Vous êtes sur la page 1sur 216

Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Cat. B1B2A

22 Auto Flight A/ THR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
10
MCDUs (Display Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
22-00 General FCU (Display Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Auto Flight System Design Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
General Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 NDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ECAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Auto Flight System Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . 11
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
AFS/ Fly by Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 MCDUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 NDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Auto Flight System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 PFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Resets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 RMPs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
FMGCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EWD/ SD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
FACs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Attention Getters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Other Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Basic Operational Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Data Base Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Power- Up Test FD Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MCDU Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A/ THR Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 AP Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 22-10 Autopilot
FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MCDUs (Control Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Autopilot Engagement Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FCU (Control Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Load Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Lateral Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Vertical Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 FD Pushbuttons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Guidance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 FD Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 FPD/ FPV Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Flight Director Engagement Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

January06/Technical Training for training purposes only


Contents - I
Copyright by SR Technics
Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Cat. B1B2A

Flight Guidance Priority Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 A/THR Operation In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3


AP, FD, A/THR Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Disconnection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Autothrust Engagement Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Selected/ Managed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Alpha Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AP/ FD Lateral Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 22-60 Flight Augmentation
LOC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
AP/ FD Vertical Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Flight Augmentation Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
V/ S - FPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 YAW AXIS Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Open CLB - Open DES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 YAW Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CLB - DES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Altitude Constraint Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AP/ FD Common Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Take Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 YAW Damping Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 YAW Damping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FM Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GO Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
FMGS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Altitude Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Speed Computation Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Decision Height (DH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Speed Computation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Windshear Warning and Guidance System . . . . . . . . . . . . . . . . . . . . . . . . 12
FCU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Low Energy Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FCU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Flight Envelope Data on PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FMA Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Speed Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
LAND Capability Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Speed Trend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Target Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Landing Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 ECON Speed Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Minimum Selectable Speed VLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
22-30 Autothrust Alpha Protection Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Autothrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Alpha Max Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
A/THR Loop Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
A/THR Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 22-70 Flight Management System
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
A/THR Function Logic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight Management (FM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Alphafloor Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

January06/Technical Training for training purposes only


Contents - II
Copyright by SR Technics
Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Cat. B1B2A

FMGC Modes of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Crossloading Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40


Dual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Crossloading Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Master FMGC Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Crossloading Operation (Continued). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Independent Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Warnings and Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Single Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 22-80 AFS Components
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Flight Control Unit Description/Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Navigation Data Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lateral Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Speed/ Mach Reference Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Vertical Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Speed/ Mach Switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Heading/ Track Lateral Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Altitude Selector Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Flight Management Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Metric Altitude Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FM Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Vertical Speed/ Flight Path Angle Control Knob . . . . . . . . . . . . . . . . . . . . . . 8
Typical FM Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Heading- V/ S/ Track- FPA Switching Pushbutton . . . . . . . . . . . . . . . . . . . . 8
Lateral Principles and Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Autopilot 1 & 2 Engagement Pushbuttons. . . . . . . . . . . . . . . . . . . . . . . . . . 10
Position Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Autothrust Engagement Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
RADIO Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 EFIS Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
GPS Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 MCDU Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FM Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FM Radio NAV Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Brightness Adjust Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Vertical Principles and Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Alphanumeric Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FMGS Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Page Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Lateral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Display Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
FMGS Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Line Select Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Vertical Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Other FM Functions via MCDU Mode-Keys . . . . . . . . . . . . . . . . . . . . . . . . 30 Display Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
EFIS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Data Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Flight Management (FM) Display on PFD. . . . . . . . . . . . . . . . . . . . . . . . . . 32 Color Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Flight Management (FM) Display on ND. . . . . . . . . . . . . . . . . . . . . . . . . . . 33 FMA Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Data Base Display P/ Bs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Flight Management (FM) Source Switching . . . . . . . . . . . . . . . . . . . . . . . . 36
MCDU Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 22-90 Fault Isolation and Tests
Data Base Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 AFS Maintenance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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Contents - III
Copyright by SR Technics
Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Cat. B1B2A

FIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
BITEs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FAC/ FM/ FG BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FCU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MCDU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Ground Scan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LAND Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Safety Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FlDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

22-99 CFDS
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fault Isolation Exercise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ground Scan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Windshear Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Land Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Land Test Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Test OK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Anomaly Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

22-Study Questions

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Contents - IV
Copyright by SR Technics
Training Manual Auto Flight
A318/A319/A320/A321 22-00 General

22 Auto Flight
22-00 General Knowing the position of the aircraft and the desired flight plan (chosen by the pilot),
the system is able to compute the orders sent to the surfaces and engines so that
the aircraft follows the flight plan.
Auto Flight System Design Philosophy The pilot has an important monitoring role.
During Auto Flight System operation, side sticks and thrust levers do not
General Concept move automatically.
The Auto Flight System (AFS) calculates orders to automatically control the flight
controls and the engines. AFS/ Fly by Wire
The Auto Flight System computes orders and sends them to the Electrical Flight If the pilot moves the side stick when the Auto Flight System is active, it disengag-
Control System (EFCS) and to the Full Authority Digital Engine Control (FADEC) es the autopilot.
to control flying surfaces and engines. Back to manual flight, when the side stick is released, the Electrical Flight Control
When the AFS is not active, the above mentioned components are controlled by System maintains the actual aircraft attitude.
the same systems but orders are generated by specific devices (i. e. side sticks
and thrust levers). System Design
To meet the necessary reliability, the Auto Flight System is built around four com-
Navigation puters:
A fundamental function of the Auto Flight System is to calculate the position of the Two Flight Management and Guidance Computers (FMGCs) and two Flight Aug-
aircraft. mentation Computers (FACs).
When computing the aircraft position, the system uses several aircraft sensors Each Flight Management and Guidance Computer and each Flight Augmentation
giving useful information for this purpose. Computer has a command part and a monitor part.
They are "FAIL OP" (fail operative) systems.
Flight Plan
The system has several flight plans in its memory. These are predetermined by
the airline.
A flight plan describes a complete flight from departure to arrival, it includes verti-
cal information and all intermediate waypoints.
It can be displayed on the instruments (CRTs).

Operation
There are several ways to use the Auto Flight System. The normal and recom-
mended way to use the Auto Flight System is to use it to follow the flight plan au-
tomatically.

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Training Manual Auto Flight
A318/A319/A320/A321 22-00 General

Figure 1: AFS Design Philosophy

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Training Manual Auto Flight
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Figure 2: FMGC Interfaces

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Training Manual Auto Flight
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Auto Flight System Presentation The FAC includes an interface between the Auto Flight System and the Cen-
tralized Fault Display System (CFDS) called Fault Isolation and Detection
General System (FIDS).
This function is activated only in position 1 (FAC 1).
The Auto Flight System (AFS) provides the pilots with functions reducing their
workload and improving the safety and the regularity of the flight.
Other Systems
The Auto Flight System is designed around:
The Auto Flight System is connected to the majority of the aircraft systems.
• 2 Flight Management and Guidance Computers (FM GCs),
• 2 Flight Augmentation Computers (FACs), Examples of Auto Flight System data exchanges:
• 2 Multipurpose Control and Display Units (MCDUs), • Reception of the aircraft altitude and attitude from the Air Data and Inertial Ref-
erence System (ADIRS).
• 1 Flight Control Unit (FCU).
• Transmission of autopilot orders to the Elevator and Aileron Computers
Controls (ELACs).

The FCU and the MCDUs enable the pilots to control the functions of the FMGCs.
The FAC engagement pushbuttons and the rudder trim control panel are connect-
ed to the FACs.
The MCDUs are used for long-term control of the aircraft and provide the interface
between the crew and the FMGC allowing the management of the flight.
The FCU is used for short-term control of the aircraft and provides the interface
required for transmission of engine data from the FMGC to the Full Authority Dig-
ital Engine Control (FADEC).

FMGCs
There are two interchangeable FMGCs.
Each FMGC is made of two parts: the Flight Management part called FM part and
the Flight Guidance part called FG part.
The Flight Management part provides functions related to flight plan definition, re-
vision and monitoring.
The Flight Guidance part provides functions related to the aircraft control.

FACs
The basic functions of the FACs are the rudder control and the flight envelope pro-
tection.

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Training Manual Auto Flight
A318/A319/A320/A321 22-00 General

Figure 3: AFS Presentation

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Training Manual Auto Flight
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FAC General Flight Envelope Protection


For flight envelope protection, the FAC computes the various characteristic
Functions speeds for aircraft operation, the low energy warning, the excessive angle of at-
The basic functions of the Flight Augmentation Computer (FAC) are: tack and windshear detections.
• yaw damper, The characteristic speeds computed using the ADIRU, Landing Gear Control and
• rudder trim, Interface Unit (LGCIU), FMGC and Slat Flap Control Computer (SFCC) data, are
displayed on the PFDs.
• rudder travel limitation,
• flight envelope protection. The alpha floor (excessive angle of attack) and windshear detections are sent to
the FMGCs.
Yaw Damper The low energy warning computation is sent to the Flight Warning Computer
The yaw damper has four functions and controls the rudder via yaw damper actu- (FWC) which generates an aural warning: "SPEED, SPEED, SPEED".
ators.
Controls
Upon Flight Management and Guidance Computer (FMGC), Elevator Aileron
Computer (ELAC) or FAC orders, the yaw damper provides: Each FAC receives inputs from its related pushbutton, the RUD TRIM selector and
• dutch roll damping, the RUD TRIM RESET pushbutton.
• turn coordination, The RUD TRIM selector deflects the rudder.
• engine failure compensation, The RESET pushbutton returns the rudder to the neutral position.
• yaw guidance order execution.
Displays
Rudder Trim Some of the data computed by the FAC is displayed.
The rudder trim orders come from the rudder trim selector, or from the FMGC to • The characteristic speeds computed by the FACs are shown on the speed
control the rudder via the rudder trim actuator. scale of the Primary Flight Display (PFD).
The rudder trim provides: • The rudder trim position is displayed on the ECAM System Display and on the
RUD TRIM control panel.
• manual trim with RUD TRIM selector,
• The red WINDSHEAR indication is displayed in the center of both PFDs.
• auto trim when the autopilot is engaged.
The Rudder Travel Limiting position is not displayed. Only its maximum stop
Rudder Travel Limitation positions are shown on the ECAM.
The Rudder Travel Limiting unit limits the deflection of the rudder according to the
aircraft speed.
The Rudder Travel Limiting function:
• limits the deflection for structure integrity,
• prevents excessive deflections which would penalize the aircraft performance.
Aircraft speed information is provided by the Air Data Inertial Reference Units
(ADIRUs).

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Training Manual Auto Flight
A318/A319/A320/A321 22-00 General

Figure 4: FAC General

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Training Manual Auto Flight
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FMGC General Data computed by the Flight Management part is occasionally used by the Flight
Guidance part.
Controls
Flight Plan
The Flight Management and Guidance Computer( FMGC) functions, Flight Man-
agement and Flight Guidance, are mainly controlled from the Multipurpose Control A flight plan contains the various elements and constraints of the route the aircraft
and Display Units (MCDUs) and the Flight Control Unit (FCU). must fly along from take-off to landing.
Typical actions are: A flight plan can be selected, built-up, modified and monitored through the MCDU.
• Before departure, on the MCDUs, the pilots select the flight plan which will be
followed later on by the aircraft.
Lateral Functions
• In flight, on the FCU, the pilots can engage the autopilot and can modify differ- The main lateral functions are:
ent flight parameters leading to an immediate change in the control of the air- • aircraft position determination,
craft. • IRS alignment through the MCDU,
• automatic or manual (through MCDU) selection of VOR, DME, ILS, ADF fre-
MCDUs (Control Part) quencies,
Basically, the MCDUs provide the long-term interface between the crew and the • guidance computation along the lateral flight plan.
FMGCs. A navigation data base provides all necessary information to build a flight plan;
The MCDUs allow, for example: however pilots can enter other data using the MCDU.
• the introduction or the definition, the modification and the display of flight plans,
• the display, the selection and the modification of the parameters associated Vertical Functions
with the flight management functions, The main vertical functions are:
• the selection of specific functions. • optimized speed computation; the resulting target speed being used as refer-
ence for guidance functions,
FCU (Control Part) • performance predictions as time, fuel, altitude, wind at various points of the
Basically, the FCU provides the short-term interface between the crew and the flight,
FMGCs. • guidance computation along the vertical flight plan.
The FCU allows, for example: A performance data base provides necessary data; however pilots have to enter
• the engagement of the auto pilot, Flight Director and autothrust functions, other data using the MCDU.
• the selection of required guidance modes (e. g. heading hold),
• the selection of various flight parameters (e. g. heading value).
Guidance
The Flight Guidance part provides the autopilot, Flight Director and autothrust
Management functions.
The Flight Management part mainly provides the flight plan selection with its later- These functions work according to modes generally chosen on the FCU.
al and vertical functions. The Flight Management part provides navigation, per- The normal way to operate the aircraft is to use the management part as reference
formance optimization, radio navigation tuning and information display source for the guidance part.
management.

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Training Manual Auto Flight
A318/A319/A320/A321 22-00 General

Figure 5: FMGC General

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Training Manual Auto Flight
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AP MCDUs (Display Part)


The autopilot (AP) function calculates the signals for the flight controls in order to The MCDUs display all data related to the management part.
follow the selected modes. Example: Identification of the successive waypoints of the flight plan.
The autopilot controls the pitch, roll and yaw axis according to the selected modes.
Example of autopilot mode: Altitude hold. FCU (Display Part)
The FCU is also considered as a display as it includes indication lights and Liquid
FD Cristal Display (LCD) windows.
The Flight Director (FD) displays the guidance commands on both Primary Flight The FCU includes:
Displays (PFDs), allowing the pilots to fly the aircraft manually according to the • lights giving mode indications,
FMGC demands. • Liquid Cristal Display windows showing reference parameters.
Two cases have to be considered: Example: During a climb with autopilot, the altitude window displays the altitude
Autopilot not engaged: the aircraft is going to capture.
• The FD function displays symbols on the PFD which gives orders to the pilot
to maintain the desired parameter(s). In this case, the pilot follows these orders PFDs
by acting on the flight controls. The PFDs mainly display the flight director symbols and the status of guidance
Autopilot engaged: functions and their modes.
• The FD function displays symbols on the PFD representing the autopilot orders It also displays reference parameters.
to be monitored by the pilot.
Example: The target speed value is represented by a symbol on the speed scale
of the PFD.
A/ THR
The autothrust (A/THR) function calculates the signal necessary for engine control NDs
in order to follow a given mode.
The NDs mainly display the flight plan and various navigation data.
Example of autothrust mode: Acquisition and holding of a speed or a Mach
Example: Airports or waypoints around the present position of the aircraft.
number.
ECAM
Displays
The ECAM Engine/ Warning Display (EWD) page presents warning messages re-
Various displays are used to present Flight Management and Guidance System
lated to function or computer failures.
(FMGS) data and information.
The ECAM STATUS page displays the landing capabilities.
The main displays presenting Flight Management and Guidance information are:
• the Multipurpose Control and Display Units (MCDUs/ Display part),
• the Flight Control Unit (FCU/ Display Part),
• the Primary Flight Displays (PFDs),
• the Navigation Displays (NDs),
• the ECAM Engine/ Warning Display (EWD) and ECAM STATUS pages.

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Auto Flight System Control and Indicating


FCU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face
includes an Auto Flight System (AFS) control panel between two Electronic Flight
Instrument System (EFIS) control panels.
The AFS control panel allows and displays the engagement of autopilots (APs)
and autothrust (A/ THR), and the selection of guidance modes and flight parame-
ters.
The EXPEDite push button can be optionally removed from the AFS control
panel.
The two EFIS control panels control and display, for each EFIS side (Capt and F/
O), the Primary Flight Display and Navigation Display functions (respectively baro
and Flight Director (FD) conditions, and Navigation Display modes).

MCDUs
Two Multipurpose Control and Display Units (MCDUs) are located on the center
pedestal.
The MCDU is the primary entry/ display interface between the pilot and the FM
part of the FMGC.
MCDU allows system control parameters and flight plans to be inserted, and is
used for subsequent modifications and revisions.
The MCDU displays information regarding flight progress and aircraft performanc-
es for monitoring and review by the flight crew.

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Figure 6: AFS Control and Indication - FCU & MCDU

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NDs
The two Navigation Displays (NDs) are located on the main instrument panel.
The Navigation Display is built from:
• flight plan data,
• data selected via the FCU,
• aircraft present position,
• wind speed/ direction,
• ground speed/ track.

PFDs
The two Primary Flight Displays (PFDs) are located on the main instrument panel.
The Flight Mode Annunciator (FMA) is the top part of the Primary Flight Display
(PFD).
Each PFD displays:
• AP/ FD/ A/ THR engagement status on the FMA,
• AP/ FD and A/ THR armed/ engaged modes on the FMA,
• FD orders,
• FAC characteristic speeds on the speed scale.

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Figure 7: AFS Control and Indication - ND & PFD

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Resets Depending on the computer (1 or 2), the circuit breakers are located either on the
overhead circuit breakers panel 49VU or on the rear circuit breakers panel 121VU.
The FMGC, FAC, FCU and MCDU resets are possible in the cockpit.
Figure 8: AFS Control and Indication - Resets

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RMPs
The Radio Management Panels (RMPs) are located on the center pedestal near
Multipurpose Control and Display Units 1 and 2.
The RMPs are used for navaid standby selection.

EWD/ SD
The Engine/ Warning Display (EWD) and the System Display (SD) are located on
the main instrument panel.
The EWD displays AFS warning messages.
The SD displays AFS information such as inoperative systems on the STATUS
page or landing capabilities availability.

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Figure 9: AFS Control and Indication - RMPs & EWD / SD

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Attention Getters The MASTER CAUTION and/ or the MASTER WARNING are activated when an
AFS disconnection occurs.
The attention getters are located on the glareshield panel on the Capt and F/ O
sides. The AUTOLAND warning is activated when a problem occurs during final ap-
proach in automatic landing.
Figure 10: AFS Control and Indication - Attention Getters

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Basic Operational Principles Entry of the flight plan (lateral and vertical) and V2 into the MCDU is taken into ac-
count by the Flight Management (FM) part and confirmed by the lighting of the as-
General sociated lights on the FCU.

This sequence describes the operational use of the Flight Management and Guid- A/ THR Engagement
ance Computers (FMGCs) in a normal operation with a total availability of the con-
cerned functions. Autothrust (A/ THR) engagement occurs when the pilot moves the thrust levers to
the TO/ GA or FLX/ MCT gate.
The short-term pilot orders are entered through the Flight Control Unit (FCU). The
long-term pilot orders are entered through the Multipurpose Control and Display Then: The FMGC automatically engages:
Unit (MCDU). • the take- off modes for yaw and longitudinal guidance (RunWaY (RWY) and
Speed Reference System (SRS)),
Four key-words for the control principle and both types of guidance are to be kept
in mind in order to avoid handling errors. • the autothrust function (but it is not active).
Aircraft control is AUTOMATIC (Autopilot or autothrust), or MANUAL (Pilot action The FD symbols appear on the PFD (Green FD yaw bar and pitch bar).
on side sticks or on thrust levers). Aircraft guidance is MANAGED (Targets are For take- off, the thrust levers are set to the TO/ GA gate or the FLEX/ MCT gate
provided by the FMGC), or SELECTED (Guidance targets are selected by the pilot if a flexible temperature has been entered on the MCDU.
through the FCU). At the thrust reduction altitude, the FM part warns the pilot to set the thrust levers
to CLB gate.
Data Base Loading
The thrust levers normally will not leave this position until an audio message
The data base must be loaded and updated to keep the system operational. "RETARD" requests to the pilot to set the thrust levers to IDLE gate before
Only the navigation data base is periodically updated. touchdown.

AP Engagement
Power- Up Test FD Engagement Either autopilot (AP) can only be engaged 5 seconds after lift off. Only one auto-
pilot can be engaged at a time, the last in, being the last engaged.
As soon as electrical power is available, the Flight Director (FD) is automatically
engaged provided that the power- up test is done. After the normal climb, cruise and descent phases, selection of LAND mode (Au-
toland) allows both APs to be engaged together.
No guidance symbols are displayed as long as no AP/ FD mode is active.
After touchdown, during ROLL OUT mode, APs remain engaged to control the air-
MCDU Initialization craft on the runway centerline.
First, MCDU STATUS page is displayed. Then, the pilot uses the MCDU for flight Then the pilot disengages the APs at low speed, taxies and stops the aircraft.
preparation, which includes:
• choice of the data base,
• flight plan initialization,
• radio nav entries and checks,
• performance data entry (V1, VR, V2 and FLEX TEMP).
V2, at least, must be inserted in the M CDU before take- off.

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Figure 11: Basic Operational Principles

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22-10 Autopilot
General
The autopilot (AP) is engaged from the Flight Control Unit (FCU) by the related
pushbuttons.
Autopilot engagement is indicated by the illumination of the AP 1 pushbutton or/
and the AP 2 pushbutton (Three green bars) and by the white "AP1", "AP2" or
"AP1+ 2" indication on the top right of each Primary Flight Display (PFD).
The autopilot guidance modes are selected from the FCU or the Flight Manage-
ment and Guidance Computers (FMGCs).
The autopilot function is a loop where, after a comparison between real and refer-
ence parameters, the FMGC computes orders which are sent to the flight controls.
The loop is closed by real values coming from sensors and given by other systems
(e.g. ADIRS) to the FMGCs. When the autopilot is engaged, the load thresholds
on the rudder pedals and the sidesticks are increased. If a pedal or sidestick load
threshold is overridden, the autopilot disengages.

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Modes The rudder is controlled by the autopilot via the FACs.


There are lateral modes and vertical modes.
Basically, one of each is chosen by the pilot or by the system. During roll out, the autopilot gives steering orders to the rudder and the nose
wheel. These orders depend on the aircraft speed.
The autopilot being engaged, one lateral mode and one vertical mode are simul-
taneously active. Aileron and spoiler autopilot orders are null. The THS is reset to 0.5 nose up.
According to flight phases, the lateral mode controls: The spoilers are directly controlled by the SECs as airbrakes.
• the ailerons via the Elevator Aileron Computers (ELACs),
• the spoilers via the ELACs and the Spoiler Elevator Computers (SECs), During rollout, at low speed (about 60 knots), the pilot normally disengages the au-
• the rudder via the Flight Augmentation Computers (FACs), topilot by pressing a takeover pushbutton located on the sidestick.
• the nose wheel via the ELACs and the Braking/ Steering Control Unit (BSCU).
The vertical mode controls the elevators and the Trimmable Horizontal Stabilizer
(THS) via the ELACs.

Ground
For maintenance purposes, the autopilot can be engaged on ground with both en-
gines shut down.
Hydraulic power is not required.
When an engine is started, the autopilot disengages.

Take-Off
The autopilot can be engaged in flight, provided the aircraft has been airborne for
at least 5 seconds.

Cruise
In cruise, only one autopilot can be engaged at a time, priority given to the last en-
gaged. Engaging the second autopilot disengages the first one.
The ailerons and the spoilers execute the orders of lateral modes, the elevators
and the THS execute the orders of vertical modes.
The rudder is controlled not by the autopilot but directly by the FACs.

Landing
If the airfield is equipped with ILS installations, the autopilot can perform a com-
plete landing with approach, flare and roll out.
A second autopilot can be engaged (AP 1 active, AP 2 in standby).

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Figure 1: Autopilot

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Autopilot Engagement Conditions – In ROLLOUT only: 1 BSCU.


AP engagement is indicated by illumination of the corresponding FCU P/B and by
The FMGC AP commands are processed by the FACs and Elevator Aileron Com- the APl/AP2 annunciator on the PFD FMA.
puters (ELACs) and are further transmitted to the Brake and Steering Control Unit
(BSCU) and Spoiler Elevator Computers (SECs) in order to position the control Disengagement Conditions
surfaces for the pitch, roll, and yaw axes and the nose wheel.
AP1 or 2 will disengage when:
Engagement Conditions • The takeover P/B on either side stick is pressed.
Pushing the AP P/B on the FCU engages the respective autopilot. • The corresponding AP P/B on the FCU is pressed.
• Only one AP can be engaged at a time except: • A force above a certain threshold is applied to either side stick.
in LOC-G/S (armed or engaged), ROLLOUT and GA modes where 2 AP may • The opposite AP is engaged, except when LOC-G/S modes are armed or en-
be engaged. gaged, ROLLOUT or GA modes are engaged.
• If one AP is engaged with both FD previously OFF, the AP will engage in HDG- • Both thrust levers are set above MCT detent with A/C on ground (to prevent a
V/S or TRK-FPA (basic modes) depending on FCU selection. take-off with AP engaged following a touch and go maneuver).
• If one AP is engaged with at least one FD already engaged, the AP will engage • If one or more of the engagement system conditions is lost.
in the current active FD modes. Furthermore in normal law with all protections operative, the AP will disconnect if:
• One AP can be engaged on ground if engines are not running. The AP will au- • High speed protection is active.
tomatically disengage when either engine is started. • AOA protection is active (a protection).
• At AP engagement the load thresholds on the side stick controllers and on the • Bank angle exceeds 45”.
rudder pedals are increased. • A rudder pedal deflection is greater than 10° out of trim.
• The API or 2 can be engaged by pressing the corresponding P/B on the FCU
• Manual trim inputs on the pitch trim wheel.
provided, all of the following system conditions have been met:
– A320: The A/C is above 30 ft RH and airborne for at least 5 seconds.
– A321: The A/C is above 100 ft RH and airborne for at least 5 seconds.
Load Thresholds
– 2 ADIRS operative. Increase of load thresholds on side stick controllers and rudder pedals.
– FG part of FMGC operative. When the AP is engaged, the command and the monitoring channels supply the
– FM part of FMGC operative (except in LAND < 700 ft RH or GA active). relays which control the pitch and roll lock solenoids (the command channel pro-
– 1 LGCIU operative (except in LAND or GA). vides the +28V, the monitoring channel provides the ground).
– 1 FAC operative. Each control has its own solenoid.
– 1 FCU channel operative (except in LAND < 400 ft RH or GA active). Each AP has its own relays and can therefore lock the controls.
– 1 Yaw damper operative. a) Side stick controllers
– 1 rudder trim operative. The loads are increased on both axes.
– 1 ELAC operative. The pitch load threshold changes from 0.5 daN to 5 daN. The roll load
– 1 SFCC. threshold changes from 0.5 daN to 3.5 daN.
– In LAND only: 1 Radio altimeter active. Any load on the side stick controller which exceeds these values, results in
– In LOC or LAND only: Related ILS. AP disconnection (wired discrete from the ELACs, Ref. 22-10.00)

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b) Rudder pedals
The load is applied on the rudder artificial feel (addition of a spring in the
artificial feel and trim unit).
The load threshold changes from 10 to 30 daN when the AP is engaged.
Exceeded load results in AP disconnection.

AP Warnings
When any AP is disengaged, a warning is provided:
• If the disengagement is manual through the take over P/B on either side stick,
the visual and associated audio warnings are temporary.
• If the disengagement is due to a failure, an action on the FCU AP P/B or a force
on the side stick, the visual and aural warnings are continuous and require
push action on the instinctive AP disconnect P/B to cancel.

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Figure 2: Load Threshold

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Figure 3: FMGC - Stick & Rudder Lock

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Flight Director A non lit FD pushbutton means that no FD symbols can be displayed on the cor-
responding PFD.
Engagement FD2 is displayed on each PFD to show that no FD symbols can be displayed on
PFD 1 and FD 2 is engaged on the F/ O side.
The Flight Director (FD) functions engage automatically as soon as the system is
electrically supplied and logic conditions are fulfilled.
FD Bars
FD engagement is indicated on the Flight Control Unit (FCU) by the FD pushbut-
ton green bars and on the top right of each Primary Flight Display (PFD). The FD bars can be displayed provided HDG-V/S (Heading- Vertical Speed) is se-
lected on the FCU. HDG-V/ S is automatically selected at system power up.
1FD2 indication is displayed on each PFD to show that FD 1 is engaged on the
Capt side and FD 2 is engaged on the F/O side. At certain system configuration changes, the FMGCs send a command to
the DMCs to make the FD bars flash for 10 seconds.
On ground, as long a s no AP/ FD mode is active, there are no FD symbols
on the PFDs. AP/FD modes are correctly followed when the FD bars are centered on the fixed
aircraft model of the PFDs.
Principle There are three FD bars:
The FD displays the Flight Management and Guidance Computer (FMGC) guid- • the pitch bar,
ance commands on both PFDs. • the roll bar,
In manual flight, the FD displays guidance orders to help the pilots to apply com- • and the yaw bar.
mands on the controls in order to follow the optimum flight path which would be The horizontal pitch bar can be displayed if a vertical mode is active except during
ordered by the autopilot (AP) if it were engaged. When the AP is engaged, the FD the rollout phase of the landing.
enables the FMGC demands to be checked. The vertical roll bar can be displayed if a lateral mode is active.
The FD modes are the same as the AP modes and are selected in the same way. Below 30 feet radio altitude at take-off (when a LOC signal is available) and during
The FMGCs calculate AP/FD orders which are transformed into symbols by the landing, the roll bar is replaced by a yaw bar index. This bar is said to be centered
Display Management Computers (DMCs). when just below the central yellow square.
There are two types of symbols:
• The FD bars, and the Flight Path Director and Flight Path Vector symbols.
• The central HDG-V/S / TRK-FPA pushbutton on the FCU allows the pilots to
switch between these two types of symbols.

FD Pushbuttons
Upon FCU power up, or in go around, or when losing the AP during the rollout
phase of the landing, the three green bars of the FD pushbuttons come on auto-
matically. A lit FD pushbutton means that the FD symbols can be displayed on the
corresponding PFD ("Corresponding" means PFD 1 for the Capt FD pushbutton
and PFD 2 for the F/O FD pushbutton).
If a lit FD pushbutton is pressed, the green bars go off. Pressing the pushbutton
again puts the green bars on again.

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Figure 4: FD Engagement / Principle / FD Pushbuttons

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FPD/ FPV Symbols The FPD symbol provides command signals to intercept and fly the lateral and
vertical flight path as defined by the FMGCs. The FPD symbol is removed if no
The Flight Path Director (FPD) and the Flight Path Vector (FPV) symbols can be
guidance mode is provided by the FMGCs.
displayed provided TRK- FPA (Track- Flight Path Angle) is selected on the FCU.
The FPV symbol represents lateral and vertical flight path information in terms of
At certain system configuration changes, the FMGCs send a command to current track and Flight Path Angle actually being flown. The FPD symbol position
the DMCs to make the FPD and FPV symbols flash for 10 seconds. is computed by the Air Data Inertial Reference System (ADIRS).
AP/ FD modes are correctly followed when the FPD and FPV symbols are super- The yaw bar is identical to the FD bar case and appears with the same con-
imposed.
ditions.
Figure 5: Flight Director - FD Bars & FPD/ FPV Symbols

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Flight Director Engagement Conditions FD Bar Removal


The FD displays the FMGC guidance commands on both PFDs. It allows manual • Pitch bar is removed when no vertical mode is engaged or when ROLL OUT
steering of the A/C according to FMGC commands or monitoring of the FMGC mode is engaged.
commands with AP engaged. • Roll bar is removed when no lateral mode is engaged or RUNWAY mode or
ROLL OUT mode is engaged.
Two sorts of flight directors are available, classic flight director bars or flight path
director. The respective P/B on the FCU allows selection of either one. • FDs are removed when the aircraft pitch exceeds 25” up or 13” down or bank
angle exceeds 45”.
Engagement Conditions
• On ground:
FD1 and 2 are automatically engaged at FMGC power up, provided following
equipment is operative:
– 2 ADIRS.
– Flight Envelope of one FAC operative.
– FCU except in LAND or GA modes.
– LGCIU except in LAND mode.
– In LAND only: 1 Radio altimeter active.
– In LOC or LAND only: Related ILS.
1 FD2 is displayed on both FMA.
No FD bars are displayed.
FCU windows are dashed.
No mode is engaged.
• In flight:
Pushing the FD P/B on the EFIS control Panel engages the respective FD.
– If only one AP or FD is engaged and the other FD is selected to ON it en-
gages to the existing modes.
– lf neither AP or FD are engaged, an ON selection of a FD will engage in
HDG/V/S or TRK/FPA (basic modes).

Disengagement Conditions
Depressing the FD P/B removes the onside FD Cross bars and the FD engage-
ment annunciator on the FMA will Change accordingly.
When APs are not engaged and the crew does not follow the FD bars to maintain
the commanded trajectory in climb with CLB or OP CLB engaged or in descent
with DES or OP DES engaged, the FDs will disengage at the activation of the au-
tomatic Speed mode protection.

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Figure 6: PFD, Flight Director

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Flight Guidance Priority Logic Here is an example of a master flight management and guidance computer.
Look at the flow chart to understand the priority logic.
Flight Guidance (FG)
With no Autopilot (AP), no Flight Director 1 (FD1) but Flight Director 2 (FD2) en-
The engagement status of the guidance function works on the MASTER/ SLAVE gaged, FMGC2 is the master because, following the flow chart, the first three an-
principle. swers are "NO", but the fourth one is "YES".
The master Flight Management and Guidance Computer (FMGC) imposes all the
changes of AP/ FD modes and/ or autothrust (A/ THR) engagement to the slave
FMGC.
Figure 7: Flight Guidance Priority Logic- Flight Guidance (FG)

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Flight Director (FD)


Upon energization, both Flight Directors (FDs) are normally engaged in split con-
figuration.
FMGC1 normally drives the FD symbols (crossed bars or flight path director sym-
bols) on the Captain (Capt) Primary Flight Display (PFD).
FMGC2 normally drives the FD symbols on the First Officer (F/ O) PFD.
The "1FD2" indication is displayed on each Flight Mode Annunciator (FMA) to
show that FD1 is engaged on Capt side and FD2 is engaged on F/ O side.
If one FMGC fails, the remaining FMGC drives the FD symbols on both Primary
Flight Displays.
If FMGC1 fails, the "2FD2" indication is displayed on each FMA to show that FD2
is displayed on both PFDs.
If both FDs fail, a red flag is displayed on each PFD, provided that the correspond-
ing FD switch is "ON".

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Figure 8: Flight Guidance Priority Logic- Flight Director (FD)

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Autopilot (AP) Both autopilots can be engaged as soon as the APPROACH mode is selected on
If one AP is engaged, the corresponding FMGC controls the flight controls through the Flight Control Unit (FCU).
the Flight Control Computers. AP1 has priority, AP2 is in standby.
There is no priority logic in single operation. Last engaged autopilot is the active The Flight Control Computers use the AP1 commands first. A switching is per-
one. formed to the AP2 commands in case of AP1 disengagement.
Figure 9: Flight Guidance Priority Logic-Autopilot (AP)

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Autothrust (A/ THR) When the selected autothrust function is active (according to the thrust lever po-
A single autothrust pushbutton switch located on the FCU enables the engage- sition), the master FMGC controls the engines, via the FCU.
ment or disengagement of the autothrust function. Consequently, in automatic control, it is the same FMGC which controls the en-
The autothrust function is, in fact, composed of two systems (A/ THR1 and A/ gines and the flight controls.
THR2) which are ready to be engaged at the same time, but only one system is To recover the A/ THR function, when one AP (AP1 or AP2) is engaged and its
selected. own A/ THR has failed, the opposite AP should be engaged to switch from the
However, the selection of A/ THR1 or A/ THR2 depends on the engagement of the master FMGC to the other (which now becomes the master) and to switch to the
AP and FD, i. e. of the master/ slave principle which is known by the FCU and sum- opposite A/ THR.
marized in the table.
Figure 10: Flight Guidance Priority Logic-Autothrust (A/THR)

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Flight Mode Annunciator (FMA) The Autopilot/ Flight Director information is displayed according to the following
The three types of information on the Flight Mode Annunciator (FMA) are: logic:
• Autothrust mode/ status, • With at least one AP, the master FMGC supplies both FMAs.
• Autopilot/ Flight Director mode and status, • Without AP, with the FDs engaged, FMGC1 supplies FMA1, FMGC2 supplies
FMA2.
• Flight Management messages.
• Without AP, with one FD failed or manually disengaged, the opposite FMGC
The autothrust information is displayed by the master FMGC which supplies both supplies both FMAs.
FMAs.
Figure 11: Flight Guidance Priority Logic-Flight Mode Annunciator (FMA)

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AP, FD, A/THR Modes Exception: When both autopilots are engaged, the mode engagement is not syn-
chronized between the two FMGCs. So, this concerns only the LAND mode and
Synchronization the GO AROUND mode.
When the FMGCs are in independent mode, the flight plan sequencing
To ensure a consistent operation of the Autoflight System, it is mandatory to have
(change from one leg to the next leg) is not synchronized between the two
the two FMGCs in operation with the same modes active and armed. The logic for
FMGCs.
the selection of the FMGC which has priority takes into account the engagement
of the AP, FD and A/ THR functions. The mode engagements are basically syn-
chronized according to the master FMGC.

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Selected/ Managed Mode Managed Control:


Here are the definitions of the terms "SELECTED" and "MANAGED" when they The aircraft is controlled using reference parameters computed by the FMGC
are relative to the aircraft control. which takes into account the pilot data selected on the MCDU. A parameter is cho-
sen by pushing the corresponding selector knob. In this case, the parameter value
Selected Control: is not shown and displayed by a dashed line on the FCU (except altitude which is
The aircraft is controlled using reference parameters manually selected and en- always displayed) and a white indicator light comes on near the corresponding ref-
tered by the pilot on the FCU (heading/ track, vertical speed/ flight path angle, erence display.
speed/ Mach, altitude). These parameters are taken into account as follows:
This table lists all the modes. They are classified according to a selected or a
• modification of the parameter by means of the corresponding selector knob, managed control.
• pull action on the selector knob.

VERTICAL

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AP/ FD Lateral Modes synchronized on the aircraft heading or track. The HDG/ TRK mode enables the
heading/ track mode, displayed on the FCU, to be acquired and held. The capture
HDG - TRK
of a preselected heading is achieved with an overshoot of less than 3°.
The choice between heading and track modes is function of the selection made
on the FCU. At mode engagement, the HEADING/ TRACK display of the FCU is
Figure 12: T/O with Heading Preset

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Figure 13: Cruise HDG/TRK Mode

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Navigation port mode can be the HDG/ TRK or RUNWAY modes and an active phase. The
NAV mode can only be active or armed if a lateral flight plan, calculated by the FM
This mode enables the aircraft to be controlled in the horizontal plane using the
part from data introduced on the MCDU, is available.
commands calculated by the FM section. It includes the arming phase. The sup-
Figure 14: Engagement of NAV Mode with Selector Knob

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A318/A319/A320/A321 22-10 Autopilot

Figure 15: Engagement of NAV Mode (Direct to)

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LOC
This mode enables a LOCALIZER beam to be captured and tracked independent-
ly of the GLIDE beam.
This mode is used:
• on the airfields not provided with glide transmitters,
• in the event of very noisy ILS beams (e. g. CAT1 beams).
This mode includes:
• an arming phase,
• a capture phase,
• a track phase.
During the arming phase, the HEADING, TRACK and NAV modes can be active
and used as support modes. The localizer capture is achieved with only one over-
shoot followed by a constant convergent heading (if needed) under the following
conditions:
• a track angle error between 20° and 60°,
• capture initiated at a distance of at least 10 Nm from the runway threshold,
• aircraft ground speed of 200 kt,
• LOC beam sensitivity of 0.0775DDM (W075mA) per degree.

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Figure 16: LOC

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Figure 17: LOC Mode

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AP/ FD Vertical Modes


ALT ACQ
With this mode, the altitude, selected in the ALT counter of the FCU or the altitude
provided by the FM part, can be acquired when the passage of an altitude con-
straint in the longitudinal flight plan requires levelling of the aircraft. The ALT ACQ
mode includes an arming phase in which a support mode for level change control
ensures convergence towards the desired level. The ALT ACQ mode becomes
active when the capture condition is satisfied i. e. when the aircraft altitude devia-
tion, with respect to the target level, is lower than a value dependent on the vertical
speed. When the target level is actually reached, ALT hold mode is automatically
engaged and replaces ALT ACQ mode.
The capture of a preset barometric altitude is accomplished with an overshoot.
This overshoot (in feet) is less than 5% of the vertical speed (in ft/ mn) existing at
the start of the capture maneuver provided that:
• the required altitude is at least 1500 ft different from the one existing at mode
selection,
• the aircraft vertical speed is not greater than 5000 ft/ mn when the capture is
initiated.

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Figure 18: CLB Mode in Take-Off Phase

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V/ S - FPA When the pilot selects "00" in the V/ S- FPA display on the FCU, the AP/ FD pro-
vides a guidance in V/ S- FPA mode which permits the altitude obtained after can-
The choice between the V/ S and FPA modes depends on the selection made on
cellation of the vertical speed to be held. This type of guidance is cancelled as
the FCU (HDG- V/ S, TRK- FPA). At each switching, the V/ S- FPA display of the soon as the selected parameter becomes different from zero again.
FCU is synchronized on the aircraft parameter. The V/ S- FPA mode enables the
vertical speed or flight path angle, displayed in the V/ S- FPA display of the FCU, When the aircraft performance does not allow the selected V/ S or FPA val-
to be acquired and held. Altitude hold in V/ S- FPA mode: ues to be held, the AP increases or decreases the V/ S or FPA until VLS or
VMAX- 5kts is reached. The AP then holds the protection speed.
Figure 19: V/S - FPA

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Open CLB - Open DES lower than the aircraft level, the OPEN DESCENT mode is engaged and ensures
the descent. The attempt of engagement of the OPEN CLIMB and OPEN DE-
This mode enables a level change to be made and pilot actions to be minimized.
SCENT modes will not be taken into account if the active mode is ALT hold and if
The engagement of OPEN CLIMB or OPEN DESCENT modes activates: the selected altitude has not been modified. For level changes smaller than 1200
• holding of the speed or target Mach on the AP/ FD, ft in OPEN CLB mode with A/ THR active, the guidance is provided by the AP/ FD
• the ALT ACQ mode in its arming phase. in vertical mode (+ 1000 ft/ mn reference), with the A/ THR controlling the speed.
If the level selected in the alt window of the FCU is higher than the aircraft level, This type of guidance avoids large thrust variations which are obtained through the
the OPEN CLIMB mode is engaged and ensures the climb. If the selected level is successive activation of ALT- OPEN- ALT ACQ modes.

Figure 20: OPEN CLB Mode

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CLB - DES selected on the FCU is higher than the aircraft level. The DES mode can be armed
or active during the cruise, descent and approach phases on condition that the lev-
The level change managed modes ensure guidance by the AP/ FD. This permits
el selected on the FCU is lower than the aircraft level. The engagement of the level
the vertical flight plan computed in the FM part to be followed. These modes can change managed modes is possible only if a vertical flight plan is available in the
be armed or active. When active, it is the FM part which selects the type of guid- FM part and if the horizontal NAVIGATION mode is active on the AP/ FD.
ance and the values of target parameters. The CLB mode can be armed or active
during the take off, go around, climb and cruise phases on condition that the level
Figure 21: CLB-DES

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Altitude Constraint Mode Target altitude may be the FCU selected altitude, or the altitude provided by the
FM in case of an altitude constraint.
The ALT CST mode guides the A/C in order to acquire the target altitude while A/
THR controls aircraft speed. Once the altitude is acquired, the ALT CST hold
mode engages automatically.
Figure 22: ALT CST

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AP/ FD Common Modes These modes are engaged simultaneously on both axes. However, it is possible
to have TO and GA modes engaged on one axis and then on the other. The se-
Principles lection of the LAND or GA modes authorizes the engagement of both Autopilots.
Here is the list of the AP/ FD common modes: The engagement of the lateral and vertical cruise modes is impossible as long as
the AP or FD is engaged in LAND TRACK or GO AROUND modes below 100 ft
• TAKE OFF
RA.
• ILS APPROACH or FM APPROACH
• GO AROUND

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Take Off
This mode provides a lateral guidance function, at take off, on the runway center-
line by means of the LOC beam and by following an optimum longitudinal flight
path after rotation. The mode is engaged when the pilot selects the take off thrust
by positioning the thrust control levers beyond the MCT/ FLX TO detent. The pitch
guidance law enables a minimum of V2+ 10 kts to be held in normal engine con-
figuration. The take off longitudinal mode is the PITCH TAKE OFF mode (dis-
played "SRS" on the FMA). SRS means Speed Reference System. The guidance
law on the lateral axis provides guidance of the aircraft on the runway centerline
by means of the LOC beam. For this, the pilot selects the ILS frequency associat-
ed with the take off runway. The take off lateral mode is the RUNWAY mode.

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Figure 23: Take-Off with NAV Armed

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Figure 24: Take-Off with Heading Preset

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Approach The type of the approach is selected by means of the MCDU. The selection of an
ILS frequency on the Radio Management Panel (RMP) forces the selection of the
The AFS enables two types of approach to be considered:
ILS approach whatever the selection made on the MCDU. The approach mode
• ILS approach or LAND mode where the guidance is performed on the ILS (ILS or FM) is engaged when you push the APPR pushbutton on the FCU.
beam (LOC and GLIDE),
• FM approach or AREA NAV mode where the guidance is performed from a the-
oretical path computed by the FM.

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ILS Approach
This mode provides the capture and track of the ILS beam (LOC and GLIDE) and
ensures the following functions:
alignment, flare and roll out.
This mode is available for AP and FD. It enables landings to be per- formed in
CAT2/ CAT3 operation. Therefore, the selection of the LAND mode authorizes the
engagement of a second AP.
The arming of the LAND mode enables the LOC and GLIDE modes to be armed
on the lateral and longitudinal axes. When the aircraft is stabilized on the LOC and
GLIDE beams:
the AP/ FD guides the aircraft along the ILS beam to 30 ft. At this altitude, the
LAND mode provides the alignment on the runway centerline on the yaw axis and
flare on the pitch axis. The ROLLOUT submode is engaged at touch down and
provides guidance on the runway centerline. As the LAND mode is latched below
400 ft, it can be deactivated only by engaging the GO AROUND mode. Actions on
the FCU are no longer taken into account.

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Figure 25: ILS Approach

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FM Approach DES and NAV modes can be armed on the lateral and longitudinal axes by action
on the APPR pushbutton on the FCU. If the NAV mode is already active, the mode
This mode provides lateral and longitudinal guidance of the aircraft along a theo-
remains engaged. When the aircraft goes down to the MDA, the pilot can continue
retical profile defined by the flight plan. Guidance is ensured down to the Minimum the AREA NAV approach if the visibility conditions are correct. If the visibility con-
Decision Altitude (MDA) or Minimum Decision Height (MDH), altitude at which the ditions are not correct, the pilot must interrupt the approach phase. This phase
pilot recovers control of the aircraft. This mode is available on the AP and FD. The
does not ensure landing.
FM approach is selected through the flight plan. In these conditions, the FINAL
Figure 26: FM Approach

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GO Around
On the lateral axis, the engaged mode enables the track followed by the aircraft to
be held. On the vertical axis, it ensures managed speed control. The speed refer-
ence of the guidance law is the aircraft speed when the mode was engaged, the
lower limit of this speed is the approach speed. This mode is available on the AP
and FD. It is engaged when the pilot selects the maximum thrust by positioning the
thrust control levers against the TO/ GA stop. Engagement of the GO AROUND
mode results in:
• engagement of the PITCH GA (i. e. SRS) mode on the pitch axis,
• engagement of the ROLL GA (i. e. RUNWAY TRK) mode on the roll axis.
In dual AP configuration, the disengagement of the GO AROUND mode on one
axis causes disconnection of the second autopilot. The engagement of the GO
AROUND mode, on ground, causes AP disengagement.

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Figure 27: GO AROUND Mode

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FMGS Warnings Altitude alert is cancelled by turning the FCU altitude knob, or by setting the land-
ing gear lever to DOWN with slats extended or when the landing gear is down-
Altitude Alert locked.

The altitude alert takes into account the difference between the aircraft altitude Decision Height (DH)
and the reference altitude selected on the FCU.
This warning corresponds to an audio call out by a synthetic voice, depending on
It has an effect on the altitude window of the PFD and can trigger the C- chord au- the aircraft radio altitude and the Decision Height (DH).
ral warning.
X is equal to 15ft if DH is greater or equal to 90ft.
Altitude alert is inhibited by glide slope capture.
X is equal to 5ft if DH is less than 90ft.
"HUNDRED ABOVE" and/ or "MINIMUM" warnings can be inhibited by pin pro-
gramming.
Figure 28: Altitude Alert/ Decision (DH)

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Autoland – G/S TRK or LAND TRK mode is engaged and G/S deviation exceeds 1 dot
and 100ft < RH < 1000ft.
The AUTOLAND red warning informs the pilot that, depending on the procedures,
he has to perform a go- around or a manual landing. • Landing capability downgrading
– A triple click aural warning is generated in the event of landing capability
This warning can only be activated in LAND mode with at least one autopilot en- downgrade.
gaged.
– Below 100ft RH with LAND mode engaged, CAT3 DUAL, CAT3 SINGLE
The AUTOLAND red warning is triggered below 200ft in LAND mode in the follow- downgrading is inhibited until LAND mode and/or both APs are disengaged.
ing cases:
• Dual LOC and/or G/S receiver failure
• Both AP OFF below 200ft RA. – Provided ILS is selected on the EFIS control panel, red LOC and G/S flags
• LOC excessive deviation (1/ 4 dot above 15ft RA) or GLIDE excessive devia- are displayed on the PFD and ND ROSE ILS. LOC and G/S scales are re-
tion (1 dot above 100ft RA). moved from the PFD.
LOC and GLIDE scales flash on the PFD. – If LOC and G/S modes and at least one AP/FD are engaged at the time of
• Loss of LOC signal above 15ft or loss of GLIDE signal above 100ft. dual receiver failure, the AP disengages automatically and the FD reverts
The FD bars flash on the PFD. The LAND mode remains engaged. to HDG-V/S or TRK-FPA basic modes.
A triple click aural warning is generated in the event of landing capacity downgrad- • LOC and/or G/S transmitter failure (when captured)
ing. – The corresponding index is lost.
The warning is cancelled by LOC mode or AP disengagement or by performing a – The LOC and G/S scales flash.
go- around. – The corresponding FD bars flash.
A warning test can be performed by pressing the Captain or the First Officer – LOC and G/S modes remain engaged.
AUTOLAND pushbutton. –

Warnings
• AUTOLAND red warning Figure 29: FMGS Warnings-Autoland
This warning is triggered if the A/C is below 200 ft in LAND and FLARE mode
and either of following events occur:
– Loss or disengagement of both AP
– Excessive beam deviation occurs.
– Failure of LOC or G/S receiver.
– Loss of LOC signal above 15ft or loss of G/S signal above 100 ft (transmitter
or receiver failure).
– Difference between both radio altimeters > 15 ft.
• Excessive beam deviation warning
Indicated by a flashing LOC and G/S scales on the PFD and ND ROSE ILS
whenever:
– LOC TRK or LAND TRK mode is engaged and LOC deviation exceeds 1/4
dot and 15ft < RH < 1000ft.

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FCU Description
FCU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face
includes an Auto Flight System (AFS) control panel between two Electronic Flight
Instrument System (EFIS) control panels.
The AFS control panel allows and displays the engagement of autopilots (APs)
and autothrust (A/THR), and the selection of guidance modes and flight parame-
ters.
The EXPEDite pushbutton can be optionally removed from the AFS control
panel.

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Figure 30: FCU

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FMA Description Each of the five zones has three lines:


Information about modes and engagement status of guidance functions, plus Line 1 gives active modes.
some specific messages, are displayed on the Flight Mode Annunciator located at Line 2 gives armed modes.
the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is di-
Specific A/ THR messages are written in zone 1.
vided into five zones:
• ZONE 1: A/ THR information, Advisory messages appear in line 3 of zones 2 and 3.
• ZONE 2: vertical API FD modes, FREQUENT REFERENCE TO THE FMA INDICATIONS, WHICH ARE DRIVEN
• ZONE 3: lateral API FD modes, BY THE MASTER FMGC, AS WELL AS A THOROUGH UNDERSTANDING OF
ALL STATUS, ARMED AND ENGAGED ANNUNCIATIONS, ARE ESSENTIAL
• ZONE 4: landing categories,
FOR THE SUCCESSFUL OPERATION OF THE AUTOFLIGHT SYSTEM.
• ZONE 5: engagement status of guidance functions.
Figure 31: PFD, Flight Mode Annunciator (FMA)

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Figure 32: FMA

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Figure 33: FMA

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LAND Capability Conditions the category of landing to be displayed on both Primary Flight Displays (PFD) (on
FMA) via the Display Management Computers (DMC).
General Note that in dual FMGC configuration, the category corresponds to the lowest ca-
Whatever the flight phase, each Flight Management and Guidance Computer pability coming from the two FMGCs. Here is explained the difference between
(FMGC) computes its own automatic landing capability according to the availabil- FAIL OPERATIONAL and FAIL PASSIVE configurations.
ity of the various sensors and functions. In a "FAIL OPERATIONAL" configuration, the objective is to continue the automat-
According to this capability, each FMGC computes the landing capacity which ic landing despite a single function failure; the guidance being still given by the re-
takes into account information from both FMGCs. When a precision approach is maining function.
demanded through the APPROACH pushbutton, the master FMGC then sends In a "FAIL PASSIVE" configuration, the self- monitoring of a function will deacti-
vate itself before compromising the handling of the aircraft.
Figure 34: Landing Capability

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Landing Capabilities
Each FMGC computes its own automatic landing category according to the avail-
ability of computer sensors or functions.
Accordingly, CAT1, CAT2, CAT3 SINGLE or CAT3 DUAL messages are dis-
played on the FMAs.
Below alert height (100 ft RH), CAT3 DUAL and CAT3 SINGLE capability are
memorized until LAND mode is disengaged or both AP are disengaged. There-
fore, a failure occurring below 100 ft RH will not cause any capability downgrading.
FAIL PASSIVE Automatic Landing System (CAT3 SINGLE)
The automatic landing system is called FAIL PASSIVE if, in the event of any sys-
tem failure, there is no significant out-of-trim condition or attitude and/or flight path
deviation, but the landing is not automatically completed and control must be re-
sumed manually.
Although the engagement of the second AP might be possible with CAT3
SINGLE displayed, the automatic landing system is FAIL PASSIVE only.
FAlL OPERATIONAL Automatic Landing System (CAT3 DUAL)
The automatic landing system is called FAIL OPERATIONAL if, in the event of a
system failure below alert height, the approach, flare and landing can be complet-
ed by the operative part of the automatic landing system.

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Figure 35: Land Capability Conditions

Landing CAPABILITY CAPACITY CATEGORY FMA DISPLAY


Capacity
LAND 3 FAIL OP (FMGC OPP)
The Landing LAND 3 CAT 3
LAND 3 FAIL OP (CMD OWN)
Category FAIL OP
messages are LAND 3 FAIL OP (MONG OWN) DUAL
displayed on the
Flight Mode LAND 3 FAIL OP (MONG OWN)
Annunciator
(FMA). The
LAND 3 FAIL OP (CMD OWN)
CAT1, CAT2, LAND 3 FAIL OP (OPP)
CAT3 SINGLE
LAND 3 FAIL PASSIVE (OPP)
and CAT3 DUAL
messages are LAND 3 CAT 3
displayed on the LAND 3 FAIL PASSIVE (CMD OWN) FAIL PASSIVE SINGLE
Flight Mode LAND 3 FAIL PASSIVE (MONG OWN)
Annunciator
according to the
Landing
LAND 2 (CMD OWN)
Capacities
computed by the LAND 2 (MONG OWN)
FMGCs. LAND 3 FAIL PASSIVE (MONG OWN)
LAND 3 FAIL OP (MONG OWN)
LAND 2 (MONG OWN)
LAND 3 FAIL PASSIVE (CMD OWN)
LAND 3 FAIL OP (CMD OWN) LAND 2 CAT 2
LAND 2 (CMD OWN)
LAND 2 (OPP)
LAND 3 FAIL OP (OPP)
LAND 3 FAIL PASSIVE (OPP)

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Figure 36: Minimum Equipment Required for Landing Capability

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Figure 37: Warnings

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Figure 38: Electrical Supply

BUS BAR AC DC AC DC HOT


A/C SYS ESS ESS
1 SHED
FMGC
2 DC2
1 SHED
MCDU
2 AC2
1 X
FCU
2 DC2

Lost in elec emer config.

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22-30 Autothrust •
"CL": corresponds to a climb thrust.
Forward section:
"FLX/MCT": corresponds to a FLeXible Take-Off thrust or a Maximum Contin-
Autothrust uous Thrust after an engine failure,
"TO/GA": corresponds to a maximum Take-Off/ Go-Around thrust.
A/THR Loop Principle The ECUs compute the thrust limit which depends on the position of the thrust le-
To perform the autothrust (A/THR) function, the thrust target computed by the vers.
Flight Management and Guidance Computers (FMGCs) is chosen by the Flight If both thrust levers are in the same detent, the thrust limit corresponds to this de-
Control Unit (FCU). tent.
Then each FCU processor sends, along its own bus, the THR target to the Engine If both levers are not in the same detent, the thrust limit corresponds to the next
Control Units (ECUs) via the Engine Interface Units (EIUs). higher detent.
The FMGCs select the higher of the ECU1 and ECU2 thrust limits for thrust target
A/THR Engagement computation.
The engagement of the A/THR function can be MANUAL or AUTOMATIC.
The A/THR is engaged MANUALLY by pressing the A/THR pushbutton on the A/THR Function Logic
FCU. The A/THR function can be ENGAGED or DISENGAGED.
This is inhibited below 100 feet RA, with engines running. When it is engaged, it can be ACTIVE or NOT ACTIVE.
The A/THR is engaged AUTOMATICALLY:
• when the autopilot/ Flight Director (AP/FD) is engaged in TAKE- OFF or GO-
A/THR Disengaged
AROUND modes, When the A/THR function is DISENGAGED:
• or in flight, when the alphafloor is detected; this is inhibited below 100 feet RA • the thrust levers control the engines,
except during the 15 seconds following the lift- off. • on the FCU, the A/THR pushbutton light is OFF,
To effectively have A /THR on the engines, the engagement of the A/THR is • the Flight Mode Annunciator (FMA) displays neither the A/THR engagement
confirmed by a logic of activation in the ECUs. status nor the A/THR modes.

Thrust Levers A/THR Engaged and Active


When the A/TH R function is ENGAGED, A/THR is ACTIVE if:
The thrust levers are manually operated and electrically connected to the ECUs.
• at least, one thrust lever is between the "CL" detent (included) and the "0" stop
Note that the thrust levers never move automatically. Each lever has 3 sectors de- (included) and, at the most, one thrust lever is between the "FLX/MCT" detent
fined by detents and stops. and the "CL" detent, and if there is no engine in FLEX/TO mode,
The thrust levers can be moved on a sector which includes specific positions: • or if the alphafloor protection is active independently of the thrust lever posi-
• Rear sector: tions.
for idle reverse up to max reverse. Note that in case of one engine failure, the A/THR activation zone becomes be-
• Center section: tween the "FLX/MCT" detent and the "0" stop.
"0": corresponds to an idle thrust, Because the A/THR function is active:

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• the A/THR system controls the engines, at least, one thrust lever is out of the A/THR active area or both thrust levers are
• on the FCU, the A/ THR pushbutton light is ON, above the "CL" detent or, at least one engine is in FLEX /TO mode, with the alpha-
• the FMA displays the A/THR engagement status (in white) and the A/THR floor protection not active.
mode. Because the A/THR function is not active:
• the thrust levers control the engines (as long as a thrust lever is outside the A/
A/THR Engaged and Not Active THR active area),
When the A/THR function is ENGAGED, A/THR is NOT ACTIVE if: • the A/THR pushbutton light is ON,
• the FMA displays the A/THR engagement status (in cyan) and the MANual
THRust rating.
Figure 1: Autothrust

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Modes When the alpha floor detection is no longer present in the FACs, the green mes-
sage "TOGA LK" with an amber flashing box (LK for LocK) is displayed on the
The A/THR function computes a thrust target according to modes and their related
FMA.
reference parameters.
The alphafloor protection can only be cancelled through the disengagement of the
The reference can be: A/THR function.
• a SPEED or a MACH NUMBER; in this case, the source is either the FCU (Val-
ue chosen by the pilot), or the FMGC itself, A/THR Operation In Flight
• a THRUST; in that case, the sources are either the ECUs (which compute the
The aircraft is on ground and ready for Take-Off.
thrust limit) when the thrust limit is needed, or the FMGC itself.
Neither the AP nor the A/THR are engaged.
The A/THR modes are SPEED/MACH, THRUST, RETARD which can be over-
passed by the alphafloor protection. The engines are controlled by the thrust levers.
The choice of the mode is automatically made by the FMGCs according to the ac- To Take-Off, the pilot sets the thrust levers to the TO/GA stop or to the FLEX/MCT
tive AP or FD vertical mode. This choice is based on a simple law: "Priority to the detent if a flexible temperature is selected on a Multipurpose Control and Display
speed control". Unit (MCDU).
• When the AP (with elevators) controls the aircraft speed, the A/THR has to This engages the A/THR function (but it is not active). At the thrust reduction alti-
control the engines by a fixed thrust demand (THRUST mode). tude, a message on the FMAs indicates to the pilot that he has to set the thrust
• When the AP controls another aircraft parameter (e. g. altitude), the A/THR has levers into the "CL" detent.
to take care of the aircraft speed by a variable thrust demand to the engines As soon as the thrust levers are in the "CL" detent, the A/THR is active.
(SPEED/MACH mode).
If a thrust lever is set into the "CL-MCT" or "O-CL" area, a message on the FMAs
• Beside these two modes, RETARD is only available in automatic landing when
warns the pilot to set the thrust lever to the "CL" detent (White LVR CLB message
engine thrust has to be reduced to idle for the flare phase below 40 feet RA.
if "CL-MCT" area, amber LVR ASYM message if "O-CL" area).
When no vertical mode is engaged, the A/THR operates only in SPEED/MACH
The A/THR remains active.
modes except:
• when THRUST mode engages automatically in case of alphafloor, Then, the thrust levers remain in this position until the approach phase.
• when, A/THR being in RETARD, if AP is disengaged, the A/THR function re- During automatic landing, before touch down, an auto call out, "RETARD", indi-
mains in RETARD mode, the aircraft being on ground. cates to the pilot that he has to set the thrust levers to the "0" stop.
When he does it, the A/THR disengages.
Alphafloor Protection This allows the automatic activation of ground spoilers if they are in armed condi-
The A/THR function protects against an excessive angle- of-attack. tion.
The alphafloor signal is detected by each Flight Augmentation Computer (FAC). Then, on ground, the pilot moves the thrust levers on the REVerse sector.
In case of excessive angle-of-attack or avoidance maneuver, the FACs send an
order to the FMGCs which activate the alphafloor protection. Disconnection
The A/THR automatically engages or stays engaged active and the engine thrust Besides the normal A/THR operation, the A/THR function is disengaged either by
becomes equal to the Take-Off/Go-Around thrust for any thrust lever position. In a pilot action or in case of a system failure.
this condition, the green message "A. FLOOR" with an amber flashing box is dis-
played on the FMA.

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Training Manual Auto Flight
A318/A319/A320/A321 22-30 Autothrust

The A/THR function can be disengaged either by pressing at least one of the two When the disconnection is made by the instinctive disconnect pushbutton the
red instinctive disconnect pushbuttons on the side of the thrust levers or by press- thrust is immediately adjusted to the thrust lever position.
ing the A/THR pushbutton on the FCU. In other cases, after FCU pushbutton disconnection, or failure:
A/THR disengagement can also be due to an external system failure. • When a thrust lever was in its detent, the thrust on the corresponding engine
When the A/THR function is active, the actual engine thrust does not necessarily is frozen at its last value just before the disconnection (Memo mode).
corresponds to the thrust lever position. • As soon as a thrust lever is moved out the detent, or if it was not in a detent,
Consequently, it is important to know what happens after an A/THR disconnec- the thrust on the corresponding engine is smoothly adapted to the thrust lever
tion: position.

Figure 2: Thrust Levers

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A318/A319/A320/A321 22-30 Autothrust

Figure 3: A/ THR Control & Indication

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Training Manual Auto Flight
A318/A319/A320/A321 22-30 Autothrust

Autothrust Engagement Conditions A/THR Arming


A/THR may be armed active or disconnected according to the thrust lever position: • On ground:
– By depressing the A/THR P/B on the FCU when the engines are not running
[TOGA-FLX/MCT] - - - - - - - - - - armed, never active.
or.
[FLX/MCT-CL] - - - - - - - - - - - - -armed (all engine), active (engine out). – By setting the thrust levers at the FLX or TOGA detent when the engines
[CL-IDLE] - - - - - - - - - - - - - - - - -active. are running.
[IDLE-REVERSE] - - - - - - - - - - -disconnected. • In flight:
When autothrust is active, the FMGS commands the thrust according to the verti- – By depressing the FCU A/THR P/B while thrust levers are out of the active
cal mode logic, but uses a thrust not greater than the thrust commanded by the range.
position of the thrust lever. For example, when the thrust levers are set at the CL – By setting the thrust levers beyond the CL detent or at least one thrust lever
(climb) detent, the FMGS can command thrust between idle and max climb. beyond MCT detent while A/THR is active.
When not active (A/THR either armed or disconnected), the engines are operated A/THR Activation
according to the thrust lever position.
With A/THR active, A/C speed or thrust is automatically controlled. Except in AL-
The Autothrust System may be used alone or together with the AP/FD: PHA FLOOR conditions, the thrust lever position determines the maximum N1
• When used alone, without the AP/FD, the A/THR always controls the speed, which may be commanded by the A/THR system. The thrust levers never move
• If the A/THR is used with the AP/FD, the A/THR mode depends on the engaged automatically.
AP/FD pitch mode: The A/THR being armed is activated by:
– If theAP/FD pitch mode controls a vertical path (e.g.: V/S, FPA, ALT, G/S), • Setting the thrust levers between CL and IDLE detents (all engines operative).
the A/THR controls the speed.
• Setting one thrust lever between MCT and IDLE detents (one engine inopera-
– If the AP/FD pitch mode controls a speed (e.g.: OP CLB, OP DES), the A/ tive).
THR controls the thrust.
The A/THR being disconnected, is activated by pushing the FCU pushbutton while
• As part of the FMGC, the A/THR function is always driven by the master FM-
the thrust levers are within the active range, including IDLE position.
GC.
When setting both thrust levers to IDLE position, the A/THR disconnects but,
A/THR Arming/Activation Conditions if the A/THR pushbutton on the FCU is pushed, the autothrust will be simul-
Arming conditions of the A/THR are numerous. The most important ones are: taneously armed and activated. Due to the thrust levers position, IDLE thrust
will be maintained.
• One FMGC operative.
• Activation of ALPHA FLOOR regardless of A/THR initial status and thrust lever
• One FAC operative. position.
• Two ADIRS operative.
While A/THR is active:
• Two FADEC’s operative.
• One channel of the FCU operative.
• One LGCIU operative. – If both thrust levers are set above the CL detent (all engines operative), or
the thrust lever of the operative engine is set above the MCT detent (engine
• A/THR is not manually disabled (instinctive disconnect P/B has not been
out), the A/THR reverts from active to armed. On the FMA, MAN THR is dis-
pressed for more than 15 seconds). played and the A/THR annunciation turns blue. Thrust is controlled to the
current thrust lever position.

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– lf both thrust levers are set below the CL detent (all engines operative), or A.FLOOR protection is available from lift-off down to 100 ft RH before landing.
the thrust lever of the operative engine is set below the MCT detent (engine This function is inhibited in engine out operation when FLAPS are not retracted.
out), a repetitive warning (amber caution/ single chime/ ECAM message: A/
THR LIMITED) is triggered every 5 seconds until levers are moved back
into the detent. A flashing LVR CLB (all engines operative) or LVR MCT (en-
gine out) message is displayed on the FMA unless both levers are moved
back into the appropriate detent.
– If one thrust lever is set out of the CL detent but within the A/THR active
range, A/THR remains active. An amber LVR ASYM msg is displayed on
the FMA together with an A/THR LIMITED warning on ECAM.

A/THR Disconnection
Standard disconnection:
• Depress the instinctive disconnect P/B on the thrust levers (immediately Sets
the thrust corresponding to the lever Position).
• Set both thrust levers to IDLE detent.
Non-Standard disconnection (autothrust rearms automatically if at least one thrust
lever is set to TOGA):
• Depress the A/THR P/B on the FCU while A/THR is armed/active or
• Loss of one of the arming conditions.
When the radio altimeter is below 100ft. and the pilot sets both thrust levers above Engagement Conditions
the CL detent or one above the MCT detent, autothrust disconnects.
Automatically, when alpha floor conditions are detected
If the instinctive disconnect P/B is depressed for more than 15 sec, the A/
THR System is permanently disconnected for the remainder of the flight. As long as alpha floor conditions are met:
This means that all A/THR functions including ALPHA FLOOR are lost. Re-
covery is possible at next FMGC power up only.

Alpha Floor
When the A/C angle of attack (AOA) exceeds a predetermined threshold, the
FACs transmit a signal to the FMGCs to engage A.FLOOR mode. A/THR com-
mands TOGA thrust regardless of thrust lever positions.

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Disengagement Conditions
TOGA LK mode tan only be disengaged by A/THR disconnection via either:
• Depressing the instinctive disconnect P/B on the thrust Ievers.
• Setting both thrust levers to IDLE.
• Depressing A/THR P/B on the FCU.
If the instinctive disconnect P/B is depressed for more than 15 sec, A/THR
and A.FLOOR are lost for the remainder of the flight. Recovery is possible
only after FMGC power up.

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A318/A319/A320/A321 22-30 Autothrust

Figure 4: FMGC-A/THR Engagement

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Figure 5: Warnings and Cautions

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Training Manual Auto Flight
A318/A319/A320/A321 22-60 Flight Augmentation

22-60 Flight Augmentation If both FACs are valid, FAC 1 controls the yaw damper, turn coordination, rudder
trim and rudder travel limit and FAC 2 is in standby.

General YAW AXIS Control


The flight augmentation tasks of the FMGS are: YAW Damper
Yaw Functions When the autopilot is not engaged, the Elevator Aileron Computer (ELAC) calcu-
• Yaw damping and turn Coordination. lates the yaw damper order with the normal law.
• Rudder trim. The yaw damper order calculated by the ELAC provides turn coordination, dutch
• Rudder travel limitation. roll damping and engine failure compensation.
If both ELACs fail, only the dutch roll damping (alternate law) is computed by the
Flight Envelope Functions Flight Augmentation Computer (FAC) using the ADIRS data.
• PFD Speed scale management: When the autopilot is engaged, the FAC calculates the yaw damper order except
Minimum/maximum Speed computation. in LAND mode where it is computed by the Flight Management and Guidance
Maneuvering Speed computation. Computer (FMGC).
• Alpha floor protection. When the AP is engaged:
• Dutch roll damping law is provided by the FAC using ADIRS data.
Windshear Protection Function
• Engine failure compensation fast law is provided by the FAC using the ADIRS
Low Energy Warning Function data in TO, GA or RWY modes only.
• Turn coordination law computes the yaw order to the FMGC roll order.
Flight Augmentation Computer In LAND mode, the FMGC yaw order controls the yaw damper actuators via the
The aircraft is equipped with two FACs. They interface either: FAC.
• With the ELACs if both AP are disengaged or
• with the FMGC if at least one AP is engaged. Rudder Trim
Both FACs are automatically engaged at power up but may be disengaged or re- In the manual mode, the rudder trim is controlled by the RUD TRIM selector via
set separately by the respective FAC P/B on the FLT CTL overhead Panels. the FAC.
In case the FACs are disengaged but still valid, the flight envelope function re- In the rudder trim auto mode, the FAC computes the engine failure compensation
mains active. and the turn coordination. When the AP is engaged:
• The turn coordination law computes the yaw orders related to the FMGC roll
The FAC accomplishes its functions using independent channels:
order.
• Yaw damper.
Signals are simultaneously sent to the rudder trim actuator and the yaw damp-
• Rudder trim. er actuators.
• Rudder travel limitation. • The engine failure compensation slow law orders are sent to the rudder trim
• Flight envelope. actuator.

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Rudder Travel Limitation


The rudder travel limitation is computed by the FAC and sent to the Rudder Travel
Limiting unit.
The FAC Rudder Travel Limiting law computes this limit using the calibrated air-
speed (Vc) provided by the ADIRS.

Flight Envelope Protection


For flight envelope protection:
• The FAC computers the various characteristic speeds for aircraft operation and
excessive angle of attack deflection.
The characteristic speeds computed using the ADIRs, LGCIU, FMGC and SFCC
data, are displayed on the PFD. The alpha floor (excessive angle of attack) detec-
tion is sent to the FMGC.

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Figure 1: YAW Control

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YAW Damping Functions – In roll direct law:


Yaw damping: FACs
YAW Damping • With AP engaged, following functions are provided:
The yaw damper function provides stabilization yaw axis and turn coordination. – Yaw damping, turn Coordination: FACs
• In manual flight following functions are provided: – Yaw damping during approach: FMGC
– In roll normal law: – Yaw control for runway alignment in ROLL OUT mode: FMGC
Yaw damping, turn Coordination: ELACs Additionally, it assists rudder application after an engine failure (short term yaw
compensation).

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Training Manual Auto Flight
A318/A319/A320/A321 22-60 Flight Augmentation

Figure 2: YAW Damping

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Rudder Trim With AP engaged, it accomplishes the FMGC orders and provides engine failure
recovery assistance in all FG modes (long term yaw compensation).
The rudder trim function accomplishes the crew trim orders given by the manual
trim knob. When the AP is engaged, the rudder trim is inoperative and master FMGC
interfaces with the FACs to ensure rudder trim function.
A rudder pedal deflection exceeding 10° out of trim disengages the AP.

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Figure 3: Rudder Trim

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Rudder Travel Limitation lf rudder Iimitation function is lost in both FACs, the value of the rudder deflection
limit is frozen at second FAC function failure.
This function provides limitation in rudder deflection as a function of aircraft speed
to avoid structural overloads. With slats extended, the value of the rudder limit deflection is automatically select-
ed to the low speed setting.

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Figure 4: Rudder Travel Limitation

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Figure 5: Component Layout in Tail Cone Zone

Centering
Spring

Travel
Limitation Unit

Servo Control

ARTF Feel Solenoid

ART. Feel Spring

Trim Screwjack Yaw Damper Transducer Unit

Trim Actuator

Yaw Damper
Return Spring Rod Yaw Damper Act. (Yellow)

Yaw Damper Act. (Green)


Rudder Position
Transducer Unit

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Controls Displays
Each Flight Augmentation Computer receives inputs from its related pushbutton, The Rudder Travel Limiting position is not displayed. Only its maximum stop po-
the rudder trim selector and the trim RESET pushbutton. sitions are shown on the ECAM.
The RUD TRIM selector deflects the rudder. Displays:
The RESET pushbutton returns the rudder to the neutral position. • The characteristic speeds computed by the FACs are shown on the speed
scale of the Primary Flight Display (PFD).
• The rudder trim position is displayed on the ECAM System Display and on the
rudder trim control panel.
Figure 6: FAC Controls and Indications

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Flight Envelope Protection Alpha- Floor and Windshear Detection


Alpha- floor protection and windshear detection are computed by the FAC or the
General ELAC and sent to the FMGC.
The function of the Flight Augmentation Computer is independent of the FAC en- This function protects the aircraft against excessive angle- of- attack.
gagement pushbutton. The FAC compares the aircraft alpha (AOA) with the predetermined threshold
This function provides: (function of the slat/ flap configuration). This threshold is decreased in case of
• characteristic speeds on the PFDs through the Display Management Comput- windshear. Beyond this threshold, the FAC transmits a signal to the FMGC to en-
ers, gage the autothrust function and apply full thrust.
• the speed limits to the FMGCs for autoflight, The alpha floor protection is available from lift-off down to 100 ft RA in approach.
• the alpha- floor detection to the FMGCs for autothrust engagement, if it is not Alpha Floor is lost when one of the following combinations of failures occurs:
engaged, • SFCC1 and FAC2 or
• low energy awareness. • SFCC2 and FAC1 or
In addition, the FAC computes the weight and the center of gravity. • Both FCU channels or
• 1 EIU or
Speed Computation Display • Both FMGCs.
The speeds computed by the Flight Augmentation Computer are sent to the Pri- Alpha-floor is lost under alternate or direct control law.
mary Flight Display and the speed limits to the Flight Management and Guidance
For A319 and for all A/C equipped with GPS primary, alpha-floor is inhibited in en-
Computers.
gine out operation when FLAPS ≠ 0.
In normal operation, FAC 1 data are displayed on the CAPT PFD and the FAC 2
If the aircraft is in clean configuration, the windshear compensation function is not
data on the F/ O PFD.
available. The ELAC will trigger alpha- floor in two cases: alpha protection condi-
If a parameter or the computer fails, the associated PFD is automatically switched tion + side stick deflection > 14 degrees, or pitch angle > 25 degrees + side stick
to the opposite FAC by the DMC. deflection > 14 degrees.
If the air data source used by the FAC is different from that used by the DMC for A dual ADIRS failure results in the total loss of alpha- floor detection.
speed display, the message ADR DISAGREE appears on the ECAM.
Windshear Warning and Guidance System
Speed Computation
Windshear warning function is implemented in the FAC. Once windshear condi-
Aerodynamic laws and the aircraft configuration parameters are used for the char- tions are detected, a visual WINDSHEAR red message will be displayed on the
acteristic speed computation. PFD for at least 15 seconds and an aural “WINDSHEAR WINDSHEAR WINDS-
The computation principle is based on the fact that most of the speed data are a HEAR” warning will sound.
function of the aircraft weight. Provided the A/C is in take-off or landing configuration (CONFIG 1, 2, 3 or FULL),
In flight, the FAC computes the weight with the ADIRS, FMGC and SFCC param- the windshear warning function is available for:
eters and then, from the weight, it computes the characteristic speeds and the • Take-off - - - - - - - - - - - - Lift-off - 1300ft RA
center of gravity. • Landing - - - - - - - - - - - - - - -1300 - 50ft RA
On the ground, the FAC uses the weight provided by the FMGC. The windshear warning is computed by the FAC from following inputs:
• Ground speed and wind direction/velocity.

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A318/A319/A320/A321 22-60 Flight Augmentation

• A/C current AOA. Flight Envelope Data on PFD


• A/C configuration.
• Radio altitude. Speed Protection
The AP/FD windshear guidance function implemented in the FMGCs, is complete- The green overspeed protection symbol indicates the speed at which overspeed
ly independent of the FAC windshear warning function (availability or detection). protection becomes active.
Under windshear conditions, the basic SRS law is progressively adapted to con- SPEED PROTECTION = (VMO + 6 kts / MMO + 0.01)
trol to the following survival strategy:
• Control airspeed as long as positive vertical speed is possible. Speed Trend
• Control altitude and lets speed decrease, until The yellow pointer starts from the speed symbol. The end of this arrow gives the
• AOA protection function engages (AP disconnects). speed value which will be attained in 10 seconds if the acceleration or deceleration
Windshear guidance function is available whenever: remains constant.
• AP/FD in SRS mode (thrust levers in the TOGA detent). This arrow appears only when greater than 2 knots and is removed when less than
• At least one AP/FD engaged. 1 knot. It is also removed in case of failure of the FACs.

Low Energy Awareness Target Airspeed


Energy awareness is a software device which provides the crew with an aural This symbol is either magenta or cyan and gives the target airspeed value or the
warning which indicates that it is necessary to increase thrust to recover a positive airspeed corresponding to the Mach number.
flight path angle through pitch control. The target airspeed value is the value computed by the FMGC in managed speed
The audio warning, "SPEED SPEED SPEED", is triggered before alpha- floor and mode (magenta) or manually entered on FCU for selected speed mode (cyan).
depends on angle of attack, configuration deceleration rate, and flight path angle. The target speed is a magenta double bar when associated with the ECON speed
It is inhibited when radio altitude is greater than 2000 ft or when alpha- floor is ac- range. Otherwise it is a magenta or cyan triangle.
tive or when the aircraft is in clean configuration. When out of speed scale, the target speed value is displayed in numeric form be-
low or above the speed scale.
Low Energy Warning
A low energy aural warning “SPEED SPEED SPEED” repeated every 5 sec. indi- ECON Speed Range
cates that the A/C energy becomes lower than a threshold value. This threshold In descent mode, with the ECON mode, the selected speed symbol is replaced by
value is attained if an increase in thrust is necessary to recover a positive flight two magenta half triangles: upper and lower limits calculated by the FMGC.
path angle by pitch control.
They indicate the range of descent speed: +20 kt and -20 kt or Vmin or VLS which
Low energy warning function is available for: ever is higher.
FLAPS 2,3 and full - - - - - - - - - - - - - - - 100 - 2000ft RA
The low energy warning is computed by the FAC from following inputs: Minimum Selectable Speed VLS
• A/C configuration. It is defined by the top of an amber strip along the speed scale and computed by
• Airspeed deceleration rate. the FACs.

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The VLS corresponds to 1.13 Vs during take- off or following touch and go. It be- Alpha Protection Speed
comes 1.23 Vs as soon as any flap or slat selection is made. It remains at this val-
It is defined by the top of a black and amber strip along the speed scale.
ue until landing.
It represents the speed corresponding to the angle of attack at which alpha pro-
Above 20000 ft, VLS is corrected for mach effect to maintain 0.2 g buffet margin.
tection becomes active.
VLS information is inhibited from touch down up to 10 seconds after lift- off.
This speed is computed in pitch normal law by the FACs.
Figure 7: Flight Envelope Data on PFD

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Alpha Max Speed It is available when the FLAP selector is in position 1.


It is defined by the top of a red strip along the speed scale. It is computed by the FACs.
It represents the speed corresponding to the maximum angle of attack that may VFE Next
be reached in pitch normal law.
Two amber dashes show the predicted VFE (Maximum flap extended speed) at
This speed is computed in pitch normal law by the FACs. the next flap/ slat position.
Vmax It is provided by the FACs and only displayed when the aircraft altitude is below
15000 ft.
It is defined by the lower end of a red and black strip along the speed scale and
determined by the FACs. Green Dot
Vmax represents the lowest of the following values: This is the engine out operating speed in clean configuration.
• VMO (Maximum operating speed) or the speed corresponding to MMO (Maxi-
It is displayed in flight only by a green dot.
mum operating Mach)
• VLE (Maximum landing gear extended speed) It represents the speed corresponding to the best lift to drag ratio.
• VFE (Maximum flap extended speed)

VSW
It is defined by the top of a red and black strip along the speed scale.
It represents the speed corresponding to the stall warning.
VSW information is inhibited from touch down up to five seconds after lift- off.
It is computed in pitch alternate or pitch direct law by the FACs.

Decision Speed V1
The decision speed V1 is shown by a cyan symbol.
It is manually inserted by the crew through the MCDU.
When out of indication range, it is digitally shown on the upper part of the scale. It
is removed after lift- off.

Minimum Flap Retraction Speed


This speed is represented by a green -F symbol.
It is available when the FLAP selector is in position 3 or 2.
It is computed by the FACs.

Minimum Slat Retraction Speed


This speed is represented by a green -S symbol.

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Figure 8: Flight Envelope Data on PFD

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Figure 9: Warnings and Cautions

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Figure 10: Electrical Supply

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A318/A319/A320/A321 22-70 Flight Management System

22-70 Flight Management System


General
The aircraft is equipped with a pilot interactive Flight Management and Guidance
System (FMGS) which provides predictions of flight time, mileage, speed, econo-
my profiles and altitude. It reduces cockpit workload, improves efficiency and elim-
inates many routine operations normally performed by the pilots.
During cockpit preparation, the pilot inserts a preplaned rout from origin to desti-
nation via the Multifunction Control and Display Units (MCDUs). This route in-
cludes the departure, enroute waypoints, arrival, approach, missed approach and
alternate routes as selected from the NAV data base. The system generates opti-
mum vertical and lateral flight profiles and predicted progress along the entire
flight path. Either FMGC performs all operations if one FMGC fails.
The pilot may modify any flight parameter on a short term basis (SPD, V/S,
HDG...) and the FMGS will guide the aircraft to the manually selected target.
There are two types of guidance:
• Managed guidance:
The aircraft is guided along the preplaned route, vertical, lateral and speed/
math profile. This type of preplaned guidance is called “Managed”.
Predicted targets are computed by the FMGS.
• Selected guidance:
Targets are selected on the flight control unit located on the pilots glareshield.
The decision to engage a “selected” or a “managed” guidance is always under
the control of the pilot.
Selected guidance has priority over managed guidance.
The FMGS tasks are divided in three main parts:

Flight Management (FM)


The FM part provides following functions:
• Navigation.
• Performance prediction and optimization.
• Flight planning management.
• Managed guidance computation.
• Information display.

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Components
Figure 1: FMGC Interface

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FMGC Modes of Operation – The FD1 P/B is on, the FMGC1 is master.
Each FMGC is linked to its own set of peripherals: MCDU, EFIS, RMP. – The FD1 P/B is off and FD2 P/B on, the FMGC2 is master.
• If no AP/FD is engaged, A/THR is controlled by FMGC 1.
The FMGCs has three modes of operation:
• Dual mode (the normal mode). Independent Operation
• Independent mode. Each FMGC being controlled by its associated MCDU.
This degraded mode is automatically selected by a major mismatch (e.g. data-
• Single mode (using one FMGC only). base incompatibility, ops program incompatibility). Both FMGC work independent-
ly and are linked to onside peripherals.
Dual Operation
An entry on one MCDU is transmitted to the onside FMGC only and affects onside
This is the normal mode where both FMGC process their own information and ex- EFIS and RMP. To get similar AP/FD commands, same entries must be made by
change their computed data through a cross talk bus. One FMGC is declared as the crews on both MCDUs.
master. FMGC 1 defaults to master unless FD2 only and/or AP2 are engaged.
Independent operation is indicated by “INDEPENDENT OPERATION” mes-
All data inserted on any MCDU is transferred to both FMGC and to all peripherals. sage on the MCDU scratchpad. On data pos monitor page there is no OPP
FMGC position displayed.

Master FMGC Logic


• If one autopilot is engaged, the related FMGC is master:
– It uses the onside FD for guidance.
– It controls the A/THR.
– It controls the FMA 1 and 2.
• If two APs are engaged, FMGC 1 is master.
• If no AP is engaged and

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Single Operation
This degraded mode is automatically selected in the event of one FMGC failure.
All the peripherals are driven by the remaining FMGC.
When one FMGC fails an amber message “OPP FMGC IN PROCESS” ap-
pears on the corresponding MCDU.
The ND on the failed FMGC side has to be set to the same range and mode than
the ND on the operative FMGC side. Otherwise an amber message “SELECT
OFFSIDE RNG/MODE” is displayed on the ND.

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Flight Planning
Flight Plan
The flight plan is defined by various elements which indicate the routes the aircraft
must follow with the limitations along these routes.
The elements are mainly taken from the data bases or directly entered by the pilot.
The limitations are mainly speed, altitude or time constraints originated by the Air
Traffic Control (ATC).
The function that integrates these elements and limitations to construct a flight
plan is called flight planning.
In addition to this, the Flight Management (FM) part provides the aircraft position
and the follow- up of the flight plan, this is called navigation.
Everything can be prepared prior to the take- off but can also be modified quickly
and easily during the flight operation.
In case of an FM problem, the remaining valid FMGC is used as sole source to
command both MCDUs and NDs after automatic switching.

Navigation Data Base


The navigation data base provides all necessary information for flight plan con-
struction and follow- up.
The pilot will either select an already assembled flight plan (company route (CO
ROUTE)), or will build his own flight plan, using the existing data base contents.
This data base has a tailored coverage, updated every 28 days.
Some room is kept to allow manual entry of 20 navaids, 20 waypoints, 3 routes
and 10 runways.
The data base cannot be erased. However and as an option, the manually entered
data can be erased when the flight phase becomes DONE (i. e. aircraft on ground
for 30 seconds).
Two cycle data bases can be loaded and the selection is made automatically using
data from the aircraft clock or manually.
The data base loading into either FMGC is performed with the help of a portable
floppy disk data loader.

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Figure 2: Flight Planning

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Navigation Any level change in the vertical profile is initiated after a push action on a level
change selector, except for departure when the vertical profile is armed on ground
The navigation process provides the system with current aircraft state information
and will automatically be active after take- off phase.
consisting of present position, altitude, winds, true airspeed and ground speed.
This is achieved using inputs from the Inertial Reference Systems, Air Data sen-
sors, Global Positioning Systems (GPS) if fitted, navigation radios, Aircraft Com-
munication Adressing and Reporting System (ACARS) if fitted and FAC flight
envelope computation.
Position can be updated manually during the flight or automatically, on the runway
threshold at take- off for example.

Lateral Flight Plan


The lateral flight plan provides the sequential track changes at each waypoint with-
in 3 main sections.
• DEPARTURE: initial fix (origin airport), Standard Instrument Departure (SID)...
• EN ROUTE: waypoints, navigation aids...
• ARRIVAL: Standard Terminal Arrival Route (STAR), approach, missed ap-
proach, go around...
The lateral steering order can be followed by the pilot or the autopilot with the NAV
mode selected.

Vertical Flight Plan


The vertical flight plan provides an accurate flight path prediction which requires a
precise knowledge of current and forecast wind, temperature and the lateral flight
path to be flown.
The vertical flight plan is divided into several flight phases:
• PREFLIGHT: fuel, weight and V2 insertions.
• TAKE- OFF: speed management, thrust reduction altitude, acceleration alti-
tude.
• CLIMB: speed limit, speed management.
• CRUISE: top of climb, cruise altitude, top of descent.
• DESCENT: speed limit, speed management, deceleration.
• APPROACH/ MISSED APPROACH/ GO AROUND: thrust reduction altitude,
acceleration altitude.
The vertical steering order can be followed by the pilot or the autopilot.

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Figure 3: Flight Plan

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Performance
The performance data base contains optimal speed schedules for the expected
range of operating conditions.
Several performance modes are available to the operator with the primary one be-
ing the ECON mode.
The ECON mode can be tailored to meet specific airline requirements using a se-
lectable Cost Index (CI).
A Cost Index is defined as the ratio of cost of time to the cost of fuel.
The fuel quantity is given by the Fuel Quantity and Indication Computers (FQICs).
The speed and the thrust values associated with a given Cost Index are used to
determine the climb and descent profiles.
FUEL and TIME are the main "actors" in this particular part of the FM function and
direct the airline choice.

Display
According to the pilot selection on the EFIS control panel of the Flight Control Unit
(FCU), the flight plan is shown in relation to the aircraft position on the ROSE- NAV
or ARC modes.
The aircraft model is fixed and the chart moves.
The difference between the two modes is that the half range is available when the
Navigation Display (ND) is set to ROSE- NAV mode as there is only frontal view
when it is set to ARC mode.
In PLAN mode, the flight plan is shown, with NORTH at the top of the screen, cen-
tered on the TO waypoint.
Depending on the selected range, the aircraft may or may not be visualized on this
display.
The PLAN display can be decentered by scrolling the flight plan on the MCDU.
The Primary Flight Display (PFD) shows the FM guidance following engagement
of the AP/ FD lateral and vertical modes.

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Flight Management Operation • Insertion of V-speeds and review of take-off data.

FM Functions Lateral Principles and Guidance


The FM provides the following major functions: The basic function is to compute an accurate position and to provide the crew with
a reliable accuracy level computation. To do so, the FM part of the FMGS per-
• Managed aircraft guidance. forms the following tasks:
• Storage of navigation, aerodynamic and engine data with routine updating of
• Position computation.
the navigation database on a 28-day cycle.
• Navigation mode selection.
• Means for insertion, storage and modification of a flight plan from the departure
runway to the destination runway via company routes or city pairs, SID’s, • Evaluation of position accuracy.
STAR’s, airways and pilot defined waypoints. • Radio Navaid selection.
• Calculation of the aircraft position and transmission of this information for dis- A cross track error and related guidance signals are computed, allowing the air-
play on the ND and on the MCDU. plane to accurately follow the flight plan.
• Transmission of data to generate a map of the route on the ND including rela-
tive positions of pertinent navaids, waypoints, airports, runways, etc. Position Computation
• Automatic selection and tuning of DME’s or VOR/DME’s which will provide ac- Each FM computes its own aircraft position (FM position) from the MIX IRS posi-
curate calculation of the aircraft position. Automatic/manual select/tune capa- tion and either the GPIRS position or the computed RADIO position.
bility for the displayed navaid via the MCDU for display on the ND’s.
MIX IRS Position
• Capability to transmit pitch, roll and thrust commands to the FG part of the
FMGC to fly an optimum vertical schedule for climb, cruise, descent and ap- Each FM receives all three IRS positions and computes a mean weighed average
proach, while at the same time following the lateral flight plan. position called the MIX IRS position. In the event of an IRS failure, each FMGC
reverts to use only one IRS (onside IRS or IRS 3).
• Predictions such as optimal speeds, estimates of fuel consumption and
weights, predictions of time, fuel, weight and distances at specific waypoints, A reasonableness test is continuously achieved on each IRS position and velocity.
destination and alternate. It also covers computations for optimum and maxi- If the test fails, the corresponding IRS is rejected.
mum altitudes and the approach speed schedule.
RADIO Position
Typical FM Operation Each FM computes its own radio position using its FM selected navaids, which
Includes: may be:
• Review of aircraft status and check of navigation database validity. • DME/DME
• Route selection to destination and alternate via Company route or city pairs. • VOR/DME
• Present position initialization and operation. • DME/DME/LOC
• Review and revision of altitude, speed and time constraints at specific way- • VOR/DME/LOC
points. • LOC (to correct crosstrack error during ILS approach).
• Insertion of weight, fuel data and atmospheric data for computation of the op- In the event of a failure, each FM may use offside selected navaids for position
timum vertical schedule. computation.
• Review of engine-out lateral and vertical parameters. The radio data is used by the FM for position calculation if the reasonableness test
• Selection of performance on DME and VOR data are satisfied.

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GPS Position • During ILS approach:


GPS information from both GPSSU is acquired by each IRS and continuously The crosstrack error is corrected with a temporary localizer update.
monitored through the RAIM function (Receiver Autonomous Integrity Monitoring). • BIAS:
Each IRS then computes it’s own hybrid GPIRS position. If one GPSSU fails, the Each FM computes a vector called BIAS between the MIX IRS and the RADIO
IRSs use the remaining GPSSU. or GPIRS position.
Each FMGC selects one of the 3 GPIRS positions depending on their figure of This BIAS is continuously updated, provided a GPIRS or a RADIO position is
merit with following priority: available.
1. OWN GPIRS position If no GPIRS or RADIO position is available, the BIAS is memorized and will be
2. GPIRS position 3 used to compute the FM position which equals the MIX IRS position plus mem-
orized BIAS.
3. OPP GPIRS position
Manually update of the FM position will also update the BIAS.
If integrity requirements and selection criteria are met, GPS is defined as “GPS
PRIMARY” and selected for FM position update. “GPS PRIMARY” is then dis-
played on the ND and MCDU PROG page.
If the GPIRS data do not comply with the integrity requirements and selection cri-
teria, GPS is rejected and FM reverts to IRS/RADIO navigation mode. “GPS PRI-
MARY LOST” is then displayed on the ND and the scratchpad of the MCDU.
GPS may also be manually deselected on the SELECTED NAVAIDS page. In this
case “GPS IS DESELECTED” is displayed on the MCDU scratchpad 80 NM be-
fore T/D or at transition to approach phase.
Predictive GPS
This function predicts the availability of GPS PRIMARY within & 15 minutes of
ETA at destination or at any crew selected waypoint or time. Predictions are dis-
played on the PREDICTIVE GPS page, where also up to 4 satellites can be dese-
lected at a time.

FM Position
• At flight initialization:
Each FMGC displays an FM position that is a mix lRS/GPS position (GPIRS).
• At take-off:
The FM position is automatically updated to the F-PLN inserted runway thresh-
old position.
• In flight:
During flight, the FM position approaches the GPIRS or RADIO position (if
GPIRS is rejected/not available) at a rate depending of the A/C altitude.

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Figure 4: Lateral Functions Navigation Modes


The FMGCs update their position using GPIRS or RADIO position (if GPIRS is re-
jected/not available). One out of five different navigation modes is selected ac-
cording to following priority order.

The FM automatically selects the most efficient navigation mode and tunes the
best available navaids to optimize the FM position accuracy.

Evaluation of Position Accuracy


Estimated Position Error (EPE)
The EPE is a continuously computed estimate of the FM position drift in function
of the current navigation mode.

NAV ACCUR Level


To determine the navigation accuracy level, the EPE is continuously compared to
the position accuracy criteria as defined by airworthiness authorities for the vari-
ous flight areas:

Required Navigation Performance

Flight Area Accuracy Criteria

En Route 3.41 NM
Terminal 2.07 NM
Approach VOR/DME 0.61 NM
Other Cases 0.36 NM

ESTIMATED position error, REQUIRED position accuracy and navigation AC-


CUR level are displayed on the MCDU PROG page.

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• GPS PRIMARY (ND, MCDU PROG page): Figure 5: CFDS Pages


GPIRS is selected for FM position update and the FM navigation mode is lRS/
GPS. Under this condition, the EPE is always below the required position ac-
curacy and the NAV accuracy level is HIGH.
• GPS PRIMARY LOST (ND, MCDU scratchpad):
GPIRS information is lost or rejected for FM position update.
The navigation accuracy must not necessarily downgrade as the EPE might
still be below the required position accuracy.
• NAV ACCUR DOWNGRAD (ND, MCDU scratchpad):
GPS PRIMARY is not available, the EPE has exceeded the required position
accuracy and the NAV accuracy level downgrades from HIGH to LOW.
• NAV ACCUR UPGRAD (ND, MCDU scratchpad):
GPS PRIMARY is not available, the EPE has fallen below the required position
accuracy and the NAV accuracy level is upgraded from LOW to HIGH.

Radio Navaid Selection


The FM part of the FMGS manages the autotuning of various navaids used for dis-
play and radio position computation. The FM derived tuning list may comprise a
maximum of 4 navaids (1 navaid for display, 1 or 2 for position update and 1 ILS/
DME for display and LOC update) which are displayed on the SELECTED NAV-
AIDS page.
All navaids automatically tuned must meet the Figure of Merit criteria stored in the
Nav Database:

Fig of Merit Range

0 Up to 40 NM and A/C below FL120

1 Up to 70 NM and A/C below FL180

2 Up to 130 NM

3 Up to 250 NM

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FM Radio NAV Tuning Figure 6: Radio Navigation - Manual Tuning through RADIO NAV and PROG
Page
There are three tuning modes for the navigation radios (navaids) with the following
priority order:
1. Manual tuning through the RMP.
2. Manual tuning through the MCDU.
3. Automatic tuning by the FMGC software.

The format of the navaids information on the RADIO NAV and PROG page chang-
es with the tuning mode:
• Cyan small fonts, if FMGC autotuned. (Automatic Tuning)
• Cyan large fonts, if manually tuned through the MCDU. (Manual Tuning)
• Blank data fields, if tuned through the RMP (STBY NAV/Back-Up Tuning)
The navaids can be modified on the RADIO NAV and PROG page by insertion via
the appropriate LSK (Line Select Key).
This manual tuning can be performed for VOR 1(2) ident/frequency with LSK 6L
(6R) on the PROG or LSK 1L (2R) on the RADIO NAV page. The other navaid se-
lections, VOR1 (2) course on line 2L (2R), ILS 1&2 ident frequency on line 3L,
ILS1&2 course on line 4L and ADF 1 ident on line 5L apply to the RADIO NAV
page.
Clearing a line reverts to the autotuned navaid. If an ADF is tuned, ADF BFO
(Beat Frequency Oscillator) with an arrow appears on line 6. Pressing line 6 acti-
vates the BFO function and the arrow is removed. Clearing line 6 deactivates the
BFO and the arrow reappears.

Dual Operation
In Dual operation (both FMGC’s valid and crosstalking), the onside information is
supplied by the onside FMGC, while the offside information is supplied by the off-
side FMGC, but both side information can be selected on either MCDU.

Independant Operation
In Independant operation (both FMGC’s valid but not synchronized), the offside
field of each MCDU is blank and nothing can be entered in that field.

Single Operation
In Single operation (one FMGC failed), the remaining FMGC supplies on and off-
side information to both MCDU’s.

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Figure 7: ND Indication

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Vertical Principles and Guidance Figure 8: Vertical Function


The FM optimizes the aircraft’s vertical schedule based on preflight data entry and
stored performance data. Entered preflight data must comprise take-off weights,
cruise flight level, cost index, center of gravity, flight plan, crew entered restrictions
and weather data. In managed mode the A/C follows the vertical profile and will
meet speed and altitude restrictions.

Flight Phases
The vertical flight plan is divided into successive flight phases which sequence
upon specific conditions. For each flight phase, the FMGC computes an optimum
speed or mach profile as a function of the vertical F-PLN data and performance
criteria. Speed profile and flight phase are directly linked together.

Flight Optimization
The optimization function in the FM computes the following items:
• Optimum target speeds for climb, cruise and descent called ECON SPD /
MACH.
• Optimum FL for information purposes.
• Optimum descent path from CRZ FL down to the destination runway.
The optimum target speed computed by the FMGC is based on following inputs:
• Cost Index (Cl).
• Cruise flight level (CRZ FL).
• Grossweight, Grossweight CG, and Fuel Data.
• Wind, Temperature, and Tropopause altitude.

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FMGS Cockpit Preparation After the safety test of the computers, the FCU and the MCDU are energized and
Flight Director is automatically engaged.
Lateral The STATUS page is displayed.

Status
First of all, the aircraft and the Flight Management and Guidance System (FMGS)
must be electrically supplied by pressing in the external power (EXT PWR) push-
button.
Figure 9: FMGS Cockpit Preparation-Status

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Figure 10: A/C Status Page

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Initialization
INIT page A is obtained by pressing the INIT key on the MCDU.
The number of the company route is entered onto the scratchpad of the MCDU by
using the alphanumeric keyboard.
The company route can be defined by up to 10 characters.
In our example, it is KMSPKLGA01 from KMSP to KLGA (ICAO codes for Mine-
apolis St Paul and New- York La Guardia airports).
Once the company route has been inserted, the departure and destination airports
appear on the display automatically.
Note also, that the ALIGN IRS prompt has appeared.
The flight plan being defined, NAV is armed and indicated on the Flight Mode An-
nunciator (FMA) of the PFD and the LAT light comes on on the FCU.
If the pilot wants to insert a route, which does not belong to the data base,
he must give the origin and destination identifier in the FROM/ TO boxes. He
must then build up his route waypoint by waypoint.
The flight number (FLT NBR) is entered and inserted by using the alphanumeric
keyboard and the appropriate Line Select Key.
The alignment process is completed by sending the departure airport coordinates
to the Inertial Reference Systems. This is done by pressing the Line Select Key
adjacent to the ALIGN IRS prompt.
The tropopause (TROPO) altitude default value is 36090 ft, but may be
changed if necessary.
INIT page B is obtained from INIT page A by pressing the NEXT PAGE key on the
MCDU.
A Zero Fuel Weight (ZFW) of 55 tons is entered and inserted.
A BLOCK fuel of 10 tons is entered and inserted.
The BLOCK entry initiates a fuel prediction computation.

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Figure 11: FMGS Cockpit Preparation-Initialization

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Figure 12: Cockpit Preparation-Initialization

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Figure 13: INIT A/B Page

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Runway Change Flight plan page A is then displayed.


The active runway is different from the one included in the company route. There- On this page, the Line Select Key, adjacent to the runway (KMSP11L) contained
fore, the designated origin runway needs to be changed before inserting the criti- in the company route, is pressed.
cal speeds for Take- Off. This selection, called a lateral revision, from the current runway gives you access
The runway included in the company route is 11L and the active one is 29L. to the LAT REV page at origin.
To change the runway in the flight plan, the F- PLN key is pressed first on the From it, and by pressing the Line Select Key adjacent to the DEPARTURE prompt,
MCDU. you get access to the departure data.
Figure 14: FMGS Cockpit Preparation-Runway Change

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Runway Change (Continued) A second DEPARTURE page appears and allows selection of the Standard In-
A first DEPARTURE page with available runways (RWYs) appears. strument Departure for runway 29L.
As you can see, runway 11L and its associated Standard Instrument Departure On this page, yellow data indicates that the selections are temporary until their in-
(SID) are preferential data of the company route. They are displayed in green be- sertion into the flight plan.
cause they are active. The remaining options are displayed in blue. By pressing the Line Select Key adjacent to the INSERT prompt, insertion is done
Runway 29L is selected by pressing the adjacent Line Select Key. and the revised flight plan page is displayed.

Figure 15: FMGS Cockpit Preparation-Runway Change (Continued)

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Figure 16: Departures Pages

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FMGS Cockpit Preparation A flexible Take- Off temperature of 54 degrees is entered and inserted.
Flaps retraction speed (F), slats retraction speed (S) and Green dot speed (O) are
Vertical Functions computed by the Flight Management and Guidance Computer (FMGC) from the
Take- Off Gross Weight if it is available, otherwise dashes are displayed and no
Performance computation is provided.
TAKE OFF page is obtained by pressing the PERF key on the MCDU. They are displayed in green and can not be modified through the TAKE OFF page.
Given values on the RTOLW (Regular Take- Off and Landing Weight charts) are: TO SHIFT: It is used to take into account a runway length change for an accurate
• V1: 132 knots (Critical engine failure speed), FM position updating at Take- Off power setting.
• VR: 144 knots (Rotation speed), FLAPS/ THS: Reminder for the flaps and Trimmable Horizontal Stabilizer posi-
• V2: 147 knots (Take- Off safety speed). tions.The thrust reduction (THR RED) altitude and the acceleration (ACC) altitude
depend on the runway. They have a common default value (in this example, 2340
The given critical speeds for Take- Off are entered and inserted.
ft) but may be modified.
The V1 and V2 speeds have appeared on the speed scale of the PFD, and
speed managed function is active on the FCU as indicated by its related
white light.
Figure 17: FMGS Preparation-Performance

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Performance (Continued) First cleared altitude is 6000 feet.


A new acceleration altitude of 4500 ft is entered and inserted. Provided that the altitude selected on the FCU is higher than the acceleration al-
Pilot entries and modifiable data are displayed in large font. Default, comput- titude, the white level change light on the FCU comes on and the climb (CLB)
ed and non modifiable data are displayed in small font. mode becomes armed.
From the Standard Instrument Departure, you know the first altitude and this must CLB mode will engage when reaching the acceleration altitude (if NAV mode is en-
be set on the FCU. gaged).

Figure 18: FMGS Cockpit Preparation-Performance (Continued)

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Figure 19: Take-Off Page

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Figure 20: Flight Phase Display on PERF and PROG Pages

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Other FM Functions via MCDU Mode-Keys This page is accessed by pressing the RAD NAV key on the MCDU.
The FMGC has automatically selected the first encountered VOR/ DME for NAV
Radio Navigation updating purposes, and the ILS associated with the selected runway for guidance
A radio navigation aids check must be performed on the RADIO NAV page before purposes.
departure. The FMGS cockpit preparation is completed.
Figure 21: FMGS Cockpit Preparation-Radio Navigation

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Figure 22: Radio NAV Page

Figure 23: DIR TO Page

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EFIS Display Figure 24: Display on PFD

Flight Management (FM) Display on PFD


The Primary Flight Display (PFD), as main guidance instrument, displays the data
computed, or inserted on the Multipurpose Control and Display Unit (MCDU).
This data can be the target speed and the altitude constraint in managed guidance
modes, V1 and V2, Decision Height (DH) or Minimum Decision Altitude (MDA) in
approach.
At the top of the PFD, the Flight Mode Annunciator (FMA) provides the pilot with
the DH or the MDA.
The speed scale displays the Flight Management data such as the target speed
and V1.
The altitude scale displays the altitude constraint from the Flight Management
(FM) part and the linear vertical deviation with respect to the FM theoretical verti-
cal flight plan (F- PLN).
Landing field elevation is also indicated by a blue horizontal bar on the altitude
scale.
The Flight Management (FM) guidance is associated to the Flight Guidance
(FG) modes (NAV, CLB, DES).

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Flight Management (FM) Display on ND


The Navigation Display (ND) works in five different modes selected on each Elec-
tronic Flight Instrument System (EFIS) control panel of the Flight Control Unit
(FCU).
In ROSE- NAV, ARC and PLAN modes, the ND displays the flight plan computed
in the FM part at a scale defined by the range selected on the EFIS control panel
of the FCU.
The ND represents basically: the aircraft position, the flight plan data, the range
selected on the FCU and autotuned navaids.
The aircraft position is fixed in all display modes except in PLAN mode
where it moves along the flight plan.
There is correspondence between the flight plan displayed on the ND and the
MCDU flight plan (F- PLN) page if no scrolling has been done on this page.
The TO waypoint is displayed in white, the rest of the flight plan line and waypoints
being displayed in green.
The TO waypoint characteristics are displayed at the top right hand corner of the
ND:
• ident (in white) and bearing (in green),
• distance to go (in green),
• Estimated Time of Arrival (in green).
A crosstrack deviation, if any, is also provided, in green, on the left or right hand
side in nautical miles.
Wind speed and direction, Ground Speed (GS) and track are computed by
the FM part and transmitted to the Display Management Computers (DMCs)
which also receive the same data from the Air Data and Inertial Reference
Units (ADIRUs).
Radio navaids are displayed in cyan when they are autotuned by the FM part.
Specific symbols can appear, along the flight plan, corresponding to some maneu-
vers such as Start of Climb (S/ C) in white, Top of Climb (T/ C) in cyan, Top of De-
scent (T/ D) in white, holding pattern and turn procedure.

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Figure 25: Display on ND

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Data Base Display P/ Bs When the NDB pushbutton is pressed, all Non Directional Beacon station loca-
tions in the related range are transmitted to the ND to be displayed.
By pressing these five interlocked pushbuttons (WPT, VOR. D, NDB, ARPT and
CSTR), different information from the navigation data base is available and will be When the ARPT pushbutton is pressed, all airport locations available to the air-
displayed in magenta. craft, in the related range, are transmitted to the ND to be displayed.
Note that these options are exclusive and the priority is given to the last which has When the CSTR pushbutton is pressed, all speed and altitude constraints (if any)
been selected. on one or several waypoints, are transmitted to the ND to be displayed.
When the WPT pushbutton is pressed, all waypoint locations in the related range For example, the constraint on the BGN waypoint are:
are transmitted to the ND to be displayed. • an altitude at or below the flight level 180, and
When the VOR. D pushbutton is pressed, all VOR and/ or DME stations locations • a speed at or below 250 kts.
in the related range are displayed on the ND.
Figure 26: Data Base Display P/Bs

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Flight Management (FM) Source Switching Figure 27: Source Switching


In normal setting (FM normal operation), each PFD and ND, via each related Dis-
play Management Computer (DMC), displays EFIS data from the onside Flight
Management (FM) part.
If an FM has failed, a white "OPP FMGC IN PROCESS" message is displayed in
the corresponding MCDU scratchpad showing an automatic switching to FM sin-
gle operation.
The PFD display remains operational.
The ND display also remains operational provided the selected range and mode
is identical on both NDs.
In other cases, a red "MAP NOT AVAIL" message is displayed on the correspond-
ing ND, with an amber "SELECT OFFSIDE RNG/ MODE" request.

MCDU Failure
If a Multipurpose Control and Display Unit (MCDU) failure occurs on side 1 or 2,
as long as the transmitting FM is healthy, the transmission to the EFIS continues
despite the loss of this MCDU.

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Data Base Loading


General
Every 28 days, a new navigation data base must be loaded into each Flight Man-
agement and Guidance Computer (FMGC) with the help of a portable floppy disk
data loader.
In fact, the floppy disk received by the company contains 2 navigation data bases:
One corresponds to the present period of 28 days and the other to the next period.
During the operation, the two data bases are loaded.
The operation must be performed independently for each FMGC.
The data base loading can also be used during maintenance operations as it en-
ables some Flight Management (FM) problems to be solved (for example, missing
information on MCDU FM pages).
The basic loading (with the portable floppy disk data loader) can be performed into
either FMGC 1 or FMGC 2.
Do the data base loading procedure again with the second FMGS.

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Figure 28: Loader Connection

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Figure 29: Loading Operation

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Crossloading Description The crossloading is initiated from either MCDU 1 or MCDU 2 (depending on which
FMGC contains the valid navigation data base), via the ACTIVATE CROSSLOAD
The crossloading allows an FMGC to transfer its valid navigation data base to the
prompt on the AIRCRAFT STATUS page.
other FMGC through the crosstalk busses by simple MCDU selection.
The ACTIVATE CROSSLOAD prompt is displayed when the following is true:
The objective of the crossloading is:
• the active flight phase is either PREFLIGHT or DONE,
• to reduce loading time for periodic updating of navigation data base.
• the FMGCs work in independent operation, meaning that the navigation data
• to avoid the use of a portable data loader in case of replacement of an FMGC. base loaded in one FMGC is different from the other one.
Figure 30: Crossloading Description

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Crossloading Operation
Pressing the line select key associated to the ACTIVATE CROSSLOAD prompt
identifies the transmitting FMGC.
In this example, the transmitting FMGC is FMGC 1.
The CONFIRM CROSSLOAD prompt is displayed on the AIRCRAFT STATUS
page of MCDU 1 and the AIRCRAFT STATUS PAGE of MCDU 2 is blanked.
As soon as the CONFIRM CROSSLOAD prompt is selected, the crossloading be-
gins.
While crossload is in process, the current percentage of crossload completion is
displayed on both MCDUs.
Upon successful completion of the crossload, both MCDUs revert to the AIR-
CRAFT STATUS page.
The CROSSLOAD COMPLETE message is displayed in the scratchpad of each
MCDU.

Crossloading Operation (Continued)


The crossload may be unsuccessful.
The CROSSLOAD ABORTED message is then displayed in the scratchpad of
each MCDU and the NAV DATA BASE LOAD INCOMPLETE message is dis-
played on the MCDU associated to the receiving FMGC (in this example, MCDU
2).
This may occur:
• if flight phase transitions from PREFLIGHT or DONE to another phase occur
while crossload is in process,
• following a failed or incomplete data base loading operation.

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Warnings and Caution


Figure 31: Warnings and Caution

Figure 32: Electrical Supply

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22-80 AFS Components Only one channel is active at a time, the other is in standby. If both channels fail,
all FCU controls are inoperative: AUTOTHRUST, AP/ FD 1 and AP/ FD 2 are not
available.
Flight Control Unit Description/Operation Display
General Here are listed some examples of function engagement, selection of required
guidance modes and flight parameters.
This description only deals with the central part of the Flight Control Unit (FCU).
The FCU allows:
In general, the FCU provides the short term interface between the crew and the
• engagement of autopilots, Flight Directors and autothrust,
Flight Management and Guidance System.
• selection of guidance modes; e. g. heading, Vertical Speed or track, Flight Path
The FCU is the main interface to engage functions and guidance modes and to Angle,
select parameters.
• selection and display of the various guidance targets whenever a manual se-
In fact, there is one FCU PANEL which controls two identical processing lection is required (SPD - HDG - TRK - V/ S - FPA - ALT).
channels: FCU 1 and FCU 2.
Figure 1: General Display

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Speed/ Mach Reference Control Knob The appropriate indication (SPD or MACH) is then displayed.
The speed/ Mach reference control knob can be pushed or pulled. It is spring-
loaded to neutral. It can also be turned.

Pulled
When pulled, the FMGC uses a selected reference speed which is displayed on
the FCU. The associated MANAGED SPD/ MACH DOT light is off.
• If the speed window was previously dashed, the value which appears is gen-
erally the last managed reference speed.
• If not, there is no change in the window.

Turned
When turned, it changes the displayed speed.
• If a speed was previously displayed, the selected reference speed is modified.
• If the speed window was previously dashed, the first click changes the dashes
into the managed reference speed. When turned more, this value changes.
If the knob is not pulled within 45 seconds the display reverts to dashes.

Pushed
When pushed, dashes are displayed and the associated MANAGED SPD/ MACH
DOT light comes on.
The FMGC uses a managed reference speed.
• If dashes are displayed, there is no change.
• If a speed was previously displayed, dashes appear and the light comes on.
The reference becomes a managed speed.
For Take- Off, Go- Around and expedite, the FMGS automatically uses
memorized speeds such as V2, VAPP and Green dot.
Dashes are displayed and the light is on.

Speed/ Mach Switching


The speed/ Mach pushbutton is only active when a value is displayed in the speed
window.
In all cases, the speed/ Mach switching is automatic.
The pilot can only perform the switching using the speed/ Mach pushbutton when
the reference is selected.

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Figure 2: Speed/Mach Reference Control Knob-Speed/Mach Switching

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Heading/ Track Lateral Control Knob


The lateral control knob can be pushed or pulled. It is spring- loaded to neutral. It
can also be turned.
The LAT window displays a value when heading or track mode is active or when
a heading or track preset has been performed. It is dashed in all other cases.
The light is on when a managed lateral mode is armed (e. g. NAV, RWY, LAND...)

Pulled
When pulled, heading or track mode engages with a reference displayed on the
FCU. The associated light is off.
• If the LAT window was previously dashed, the value which appears is the
present heading or track.
• If not, there is no change in the window.

Turned
When turned, it changes the displayed heading or track.
• If a heading or track was previously displayed, the selected reference is mod-
ified.
• If the LAT window was previously dashed, the first click changes the dashes
into the present A/ C heading or track. When turned more, the value changes.
If the knob is not pulled within 45 seconds the display reverts to dashes.

Pushed
When pushed, the navigation mode is armed.
During the arming phase, the heading or track is displayed until interception of the
flight plan.
Then, dashes will replace the heading or track.
During the arming and active phases, the light is on.

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Figure 3: Heading/Track Lateral Control Knob

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Altitude Selector Knob


The outer knob has 2 selectable positions, 100 feet and 1000 feet.
The inner knob sets the altitude in the FCU altitude window with increments de-
pending on the outer knob position (100 or 1000).
The inner knob can be pushed or pulled and is spring- loaded to neutral. It can also
be turned.

Pulled
When pulled, open climb or open descent mode engages if the displayed altitude
is different from the present aircraft altitude. The level change light is off.
Aircraft immediately climbs (or descends) towards the selected altitude.

Turned
When turned, the displayed altitude changes by thousands or hundreds feet, de-
pending on the outer knob selection.
The selected altitude changes.

Pushed
When pushed, climb or descent mode engages if the displayed altitude (in the
FCU) is different from the present aircraft altitude. The level change is managed
and the level change light is on.
The ALT window always displays a target value selected by the crew. The
window is never dashed.

Metric Altitude Pushbutton


This METRIC ALT pushbutton is used to display the FCU altitude target in meters
on the lower ECAM display unit.
Note that the altitude target, on the FCU, is always in feet.

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Figure 4: Altitude Selector Knob/Metric Altitude Pushbutton

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Vertical Speed/ Flight Path Angle Control Knob


The Vertical Speed/ Flight Path Angle control knob can be pushed or pulled. It is
spring- loaded to neutral. It can also be turned.

Pulled
When pulled, Vertical Speed or Flight Path Angle mode engages with a reference
displayed on the FCU. The level change light is off.
If the associated window was previously dashed, the value which appears is the
present Vertical Speed or Flight Path Angle.
The range are:
• between -9. 9 ° and +9. 9 ° for FPA,
• between -60 and +60 hundreds of feet per minute (+/- 6000 ft/ min) for V/ S.

Turned
When turned, it changes the displayed Vertical Speed (or FLight Path Angle).
If the associated window was previously dashed, the first click changes the dash-
es into the present A/ C V/ S or FPA. When turned more, the value changes.
If the knob is not pulled within 45 seconds, the display reverts to dashes.

Pushed
Pushing the V/ S/ FPA rotary knob will command an immediate level off by engag-
ing the V/ S/ FPA mode with a zero target as diplayed in the FCU window. FMA
annunciation will turn to ALT green when levelled off.
Any new setting of a V/ S or FPA (selector turned) will lead to A/ C movement ac-
cordingly.

Heading- V/ S/ Track- FPA Switching Pushbutton


This pushbutton allows selection of heading and Vertical Speed or track and Flight
Path Angle modes.
If any of the modes (HDG, V/ S, TRK, FPA) are active, pressing the pushbutton
changes the mode(s) into the corresponding one(s) (HDG TRK and V/ S FPA).
Pressing the pushbutton, changes the HDG V/ S into TRK FPA on the center of
the FCU and vice versa.
Note that the flight director symbology on the PFD changes and the flight path vec-
tor and the flight path director appears.

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Figure 5: Vertical Speed/Flight Path Angle Control Knob/Heading-V/S/


Track-FPA Switching Push button

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Autopilot 1 & 2 Engagement Pushbuttons


The autopilot 1 or 2 can be engaged five seconds after lift off, by pressing the re-
lated pushbutton.
• PRESSED ON: Autopilot engagement is confirmed by the three green bars
coming on.
• PRESSED OFF: The related autopilot disengages.

Autothrust Engagement Pushbutton


When pressed on, the A/ THR pushbutton manually engages the autothrust func-
tion, provided the aircraft is not on the ground with the engines running.
• PRESSED ON: Autothrust engagement is confirmed by the three green bars
coming on.
On ground, autothrust is automatically engaged when take- off is initiated
with the thrust levers.

• PRESSED OFF: The autothrust function disengages.

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Figure 6: Autopilot 1&2, Autothrust, Expedite, Approach, Localizer


Engagement Pusbuttons

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Figure 7: FCU Description

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EFIS Control Panel


The two EFIS control panels control and display, for each EFIS side (Capt and F/
O), the Primary Flight Display and Navigation Display (FD) conditions, and Navi-
gation Display modes.
Figure 8: EFIS Control Panel

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MCDU Description Figure 9: Brightness Adjust Control/Alphanumeric Keys/Page Keys

General
The Multipurpose Control and Display Unit (MCDU) is the pilot interface with the
Flight Management function of the Flight Management and Guidance Computer.
It is also used as an interface with other aircraft systems.
The MCDU is mainly used for long term actions such as flight plan construction,
flight plan monitoring and revision.

Brightness Adjust Control


The brightness (BRT) knob allows the MCDU display brightness and keyboard il-
lumination to be adjusted.
This knob does not permit the MCDU to be switched off.

Alphanumeric Keys
The alphanumeric keys are used to write data on the bottom line of the screen,
called SCRATCHPAD.

Page Keys
Each management function is shown on a specific display called a page. By press-
ing the related key, the corresponding page is displayed.
In this example, the DATA INDEX page has been obtained by pressing the DATA
key. This page allows access to the numerous data pages stored in the data base
and to define and view new data.

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Display Keys Figure 10: Display Keys


The six display keys comprise a NEXT PAGE key, two slew keys, an AIRPORT
key, a clear (CLR) key and an overfly (OVFY) key.

Next Page Key


The NEXT PAGE key is used to display one by one all the successive pages of
the last selected page key.
After the last page, the first one is presented again.
When two pages correspond to a page key, an arrow is displayed in the top
right- hand corner of the screen.
When there are more than two pages, the page rank is displayed.

Slew Keys
Some pages are too long to be displayed entirely on the screen. These pages are
identified with a symbol in the bottom right corner and can be scrolled up or down
by pressing the related slew key.
Another use of the slew keys is to increment or decrement certain values shown
on the screen. These values are identified by adjacent arrows.

Airport Key
Pressing the AIRPORT key allows flight plan pages to be shifted to the page con-
taining the next airport along the flight plan.

CLR Key
The clear (CLR) key is used to clear data or messages displayed on the scratch-
pad and also to clear various parameters displayed on the screen.

OVFY Key
Pressing the overfly (OVFY) key allows overflight of the selected waypoint.

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Line Select Keys Figure 11: Line Select Keys/Annunciators


Line Select Keys (LSKs) are used to:
• Insert, activate, modify or delete data in the adjacent line.
• Select another page or make an action displayed in the adjacent data field.
Actions are identified by symbols, such as:

< (withe) New page called by pressing the adjacent LSK.

* (amber) FMGS function activation.

[] (cyan) May be inserted in this line.

← (cyan) To activate or select data.

Annunciators
There are three annunciators located on the lower part of the MCDU.

MCDU Menu
The display shows that the MCDU is linked to the Flight Management and Guid-
ance Computer (FMGC) and Centralized Fault Display System (CFDS).
The MCDU MENU annunciator comes on white if a system linked to the MCDU,
requests the display.
In this example, the FMGC is the active system (indicated by the green color and
the absence of the prompt) on the MCDU but the CFDS requests the display.
At power up, the MCDU communicates in priority with the FMGCs.

FMGC
The FMGC annuciator comes on white to alert the crew that the FMGC has an im-
portant message to display while the MCDU is linked to another system.
In this case, any key can be pressed to return to the Flight Management related
display.

FAIL
The FAIL annuciator comes on amber in case of a MCDU failure.

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Display Layout The data are then inserted into the suitable data field by pressing the correspond-
ing Line Select Key, in this example the Line Select Key adjacent to the CO RTE
The MCDU display layout includes the title line, and the scratchpad where pilot en-
field.
tries are first made.
When the Line Select Key is pressed, the FMGC checks the data for format and
FMGC messages are also displayed on the scratchpad. acceptability.
The 6 data field lines, displayed in large font, display either data from FMGC or If data is not accepted, a specific message appears in white on the scratchpad:
data entered by the pilots. FORMAT ERROR or NOT IN DATA BASE or NOT ALLOWED or ENTRY OUT OF
6 label lines, displayed in small font, contain the title of the data field just below. RANGE.
Data entry in amber boxes is mandatory and white dashed lines indicate that
Data Entry data will be calculated and displayed by the FMGC when it has enough in-
To enter any data into the FMGC, the pilot must first write the data onto the formation to do so.
scratchpad using the alphanumeric keyboard. The scratchpad is limited to a maximum of 22 characters.
Figure 12: Display Layout /Data Entry

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Color Mode • The modifiable data and selectable data are displayed in cyan.
• Titles, comments, dashes, symbols and minor messages are displayed in • Mandatory data, boxes, required pilot actions and important messages are dis-
white. played in amber.
• Non modifiable data or active data are displayed in green. • The maximum recommended Flight Level is indicated in magenta.
• Data associated to the flight plan constraints are also indicated in magenta.
However, in temporary flight plan, the same data are shown in yellow until they are
validated by an insertion. An asterix (*) displayed adjacent to the corresponding altitude or airspeed restric-
tion is amber to indicate "missed" or magenta to indicate "made".
Figure 13: Color Mode

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Figure 14: FM Controls and Indicators

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Figure 15: AFS Components Location

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FMA Description • ZONE 5: engagement status of guidance functions.


Each of the five zones has three lines:
General Line 1 gives active modes.
Information about modes and engagement status of guidance functions, plus Line 2 gives armed modes.
some specific messages, are displayed on the Flight Mode Annunciator located at
the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is di- Specific A/ THR messages are written in zone 1.
vided into five zones: Advisory messages appear in line 3 of zones 2 and 3.
• ZONE 1: A/ THR information, FREQUENT REFERENCE TO THE FMA INDICATIONS, WHICH ARE DRIVEN
• ZONE 2: vertical API FD modes, BY THE MASTER FMGC, AS WELL AS A THOROUGH UNDERSTANDING OF
• ZONE 3: lateral API FD modes, ALL STATUS, ARMED AND ENGAGED ANNUNCIATIONS, ARE ESSENTIAL
• ZONE 4: landing categories, FOR THE SUCCESSFUL OPERATION OF THE AUTOFLIGHT SYSTEM.

Figure 16: FMA Description

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Figure 17: FMA Description

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Figure 18: FMA Description

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TBD

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22-90 Fault Isolation and Tests Figure 1: AFS General & FIDS

AFS Maintenance System


General
The Auto Flight System (AFS) is a type 1 system, able to maintain a two- way com-
munication with the Centralized Fault Display Interface Unit (CFDIU).
The line maintenance of the AFS is based on the use of the Fault Isolation and
Detection System (FIDS) active in the FAC 1 and of the Built In Test Equipment
(BITEs) located in the various AFS computers.
Access to the fault data is made through the MCDUs via the CFDIU.
Like for other systems, the CFDIU works in NORMAL mode and MENU mode
(See ATA 31- CFDS).

FIDS
The FIDS is a card physically located in each FAC. Both FACs are interchangea-
ble, but only the FAC 1 FIDS is active due to the side 1 signal.
The FIDS is used as a system BITE to consent rate maintenance information.
The FIDS is linked in acquisition and reception to the CFDIU and is connected to
the BITEs of the various AFS computers. It receives commands from the CFDIU,
interprets these commands and transfers them, if applicable, to the various BITEs
concerned.
It receives malfunction reports from the BITEs, manages these reports, and, if ap-
plicable, consolidates the BITE diagnosis (Occurence, correlation,...) and gener-
ates a fault message which is sent to the CFDIU.
If the FIDS fails, the BITEs continue to work and the results can be read in the
shop or after FAC 1 change.
The NORMAL mode function is the same as in other systems.
In addition to the usual system report functions, the MENU mode enables access
to GROUND SCAN, AFS TEST and LAND TEST.

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BITEs
According to its internal architecture, each AFS Line Replaceable Unit has one or
several BITEs.
The basic purpose of a BITE is to detect, isolate, memorize failures (FCU and
MCDU BITEs only perform the detection task).
The failure detection is triggered by specific events listed in the maintenance man-
ual.
Example of FG CMD triggering event: ILS own fail.
The failure localization corresponds to an analysis processed to identify the origin
of the failure.

FAC/ FM/ FG BITE


As the FAC and FG have a BITE in the command (CMD) and the monitor (MON)
sides, the fault analysis is generally made in each side and a synthesis is made in
the command side.
Each BITE memorizes the result of the analysis, the failure context, the flight leg
number, the time and date of each given failure.
Then the BITE sends the result of the analysis, with a maximum of two suspected
Line Replaceable Units in order of probability, to the FIDS.

FCU BITE
Each FCU BITE computes the maintenance status of its related part and perma-
nently sends this maintenance data to the FG command part.

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Figure 2: AFS - BITEs, FAC/ FM/ FG BITE & FCU BITE

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MCDU BITE • the FAIL annunciator comes on and the display is blank,
The MCDU performs tests on its processor, memory and display unit. • the MCDU FAIL output discrete is set and sent to FG 1 and FG 2 command
parts.
If a failure is found by the MCDU BITE:
Figure 3: AFS - MCDU BITE

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Ground Scan • to check an AFS Line Replaceable Unit before removal,


The GROUND REPORT function displays failures recorded in the ground area of • to check an AFS Line Replaceable Unit after installation,
the FIDS memory. • to get trouble- shooting data (even if t he test is OK).
The PRESENT FAILURE SCAN function is used to isolate failures present when
the function is selected.
LAND Test
The PROGRAM page is used by the manufacturer for development purposes. The LAND TEST enables to test the availability of the LAND mode and equipment
required to obtain CAT 3.
AFS Test There are several successive pages in which actions, checks and answers are re-
quested from maintenance.
An AFS TEST is performed:
Figure 4: AFS - Ground Scan, AFS Test, Land Test

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Safety Tests • aircraft on ground, engines stopped, hydraulic power (G/Y) for FAC only,
After long term power interruption, computers and control units of the AFS perform • pull the Circuit Breaker (C/B) of the involved computer (Both C/Bs for
safety tests also called power- up tests. FCU),
• wait 15 seconds (7 minutes for FCU), then push the C/B of the involved
These tests are only performed on ground, except for the FCU which can perform computer,
safety tests on ground or in flight.
• wait 1 minute for safety test execution.
During these tests, no action should be per formed on the system.
If a unit does not pass the safety test, the unit is declared failed and is unusable Procedure
and an ECAM message is displayed on the STATUS page. This AFS maintenance procedure has to be followed in the event of a pilot report
The recommended conditions to perform safety test are: concerning the AFS.
Figure 5: AFS - Safety Tests & Procedure

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FMGC General The reading of the BITE contents of the FMGC through the GROUND REPORT
function gives the faulty component.
The Flight Management and Guidance Computer performs several tests to isolate
any system failure or failed component. This is a class 1 failure.
The tests performed by the FMGC are:
• Power up test
• MCDU test
• IN Operation test.
As for the FMGC itself, its BITE is also split into two parts, one for the FM function
and the other for the FG function.

Power Up Test
The power up test starts automatically at power up provided that the aircraft is on
the ground with engines stopped. It will be initiated too if the computer power sup-
ply has been cut off for more than four seconds under the same conditions.
In all cases the duration of the power up test is 120 seconds and only the FMGC
is tested.
Independently the FCU and the MCDU have their own power up test (own condi-
tions) which last respectively 10 and 45 seconds.
Once the power up test has been initialized, the following cockpit repercussions
occur:
• On the ECAM status page:
The AP1(2) INOP message is displayed amber and disappears.
• On the FCU:
The AP1(2) pushbutton and A/THR pushbutton flash once and triple click
sounds.
• On the PFD1(2): FD1(2) is displayed on the FMA engagement status zone and
boxed during 10 seconds.
During aircraft power up test, in case of failure, here is an example of what can
happen on the ECAM.
On the F/O PFD, FD2 is no more displayed and FD1 appears.

The power up test is not OK. You have to dialog with the FMGC through the CFDS
in order to get more information about the failure.

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Figure 6: FMGC Test Logic

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MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground with engines stopped. The validity of all components can be checked.
All the MCDU test requests to the FM are send through the FIDS (FAC1) and FG
BITE.
In return FM failure detection is transmitted to the MCDU through the same way.
These tests are initiated from the MCDU.
• AFS TEST used for:
– Confirmation of an AFS LRU failure before removal.
– Check of a correct installation and operation of a new AFS LRU.
– Extraction of the status of AFS computer peripheral discretes from ARINC
input messages (SSM, non refresh and parity).
• LAND TEST:
– This test enables to check availability of LAND MODE, equipment and wir-
ings required to obtain CAT Ill.
• GROUND SCAN: (Dealt in AFS “CFDS SPECIFIC PAGE PRESENTATION”
documentation)
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FG BITE during the AFS/TEST.
This is a class 1 failure (level 1).

In Operation Test
The in operation test is a cyclic test automatically performed when the system op-
erates.
During in operation test, the validity of all components are checked except FWC1
and FWC2.
The pilot reports:
“During Approach phase, loss of CAT Ill DUAL CAPABILITY”.
Here is the message given by the FM BITE in the LAST LEG REPORT.
This is a class 1 failure.

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Figure 7: In Operation Test

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Figure 8: Tested Components

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Figure 9: Tested Components

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FAC General
The Flight Augmentation Computer performs several tests to isolate any system
failure or failed component.
The tests performed by the FAC are:
• Power up test,
• MCDU test,
• In Operation test.
The line maintenance of the AFS is based on the use of the fault isolation and De-
tection System (FIDS). The FIDS card is physically located in each FAC, only the
card located In the FAC 1 being activated.

FlDS
The Fault Isolation and Detection System serves as the SYSTEM BITE.
It is connected to the CFDIU and to the BITEs of the various AFS computers.
The FIDS receives command signals from the CFDIU, Interprets and transfers
them, if applicable, to the various BITEs concerned (both FACs, both FMGCs,
MCDUs, FCU).
It receives malfunction reports from the BITEs, manages these reports (including
memorization of failures in its memory), and, if applicable, consolidates the BITE
diagnosis and generates a fault message which is sent to the CFDIU.

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Figure 10: FAC Test Logic

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Power Up Test Figure 11: FAC Power Up Test

Electrical Power Up Test


The electrical power up test starts automatically at power up provided that the air-
craft is on the ground and with engines stopped.
This power up test will be initiated too if the computer power supply has been cut
off for more than 4 seconds under the same conditions.
Its duration is 90 seconds and the components tested are: FAC 1(2), rudder trim
actuator, Rudder Travel Limiting actuator, yaw damper actuator 1(2).
Once the power up test has been initialized, the following cockpit repercussions
occur:
• On the ECAM warning page:
– AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2) mes-
sages are displayed twice.
– AUTO FLT YAW DAMPER 1(2) message is displayed once.
– AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2) mes-
sagesare displayed once.
• On the FLT CTL panel:
– The FAULT legend of FAC 1(2) pushbutton switch flashes and single chime
sounds.
During aircraft power up, in case of failure, here is an example of what can happen
on the ECAM.
On the FLT CTL panel, the FAULT legend of FAC 1(2) pushbutton switch is on.
The power up test is not OK. You have to dialog with the FIDS through the CFDS
in order to get more information about the failure.
The reading of the FIDS memory through the GROUND REPORT function gives
the faulty component.
This is a class 1 failure.

Yaw Damper Power Loop Power Up Test


The yaw damper power loop power up test starts automatically at power up pro-
vided that the aircraft is on the ground and hydraulically energized.
This power up test will be performed only if the electrical power up test is correct.
Its duration is 5 seconds and the component tested is: Yaw damper actuator 1(2).

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MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground and with engines stopped.
All components are tested provided the three MCDU tests (AFS TEST, GROUND
SCAN and WINDSHEAR TEST) are performed.
Test selection on the MCDU causes transmission by the FIDS of a test request to
the BITEs. The FIDS generates the different pages to be displayed on the MCDU
and dialogs with the BITEs to perform the test.
These tests, involving fault detection at the level of the FAC BITE, can be initiated
from the MCDU.
• AFS TEST is used for:
– Confirmation of an AFS LRU failure before removal.
– Check of a correct installation and operation of a new AFS LRU.
– Extraction of the status of AFS computer peripheral discretes from ARINC-
Input messages (SSM, non refresh and parity).
• GROUND SCAN and WINDSHEAR TEST
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FAC BITE during this test.
This is a class 1 failure.

In Operation Test
The In Operation test is a cyclic test automatically performed when the system op-
erates.
During In Operation test, all components are tested, except FAC 1/2 pushbutton
switches.
The pilot reports:
“Rudder Travel Limiting 2 has been lost’.
Here is the message given by the FAC BITE in the LAST LEG REPORT.
This is a class 1 failure.

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Figure 12: MCDU/ In Operation Test

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Figure 13: Tested Components

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Figure 14: Tested Components

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Figure 15: E/WD Failure Titles

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22-99 CFDS
CFDS Specific Page Presentation
Last Leg Report
The philosophy of the LAST LEG REPORT is the same as the one described in
ATA chapter 31 ("CFDS REPORT"), but additional information is presented:
• FAIL NO: Number of presented fault. This counter is reset at the start of each
flight.
• OCCURRENCE: Number of times the same failure occurs within the same
flight.
• ISSUED BY: Designates the computer which detected the fault. By selecting
this function you have access to the primary data of the analysis (TROUBLE
SHOOTING DATA page). The information presented on this page is the same
as that accessible by selecting the TROUBLE SHOOTING DATA function from
the AFS MAIN MENU page.
The last fault presented occurred first during the last flight (FAIL NO 01).

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Figure 1: Last Leg Report

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Previous Legs Report


The philosophy of the PREVIOUS LEGS REPORT is the same as the one de-
scribed in ATA chapter 31 ("CFDS REPORT"), and additional information present-
ed is identical to that presented in the LAST LEG REPORT.

Trouble Shooting Data


From the AFS/TROUBLE SHOOTING BITE SELECTION page generated by the
Fault Isolation and Detection System (FIDS) you can select the BITE that you wish
to examine.

• FAC: Flight Augmentation Computer.


• FG: Flight Guidance.
• FM: Flight Management.
• COM: Command side.
• MON: Monitor side.
When the BITE has been selected, the Fault Isolation and Detection System
(FIDS) presents the content of the memories of this BITE starting by the most re-
cent fault.
This content gives a CFDS level 3 information (engineering maintenance).
If other faults exist, they are accessible by pushing the NEXT PAGE key on the
MCDU.

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Figure 2: Previous Legs Report

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Fault Isolation Exercise Here is an AFS fault detected by FAC1COM port.


Basically we have to start with an Last Leg Report. Let’s see the result of analysis in an example:
The way to reach more information (Trouble Shooting Datas) is described under
Event 5 see Fig Event Number Table
Last Leg Report.
COM (Lane) 6305, hexadecimal see Fig. Decoding Table
Figure 3: Last Leg Report
Snapshot datas W1 - W5 (for engineering maintenance)

Figure 4: Event Number Table of FAC and FMGC

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Figure 5: Rudder Travel Limiting System Functional Diagram

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Ground Scan
Ground Report
The GROUND REPORT function enables the failures recorded in the ground area
of the FIDS memory to be displayed.
Two types of content can be displayed:
• Normally, only the internal failures that occured on ground.
• Or all internal and external failures found after selection of the PRESENT FAIL-
URES SCAN function.
The content of this ground area is also erased during computer power up and en-
gine start.

• The ground area of the FIDS memory has the capacity to store the 3
most recent failures, the others being eliminated.
• The option and the information displayed are similar to the LAST LEG
REPORT.

Present Failure Scan


The philosophy of the PRESENT FAILURE SCAN function is the same as the one
describe about GROUND SCANNING in ATA chapter 31 ("CFDS reports"), but re-
sults are presented in a different way (same as LAST LEG REPORT page).
The scan runs during 40 seconds, then the messages are displayed on the
GROUND REPORT page. A maximum of three failures, internal or external,
present at that time can be displayed.
Each processor (example: FMGC1 COM) can announce one failure only (the fail-
ure with the highest priority).
If 2 failures are present at same time No1 has to be solved first in order to an-
nounce No2 in a second PRESENT FAILURES SCAN report.
The PRESENT FAILURE SCAN function erases the ground contexts previ-
ously recorded, so it is highly recommended to display it by using first the
GROUND REPORT function.

Program
The three report options are not available for the operators. Only the manufacturer
can use them through an access code for development purposes.
The AFS/ PROGRAM page is independent from the ground scan function.

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Figure 6: Ground Scan

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Windshear Test • Visual and aural indications of the WINDSHEAR warning (red WINDSHEAR
legend displayed on PFDs and WINDSHEAR three times announcement gen-
This test checks that the system transmits and presents:
erated by the FWC).
• Messages to indicate the loss of the function (WINDSHEAR DET FAULT on
the upper ECAM display).
Figure 7: Windshear Test

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AFS Test Land Test


An AFS TEST is performed: The LAND TEST enables to test the availability of the LAND mode and equipment
• to check an AFS Line Replaceable Unit before removal, required to obtain CAT 3.
• to check an AFS Line Replaceable Unit after installation, There are several successive pages in which actions, checks and answers are re-
• to get trouble- shooting data (even if the test is OK). quested from maintenance.

Figure 8: AFS Test

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Land Test Description and Operation AP1 and 2 pushbuttons, located on the FCU, must be set to ON to check the dis-
play of the landing categories. The information, displayed on the Flight Mode An-
General nunciator (FMA) section of the MCDU, must be compared with the information that
is expected on the
The purpose of this test is to check the capability of the involved systems to per-
form a CAT3 fail operational automatic landing. This test is available on the AFS FMA (PFD). If you answer "YES", the CAT3 DUAL display is checked. When
MENU page, obtained from the SYSTEM REPORT/ TEST page. This test checks ELAC1 and FAC1 are no longer supplied, the "triple click" aural warning must be
for possible category downgrading (CAT3 SINGLE, CAT2). By disengaging the generated. The information, displayed on the Flight Mode Annunciator (FMA) sec-
functions, the disconnections are tested with their associated warnings and cate- tion of the MCDU, must be compared with the information that is expected on the
gory information on the Flight Mode Annunciator (FMA) of the Primary Flight Dis- FMA (PFD). If you answer "YES", the CAT3 SINGLE display is checked. ELAC1
play (PFD). There are several successive pages in which actions, checks and must be again supplied. ELAC1 must be supplied again and ELAC2 must be
answers are requested from maintenance people. The principle is to trigger a switched off. The A/ THR must be disengaged by pressing the instinctive discon-
BITE analysis if the operator has pushed the line select key adjacent to the indi- nect switches. The information, displayed on the Flight Mode Annunciator (FMA)
cation related to the fault detection and then to build a fault report and to display section of the MCDU, must be compared with the information that is expected on
it. If there is no fault detection, the test is finally declared "OK" at the last action. the FMA (PFD). If you answer "YES", the CAT2 display is checked. AP must be
The LAND TEST activation is possible without specific tools, on ground, engines disengaged and the AUTOLAND warning lights flash and the "cavalry charge" au-
stopped, after selection on the MCDU of the line select key adjacent to the "LAND ral warning is generated. The test is in progress for 20 seconds. When the test is
TEST" indication. The LAND TEST can be stopped at any time, by pressing the finished, the page "TEST OK" is displayed.
line select key adjacent to the "RETURN" indication. In that case, the TEST
CLOSE- UP page is displayed in order to end correctly the test before returning to Anomaly Detection
the AFS main menu. When an anomaly is detected, a fault report is displayed.
To obtain details about this anomaly, you have to select the line select key corre-
Test OK sponding to a class number.
In this topic, the LAND TEST is presented, step by step, until the "TEST OK" page
A print of this trouble shooting data may be done by pressing the line select key
is displayed. The "RETURN" option is always available by pressing the corre- next to the "PRINT" indication.
sponding line select key. The actions, to be performed before starting the test, are
listed on the MCDU. The ADIRUs are set to NAV position on the ADIRS CDU. The
present position must be entered on the opposite MCDU. You must wait for the IR
alignment before starting the test. You have to confirm the start of the test. All the
thrust levers must be set to MCT detent. The APs must be disengaged by means
of the take- over and priority pushbutton switches located on the side sticks. The
FDs must be disengaged. The BLUE, GREEN and YELLOW hydraulic pressures
must be available. All FADEC ground power pushbuttons must be set to ON. CAU-
TION: Don’t forget to set all FADEC ground power pushbuttons to OFF at the end
of this test. The Radio Management Panel (RMP) NAV switches must be set to
OFF position. The RAD NAV page must be displayed on the opposite MCDU. The
ILS frequency (109.9 MHz) and the ILS course (060) must be entered on the op-
posite MCDU. The STATUS page must be selected and displayed on the ECAM.
In case of right answer, you select the related line select key, "YES", if not, you
select the line select key adjacent to "NO". FD1 and 2, ILS1 and 2, A/ THR, APPR,

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Figure 9: Land Test 1/2

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Figure 10: Land Test 2/2

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Training Manual Study Questions
A318/A319/A320/A321 Auto Flight

22-Study Questions
22-00 General 5. Name all tasks of each sub-unit.
FM:
1. Name the computers belonging to the AFS:

FG:

2. Name all control-panels who are associated with the AFS.

6. Name all tasks of the FAC.

3. Which two sub-units contain the FMGC?

7. Which units get signals from FMGC? (B2 only)

4. Name all push-buttons, selectors and readouts at FCU.

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8. Which units get signals from FAC? 12.What’s the meaning of the Flight Director (FD) system.

9. Explain the control-principle of aircraft control. 13.How are the autopilot steering outputs applied to
MANUAL: Aileron:

AUTOMATIC: Spoilers:

MANAGED (Longterm): Elevators:

SELECTED (Shortterm): Rudder:

Nose Wheels:
22-10 AP/FD
14.In which flightmodes is it possible ot engage both autopilots?
10.What’s the purpose of the AP-System?

15.What happens with the sidesticks and pedals when the autopilot is engaged?
11.Is it possible to engage the autopilot when the aircraft is on ground? (B2 only)

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16.What happens if the pilot uses sidesticks or pedals when the autopilot is en- 20.The five columns of the FMA shows: (B2 only)
gaged? (B2 only)
1st

2nd

3rd

4th
17.What triggers both red AUTOLAND lights at the glareshield panel? (B2 only)
5th

22-30 Autothrust
21.What is the purpose of the Automatic Thrust System (A/Thr)?
18.Aircraft on ground. How do you engage the flightdirector? When become the
bars active (visible)? (B2 only)

22.Name all stops and detents of the thrustlevers.


19.How to change the FD-bars to flight path director display? What does it show?
(B2 only)

January06/Technical Training For training purposes only


Study Questions 22-3
Copyright by SR Technics
Training Manual Study Questions
A318/A319/A320/A321 Auto Flight

23.When does the A/THR engage automatically? 28.The thrust target computed by FMGC is routed through the FCU. Why?
(B2 only)

29.What happens, if the pilot presses the instinctive disconnect button for more
than 15 seconds during a flight? (B2 only)
24.Which computer calculates the thrust limit?

25.How will the computed thrust target be applied to the engines? Does the throt-
tles automatically move according to the desired thrust? 30.“A-FLOOR” is shown at the FMA’s. What does this mean? (B2 only)

26.Between which positions the A/THR will control the engine thrust?
a) With both engines running: 22-60 Flight Augmentation
31.Explain the different yaw functions and what is the meaning of them?
b) With engine single operation:

27.Which thrust lever position must be manually selected by the crew for every
flight? (B2 only)

January06/Technical Training For training purposes only


Study Questions 22-4
Copyright by SR Technics
Training Manual Study Questions
A318/A319/A320/A321 Auto Flight

32.Which other functions belong to the Flight Augmentation System? 36.The autopilot is not engaged, which unit does normally the yaw damping?

37.In which flight phases will the FMGC control the rudder?

33.The yaw damper functions are:


38.How is a FAC fault indicated and how to switch it off?

34.The rudder trim function is:


39.Explain the FLIGHT ENVELOPE function. (B2 only)

35.Rudder travel limitation means: 40.Explain WINDSHEAR function. (B2 only)

January06/Technical Training For training purposes only


Study Questions 22-5
Copyright by SR Technics
Training Manual Study Questions
A318/A319/A320/A321 Auto Flight

41.Explain the LOW ENERGY warning. (B2 only) 44.Which databases belong to the FMS? Which must be updated every 28 days?
Where must the loader be connected?

22-70 FMS 45.For flightplan initialisation you must enter: (B2 only)

42.What’s the meaning of a Flight Plan?

46.To which unit sends the FMS data? (B2 only)

43.GPS position data is used in the IRS system. Explain why?

47.What is shown at the POSITION MONITOR page? (B2 only)

January06/Technical Training For training purposes only


Study Questions 22-6
Copyright by SR Technics
Training Manual Study Questions
A318/A319/A320/A321 Auto Flight

48.Which radios are tuned by the FMS? (B2 only) 52.Can the FMS channel of the FMGC be separatly tested? (B2 only)

49.The green NAV light at both RMP’s illuminates. Is autotune still possible?
(B2 only)

50.What is shown at the A/C STATUS page? What can be altered by the crew?
(B2 only)

51.The CPU who calculates the FMS flight path, is it the same as for flight-guid-
ance? (B2 only)

January06/Technical Training For training purposes only


Study Questions 22-7
Copyright by SR Technics
Training Manual Study Questions
A318/A319/A320/A321 Auto Flight

22-90 Fault Isolations and Test 58.Which subsystem is responsible for fault isolation? Where is it located?
(B2 only)
53.The AFS TEST is used for:

59.Name all options you can get via CFDS AFS menu? (B2 only)
54.The LAND TEST confirms that:

60.Trouble shooting data shows: (B2 only)


55.How and where is a FCU fault indicated? (B2 only)

61.Ground scan means: (B2 only)


56.What points have you to consider, when reseting a software hangup of the
FCU?

57.How long takes the power up test of the FMGC?

January06/Technical Training For training purposes only


Study Questions 22-8
Copyright by SR Technics

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