the aircraft is before the diversion point) or to present flight phase PERF page (if the aircraft is after the diversion point). The diversion point is the last common waypoint between EOSID of the origin runway and active flight plan. The display of the temporary F-PLN page enables selection or erasure of EOSID procedure according to corresponding prompt. (Ref. Fig. 038) Any preselected speed on the MCDU (PERF pages), any time constraint and any preplanned step inserted in F-PLN are deleted and none may be inserted. Thrust reduction to MCT is required on FMA with MCT flashing as long as the aircraft speed is greater than VFTO or TLA is not set on MCT. The Engine Out maximum altitude is computed and displayed on the PROGRESS page.
(b)
De-activation (Ref. Fig. 038) The first way to exit the ENGINE OUT mode is a manual selection of the * EO CLR prompt on PERF page. The other way is an automatic one which occurs as soon as the following conditions are all met:
-both FADECs send valid data
-ENG/MASTER control switch in ON position
-30 seconds elapsed since ENGINE OUT activation
-no engine is detected as failed
-TLA1 and TLA2 more than or equal to 5 deg.
(c)
Takeoff or go around phase No prediction is computed, except the EO MAX ALT displayed on the PROG page, and guidance is not affected since normally in SRS mode.
MCDU Display upon ENGINE OUT
Figure 038
R
R (d) CLIMB or CRZ phase (and A/C below EO MAX ALT)
R All the F-PLN predictions are computed at each waypoint and down
R to the primary destination assuming CRZ phase will be performed
R at least between CRZ ALT and EO MAX ALT. Guidance in MANAGED
R SPEED CONTROL is changed through a new target speed, either Green
R Dot (if the A/C is in climb phase) or EO CRZ SPD (if the A/C is
R in level flight).
R In SELECTED SPEED CONTROL, the message SET GREEN DOT SPEED
R requests a change of the FCU target speed.
R The message is displayed on the MCDU and the PFD, if the speed on
R the FCU (VFCU) is, for more than 10 kts, either greater than VFTO
R in climb or lower than VFTO.
(e) CLIMB or CRZ phase (and A/C above EO MAX ALT)
All the F-PLN predictions are computed till the primary
destination, assuming CRZ ALT is immediately reset down to EO MAX
ALT.
In MANAGED VERTICAL CONTROL and speed management mode, the
predictions assume a drift down descent to reach the new CRZ alt
according to the following hypothesis:
R - hold of MCT thrust target
R - hold of Green Dot speed target.
R This hypothesis is maintained down to a point where current A/C
R vertical speed is -100 ft/mn. At this point, a V/S/SPD descent is
R assumed to continue the descent (if necessary) with the following
R targets:
R V/S = -100 ft/mn
R SPD = Green Dot
R till either EO MAX ALT or current FCU level (if lower) is
R captured, or the descent path is intercepted. The message SET
R GREEN DOT SPEED can also be displayed with the same logic as
R described in para (d).
R (f) Descent or approach phase
R Predictions are available and take into account the Engine Out
R performances through recomputation of the theoretical descent
R path. Guidance and Managed Speed management are the same as in
R all engine cases except that MCT is immediately requested on the
R PFD by the FG part.
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