A330/A340 Climb,.Cruise.And.Descent
REV.1.(6.JUN.05)
FCTM Cruise
POLAR.OPERATIONS Planning
During the pre-flight planning stage, operations through extremely cold air masses or at extreme latitudes should be taken into consideration. Certain MEL items may preclude operations at such latitudes. Some routes may require more restrictive navigational capability or redundancy such as MNPS, RNP or RVSM procedures. Consideration should also be given to engine out, decompression and.SAROPS.contingencies.
Communications
Above 82N, SATCOM is unavailable. HF frequencies and HF SELCAL must be arranged prior to the end of SATCOM coverage. Routine company communications procedures should include "flight following" to enable immediate assistance during a diversion or other emergency. Abnormal solar winds may affect HF communications. During periods of high cosmic or sunspot activity it may be difficult to maintain enroute communications by any method. This will remain the case until datalink upgrades become available. Experience has shown that there may be significant periods enroute when no communications with.ATC.are.possible.
Navigation
In polar regions the magnetic heading reference is completely unusable for navigation purposes. Magnetic variation is typically extreme and often not constant at a certain point. It will also change rapidly as aircraft position changes. TRUE NORTH reference is automatically commanded in the polar zone. The computer flight plan is conventional. For some high latitude airports, grid headings are shown on the instrument approach procedures. Note that unmapped areas in the GPWS terrain database may display MORA as 51.1 on the.ND,.regardless.of.the.aircraft.altitude.
The primary mode for AP/FD lateral navigation for polar operations is NAV, which may be used with the heading reference switch in the either position. HDG mode may be used for deviations from planned route but TRU heading reference should be selected. If the F-PLN crosses either the North Pole or the South Pole, a rapid heading and track reversal occurs passing the polar waypoint. If operating in HDG while near either pole, it is necessary to frequently update the heading selector to reflect the rapidly changing or reversed heading, otherwise the AP/FD may command an unwanted turn. For this reason, NAV is the preferred.mode.
Cruise
FCTM REV.1.(6.JUN.05)
Due to differences in the FMGS and IRS positions and split IRS operation near the pole, the AP/FD will disengage if in HDG upon polar waypoint passage. It may be re-engaged and will function normally several miles after passing the polar waypoint. Loss of both GPS units results in an increased Estimated Position Error (EPE) and possible display of the "NAV ACCUR DOWNGRAD" message, but would not normally prevent polar operations. Loss of one or two IRs does not significantly affect navigation accuracy. However, operation with only.one.IRU.would.require.a.diversion.to.the.nearest.suitable.airport.
True bearing VORs are not stored in the FM database. Such navigation aids may be built using standard three letter idents via Data > Stored NAVAIDS. They must be built referenced to MAG and therefore do not show correct relative bearings on the TRU referenced ND since the bearing is internally corrected by the.FMGS.
The correct raw data radial is presented with either ILS or VOR mode selected on the ND. However, MAG is in amber indicating non-compatibility with the ND reference, when it is actually compatible. It is important to be aware of this when using.this.VOR.information.for.en-route.orientation.purposes.
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