FMS PROFILE MODE An Operational Guide Presentation

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FMS PROFILE MODE An Operational Guide
Presentation
1) Cockpit Preparation
2) Departure with Standard Noise Abatement
Procedure (FCU altitude well above THR RED
altitude) THR RED Altitude 1500 ft
Airport Elevation ACCEL Altitude 3000 ft
Airport Elevation
3) Take-Off, Climb, Cruise
4) Descent Preparation, Descent, Initial Approach
PROFILE MODE couples the FMS to the APFD and to
the A/THR system to allow the vertical guidance
of the aircraft to be driven by the FMS. It will
automatically engage at Thrust Reduction Altitude.
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PROFILE MODE Cockpit Preparation
Airport Elevation VHHH 28 ft FMS THR RED Alt
1530 ft ACCEL Alt 3030 ft FCU
PROFILE Armed (Green) PFD P.CLB Armed (Blue)
TRP LIM MODE TO FLEX TO 40
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PROFILE Initial TAKEOFF RUN
On Triggering Go Levers
FD engaged in SRS
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PROFILE Initial TAKEOFF RUN
As soon as the ATS has set T/O THR or at 100kts
latest, the ATS de-clutches and thrust mode
disengages. A/THR is now BLUE indicating that
its armed not active.
1530 ft
THR RED Alt
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PROFILE Initial TAKEOFF RUN
NAV engages at 30
1530 ft
THR RED Alt
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PROFILE Approaching THR RED Alt
1530 ft
THR RED Alt
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PROFILE THR RED Altitude-Profile Engaged
Target speed on PFD current speed at
Profile engagement (V210kts)
1530 ft
THR RED Alt
TRP AUTO, controlled by FMS, LIM
MODE CL
FCU SPD/MACH ---
(managed by FMS) PFD P.THR /
P.CLB, Profile Mode Engagement.
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PROFILE Acceleration Altitude
3030 ft
ACC Alt
1530 ft
THR RED Alt
Target speed moves to 220 kt
(from FMS F-PLN FL100 speed limit,
or tactical speed) Flaps and Slats retraction in
sequence
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PROFILE Capturing maintaining Initial Alt FL70

CL remains selected on TRP for the whole flight
P.THR changes to P.SPD at altitude capture
P.CLB changes to P.ALT when stabilized at FCU
altitude
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PROFILE FL150 (Acceleration to Climb Speed)
Climbing to FL150 ...

PFD Target Speed (312), computed by FMS (ECON
CLB)
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PROFILE FL150 (Acceleration to Climb Speed)
In P THR mode, ATS maintains the Thrust Limit /
Target Thrust directed by the FMS, as indicated
on the TRP (AUTO)
In P CLB mode, APFD maintains the climb speed and
path as computed by the FMS
In PROF mode, with Thrust controlled, the A/C
speed is now being maintained by the AP through
the elevator, there is NO SPEED guidance
performed by ATS (THR mode). The AP will try to
maintained the speed to within the range of VLS
(Green Dot if in ECON mode) and below VMAX.

Climbing into an increasing headwind gradient
situation may result in an overspeed condition
due to the slow AP response to the increasing
IAS. With APFD engaged in PROFILE, Speed
protection only protects the aircraft against
UNDERSPEED in CLIMB with a target speed down to
VLS 5 kts or OVERSPEED in DESCENT with a target
speed up to VMAX 4 kts
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PROFILE FL150 (Acceleration to Climb Speed)
In this case, it is more beneficial to revert to
basic LVL CH or VS mode. In LVL CH, the APFD SPD
mode engages and the A/THR THR mode engages. APFD
adjusts the pitch attitude using the elevators to
maintain the selected speed. A/THR maintains the
engine thrust limit.

In VS mode, the APFD adjusts the pitch to
maintain the vertical speed and the A/THR adjust
the engine thrust to maintain the speed.
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PROFILE FL150 (Acceleration to Climb Speed)

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PROFILE Climb - Tact Mode
Expedite crossing FL 220 is requested by ATC for
FL 310
- Pressing MAX CLB prompt, target speed green
dot (max angle mode) - Or inserting a specific
speed entry (280kt), or speed/mach entry (285/.78)
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PROFILE Altitude Capture - Cruise
In Profile mode, CL remains on TRP for the whole
flight.
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PROFILE Descent Preparation
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PROFILE Arming Descent before TOD
A lower altitude (FL230) is set on FCU.
Pulling ALT SEL button arms P.DES on PFD, and
displays IMM DES prompt on F-PLN page. The FMS
will hold the CRZ FL until TOD.
30 seconds before reaching the TOD, P.DES will
flash on FMA to indicate that the descent will be
initiated without any further pilot action.
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PROFILE Descent at TOD
P THR / P DES engages at TOD,
When throttle at IDLE, RETARD engages.
V/DEV on PROG page and on ND indicates vertical
deviation to the FMS computed flight path
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PROFILE IDLE Descent at TOD (RETARD)
The A/C is controlled on the path with elevator
and, until one of several conditions are met,
there is NO SPEED guidance performed by ATS
(RETARD mode). The path has been computed in
order to get a glide speed in accordance with the
strategic mode. However the speed is monitored by
the FMS and if for any reasons, this speed
doesnt stay in a margin, there will be the
following FMS response

• A/C Speed Target Speed 20kts or Vmax -2 kts
• MORE DRAG message flashes on PFD asking the
  pilot to extend airbrakes. If speed returns to
  target speed, MORE DRAG disappear at target 5kts

2. A/C Speed (Target Speed-20kts) or (Green
Dot -10kts) whichever is higher ATS reverts to
P SPD to increase thrust. If airbrakes have been
extended, the LESS DRAG message is displayed on
CDU instead of P SPD reversion.
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PROFILE P SPD Descent
WATCH YOUR FMA !!!
In Descent, automatic reversions from RETARD /
P.DES to P SPD / P.DES or vice versa occurs when
constraints have to be met or if the airspeed is
below or above defined guidance limits.

• There is an automatic P SPD reversion each time
  the following conditions occurs
• A/C Speed falls below target /-20 kts or Green
  Dot -10 kts
• A constraint (SPEED or ALT) is encountered
• During and F-PLN re-computation. After they are
  made, RETARD is recovered
• Another performance mode is selected.

In P SPD, MORE DRAG appears when aircraft speed
is target speed 15kts and it disappears when
speed returns below target 2kts
An automatic reversion from P.SPD/ P.DES to
RETARD / P.DES occurs if the airspeed exceed VMO
- 5 kts when in IMM DES
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PROFILE Immediate Descent before TOD
Pressing IMM DES prompt activates descent at
-1000 ft/min (default value) and V/DEV scale on
ND (deviation below FMS flight path). P DES
engages
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PROFILE Maintaining Cruise Level after TOD.
If descent clearance is not received at TOD (Alt
not lowered on FCU) DECEL is displayed on CDU.
Pressing this prompt will reduce the speed to
Green Dot.
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PROFILE Descent after Passing TOD (1/2)
PFD RETARD/P.DES ND V/DEV well above path
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PROFILE Back on Profile Descent Path (2/2)
ND V/DEV centered TRP I-L-
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PROFILE Approach
For radar vectoring during approach (HDG SEL
mode) V/S or LVL CHG modes are more appropriate
than PROFILE, as FMS cannot compute a vertical
path along a trajectory not inserted in the
F-PLN.
PROFILE mode is not allowed for use on final
approach (i.e. after the FAF or the Final Descent
Point or 1000 ft AGL, whichever is earlier).
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Summary

• For optimum use of automation, the following
  should be promoted
• Understanding the integration of AP/FD and
  A/THR modes.
• Understanding all mode transition and
  reversion sequences
• Understanding pilot-system interfaces for
• - pilot-to-system communication
• - system-to-pilot feedback
• Alertness to adapt the level of automation to
  the task /or circumstances, or to revert to
  hand flying / manual thrust control,
• if required
• Awareness of available guidance
• (AP/FD A/THR status, modes armed or engaged,
  active targets)
• Adherence to design philosophy and operating
  philosophy, SOPs and Operations Golden Rules.

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AIRBUS GOLDEN RULES

• Use the correct level of automation for the task
• The correct level of automation often is the one
  the pilot feels comfortable with for the task or
  for the prevailing conditions, depending on
  his/her own knowledge and experience of the
  aircraft and systems.
• Reversion to hand flying and manual thrust
  control actually may be the correct level of
  automation, depending on the prevailing
  conditions.
• FMS or selected guidance can be used in
  succession or in combination (e.g., FMS lateral
  guidance together with selected vertical
  guidance) as best suited for the flight phase and
  prevailing operational conditions.

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AIRBUS GOLDEN RULES
2. Know your available guidance at all
times The FCU and the FMS CDU are the prime
interfaces for the flight crew to communicate
with the aircraft systems (i.e., to set targets
and arm or engage modes). The PFD and ND are
the prime interfaces for the aircraft to
communicate with the flight crew, to confirm that
the aircraft systems have correctly accepted the
mode selections and target entries PFD
(FMA, speed scale and altitude scale) -
guidance modes, speed and altitude targets and,
ND - lateral guidance ( heading or track
or FMS flight plan). Any action on the FCU or
on the FMS keyboard and line-select keys should
be confirmed by cross-checking the corresponding
annunciation or data on the PFD and/or ND At
all times, the PF and PNF should be aware of the
status of the guidance modes being armed or
engaged and of any mode changeover throughout
mode transitions reversions.
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AIRBUS GOLDEN RULES
3. Be ready and alert to take over, if required
If doubt exists regarding the aircraft flight
path or speed control, no attempt at
reprogramming the automated systems should be
made. Selected guidance or hand flying
together with the use of navaids raw data should
be used until time and conditions permit
reprogramming the AP/FD or FMS. If the
aircraft does not follow the intended flight
path, check AP A/THR engagement status. If
engaged, disconnect the AP and/or A/THR using the
associated instinctive disconnect push
button(s). Revert to hand flying (with FD
guidance or with reference to raw data) and/or to
manual thrust control. When hand flying, the
FD commands should be followed otherwise the FD
bars should be cleared from display. AP and
A/THR MUST NOT BE OVERRIDDEN MANUALLY.
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THE END THANK YOU !!!