22 Auto Flight

SINGLE AISLE
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - M35 LINE MECHANICS
(CFM56-5B/ME)
AUTO FLIGHT
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
SINGLE AISLE TECHNICAL TRAINING MANUAL
AUTO FLIGHT
GENERAL
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Automatic Flight System Design Philosophy (1) . . . . . . . . . . . . . . . . .2

Automatic Flight System Presentation (1) . . . . . . . . . . . . . . . . . . . . . .4
FAC General (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
FMGC General (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Autopilot Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Flight Director Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Autothrust Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Automatic Flight SYS Maintenance System D/O (3) . . . . . . . . . . . .22

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TABLE OF CONTENTS
May 11, 2006

Page 1
AUTOMATIC FLIGHT SYSTEM DESIGN PHILOSOPHY (1)

GENERAL
FLY BY WIRE
The Automatic Flight System (AFS) calculates orders to automatically

control the flight controls and the engines. It computes orders and sends
them to the Electrical Flight Control System (EFCS) and to the Full
Authority Digital Engine Control (FADEC) to control flying surfaces
and engines. When the AFS is not active, the above-mentioned
components are controlled by the same systems but orders are generated
by specific devices: side sticks and thrust levers.
If the pilot moves the side stick when the AFS is active, it disengages
the autopilot. Back to manual flight, when the sidestick is released, the
EFCS maintains the actual aircraft attitude.
NAVIGATION
A fundamental function of the AFS is to calculate the aircraft position.
To compute the aircraft position, the system uses several aircraft sensors,
which give useful information for this purpose.
SYSTEM DESIGN
To meet the necessary reliability, the AFS is built around 4 computers.
There are two interchangeable Flight Management and Guidance
Computers (FMGCs) and two interchangeable Flight Augmentation
Computers (FACs). It is a FAIL OPERATIVE system. Each FMGC and
FAC has a command part and a monitor part to be FAIL PASSIVE.
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FLIGHT PLAN
The AFS has several flight plans predetermined by the airline in its
memory. A flight plan describes a complete flight from departure to
arrival; it gives vertical information and all intermediate waypoints. The
plan can be displayed on the EFIS or on the Multipurpose Control &
Display Units (MCDU).
OPERATION
There are several ways to use the AFS but the normal and recommended
one is to use it to follow the flight plan automatically. Knowing the
position of the aircraft and the flight plan chosen by the pilot, the system
is able to compute the orders sent to the flying surfaces and the engines
so that the aircraft follows the flight plan. The pilot has an important
monitoring role.
NOTE: During AFS operation, side sticks and thrust levers do not move
automatically.
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GENERAL ... SYSTEM DESIGN

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AUTOMATIC FLIGHT SYSTEM PRESENTATION (1)

GENERAL
The Automatic Flight System (AFS) gives the pilots the functions
reducing their workload and improving the safety and the regularity of
the flight. The AFS is designed around:
- 2 Flight Management and Guidance Computers (FMGCs),
- 2 Flight Augmentation Computers (FACs),
- 2 Multipurpose Control and Display Units (MCDUs),
- 1 Flight Control Unit (FCU).
CONTROLS
The FCU and the MCDUs let the pilots control the functions of the
FMGCs. The FAC engagement P/BSWs and the RUDder TRIM control
panel are connected to the FACs. The MCDUs are used for long-term
control of the aircraft and do 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 does the interface required for
transmission of engine data from the FMGC to the Full Authority Digital
Engine Control (FADEC).
NOTE: The FAC includes an interface between the AFS and the
Centralized Fault Display System (CFDS) called Fault Isolation
and Detection System (FIDS). This function is activated only
with FAC1 P/BSW in position 1.
OTHER SYSTEMS
The AFS is connected to the majority of the aircraft systems.
Examples of AFS data exchanges:
- reception of the aircraft altitude and attitude from the Air Data/Inertial
Reference System (ADIRS),
- transmission of autopilot orders to the ELevator and Aileron Computers
(ELACs).
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FMGC
There are two interchangeable FMGCs. Each FMGC is made of two
parts: the Flight Management (FM) part and the Flight Guidance (FG)
part. The FM part gives the functions related to flight plan definition,
revision and monitoring and the FG part gives the functions related to
the aircraft control.
FAC
There are two interchangeable FACs. The basic functions of the FACs
are the rudder control and the flight envelope protection.

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GENERAL ... OTHER SYSTEMS

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FAC GENERAL (1)

FUNCTIONS
The basic functions of the Flight Augmentation Computer (FAC) are:
- yaw damper,
- rudder trim,
- rudder travel limitation,
- flight envelope protection,
- Fault Isolation and Detection System (FIDS).
YAW DAMPER
The yaw damper has four functions and controls the rudder via yaw
damper actuators. Upon Flight Management and Guidance Computer
(FMGC), ELevator Aileron Computer (ELAC) or FAC orders, the yaw
damper provides:
- dutch roll damping,
- turn coordination in cruise,
- engine failure compensation in auto flight,
- yaw guidance order execution.
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RUDDER TRIM
The rudder trim orders come from the RUDder TRIM selector, or from
the FMGC to control the rudder via the rudder trim actuator.
The rudder trim gives:
- the manual trim with RUD TRIM selector,
- auto trim on yaw axis and the generation of engine failure recovery
function when the autopilot is engaged.
RUDDER TRAVEL LIMITATION

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,
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- prevents excessive deflections which would penalize the aircraft

performance.
Aircraft speed information is given by the Air Data/Inertial Reference
Units (ADIRUs).
FLIGHT ENVELOPE PROTECTION

For flight envelope protection, the FAC computes the various
characteristic speeds for aircraft operation, the low energy warning, the
excessive Angle-Of-Attack (AOA) and wind shear detections. The
characteristic speeds are computed using data from the ADIRU, the
Landing Gear Control Interface Unit (LGCIU), the FMGC, and the Slat
Flap Control Computer (SFCC). Then, they are displayed on the PFDs.
The alpha floor (excessive AOA) and wind shear detections are sent to
the FMGCs. The low energy warning computation is sent to the Flight
Warning Computers (FWCs) which generate an aural warning: "SPEED,
SPEED, SPEED".
FIDS
For maintenance purposes, the FIDS centralizes the failure information
from the various BITE of the AFS computers and provides an interface
between these BITEs and the Centralized Fault Display Interface Unit
(CFDIU). The FIDS function is only active in FAC 1.
CONTROLS
Each FAC receives inputs from its related P/BSW, the RUD TRIM
selector and the RUD TRIM RESET P/B. The RUD TRIM selector
deflects the rudder. The RESET P/B returns the rudder to the neutral
position.
DISPLAYS
Some of the data computed by the FAC is displayed:
- the characteristic speeds are displayed on the speed scale of the PFDs.
FAC GENERAL (1)
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Page 6

- the rudder trim position is displayed on the F/CTL ECAM page and on
the RUD TRIM control panel. The red WINDSHEAR indication is
displayed in the center of both PFDs.
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NOTE: The rudder travel limiting position is not displayed. Only its
maximum stop positions are shown on the ECAM.

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FAC GENERAL (1)
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FUNCTIONS ... DISPLAYS

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FAC GENERAL (1)
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FAC GENERAL (1)
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FMGC GENERAL (1)
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CONTROLS
MANAGEMENT
GENERAL
GENERAL
The Flight Management and Guidance Computer (FMGC) functions,

Flight Management (FM) and Flight Guidance (FG), are mainly
controlled from the Multipurpose Control and Display Units (MCDUs)
and the Flight Control Unit (FCU).
Typical actions are:
- before departure, on the MCDUs, the pilots select the flight plan
which will be followed later on by the aircraft.
- in flight, on the FCU, the pilots can engage the AP and can modify
different flight parameters leading to an immediate change in the
control of the aircraft.
The FM part mainly gives the flight plan selection with its lateral and
vertical functions. The FM part gives the navigation, performance
optimization, radio navigation tuning and information display
management. Data computed by the FM part is occasionally used by
the FG part.
MCDU
LATERAL FUNCTIONS
Basically, the MCDUs give the long-term interface between the crew
and the FMGCs.
The MCDUs show, for example:
- the introduction or the definition, the modification and the display
of flight plans,
- the display, the selection and the modification of the parameters
associated with the FM functions,
- the selection of specific functions.
The main lateral functions are:

- aircraft position determination,
- Inertial Reference System (IRS) alignment through the MCDU,
- automatic or manual (through MCDU) selection of VOR, DME,
ILS, ADF frequencies,
- guidance computation along the lateral flight plan.
A navigation database supplies all necessary information to build a
flight plan; however pilots can enter other data using the MCDU.
FCU
VERTICAL FUNCTIONS
Basically, the FCU gives the short-term interface between the crew
and the FMGCs.
For example, the FCU can be used for:
- the engagement of the AP, Flight Director (FD) and A/THR
functions,
- the selection of required guidance modes (e.g. heading hold),
- the selection of various flight parameters (e.g. heading value).
The main vertical functions are:

- optimized speed computation; the resulting target speed being used
as reference for guidance functions,
- performance predictions as time, fuel, altitude, wind at various points
of the flight,
- guidance computation along the vertical flight plan.
A performance database supplies necessary data; however pilots have
to enter other data using the MCDU.

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FLIGHT PLAN
A flight plan contains the various elements and constraints of the route
the aircraft must fly along from take-off to landing. A flight plan can
be selected, built-up, modified and monitored through the MCDU.
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GUIDANCE
GENERAL
GENERAL
The FG part gives the AP, FD and A/THR functions. These functions
work according to modes generally chosen on the FCU. The normal
way to operate the aircraft is to use the management part as reference
source for the guidance part.
Various displays are used to present Flight Management and Guidance

System (FMGS) data and information. The main displays presenting
flight management and guidance information are:
- the MCDUs (display part),
- the FCU (display Part),
- the PFDs,
- the NDs,
- the ECAM/EWD and ECAM STATUS pages.
AP
The AP function calculates the signals for the flight controls in order
to follow the selected modes. The AP controls the pitch, roll and yaw
axis according to the selected modes. Example of AP mode: Altitude
hold.
FD
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DISPLAYS
The FD displays the guidance commands on both PFDs, allowing the

pilots to fly the aircraft manually according to the FMGC demands.
Two cases have to be considered:
AP not engaged:
- 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 by acting on the flight controls.
AP engaged:
- the FD function displays symbols on the PFDs representing the AP
orders to be monitored by the pilot.
A/THR
The A/THR function calculates the signal necessary for engine control
in order to follow a given mode.
Example of A/THR mode: Acquisition and holding of a speed or a
Mach number.
MCDU
The MCDUs display all data related to the management part. Example:
Identification of the successive waypoints of the flight plan.
FCU
The FCU is also considered as a display as it includes indication lights
and Liquid Crystal Display (LCD) windows.
The FCU includes:
- lights giving mode indications,
- LCD windows showing reference parameters.
Example: During a climb with AP, the altitude window displays the
altitude the aircraft is going to capture.
PFD
The PFDs mainly display the FD symbols and the status of guidance
functions and their modes. They also display reference parameters.
Example: The target speed value is represented by a symbol on the
speed scale of the PFD.
ND
The NDs mainly display the flight plan and various navigation data.
Example: Airports or waypoints around the present position of the
aircraft.

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FMGC GENERAL (1)
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ECAM
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The ECAM/EWD page presents warning messages related to the

function or computer failures. The ECAM STATUS page displays
the landing capabilities.

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FMGC GENERAL (1)
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CONTROLS ... DISPLAYS

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FMGC GENERAL (1)
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AUTOPILOT PRESENTATION (1)

GENERAL
TAKE-OFF
The AP is engaged from the Flight Control Unit (FCU) by the related
pushbuttons. AP engagement is indicated by the illumination of the AP
1 P/BSW or/and the AP 2 P/BSW (Three green bars) and by the white
"AP1", "AP2" or "AP1+ 2" indication on the top right corner of each
PFD. The AP guidance modes are selected from the FCU or the Flight
Management and Guidance Computers (FMGCs). The AP function is a
loop where, after a comparison between real and reference 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 AP is engaged, the load
thresholds on the rudder pedals and the side sticks are increased. If a
pedal or side stick load threshold is overridden, the AP disengages.
The AP can be engaged in flight, provided the aircraft has been airborne
for at least 5 seconds.
MODES
If the airfield is equipped with ILS installations, the AP can perform a

complete landing with approach, flare and roll out. A second AP can be
engaged (AP 1 active, AP 2 in standby).
There are lateral modes and vertical modes. Basically, one of each is
chosen by the pilot or by the system. The AP being engaged, one lateral
mode and one vertical mode are simultaneously active.
According to flight phases, the lateral mode controls:
- the ailerons via the ELevator Aileron Computers (ELACs),
- the spoilers via the ELACs and the Spoiler Elevator Computers (SECs),
- the rudder via the Flight Augmentation Computers (FACs),
- the nose wheel via the ELACs and the Braking/Steering Control Unit
(BSCU).
The vertical mode controls the elevators and the THS via the ELACs.
GROUND
CRUISE
In cruise, only one AP can be engaged at a time, priority given to the last
engaged. Engaging the second AP 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.
NOTE: The rudder is controlled not by the AP but directly by the FACs.
LANDING
NOTE: The rudder is controlled by the AP via the FACs.

During roll out, the AP gives steering orders to the rudder and the nose
wheel. These orders depend on the aircraft speed. Aileron and spoiler
AP orders are null. The THS is reset to 0.5 nose up.
NOTE: The spoilers are directly controlled by the SECs as airbrakes.
During roll out, at low speed (about 60 knots), the pilot normally
disengages the AP by pressing a takeover pushbutton located on the side
stick.
For maintenance purposes, the AP can be engaged on ground with both

engines shut down. Hydraulic power is not required.
When an engine is started, the AP disengages.
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GENERAL ... LANDING

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FLIGHT DIRECTOR PRESENTATION (1)

ENGAGEMENT
The Flight Director (FD) functions are engaged automatically as soon as
the system is electrically supplied and logic conditions are fulfilled.
FD engagement is indicated on the Flight Control Unit (FCU) by the FD
P/BSW green bars and on the top right of each PFD. 1FD2 indication is
displayed on each PFD to show that FD1 is engaged on the CAPT side
and FD2 is engaged on the F/O side.
and PFD 2 for the F/O FD P/BSW. If a lit FD P/BSW is pressed, the
green bars go off. Pressing the P/BSW again puts the green bars on again.
A non lit FD P/BSW means that no FD symbols can be displayed on the
corresponding PFD. -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.
NOTE: On ground, as long as no AP/FD mode is active, there are no

FD symbols on the PFDs.
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PRINCIPLE
The FD displays the Flight Management and Guidance Computer (FMGC)
guidance commands on both PFDs. In manual flight, the FD displays
guidance orders to help the pilots to apply commands on the controls in
order to follow the optimum flight path, which would be ordered by the
AP if it was engaged. When the AP is engaged, the FD helps the FMGC
demands to be checked.
The FD modes are the same as the AP modes and are selected the same
way. The FMGCs calculate AP/FD orders which are transformed into
symbols by the Display Management Computers (DMCs). There are two
types of symbols: the FD bars, the Flight Path Director (FPD) and Flight
Path Vector (FPV) symbols. The central HeaDinG-Vertical Speed
(HDG-V/S)/TRacK-Flight Path Angle (TRK-FPA) P/BSW on the FCU
makes the pilots switch between these two types of symbols.
FD PUSHBUTTONS
Upon FCU power up, in go around, or when losing the AP during the
roll out phase of the landing, the three green bars of the FD P/BSWs
come on automatically. A lit FD P/BSW means that the FD symbols can
be displayed on the corresponding PFD: PFD 1 for the CAPT FD P/BSW
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ENGAGEMENT ... FD PUSHBUTTONS

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FD BARS
The FD bars can be displayed provided HDG-V/S is selected on the FCU.
HDG-V/S is automatically selected at system power up.
in terms of current track and FPA actually being flown. The FPV symbol
position is computed by the Air Data Inertial Reference System (ADIRS).
NOTE: The yaw bar is identical to the FD bar case and appears with
the same conditions.
NOTE: At certain system configuration changes, the FMGCs send a

command to the DMCs to make the FD bars flash for 10
seconds.
AP/FD modes are correctly followed when the FD bars are centered on
the fixed aircraft model of the PFDs.
There are three FD bars:
- the pitch bar,
- the roll bar,
- and the yaw bar.
The horizontal pitch bar can be displayed if a vertical mode is active
except during the roll out phase of the landing. The vertical roll bar can
be displayed if a lateral mode is active. Below 30 feet RA at take-off
when a LOCalizer (LOC) signal is available and during landing, the roll
bar is replaced by a yaw bar index. This bar is then centered when it is
just below the central yellow square.
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FPD/FPV SYMBOLS
The FPD and the FPV symbols can be displayed provided TRK-FPA is
selected on the FCU.
NOTE: At certain system configuration changes, the FMGCs send a
command to the DMCs to make the FPD and FPV symbols
flash for 10 seconds.
AP/FD modes are correctly followed when the FPD and FPV symbols
are superimposed. The FPD symbol supplies command signals to intercept
and fly the lateral and vertical flight path as defined by the FMGCs. The
FPD symbol is removed if no guidance mode is provided by the FMGCs.
The FPV symbol represents lateral and vertical flight path information
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FD BARS & FPD/FPV SYMBOLS

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AUTOTHRUST PRESENTATION (1)

AUTOTHRUST FUNCTION
The A/THR function sends a computed thrust command (thrust target)
to the Full Authority Digital Engine Control (FADEC) for automatic
engine control.
The A/THR functions are:
- acquisition and holding of a speed or a Mach number,
- acquisition and holding of a thrust,
- reduction of the thrust to idle during descent and during flare in final
approach,
- protection against excessive Angle-Of-Attack (AOA) called alpha-floor
protection, by ordering a maximum thrust when an alpha-floor detection
signal is received from the Flight Augmentation Computers (FACs).
AUTOTHRUST LOOP PRINCIPLE

To get the A/THR function, the thrust target computed by the Flight
Management and Guidance Computers (FMGCs) is chosen by the Flight
Control Unit (FCU). Then each FCU processor sends, along its own bus,
the thrust target to the FADEC via the Engine Interface Units (EIUs).
When A/THR is engaged:

- the FCU A/THR P/BSW is lit,
- the engagement status is displayed on the Flight Mode Annunciator
(FMA).
When engaged, the A/THR can be active or not depending on the position
of the thrust levers. When engaged and not active, the thrust control is
manual. The thrust is commanded according to the position of the thrust
levers. When engaged and active, the thrust control is automatic. The
thrust is commanded according to the A/THR computed thrust target.
AUTOTHRUST DISCONNECTION
A/THR disengagement can be manual or automatic.
A/THR is manually disconnected:
- either by pressing the A/THR instinctive disconnect switch on any thrust
lever,
- or by setting all thrust levers to idle position,
- or through the dedicated FCU P/BSW,
A/THR is automatically disconnected in case of failure detection.
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AUTOTHRUST ENGAGEMENT
The engagement of the A/THR function can be manual or automatic. The
A/THR is engaged manually by pressing the A/THR P/BSW on the FCU.
This is inhibited below 100 feet RA, with engines running.
The A/THR is engaged automatically:
- when the AP/Flight Director (FD) is engaged in Take-Off (TO) or Go
Around (GA) modes,
- or in flight, when the alpha-floor is detected; this is inhibited below 100
feet RA except during the 15 seconds following the lift-off.
NOTE: To effectively have A/THR on the engines, the engagement of
the A/THR is confirmed by a logic of activation in the FADEC.
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AUTOTHRUST FUNCTION ... AUTOTHRUST DISCONNECTION

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AUTOMATIC FLIGHT SYS MAINTENANCE SYSTEM D/O (3)

GENERAL
BITE
The Auto Flight System (AFS) is a type 1 system, ables to maintain a

two-way communication 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 Flight
Augmentation Computer (FAC) 1 and of the BITEs located in the various
AFS computers. Access to the fault data is made through the Multipurpose
Control and Display Units (MCDUs) via the CFDIU. Like for other
systems, the CFDIU works in NORMAL mode and MENU mode (See
ATA 31-CFDS).
According to its internal architecture, each AFS Line Replaceable Unit

(LRU) has one or several BITEs. The basic purpose of a BITE is to detect,
isolate, memorize failures, the Flight Control Unit (FCU) and MCDU
BITEs only perform the detection task. The failure detection is triggered
by specific events listed in the maintenance manual. Example of Flight
Guidance (FG) CoMmanD (CMD) triggering event: ILS own failure.
The failure localization corresponds to an analysis processed to identify
the source of the failure.
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FIDS
The FIDS is a card physically located in each FAC. Both FACs are
interchangeable, but only the FAC 1 FIDS is active due to the side 1
signal. The FIDS is used as a system BITE to concentrate 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
applicable, consolidates the BITE diagnosis (occurrence, correlation...)
and generates a fault message, which is sent to the CFDIU.
NOTE: 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 gives access to
GROUND SCAN, AFS TEST and LAND TEST.

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FAC/FM/FG BITE
As the FAC and FG have a BITE in the CMD and the MONitor (MON)
sides, the fault analysis is generally made on each side and a synthesis
is made on the CMD 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 LRUs in the order of probability, to the FIDS.
FCU BITE
Each FCU BITE computes the maintenance status of its related part and
permanently sends this maintenance data to the FG CMD part.
MCDU BITE
The MCDU does the tests on its processor, memory and display unit. If
a failure is found by the MCDU BITE:
- the FAIL annunciator comes on and the display is blank,
- the MCDU FAIL output discrete is set and sent to the FM part and then
to FG 1 and FG 2 CMD parts through the crosstalk bus.
May 10, 2006

Page 22
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GENERAL ... MCDU BITE

(CFM56-5B/ME)
22 - AUTO FLIGHT
May 10, 2006

Page 23

GROUND SCAN
The GROUND REPORT function displays failures recorded in the ground
area of the FIDS memory. The PRESENT FAILURE SCAN function is
used to isolate failures present when the function is selected. The
manufacturer for development purposes uses the PROGRAM page.
AFS TEST
An AFS TEST is done:
- to check an AFS LRU before removal,
- to check an AFS LRU after installation,
- to get trouble shooting data (even if the test is OK).
LAND TEST
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The LAND TEST gives the test availability of the LANDing mode and
equipment required to obtain CATegory 3. There are several successive
pages in which actions, checks and answers are requested from
maintenance.

(CFM56-5B/ME)
22 - AUTO FLIGHT
May 10, 2006

Page 24
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GROUND SCAN ... LAND TEST

(CFM56-5B/ME)
22 - AUTO FLIGHT
May 10, 2006

Page 25

SAFETY TESTS
After long term power interruption, computers and control units of the
AFS do the safety tests also called power-up tests. These tests are only
done on ground, except for the FCU, which can make safety tests on
ground or in flight. During these tests, no action should be done on the
system. If a unit does not pass the safety test, it is declared failed and
unusable and an ECAM message is displayed on the STATUS page.
NOTE: The recommended conditions to do the safety test are:
. aircraft on ground, engines stopped, hydraulic power
(green/yellow) for FAC only,
. pull the C/B of the involved computer (both C/Bs for FCU),
. wait 15 seconds (7 minutes for FCU), and then push the C/B
of the involved computer,
. wait 1 minute for safety test execution.
PROCEDURE
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This AFS maintenance procedure has to be followed in the event of a

pilot report concerning the AFS.

(CFM56-5B/ME)
22 - AUTO FLIGHT
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Page 26
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SAFETY TESTS & PROCEDURE

(CFM56-5B/ME)
22 - AUTO FLIGHT
May 10, 2006

Page 27
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U3T06191
MAY 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS

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SINGLE AISLE

TECHNICAL TRAINING MANUAL

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

SINGLE AISLE TECHNICAL TRAINING MANUAL

Automatic Flight System Design Philosophy (1) . . . . . . . . . . . . . . . . .2

MAINTENANCE COURSE - M35 LINE MECHANICS

May 11, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

AUTOMATIC FLIGHT SYSTEM DESIGN PHILOSOPHY (1)

The Automatic Flight System (AFS) calculates orders to automatically

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AUTOMATIC FLIGHT SYSTEM DESIGN PHILOSOPHY (1)

May 10, 2006

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... SYSTEM DESIGN

AUTOMATIC FLIGHT SYSTEM DESIGN PHILOSOPHY (1)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

AUTOMATIC FLIGHT SYSTEM PRESENTATION (1)

U3T06191 - U0M35M0 - UM22P3000000001

MAINTENANCE COURSE - M35 LINE MECHANICS

AUTOMATIC FLIGHT SYSTEM PRESENTATION (1)

May 10, 2006

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SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... OTHER SYSTEMS

AUTOMATIC FLIGHT SYSTEM PRESENTATION (1)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

FAC GENERAL (1)

U3T06191 - U0M35M0 - UM22P4000000001

RUDDER TRAVEL LIMITATION

- prevents excessive deflections which would penalize the aircraft

FLIGHT ENVELOPE PROTECTION

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

U3T06191 - U0M35M0 - UM22P4000000001

MAINTENANCE COURSE - M35 LINE MECHANICS

FAC GENERAL (1)

May 10, 2006

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SINGLE AISLE TECHNICAL TRAINING MANUAL

FUNCTIONS ... DISPLAYS

FAC GENERAL (1)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

U3T06191 - U0M35M0 - UM22P4000000001

This Page Intentionally Left Blank

MAINTENANCE COURSE - M35 LINE MECHANICS

FAC GENERAL (1)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

FMGC GENERAL (1)

U3T06191 - U0M35M0 - UM22P5000000001

The Flight Management and Guidance Computer (FMGC) functions,