Very well explained. Loved the explanation on the FMA about TOGA in the pitch column and why not to put the higher altitude during GA. FCTM write up was confusing me. Thanks.
I do find something a bit confusing. The difference betweet "At" vs "At or above/below". If you have an altitude constraint of 1500' and it is noted as "1500" on the legs page. VNAV will make a path to be at 1500 If however the legs page "1500A" this means, At or above 1500 at the corresponding point. This is why crew might be confused that VNAV is not working.
I have some rater strange questions. How smooth is VNAV, LNAV. Meaning if the plane get to T/D and start to decent. How fast will the throttle move to idle? How fast will the commanded VS be reached? Is it 2 seconds or more? The same with decel point. How aggressive is the plane. Does it depend on speed or altitude? I guess it is more precise and more aggressive on ILS? Hard questions, not that simple to answer! Best regards Jacob Wiqvist
Hi, one quick technical question that it is not pertinent with the topic of this video bit that i am struggling to find the answer to: at the completion of a successful IRS alignment the ALIGN light should extinguish, however a flashing ALIGN light willl indicate faikure of the crew to enter the PPOS either manually via the alphanumeric keyboard on the ISDU or via the CDU; excessive difference - greater than 1 degree - between the latitude computed by the IRU based on earth rotational velocity and entered latitude accompanied by an ENTER IRS POSITION message on the CDU - replaced by a VERIFY POS CDU message if the same latitude is re-entered accompanied by a steady ALIGN light and a flashing FAULT light; or when the difference between the last stored position and the entered PPOS is greater than 4nm and deemed to be unreasonable, accompanied by a VERIFY POS CDU message. Is that correct? Not sure if the VERIFY POS CDU message will be displayed if the same latitude is entered again. Thanks
