Latest additions to Virgin Australia's -800 fleet are coming fail-op (despite the fact that none are approved for even CATII ops!) C/R button is present in the cockpit of VH-YFC: http://jetphotos.net/viewphoto.php?id=7117238

@Jason and Etienne Thanks for the info, it's 'back to the classroom' for me... Cheers

ISFD: Integrated Stand-by Flight Display I don't know which liveries have the C/R button but I can tell you every airplane with Fail Operational Autoland have ISFD and C/R button. You can change the option between Fail Operational and Fail Passive in the FMC options.

OK just for clarity, if the C/R button isnt present, fail op isnt possible no matter what fmc option you choose? So the option to choose is asking which you want in the C/R cockpit only? Thanks so much for taking the time to answer these questions!! And the only difference between them is rudder control to keep the plane centered on the runway once on the ground at high speed (rollout) in fail op?

OK just for clarity, if the C/R button isnt present, fail op isnt possible no matter what fmc option you choose? So the option to choose is asking which you want in the C/R cockpit only? Thanks so much for taking the time to answer these questions!! And the only difference between them is rudder control to keep the plane centered on the runway once on the ground at high speed (rollout) in fail op?

The C/R button IS practially the last thing you need for fail-op... at least from the things you can 'see'. Fail-op needs ISFD, Collins MCP, C/R button, and rudder actuator behind the scenes etc. And no, rudder control is certainly NOT the only difference - do some reading on fail-pass vs. fail-op concept. Furthermore though, fail-op will allow IIIB approaches while fail-pass won't. And BTW you need sign your name here as per forum rules.

During flight, you have 2 FD switches, near tese switces there is a MA ligt, this light tells the pilot wich FCC is the master, the one that moves the symbols on the PFD. During landing or TOGA both becomes master a they are working independently.

Ah, even more oddities. Precisely the MA lights should both be on during TOGA, and as long as APP mode is engaged and LOC and G/S are captured (ref. FCOM Vol II 4.20.4). Interestingly enough, this never happens on the NGX. During none of my approaches, no manuals (with APP at least on the FDs), let alone autolands, would both MA lights come on. The one that was on during flight simply stays master and that's it. Seems like one AP flies the approach after all, the second one does have a "CMD" light, but obviously doesn't do much to it. Also, I might be mistaken on this one but IIRC autoland can only function if both FCCs have an independent electric power source, e. g. two AC generators or an AC generator and the APU. Is that correct? If so, then the oddities might not end yet. But right now I can't find reference of that in any manual, so if anyone has a hint I'd appreciate it. EDIT Should've read more closely - actually it only says (not sure why though), independent FD operation would only happen with neither AP in CMD - why so?? In any case, just tested and observed the NGX doesn't like independent even if both APs disengaged, so the issue remains.

With one or both autopilots in CMD, the master FCC is the autopilot first in CMD. If no autopilot is in CMD, the first F/D on is the master FCC. These are three conditions when only the F/Ds are on and both FCCs are the master:In approach with G/S engaged and LOC captureIn G/A with radio altitude less than 400 feetIn T/O with radio altitude less than 400 feet.

With one or both autopilots in CMD, the master FCC is the autopilot first in CMD. If no autopilot is in CMD, the first F/D on is the master FCC. These are three conditions when only the F/Ds are on and both FCCs are the master:

Yes, but in the FCOM your three conditions are preceded by

F/D modes are controlled directly from the respective FCC under certain conditions. This independent F/D operation occurs when neither A/P is engaged in CMD, both F/D switches are ON and one of the following mode conditions exists: [...]

That's the part I don't understand. That would mean, 1. both MA lights on ONLY with FDs on, NO autopilot, and 2. for example if I intercepted manually, then engage an AP during approach, with LOC and G/S captured, one MA light would go out...!? Why is it then independent in the first place?

The FD is a "separate" (but integrated) system of the FCC.During landing, TOGA and TO wit the above conditions, ALSO IF ONLY ONE FD is ON the other MA is also ON and FD will be shown on the other PFD. Regardless of FCC engagement.In the 3 conditions above, with or without autopilot you have a double separate indication for the pilots, and a separate electric source, in this case there is also a relay that opens to prevent a possibility to feed both FCC from the same source. A comparator will check each autopilot function with the other.Te only thing that happens when you are flying out of these conditions is that engaging AP will transfer the MA to the online FCC.