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Flight Modes:Managed Vs Selected  
User currently offlineNomik From , joined Dec 1969, posts, RR:
Posted (2 years 10 months 3 weeks 1 day 1 hour ago) and read 4090 times:

What is the difference beteween the two?
Is Managed = Auto and Selected = Man?
Can Selected be used with A/THR and A/P?
How to decide which one to choose?
How do you engage the different modes?
Do FBW Boeings have an equivalent?
Many thanks!

5 replies: All unread, jump to last
 
User currently offlineJetlagged From United Kingdom, joined Jan 2005, 2572 posts, RR: 25
Reply 1, posted (2 years 10 months 3 weeks 1 day ago) and read 4072 times:

Managed mode means the autopilot follows the flight management system plan. Selected means the pilot chooses the parameter (speed, heading or altitude for example), overriding the FMC. Some axes can be managed while others are selected. Autopilot and autothrottle will be affected depending on what mode is active. For example, whilie in level flight selected speed will control the autothrottle, but in climb or descent it will affect pitch angle instead. Both managed and selected are automatic modes.

As for when and where to use selected mode, it depends on circumstances. Selected mode might be used because of ATC requirements, or to divert around bad weather, for example. It's entirely up to the crew.

On the Airbus, the convention is that pushing a selector knob engages its managed mode, pulling the knob engages the selected mode (and allows the selected value to be changed).

Boeing have a very similar set up but using different terminology. LNAV and VNAV modes are equivalent to Airbus "managed" lateral and vertical modes.

These terms aren't just restricted to FBW aircraft either. They apply to all modern aircraft with an integrated FMC.

[Edited 2012-01-09 09:25:59]


The glass isn't half empty, or half full, it's twice as big as it needs to be.
User currently offlineNomik From , joined Dec 1969, posts, RR:
Reply 2, posted (2 years 10 months 3 weeks 1 hour ago) and read 3906 times:

Managed means the aircraft is fully automated and is flying a FMC-generated profile full of its own determined speed and constraints.
If there is no ATC intervention at all,the aircraft is designed to fly managed from 100FT AGL on T/O to 100FT or AutoLand.
It will climb to altitude and upon reaching the TOD nearing the destination,it will upon pressing ALT descend all the way to 1000FT AGL on-speed and while the pilots are configuring the aircraft with flaps and gear,will make a normal touchdown every time.
To fly in the managed mode the pilot must push one of the modes on the FCU.

Selected means the aircraft is not flying in a managed mode,such as a selected speed where ATC has issued you a speed to fly.
Pilots have more control of the aircraft as they directly make inputs that control the plane.
This is done by pulling any of the modes on the FCU.
Push to give it all away and pull to take it all back.


User currently offlineJetlagged From United Kingdom, joined Jan 2005, 2572 posts, RR: 25
Reply 3, posted (2 years 10 months 2 weeks 6 days 1 hour ago) and read 3784 times:

Quoting Nomik (Reply 2):
Managed means the aircraft is fully automated and is flying a FMC-generated profile full of its own determined speed and constraints.
If there is no ATC intervention at all,the aircraft is designed to fly managed from 100FT AGL on T/O to 100FT or AutoLand.
It will climb to altitude and upon reaching the TOD nearing the destination,it will upon pressing ALT descend all the way to 1000FT AGL on-speed and while the pilots are configuring the aircraft with flaps and gear,will make a normal touchdown every time.
To fly in the managed mode the pilot must push one of the modes on the FCU.

Selected means the aircraft is not flying in a managed mode,such as a selected speed where ATC has issued you a speed to fly.
Pilots have more control of the aircraft as they directly make inputs that control the plane.
This is done by pulling any of the modes on the FCU.
Push to give it all away and pull to take it all back.

I don't understand why you've copied a paragraph from http://ryanthepilot.blogspot.com/201...chniques-for-new-airbus-pilot.html in answer to your own question. Was my answer not good enough? If you quote from somewhere it's usual to present a link to the source in case people think the words are your own.



The glass isn't half empty, or half full, it's twice as big as it needs to be.
User currently offlineNomik From , joined Dec 1969, posts, RR:
Reply 4, posted (2 years 10 months 2 weeks 5 days 10 hours ago) and read 3681 times:

Quoting Jetlagged (Reply 3):
Was my answer not good enough?

My apologies to you Jetlagged and of course your answer was more than good enough.
I had my reply in draft and accidentally posted it in haste.
Many thanks again for your detailed input.


User currently offlineBA777 From United Kingdom, joined Jun 2001, 2181 posts, RR: 7
Reply 5, posted (2 years 10 months 2 weeks 5 days 3 hours ago) and read 3617 times:

Personally my preference is to use the LNAV and VNAV the entire time, and modify the VNAV data based on ATC restrictions etc. For example, if ATC want me at a certain level X miles before a waypoint, I'll put it in the FMC with the constraint...make sure the data makes sense and then use VNAV to get me there based on the speed I want to do in the descent.

For the same situation, other pilots may prefer to use "selected" which would be V/S or Level Change which is absolutely fine just I prefer to have it in the system as a backup and a visual reminder on the ND. Also if we get cleared to a subsequent waypoint and still need to make the first constraint, it's easier to have it in the FMC already and keep it as an abeam point.

Purely down to preference though, as long you're in the right place at the right time then youve done your job  


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