Bir soru bir baÅŸka soruya yol açıyor. FMC de bir nokta tanımlamak istiyoruz. Bunu tanımlamanın kaç yolu var ? örneklerle belirtiniz. Bu bilgileri nerede bulabiliriz. Hem gerçek hem de sanal ortamda uygulanıyor, hat eÄŸitiminde sorulan bir soru.
Cevaplarımızı forumda veriyoruz.
CEVAPLANDI
DeÄŸerli ArkadaÅŸlar,
Bu hafta BONUS arkadaşımız MEHMET KAYAKOL’a gidiyor, kendisini birlikte kutluyoruz. Sorumuza verdiÄŸi yanıt hem doÄŸru, hem neredeyse tamam, hemde kısa ve net.
Burada tüm yanıtın birlikte olması amacı ile verieln cevabı tekrarlıyoruz.
Önce kaynaklardan bahsedelim. Ä°ki kaynağımız var:
- Birincisi Smiths FMCS Guide, FMC Update 10.6.
- Ä°kincisi ise FCOM.
FMC de bir nokta tanımlamak istiyorsak bunun 5 yolu var. Dördü FMCS Guide sayfa 1-43 de aÅŸağıdaki resimdeki gibi açıklanıyor.
Resim 1: FMCS sayfa 1-43
Örnek vermek gerekirse:
1- Koordinat tanımı:
N4028.5E02912.5 YAA koordiantları.
2- Place Bearing/Place Bearing
IST090/BKZ180 IST 090 Radyali ile BKZ VOR 180 radyalinin kesiÅŸtiÄŸi nokta
3- Place Bearing/Distance:
IST090/15 IST VOR i 090 Radyelinden 15 nm
3- Along Track Displacement: Çizili rota üzeri bir nokta Xnm oncesi/sonrasi
ANK/-6 Rota ANK NDB den geciyor, 6 nm öncesi rapor et denildi
Az bilinen ve öÄŸretmenler tarafından sorulan beÅŸinci metod ise FCOM sayfa 11.42.36 da anlatılıyor. Bu konu FMCS kitabında da mevcut. FMC veritabanında bulunmayan bir WAYPOINT tanımlayıp daha sonra LEGS sayfasında kullanmak istediÄŸinizde, FMC INDEX sayfasından NAV DATA sayfasını seçiyorsunuz.
Resim 2: NAV DATA
Bu noktada kariınıza REF NAV DATA sayfası çıkıyor.
Resim 3: REF NAV DATA
WPT IDENT bölümüne yaratmak istediÄŸiniz yer için bir isim giriyorsunuz. Mevcut bir yerin ismini girerseniz size o yer ile ilgili bilgileri gösteriyor. Örnek olsun diye PETAR WAYPOINT’u seçtik. Olmayan bir isim girseydik, bu sahalar boÅŸ gelecekti ve siz istediÄŸiniz tanımı yapacaktınız.
Resim 4: REF NAV DATA PETAR WAYPOINT
Tanımladığınız WAYPOINT’u verdiÄŸiniz isimle LEGS sayfasında kullanabilirsiniz.
Bu ÅŸekilde tanımlanan bir WAYPOINT FMC TEMPORARY STORAGE geçici hafızada sadece uçuÅŸ boyunca kalıyor. Ä°niÅŸi takiben FMC tekrar yüklendiÄŸinde otomatik olarak siliniyor.
Bu son fonksiyon maalesef PMDG de tam olarak geliÅŸtirilmemiÅŸ.
Bu haftaki sorumuz da burada tamamlandı. Bir sonraki sorumuzda buluÅŸmak üzere, hepinize iyi haftalar ve emniyetli uçuÅŸlar dilerim.
on March 15, 2014, 2:27 pm
Hocam soruyu yanlış anlamadıysam sanırım bir uçuÅŸ hattı oluÅŸturma ve bunu FMCde nasıl yapacağımız. Kaynak ingilizce vaktim olmadığı için türkçeye çeviremedim. Umarım sorunun cevabı budur
Pre-Flight Preparation Pages
This INIT/REF INDEX page (shown right) is from an U6.2 aircraft equipped with ACARS and IRS navigation. Selecting MSG RECALL allows the recall of deleted CDU scratchpad messages whose set logic is still valid. ALTN DEST allows the entry of selected alternate airports.
The NG (U7+) has some extra options available.
The OFFSET function is used in-flight to fly parallel to a portion of the route. This may be used to avoid the turbulent wake of the aircraft ahead or to increase separation with opposite direction traffic.
5R will offer MAINT when on the ground, see below for some of these pages.
The contents page.
IDENT: Check aircraft model and engine rating is what you are flying, especially if your airline operates a mixed fleet. Also check the database effectivity and expiry dates. Software update number is given in brackets, here U10.5A. U10 was specifically designed for the 737-NG but can be used on classics.
The prompt at 6R leads onto POS INIT
Routes are usually entered by inputting the CO ROUTE. Eg AMSLPLRPL = Amsterdam to Liverpool Repetitive Flight Plan. If the company route is not recognised the route can be entered manually by filling in the VIA & TO columns.
The PERF INIT page is completed before fight and gives the FMC the data to calculate leg times & fuels and the optimum & max altitudes.
Cost Index is the ratio of the time-related operating costs of the aircraft vs. the cost of fuel. If CI is 0 the FMC gives maximum range airspeed and minimum trip fuel. If CI is max the FMC gives Vmo/Mmo for climb & cruise; descent is restricted to 330kts to give an overspeed margin. The range of CI is 0-200 (Classics) and 0-500 (NGs).
CRZ WIND is actually used for both climb wind and cruise wind. If you enter the forecast top-of-climb wind before departure the FMC will recalculate your climb speed accordingly. When in the cruise if you enter the average cruise wind, the time and fuel calculations will be updated. If you do not enter anything here the FMC will assume still air.
In-Flight Pages
Notice that the reduced takeoff N1's (90.5/89.6) are different for each engine. This is because when the photo was taken only one pack (the right) was running.
This is the N1 Limit page pre-U10. Provides thrust limit and reduced climb thrust selection. This is usually automatic but manual selections can be made here.
The most common use is either to select a reduced climb thrust (1 or 2) after a full power take-off to reduce engine wear or to delete the reduced climb thrust to get a high rate of climb.
Climb Pages
CLB-1 indicates that the autothrottle is commanding a reduced thrust climb power (reduces N1 by approx 3% = 10% thrust reduction). CLB-2 is a reduction of a further 10% ie 20% total. The reduced climb thrust setting gradually increases to full climb power by 15,000ft.
The EXEC light will now be illuminated, if you press it you will lose all VNAV info. Select ERASE to return to the two engine CLB/CRZ pages.
Cruise Pages
Standard PF in-flight cruise page. The target speed (highlighted) is the ECON speed which is derived from the cost index and winds.
The fuel at EGLL figure is blank because either it is being recalculated or there is a route discontinuity.
Selecting ENG OUT on the cruise page will give this page which asks you to select which engine is inop.
Selecting LRC gives Long Range Cruise speed. This is calculated as 99% of the maximum range speed for a given weight & altitude in still air conditions. It is used in preference to MRC because it is a more stable speed and hence gives less autothrottle movement.
LRC takes no account of winds so it may give a higher fuel burn than ECON. It also takes no account of operating costs; hence it has little practical value.
Descent Pages
FPA is the actual flight path angle of the aircraft, it is zero in this example because the aircraft is in level flight. It is typically 3 to 4 degrees in a descent.
V/B is the required vertical bearing to reach the WPT/ALT ie TIGER/16000. This would be an altitude restriction in the LEGS page that you could enter (or delete) manually or with the ALT INTV button on the MCP if fitted.
V/S is the required vertical speed to make good the V/B.
As you approach your ToD the FPA will remain at zero (because the aircraft is in level flight), but the V/B and V/S will both increase until the V/B is at about 3 to 4 degrees, or whatever the FMC has calculated is the optimum value. If VNAV is engaged the aircraft will descend with a FPA equal to the V/B. The actual V/S will however be slightly different to the computed V/S because V/S changes during the descent.
Vref is "hardened" by line-selecting it over itself which will cause it to be displayed on the speed tape.
IRS Navigation Pages (If installed)
The following pages are only available on ANS equipped aircraft.
Maintenance Pages
Caution do not access these pages without engineering supervision.
Hidden Pages
These are various pages hidden away in most FMC's that are not always immediately available to the pilots, I suspect because there would be a surcharge to their airlines to use them. There are some ingenious ways of getting to these pages by careful use of simultaneous CDU entries.
1. Have this page displayed on both CDU's.
2. Enter any offset but do not execute.
3. Simultaneously press ERASE on both CDU's.
These steps will bring ALTERNATE DESTS. (See below)
Selecting nearest airports will give...
This extremely useful page takes a couple of minutes to calculate but will list the nearest airports in the database in order of DTG.
Once again, line selection of 1R to 5R will give more useful diversion information as shown below.
Selecting INDEX to return to the normal pages.
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