A320fam Ata22 Auto Flight

A318/A319/A320/A321 (CFM56) / (IAE V2500)
For Category B1/B2
Auto Flight
ATA 22
Issue 1: 12 Aug 2016

Revision 1: 1 Apr 2020
Airbus A318/A319/A320/A321 (CFM56) and
Airbus A319/A320/A321 (IAE V2500) ATA 22
(sub-) cat.B1.1/ B2 AUTO FLIGHT AVIET TRAINING

Airbus A319/A320/A321 (IAE V2500)
(sub-) cat. B1.1/ B2
ATA 22 AUTO FLIGHT
ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 1

TABLE OF CONTENTS RUDDER TRIM FUNCTION.......................................................................... 116
RUDDER TRAVEL LIMITING FUNCTION.....................................................118
GENERAL..........................................................................................................6 FLIGHT ENVELOPE PROTETION.................................................................122
AUTO FLIGHT SYSTEM PRESENTATION..................................................... 8 FLIGHT ENVELOPE DATA ON PFD.............................................................128
FAC GENERAL............................................................................................... 10 FLIGHT MANAGEMENT SYSTEM................................................................132
FMGC GENERAL............................................................................................ 12 FLIGHT MANAGEMENT PRIORITY LOGIC.................................................. 135
AUTO FLIGHT SYSTEM CONTROL AND INDICATING...............................20 FLIGHT PLANNING...................................................................................... 136
BASIC OPERATIONAL PRINCIPLES............................................................ 28 FLIGHT MANAGEMENT OPERATION..........................................................142
AUTOPILOT....................................................................................................30 FMGS COCKPIT PREPARATION.................................................................160
AUTOPILOT ENGAGEMENT CONDITIONS................................................. 32 OTHER FM FUNCTIONS VIA MCDU MODE-KEYS...................................... 164
LOAD THRESHOLDS.....................................................................................33 EFIS DISPLAY............................................................................................... 166
FLIGHT DIRECTOR.........................................................................................36 DATA BASE LOADING................................................................................. 172
FLIGHT GUIDANCE PRIORITY LOGIC.......................................................... 42 DATA BASE LOADING................................................................................. 174
AP, FD, A/THR MODES..................................................................................49 EFIS CONTROL PANEL............................................................................... 185
AFS COMPONENTS.......................................................................................50 MCDU DESCRIPTION................................................................................... 186
AP/FD VERTICAL MODES............................................................................. 55 FAULT ISOLATION AND TESTS................................................................. 205
AP/FD COMMON MODES............................................................................... 62 POWER UP TEST......................................................................................... 220
FMGS WARNINGS..........................................................................................76 CFDS.............................................................................................................228
FLIGHT MODE ANNUNCIATOR DESCRIPTION/OPERATION...................... 80 GROUND SCAN............................................................................................ 234
LAND CAPABILITY CONDITIONS................................................................. 84 LAND TEST DESCRIPTION AND OPERATION...........................................238
AUTOTHRUST................................................................................................91
FLIGHT AUGMENTATION............................................................................ 104
YAW AXIS CONTROL................................................................................... 106
FAC ENGAGEMENT..................................................................................... 110
YAW DAMPING FUNCTIONS....................................................................... 112

TABLE OF FIGURES Figure 44. FMA............................................................................................... 83
Figure 45. Landing Capability....................................................................... 85
Figure 1. AFS Design Philosophy................................................................. 7 Figure 47. Minimum Equipment Required for Landing Capability.............. 90
Figure 3. AFS Presentation...........................................................................9 Figure 49. Autothrust.....................................................................................92
Figure 4. FAC General................................................................................. 11 Figure 50. A/ THR Control & Indication........................................................ 94
Figure 5. FMGC General.............................................................................. 15 Figure 50. A/ THR Control & Indication........................................................ 96
Figure 6. AFS Control and Indication - FCU & MCDU........................21 Figure 51. Thrust Levers................................................................................98
Figure 7. AFS Control and Indication - ND & PFD..............................23 Figure 53. Warnings and Cautions..............................................................103
Figure 8. AFS Control and Indication - Resets................................... 24 Figure 54. YAW Control............................................................................... 105
Figure 9. AFS Control and Indication - RMPs & EWD / S D ...............26 Figure 54. YAW Control............................................................................... 107
Figure 10. AFS Control and Indication - Attention Getters................... 27 Figure 55. Components................................................................................ 109
Figure 11. Basic Operational Principles................................................... 29 Figure 56. FAC Engagement........................................................................111
Figure 12. Autopilot..................................................................................... 31 Figure 57. YAW Damping Function............................................................ 113
Figure 13. Load Threshold..........................................................................34 Figure 58. YAW Damping.............................................................................115
Figure 14. FMGC - Stick & Rudder Lo ck.................................................. 35 Figure 59. Rudder Trim Function.................................................................117
Figure 15. FD Engagement/ Principle / FD Pushbuttons.............................38 Figure 60. Rudder Travel Limitation........................................................... 119
Figure 16. Flight Director - FD Bars & FPD/ FPV Symbols...........................40 Figure 61. Component Layout in Tail Cone Zone....................................... 120
Figure 17. PFD, Flight Director......................................................................41 Figure 62. FAC Controls and Indications................................................... 121
Figure 18. Flight Guidance Priority Logic- Flight Guidance (FG)................ 43 Figure 63. Low Energy Awareness..............................................................127
Figure 19. Flight Guidance Priority Logic- Flight Director (FD).................. 45 Figure 64. Flight Envelope Data on PFD..................................................... 129
Figure 20. Flight Guidance Priority Logic-Autopilot (AP)............................46 Figure 65. Flight Envelope Data on PFD..................................................... 131
Figure 21. Flight Guidance Priority Logic-Autothrust (A/THR)................... 47 Figure 66. Warnings and Cautions..............................................................130
Figure 22. Flight Guidance Priority Logic-Flight Mode Annunciator Figure 67. Electrical Supply.........................................................................131
(FMA).............................................................................................................. 48 Figure 68. FMGC Interface...........................................................................133
Figure 24. Cruise HDG/TRK Mode................................................................ 52 Figure 69. FMGC.......................................................................................... 134
Figure 25. Engagement of NAV Mode with Selector Knob..........................53 Figure 70. FMGC.......................................................................................... 134
Figure 26. Engagement of NAV Mode (Direct to )......................................... 54 Figure 71. FMGC.......................................................................................... 135
Figure 29. CLB Mode in Take-Off Phase...................................................... 56 Figure 72. Flight Planning............................................................................137
Figure 30. V/S-FPA......................................................................................... 60 Figure 73. Flight Plan................................................................................... 139
Figure 31. OPEN CLB Mode...........................................................................61 Figure 74. Lateral Functions........................................................................144
Figure 35. Take-Off with NAV Armed............................................................ 65 Figure 75. CFDS Pages................................................................................ 145
Figure 36. ILS Approach................................................................................71 Figure 81. FMGS Cockpit Preparation-Initialization................................... 147
Figure 37. FM Approach................................................................................73 Figure 82. Cockpit Preparation-Initialization.............................................. 148
Figure 38. Figure 27: GO AROUND Mode..................................................... 75 Figure 83. INITA/B Page............................................................................... 149
Figure 39. Altitude Alert/ Decision (DH)........................................................ 77 Figure 84. FMGS Cockpit Preparation-Runway Change............................151
Figure 40. FMGS Warnings-Autoland........................................................... 79 Figure 85.15: FMGS Cockpit Preparation-Runway Change (Continued). 152
Figure 41. FCU................................................ Error! Bookmark not defined. Figure 86. Departures Pages.......................................................................153
Figure 42. PFD, Flight Mode Annunciator (FMA).......................................... 81 Figure 87. FMGS Preparation-Performance............................................... 160
Figure 43. FMA............................................................................................... 82 Figure 88. FMGS Cockpit Preparation-Performance (Continued)............. 161

Figure 89. Take-Off Page............................................................................. 162 Figure 121. Color Mode................................................................................202
Figure 90. FlightPhase Display on PERF and PROG Pages...................... 163 Figure 122. FM Controls and Indicators..................................................... 203
Figure 76. Radio Navigation - Manual Tuning through RADIO NAV........ 164 Figure 123. AFS Components Location...................................................... 204
and PROG Page........................................................................................... 164 Figure 124. AFS General & FIDS................................................................. 205
Figure 92. Radio NAV Page......................................................................... 165 Figure 125. AFS - BITEs, FAC/ FM/ FG BITE & FCU BITE.......................... 207
Figure 93. DIR TO Page................................................................................ 165 Figure 126. AFS - MCDU BITE..................................................................... 208
Figure 94. Display on PFD........................................................................... 167 Figure 127. AFS - Ground Scan, AFS Test, Land Test...............................209
Figure 95. Display on ND............................................................................. 169 Figure 128. AFS - Safety Tests & Procedure..............................................211
Figure 96. Data Base DisplayP/Bs...............................................................170 Figure 129. FMGC Test Logic..................................................................... 213
Figure 98. Loader Connection.....................................................................173 Figure 130. In Operation Test..................................................................... 215
Figure 99. Operation.................................................................................... 174 Figure 131. Tested Components............................................................... 216
Figure 100. Operation.................................................................................175 Figure 132. Tested Components............................................................... 217
Figure 101. Operation.................................................................................176 Figure 133. FAC Test Logic........................................................................ 219
Figure 102. Components............................................................................177 Figure 134. FAC Power Up Test.................................................................. 221
Figure 103. Operation.................................................................................178 Figure 135. MCDU/In Operation Test.......................................................... 223
Figure 104. Crossloading Description....................................................... 179 Figure 136. Tested Components............................................................... 224
Figure 105. Crossloading Operation......................................................... 181 Figure 137. Tested Components............................................................... 225
Figure 106. Crossloading Operation......................................................... 183 Figure 138. E/WD Failure Titles................................................................... 226
Figure 107. Warnings and Caution..............................................................184 Figure 139. Last Leg Report........................................................................ 229
Figure 108. Electrical Supply......................................................................184 Figure 140. Previous Legs Report.............................................................. 231
Figure 116. EFIS Control Panel.................................................................. 185 Figure 142. Ground Scan.............................................................................235
Figure 117. Brightness Adjust Control/Alphanumeric Keys/Page........... 186 Figure 143. Windshear Test........................................................................ 236
Keys..............................................................................................................186 Figure 144. AFS Test....................................................................................237
Figure 118. Display Keys............................................................................187 Figure 145. Land Test 1/2.............................................................................239
Figure 119. Line Select Keys/Annunciators..............................................200 Figure 146. Land Test 2/2.............................................................................240
Figure 120. Display Layout /Data Entry.....................................................201

THIS PAGE IS INTENTIONALLY LEFT BLANK

GENERAL
Auto Flight System Design Philosophy Operation
General Concept There are several ways to use the Auto Flight System. The normal and
recommended way to use the Auto Flight System is to use it to follow the
The Auto Flight System (AFS) calculates orders to automatically control the flight plan automatically.
flight controls and the engines. Knowing the position of the aircraft and the desired flight plan (chosen by the
The Auto Flight System computes orders and sends them to the Electrical pilot), the system is able to compute the orders sent to the surfaces and
Flight Control System (EFCS) and to the Full Authority Digital Engine Control engines so that the aircraft follows the flight plan.
(FADEC) to control flying surfaces and engines. The pilot has an important monitoring role.
When the AFS is not active, the above mentioned components are controlled
by the same systems but orders are generated by specific devices (i. e. side Note: During Auto Flight System operation, side sticks and thrust levers do
sticks and thrust levers). not move automatically.
Navigation AFS/Fly by Wire

A fundamental function of the Auto Flight System is to calculate the position If the pilot moves the side stick when the Auto Flight System is active, it
of the aircraft. disengages the autopilot.
When computing the aircraft position, the system uses several aircraft Back to manual flight, when the side stick is released, the Electrical Flight
sensors giving useful information for this purpose. Control System maintains the actual aircraft attitude.
Flight Plan System Design
The system has several flight plans in its memory. These are predetermined To meet the necessary reliability, the Auto Flight System is built around four
by the airline. computers:
A flight plan describes a complete flight from departure to arrival, it includes Two Flight Management and Guidance Computers (FMGCs) and two Flight
vertical information and all intermediate waypoints. Augmentation Computers (FACs).
It can be displayed on the instruments (CRTs). Each Flight Management and Guidance Computer and each Flight
Augmentation Computer has a command part and a monitor part.
They are "FAIL OP" (fail operative) systems.

SIDE STICKS
AUTOMATIC FLIGHT
SYSTEM
f \
SENSORS ORDERS COMPUTATION
AIRCRAFT POSITION
INERTIAL SYSTEMS,
COMPUTATION
RADIONAV SYSTEMS,
PRIMARY FLIGHT PLAN,

v _______________y SECONDARY FLIGHT
PLAN,
THRUST
LEVERS
FAC: Flight Augmentation Computer
FMGC: Flight Management and Guidance Computer
Figure 1. AFS Design Philosophy

AUTO FLIGHT SYSTEM PRESENTATION
General
The auto Flight System (AFS) provides the pilots with functions reducing Note: The FAC includes an interface between the Auto Flight System and
their workload and improving the safety and the regularity of the flight. the Centralized Fault Display System (CFDS) called Fault Isolation and
The Auto Flight System is designed around: ^Detection System fFIDSt__________________________________________ <
- 2 Flight Management and Guidance Computers (FM GCs), This function is activated only in position 1 (FAC 1).
- 2 Flight Augmentation Computers (FACs),
- 2 Multipurpose Control and Display Units (MCDUs), Other Systems
- 1 Flight Control Unit (FCU).
The Auto Flight System is connected to the majority of the aircraft systems.
Controls Examples of Auto Flight System data exchanges:
The FCU and the MCDUs enable the pilots to control the functions of the Reception of the aircraft altitude and attitude from the Air Data and
FMGCs. Inertial Reference System (ADIRS).
The FAC engagement pushbuttons and the rudder trim control panel are Transmission of autopilot orders to the Elevator and Aileron
connected to the FACs. Computers (ELACs).
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 Digital 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, revision 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 protection.
Figure 3. AFS Presentation

FAC GENERAL
Functions
Aircraft speed information is provided by the Air Data Inertial Reference Units
The basic functions of the Flight Augmentation Computer (FAC) are: (ADIRUs).
- yaw damper, Flight Envelope Protection

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

RUDDER
FLT CTL TRIM CONTROL
PANEL (23VU) PANEL (110VU)
RUD TRIM
NOSE NOSE
RUDDER
TRAVEL
LIMITING
UNIT
C-
MECHANICAL
RUDDER
MIXER
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PER
ACTUATORS
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ADIRU: Air Data/lnertial Reference Unit

ELAC : ELevator Aileron Computer
FAC : Flight Augmentation Computer
FE : Flight Envelope
FIDS : Fault Isolation and Detection System
FWC: Flight Warning Computer
LGCIU: Landing Gear Control and Interface Unit
RUDDER PEDALS SFCC: Slat Flap Control Computer
Figure 4. FAC General

FMGC GENERAL
Controls Management
The Flight Management and Guidance Computer FMGC) functions, Flight The Flight Management part mainly provides the flight plan selection with its
Management and Flight Guidance, are mainly controlled from the lateral and vertical functions. The Flight Management part provides
Multipurpose Control and Display Units (MCDUs) and the Flight Control Unit navigation, performance optimization, radio navigation tuning and information
(FCU). display management.
Typical actions are: Data computed by the Flight Management part is occasionally used by the
Flight Guidance part.
Before departure, on the MCDUs, the pilots select the flight plan
which will be followed later on by the aircraft. Flight Plan
In flight, on the FCU, the pilots can engage the autopilot and can
modify different flight parameters leading to an immediate change in A flight plan contains the various elements and constraints of the route the
the control of the aircraft. aircraft must fly along from take-off to landing.
A flight plan can be selected, built-up, modified and monitored through the
MCDUs (Control Part) MCDU.
Basically, the MCDUs provide the long-term interface between the crew and Lateral Functions
the FMGCs.
The MCDUs allow, for example: The main lateral functions are:
- the introduction or the definition, the modification and the display of aircraft position determination,
flight plans, IRS alignment through the MCDU,
- the display, the selection and the modification of the parameters automatic or manual (through MCDU) selection of VOR, DME, ILS,
associated with the flight management functions, ADF frequencies,
- the selection of specific functions. guidance computation along the lateral flight plan.
FCU (Control Part) A navigation data base provides all necessary information to build a flight
plan; however pilots can enter other data using the MCDU.
Basically, the FCU provides the short-term interface between the crew and
the FMGCs.
The FCU allows, for example:
- the engagement of the auto pilot, Flight Director and autothrust

functions,
- the selection of required guidance modes (e. g. heading hold),
- the selection of various flight parameters (e. g. heading value).

Vertical Functions
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 data base provides necessary data; however pilots have to

enter other data using the MCDU.
Guidance
The Flight Guidance part provides the autopilot, Flight Director and autothrust
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.


Figure 5. FMGC General

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

NDs
The NDs mainly display the flight plan and various navigation data. Example:
Airports or waypoints around the present position of the aircraft.
ECAM
The ECAM Engine/Waming Display (EWD) page presents warning

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

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 parameters.
Note: 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
performances for monitoring and review by the flight crew.

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Figure 6. AFS Control and Indication - FCU & MCDU
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,

- API FD and A/ THR armed/ engaged modes on the FMA,
FD orders,
FAC characteristic speeds on the speed scale.

Figure 7. AFS Control and Indication - ND & PFD

Resets
The FMGC, FAC, FCU and MCDU resets are possible In the cockpit. the overhead circuit breakers panel 49VU or on the rear circuit breakers
Depending on the computer (1 or 2), the circuit breakers are located either on panel 121VU.
AUTO FLT
MCDU FMGC 1--------- FA C 1---------- 1 FCU
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FMGC I---- FAC2----- TRIM FCU
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Figure 8. AFS Control and Indication - Resets
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.


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

BASIC OPERATIONAL PRINCIPLES
General
This sequence describes the operational use of the Flight Management and V2, at least, must be inserted in the M CDU before take- off.
Guidance Computers (FMGCs) in a normal operation with a total availability Entry of the flight plan (lateral and vertical) and V2 into the MCDU is taken
of the concerned functions. into account by the Flight Management (FM) part and confirmed by the
The short-term pilot orders are entered through the Flight Control Unit (FCU). lighting of the associated lights on the FCU.
The long-term pilot orders are entered through the Multipurpose Control and
Display Unit (MCDU). A/ THR Engagement
Four key-words for the control principle and both types of guidance are to be
kept in mind in order to avoid handling errors. Autothrust (A/ THR) engagement occurs when the pilot moves the thrust
Aircraft control is AUTOMATIC (Autopilot or autothrust), or MANUAL (Pilot levers to the TO/ GA or FLX/ MCT gate.
action on side sticks or on thrust levers). Aircraft guidance is MANAGED Then: The FMGC automatically engages:
(Targets are provided by the FMGC), or SELECTED (Guidance targets are
selected by the pilot through the FCU). the take- off modes for yaw and longitudinal guidance (RunWaY
(RWY) and Speed Reference System (SRS)),
Data Base Loading - the autothrust function (but it is not active).
The data base must be loaded and updated to keep the system operational. The FD symbols appear on the PFD (Green FD yaw bar and pitch bar).
For take- off, the thrust levers are set to the TO/ GA gate or the FLEX/ MCT
[Note: Only the navigation data base is periodically updated. gate if a flexible temperature has been entered on the MCDU.
At the thrust reduction altitude, the FM part warns the pilot to set the thrust
Power- Up Test FD Engagement levers to CLB gate.
* >
As soon as electrical power is available, the Flight Director (FD) is Note: The thrust levers normally will not leave this position until an audio
automatically engaged provided that the power- up test is done. message "RETARD" requests to the pilot to set the thrust levers to IDLE gate
No guidance symbols are displayed as long as no AP/ FD mode is active. .before touchdown.
MCDU Initialization AP Engagement
First, MCDU STATUS page is displayed. Then, the pilot uses the MCDU for Either autopilot (AP) can only be engaged 5 seconds after lift off. Only one
flight preparation, which includes: autopilot can be engaged at a time, the last in, being the last engaged.
After the normal climb, cruise and descent phases, selection of LAND mode
- choice of the data base, (Autoland) allows both APs to be engaged together.
- flight plan initialization, After touchdown, during ROLL OUT mode, APs remain engaged to control
radio nav entries and checks, the aircraft on the runway centreline.
performance data entry (V1, VR, V2 and FLEX TEMP). Then the pilot disengages the APs at low speed, taxies and stops the aircraft.
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Figure 11. Basic Operational Principles

AUTOPILOT
General Ground
The autopilot (AP) is engaged from the Flight Control Unit (FCU) by the For maintenance purposes, the autopilot can be engaged on ground with
related pushbuttons. both engines shut down. Hydraulic power is not required. When an engine is
Autopilot engagement is indicated by the illumination of the AP 1 pushbutton started, the autopilot disengages.
or/ and the AP 2 pushbutton (Three green bars) and by the white "API",
"AP2" or "AP1+ 2" indication on the top right of each Primary Flight Display Take-Off
(PFD).
The autopilot guidance modes are selected from the FCU or the Flight The autopilot can be engaged in flight, provided the aircraft has been airborne
Management and Guidance Computers (FMGCs). for at least 5 seconds.
The autopilot function is a loop where, after a comparison between real and
reference parameters, the FMGC computes orders which are sent to the Cruise
flight controls.
The loop is closed by real values coming from sensors and given by other In cruise, only one autopilot can be engaged at a time, priority given to the
systems (e.g. ADIRS) to the FMGCs. When the autopilot is engaged, the last engaged. Engaging the second autopilot disengages the first one.
load thresholds on the rudder pedals and the sidesticks are increased. If a The ailerons and the spoilers execute the orders of lateral modes, the
pedal or sidestick load threshold is overridden, the autopilot disengages. elevators and the THS execute the orders of vertical modes.
Modes | Note: The rudder is controlled not by the autopilot but directly by the FACs.
Landing
There are lateral modes and vertical modes.
Basically, one of each is chosen by the pilot or by the system. If the airfield is equipped with ILS installations, the autopilot can perform a
The autopilot being engaged, one lateral mode and one vertical mode are complete landing with approach, flare and roll out.
simultaneously active. A second autopilot can be engaged (AP 1 active, AP 2 in standby).
According to flight phases, the lateral mode controls: During roll out, the autopilot gives steering orders to the rudder and the nose
wheel. These orders depend on the aircraft speed.
- the ailerons via the Elevator Aileron Computers (ELACs), Aileron and spoiler autopilot orders are null. The THS is reset to 0.5 nose up.
- the spoilers via the ELACs and the Spoiler Elevator Computers
(SECs),
- the rudder via the Flight Augmentation Computers (FACs), Note: The spoilers are directly controlled by the SECs as airbrakes.
- the nose wheel via the ELACs and the Braking/ Steering Control Unit
(BSCU). During rollout, at low speed (about 60 knots), the pilot normally disengages
the autopilot by pressing a takeover pushbutton located on the sidestick.
The vertical mode controls the elevators and the Trimmable Horizontal
Stabilizer (THS) via the ELACs.

BSCU: Braking/Steering Control Unit

FCU (13VU) ELAC: Elevator Aileron Computer
AP1
1FD2 FCU: Flight Control Unit
A/THR SEC: Spoiler Elevator Computer
7000
1 010
010
PFD 1
Flight Management
ADIRS and Guidance
---------- \
---------- / Computer
& RADIO NAV
(FMGC) 1
TAKEOVER
P/Bs
BSCU
M M
SIDE STICKS RUDDER PEDALS
Figure 12. Autopilot

AUTOPILOT ENGAGEMENT CONDITIONS
The FMGC AP commands are processed by the FACs and Elevator Aileron 1 ELAC operative.
Computers (ELACs) and are further transmitted to the Brake and Steering - 1 SFCC.
Control Unit (BSCU) and Spoiler Elevator Computers (SECs) in order to In LAND only: 1 Radio altimeter active.
position the control surfaces for the pitch, roll, and yaw axes and the nose In LOC or LAND only: Related ILS.
wheel. - In ROLLOUT only: 1 BSCU.
Engagement Conditions AP engagement is indicated by illumination of the corresponding FCU P/B

and by the API/AP2 annunciator on the PFD FMA.
Pushing the AP P/B on the FCU engages the respective autopilot.
Disengagement Conditions
1. Only one AP can be engaged at a time except:
in LOC-G/S (armed or engaged), ROLLOUT and GA modes where 2 AP AP1 or 2 will disengage when:
may be engaged.
2. If one AP is engaged with both FD previously OFF, the AP will engage in The takeover P/B on either side stick is pressed.
HDG-V/S orTRK-FPA (basic modes) depending on FCU selection. The corresponding AP P/B on the FCU is pressed.
3. If one AP is engaged with at least one FD already engaged, the AP will - A force above a certain threshold is applied to either side stick.
engage in the current active FD modes. The opposite AP is engaged, except when LOC-G/S modes are
4. One AP can be engaged on ground if engines are not running. The AP will armed or engaged, ROLLOUT or GA modes are engaged.
automatically disengage when either engine is started. Both thrust levers are set above MCT detent with A/C on ground (to
5. At AP engagement the load thresholds on the side stick controllers and on prevent a take-off with AP engaged following a touch and go
the rudder pedals are increased. maneuver).
6. The API or 2 can be engaged by pressing the corresponding P/B on the If one or more of the engagement system conditions is lost.
FCU provided, all of the following system conditions have been met:
Furthermore in normal law with all protections operative, the AP will
- A320: The A/C is above 30 ft RH and airborne for at least 5 seconds. disconnect if:
- A321: The A/C is above 100 ft RH and airborne for at least 5 seconds.
- 2 ADIRS operative. High speed protection is active.
FG part of FMGC operative. - AOA protection is active (a protection).
FM part of FMGC operative (except in LAND < 700 ft RH or GA Bank angle exceeds 45".
active). - A rudder pedal deflection is greater than 10° out of trim.
1 LGCIU operative (except in LAND or GA). Manual trim inputs on the pitch trim wheel.
1 FAC operative.
1 FCU channel operative (except in LAND < 400 ft RH or GA active).
1 Yaw damper operative.
1 rudder trim operative.

LOAD THRESHOLDS
Increase of load thresholds on side stick controllers and rudder pedals.

When the AP is engaged, the command and the monitoring channels supply
the relays which control the pitch and roll lock solenoids (the command
channel provides the +28V, the monitoring channel provides the ground).
Each control has its own solenoid.
Each AP has its own relays and can therefore lock the controls.
a) Side stick controllers

The loads are increased on both axes.
The pitch load threshold changes from 0.5 daN to 5 daN. The roll load
threshold changes from 0.5 daN to 3.5 daN.
Any load on the side stick controller which exceeds these values,
results in
AP disconnection (wired discrete from the ELACs, Ref. 22-10.00)
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.
Note: 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.

a r t if ic ia l f e e l
Figure 13. Load Threshold

1CAI TMCC-I
B3WI27
Figure 14. FMGC - Stick & Rudder Lock

FLIGHT DIRECTOR
Engagement
The Flight Director (FD) functions engage automatically as soon as the come on automatically. A lit FD pushbutton means that the FD symbols can
system is electrically supplied and logic conditions are fulfilled. FD
engagement is indicated on the Flight Control Unit (FCU) by the FD
pushbutton- ton green bars and on the top right of each Primary Flight Display
(PFD).
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.
Note: On ground, as long a s no AP/ FD mode is active, there are no FD

symbols on the PFDs.___________________________________________
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 autopilot (AP) if it were engaged. When the AP is
engaged, the FD enables the FMGC demands to be checked.
The FD modes are the same as the AP modes and are selected in 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, 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
I IW IIN IIN k J
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.
A non lit FD pushbutton 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.
FD Bars
The FD bars can be displayed provided HDG-V/S (Heading-Vertical Speed)

is selected on the FCU. HDG-V/ S is automatically selected at system power
up.
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 rollout phase of the landing.
The vertical roll bar can be displayed if a lateral mode is active.
Below 30 feet radio altitude at take-off (when a LOC signal is available) and
during landing, the roll bar is replaced by a yaw bar index. This bar is said to
be centered when just below the central yellow square.

FLIGHT CONTROL UNIT (13VU)
Flight Management Display

and Guidance Management
Computer Computer
(FMGC) 1 1
Figure 15. FD Engagement/ Principle / FD Pushbuttons

FPD/FPV Symbols
The Flight Path Director (FPD) and the Flight Path Vector (FPV) symbols can
be displayed provided TRK- FPA (Track- Flight Path Angle) 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 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 guidance mode is provided by the FMGCs.
The FPV symbol represents lateral and vertical flight path information in
terms of current track and Flight Path Angle actually being flown. The FPD
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.

FLIGHT DIRECTOR (FD)

BARS
FLIGHT PATH DIRECTOR/

FLIGHT PATH VECTOR
(FPD/FPV) SYMBOLS
Figure 16. Flight Director - FD Bars & FPD/ FPV Symbols

Flight Director Engagement Conditions
The FD displays the FMGC guidance commands on both PFDs. It allows maintain the commanded trajectory in climb with CLB or OP CLB engaged or
manual steering of the A/C according to FMGC commands or monitoring of in descent with DES or OP DES engaged, the FDs will disengage at the
the FMGC commands with AP engaged. activation of the automatic Speed mode protection.
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. FD Bar Removal
Engagement Conditions Pitch bar is removed when no vertical mode is engaged or when
ROLL OUT mode is engaged.
1. On ground: Roll bar is removed when no lateral mode is engaged or RUNWAY
FD1 and 2 are automatically engaged at FMGC power up, provided mode or ROLL OUT mode is engaged.
following equipment is operative: FDs are removed when the aircraft pitch exceeds 25" up or 13" down
or bank angle exceeds 45".
- 2ADIRS.
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.
2. 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
engages to the existing modes.
If neither AP or FD are engaged, an ON selection of a FD will engage
in HDGA//S or TRK/FPA (basic modes).
Disengagement Conditions
Depressing the FD P/B removes the onside FD Cross bars and the FD
engagement annunciator on the FMA will Change accordingly.
When APs are not engaged and the crew does not follow the FD bars to

FD / FPV Warnings
Pitch bar or FPV - When In ALT* mode FD reverts to V/S
flashes 10 sec due to FCU altitude modified of more
than 250 ft.
When in APPR mode FD reverts to V/S
mode.
When one AP or FD is engaged while
both AP/FD were previously OFF.
Pitch bar or FPV Ground transmission of G/S is
flashes perm. interrupted with G/S*. G/S or LAND
mode engaged above 100ft RA.
Roll bar or FPV When in APPR mode FD reverts to
flashes 10 sec HDG mode.
When one AP or FD is engaged while
both AP/FD were previously OFF.
Roll bar or FPV Ground transmission of LOC Is
flashes perm. interrupted with LOC*, LOC or LAND
mode engaged above 15ft RA.______
Figure 17. PFD, Flight Director

FLIGHT GUIDANCE PRIORITY LOGIC
Flight Guidance (FG)
The engagement status of the guidance function works on the MASTER/

SLAVE principle.
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.
Here is an example of a master flight management and guidance computer.
Look at the flow chart to understand the priority logic.
With no Autopilot (AP), no Flight Director 1 (FD1) but Flight Director 2 (FD2)
engaged, FMGC2 is the master because, following the flow chart, the first
three answers are "NO", but the fourth one is "YES".

GUIDANCE FUNCTION: ENGAGEMENT STATUS
Figure 18. Flight Guidance Priority Logic- Flight Guidance (FG)

Flight Director (FD)
Upon energization, both Flight Directors (FDs) are normally engaged in split
configuration.
FMGC1 normally drives the FD symbols (crossed bars or flight path director
symbols) 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
corresponding FD switch is "ON".

FD FD
FAILED FAILED
Figure 19. Flight Guidance Priority Logic- Flight Director (FD)

Autopilot (AP)
If one AP is engaged, the corresponding FMGC controls the flight controls Both autopilots can be engaged as soon as the APPROACH mode is
through the Flight Control Computers. selected on the Flight Control Unit (FCU).
There is no priority logic in single operation. Last engaged autopilot is the AP1 has priority, AP2 is in standby.
active one. The Flight Control Computers use the AP1 commands first. A switching
performed to the AP2 commands in case of AP1 disengagement.
Figure 20. Flight Guidance Priority Logic-Autopilot (AP)

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

1 2 1 2 A/THR
♦ * * A/THR 1
ON
OFF ON # * A/THR 2
OFF OFF ON • A/THR 1
OFF OFF OFF ON A/THR 2
OFF OFF OFF OFF A/THR 1
OR ATHR2 IF
ATHR1 FAIL
* O N or O F F
Figure 21. Flight Guidance Priority Logic-Autothrust (A/THR)

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

both FMAs.
C A PT PFD F/O PFD
Flight M anag em ent ----------------------------------------------------------------------------------------------------------------------------------------- *S

Flight M anag em ent
----------------------------------------------------------------------------------------------------------------------------------------- 1/
and G uidance and G uidance
C om pu ter A-----------------------------------------------------------------------------------------------------------------------------------------
C om pu ter
Vj----------------------------------------------------------------------------------------------------------------------------------------
(FM G C ) 1 (FM G C ) 2
Figure 22. Flight Guidance Priority Logic-Flight Mode Annunciator (FMA)

AP, FD, A/THR MODES
Synchronization
To ensure a consistent operation of the Autoflight System, it is mandatory to Exception: When both autopilots are engaged, the mode engagement is not
have the two FMGCs in operation with the same modes active and armed. synchronized between the two FMGCs. So, this concerns only the LAND
The logic for the selection of the FMGC which has priority takes into account mode and the GO AROUND mode.
the engagement of theAP, FD and A/THR functions. The mode t >
engagements are basically synchronized according to the master FMGC. Note: When the FMGCs are in independent mode, the flight plan sequencing
(change from one leg to the next leg) is not synchronized between the two
FMGCs._______________________________________________________ 4

me examples of function engagement, selection of required

and flight parameters.
ant of autopilots, Flight Directors and autothrust,

af guidance modes; e. g. heading, Vertical Speed or track,
i Angle,
and display of the various guidance targets whenever a
ilection is required (SPD - HDG - TRK - V/ S - FPA - ALT).
OPTIONALLY
□ ΕΛΛΛΧ/ΕΠ
O ptionally
removed
Figure 109. General Display


Speed/ Mach Reference Control Knob
The speed/ Mach reference control knob can be pushed or pulled. It is Note: For Take- Off, Go- Around and expedite, the FMGS automatically uses
spring-loaded to neutral. It can also be turned. memorized speeds such as V2, VAPP and Green dot.
Dashes are displayed and the light is on.
Pulled
Speed/ Mach Switching
When pulled, the FMGC uses a selected reference speed which is displayed
on the FCU. The associated MANAGED SPD/ MACH DOT light is off. The speed/ Mach pushbutton is only active when a value is displayed in the
speed window.
If the speed window was previously dashed, the value which appears In all cases, the speed/ Mach switching is automatic.
is generally the last managed reference speed. The pilot can only perform the switching using the speed/ Mach pushbutton
If not, there is no change in the window. when the reference is selected.
The appropriate indication (SPD or MACH) is then displayed.
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.

SPD MACH HDG TRK LAT LV L/C H VS

HDG V/S
TRK FPA
u Iπ μ I
II I I I I II
PUSH
METRIC TO
ALT LEVEL
OFF
EXPED APPR
SPEED/MACH MANAGED
WINDOW SPEED/MACH DOT
SPEED/MACH SPEED/MACH
PUSHBUTTON REFERENCE
CONTROL KNOB
PULLED TURNED
Figure 110. Speed/Mach Reference Control Knob-Speed/Mach Switching

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 modified.
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.

HEADING/TRACK HEADING/TRACK MANAGED

LATERAL WINDOW LATERAL LATERAL DOT
CONTROL KNOB
PULLED TURNED PUSHED
Figure 111. Heading/Track Lateral Control Knob

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
depending 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,

depending 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.
Note: 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.


PFD
TARGET
ALTITUDE
CURRENT ALTITUDE ALTITUDE MANAGED

WINDOW SELECTOR KNOB LEVEL/CHANGE DOT
ALTITUDE
METRIC ALTITUDE
PUSHBUTTON
is B i
PULLED TURNED PUSHED
' OPTION ■
Figure 112. Altitude Selector Knob/Metric Altitude Pushbutton
Vertical Speed/ Flight Path Angle Control Knob
The Vertical Speed/ Flight Path Angle control knob can be pushed or pulled. pushbutton changes the mode(s) into the corresponding one(s) (HDG TRK
It is spring- loaded to neutral. It can also be turned. and V/ S FPA).
Pressing the pushbutton, changes the HDG V/ S into TRK FPA on the centre
Pulled of the FCU and vice versa.
Note that the flight director symbology on the PFD changes and the flight
When pulled, Vertical Speed or Flight Path Angle mode engages with a path vector and the flight path director appears.
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
dashes 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
engaging 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
accordingly.
Heading- V/ SI 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

FLIGHT CONTROL UNIT (13VU) V/S OR FPA

WINDOW
SPD MACH HDG TRK LAT LVL/CH , V/S FPA

HDG
TRK FPA
V/S , I·.L
OI
HDG V/S 100

TRK ( , J) FPA
PUSH
METRIC TO
AP1 AP 2
m ALT LEVEL
OFF
A/'
EXPED >APPR
HEADING-V/S / \ \
TRACK-FPA MANAGED V/S / FPA
SWITCHING LEVEL/CHANGE DOT CONTROL
PUSHBUTTON KNOB
PITCH AND
ROLL FD BARS
Flight Path
Director (FPD)
Flight Path
Vector (FPV)
Figure 113. Vertical Speed/Flight Path Angle Control Knob/Heading-V/S/ Track-FPA Switching Push button
Autopilot 1 & 2 Engagement Pushbuttons
The autopilot 1 or 2 can be engaged five seconds after lift off, by pressing the
related 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
function, 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.
Note: On ground, autothrust is automatically engaged when take- off is

initiated with the thrust levers.
PRESSED OFF: The autothrust function disengages.

LOCALIZER AUTOTHRUST EXPEDITE APPROACH

ENGAGEMENT ENGAGEMENT ENGAGEMENT ENGAGEMENT
PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBUTTON
AUTOPILOT 1&2 ENGAGEMENT

PUSHBUTTONS
Figure 114. Autopilot 1&2, Autothrust, Expedite, Approach, Localizer Engagement Pusbuttons
HtXVTRX Oteplay W indow M anaged SPD/MACH M ode Annunciator Pot (white) | [ M anaged LVL/CHANGE M odo Anrm ndator Pot (white) V/S/FPA Display W indow
The window displays | - { Managed Lateral Mode Annunciator Pot (while)_______ ____J The window displays:
- The current HDG/TRK or the manually selected HDG/TBK - The manually selected V/S/FPA target.
A ltitu d e D is p la y W in d o w
target when selected HDQ/TRK m ode in engaged. Dashes when in m anaged LVL/CHANGE m ode .
- Dashes when In managed lateral m ode (NAV) The window display*. - fn managed LVL/CH m ode, w hen turning the V/S/FPA
- In m anaged lateral mode, when turning ttie HDG/TRK - The manually selected altHude target. seleclor knob without subsequent pull action, the window
selector Knob without subsequent pull/push action, the Initially synchronizes to the current A/C V/S/FPA and then
window Initially synchronlroo to the current A/C HDG/ΤΠΚ The display ranges from 100 to 49000 ft. displays ttie set value for 45 seconds.
and then displays the sel vBlue tor 45 seconds, except tor
The display ranges - -f 6000 ft/m ln V/S or ± 9 .9 ' FPA
HDG/TRK preset in lake - aft end g o -w o u n d , where the
set value remains displayed. H D G -V /S / TR K -FP A Changeover P/B
The display ranges from 0* to 359*._____________________
Provides changeover from H D G -V /S m ode to TR K-FPA
SPO/MACH Display W indow m odo and vice versa.
- Displays nr deletes Fflghl Path Vector FPV on the PFD
The window displays
- The m e n u e ly selected SPD/MACH target when In rcu. AUTOrilGHT C O N T R O L p a n e l Changes FD crossbar display referenced to A/C attitude
selected SPD/MACH mode sym bol Into Flight Path Director FPD
- Dashes when in managed SPD/MACH mode. - Changes heading reference Into track on the HDG/TRK
- In m anaged SPD/MACH mode, when turning lire window,
SPD/MACH selector knob without subsequent pull/push - Changes vertical speed reference target into FWght Path
action, the window Initially synchronizes to the current A/C Angle reference target on the V/S/FPA window
SPD/MACH and then display* the eat value for 10 NOTE: - Pushing the H D G -V /S / TR K -FP A changeover
second* P/B w ill adequately synchronise the targets to err
The display range* from 100 to 399 kt when In SPD mode and sure a tu m In progress Is not Interrupted
from 0.1 to 0 .99 tor MACH mode.________________________ - The H D G -V /S / T R K -FP A changeover P/B
should not be pushed repetitively hi a less than 2
TfpD/M ACH Changoovet PjB
Provider m anual changeover from SPO to MACH larget
display and vice versa. ECAM Meter Selection P/B
Provides metric display o f the FCU altitude target on the

SPD/MACH Selector Knob
ECAM
The 3 position SPD/MACH setoctor knob Is sprlngtoeded to
the mid position: V/S/FPA Selector Knob
Turn -R o ta tin g the selector knob seta the The 3 position V/S/ΓΡΑ selector knob Is sprlngtoaded to the
target SPD/MACH m « position:
- O n e turn correspond* to 32VLT) 32 Turn -R o ta tin g tire aelectut knob seta the
Mach (tkVO 01 Mach per dick) target V/fl/FPA.
Pull - Engage* «elected SPO/MACH mode -F P A : one c lc k per 0.1" One turn
D isengage· m anaged SPO/MACH correspond* to 3 7 ’ FPA
mode - V/S: TWo etteks pm 100 ft/m ln One turn
Push Engage* m anaged SPO/MACH m o d i correspond* to 1600 fl/m ln
NOTE: W hen adjusting V/S at «low
HDG/TRK Selector Knob
rate, one click corresponds to
The 3 position HDG/TRK selector (mob is sprlngtoaded to the 100 It/mln (no dead click)
mid position: Pull - Engages selected V/S/FPA mode.
- Die engages m anaged CLB/DES modo
Turn - Rotating the selector knob sets the A/THR Activation P/B Push -E n g a g e s V/S/FPA m odo with target
target HDG/TRK
Arm *, ectrvatea or disconnects the mjfcjfhnrst V/S/FPA sot to zero for Immediate
- One turn corresponds to 32*,
ilum *nated green when A/THR ts armed or active level off.
(1“ per dick) Expedite Engagement Pushbutton
-P re s e ts HDQ/TRK In ta k e -o ff and Altitude Selector Knob f irmer end outer) APPR M ode Engage P/B
go around T h e e x p e d it e m o d e e a n b e e n g a g e d e i t h e r to c l i m b or
Pull - Engages HDG/TRK m ode O uter knob - h o poesftjte postpone 100R or 1000ft d e s c e n d , by p r e s e l n g th e E X P E D p u s h b u t t o n . Arms, disarms, engages or disengages approach modes
- Disengages NAV mode. dwtomWw toe Increments o f the inner (IO C G /8 or APPR NAV FINAL)
- P R E 8 8 F . 0 O N : T h e e s p e d l t e e n g e g e m e n t le e o n f l r m e d
Push - A r m or, when pushed d o e · to the knob. f um inatoe green when APPR m ode m arm ed or active
by th e t h r ee g r e e n he re c o m i n g on.
__________________ F -P L N active Ioq, engages NAV m ode Inner termh - 3 pnettton attend# setedor knob is Th le f u n c t i o n e l lo w e m a i l m u m c l i m b o r d e s c e n t
sprtog*o*fled to the m td position p r o f i l e w it h in th e p e r f o r m a n c e e n v e l o p e o f the a ir c r a ft
I.OC M ode Engage P/B
Tum - A o le ln g toe selector knob sets the - D i s e n g a g e m e n t le o n ly p o s s i b l e b y e n g e g e m e n t o f
Amts, engages or disengage* the LOG m ode_____________ target efttude
another lon g itu d in a l m ode.
- O ne ciefc correspond* to toe selected
ΛΡ Engage P/B N o te : T h e e s p e d l t e f u n c t i o n e a n b e o p t i o n a l l y d e le t e d .
p o r tio n of too outer kneb.
Engages or cPsengages the autopilot functions Puff - Engages OP CLB-O*» DES m ode In t h ie c n e e , th e a e e o e l a t e d E X P E D p u s h b u t t o n
ffluminated green when AP is engaged____________ ____ _ Push______ Engages m anaged CLB/DES mode. ______also removed.__________________________________
Figure 115. FCU Description

Selected/ Managed Mode
Here are the definitions of the terms "SELECTED" and "MANAGED" when Managed Control:
they are relative to the aircraft control. The aircraft is controlled using reference parameters computed by the FMGC
Selected Control: which takes into account the pilot data selected on the MCDU. A parameter
The aircraft is controlled using reference parameters manually selected and is chosen by pushing the corresponding selector knob. In this case, the
entered by the pilot on the FCU (heading/ track, vertical speed/ flight path parameter value is not shown and displayed by a dashed line on the FCU
angle, speed/ Mach, altitude). These parameters are taken into account as (except altitude which is always displayed) and a white indicator light comes
follows: on near the corresponding reference display.
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 manaaed control.
knob,
pull action on the selector knob.
M ANAG ED C O N TR O L SELECTED MANAGED

ALT .------ LVUCH---- iV/S FPA
5 H0 0 0 · --- LATERAL CONTROL (AP/FD

MODES)
HDG
TRK
LOC
NAV
VERTICAL OPEN CLB CLB

LONGITUDINAL CONTROL OPEN DES DES
(AP/FD MODES) V/S
FPA ALT
EXttD ^ .·.( · ~ ACQ
ALT
SELEC TED CO N TR O L
AP/FD COMMON MODES TAKE OFF

ILS APPROACH
FM APPROACH
GO AROUND

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

Figure 24. Cruise HDG/TRK Mode

Navigation
This mode enables the aircraft to be controlled in the horizontal plane using The support mode can be the HDG/ TRK or RUNWAY modes and an active
the commands calculated by the FM section. It includes the arming phase. phase. The NAV mode can only be active or armed if a lateral flight plan,
calculated by the FM part from data introduced on the MCDU, is available.
Figure 25. Engagement of NAV Mode with Selector Knob

BBB
DDD
CCC
ALT , NAV
AP1
1 FD 2
I 33?· ?3οοο · ■'•I

i ;.0···
? o ® D O @ ° 0
DIRECT TO ON MCDU φ B α ©ο
NAV I S ENGAGED
I N I T I A L A /C CONFIGURATION
A P/FD ENGAGED IN HDG MODE
Figure 26. Engagement of NAV Mode (Direct to)

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 constraint 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 deviation, 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.

INITIAL S T A T E : O N G R O U N D O P E N C L B M O O E IS E N G A G E D W H EN H D G M O D E IS ACTIVE
T H E FLIG H T PLA N IS AVAILABLE C L B M O D E IS AR M ED
S P E E D A U TO C O N T R O L IS S E L E C T E D
T H E H EADIN G P R E S E T IS S E L E C T E D IN T H E LAT W INDOW O F T H E F C U gSQ· QOS· 89000
THR CLB CLB HDG

C L B M O D E IS E N G A G ED W H EN N AV M O O E IS A C TIV E ALT
^ Γ ** i m m i---- mAt—, « ) ®
ah
1 - - - * 00S· 89000 · .......1
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T H E P R E S E T O F S P E E D FO R T H E C U M B P H A SE
IS TA K E N W TO A C C O U N T TH R O U G H AU TO M ATIC 3000 R A C C ELER A TIO N ALTITUD E
SELE C T IO N O F M ANU AL S P E E D C O N TR O L
flT
TA K E O FF
V2
148 SPD /M AC H
TH R R ED /A C C 250/-67
1500/3000
*
3 B O Q H Q Β Ο Ξ Ξ Ι Ε Ι fi
i .O O i O B @ B B L J0Π ΓΟ Β Β ΕΓΒ i |
’ 1500 R TH R U S T R ED U C TIO N ALTITUD E
E30j B B D B D l E3D B B B B B i
I οο οα α ο οα Ι
. 990BQBBB{
OOOBBBBBl
fQOOBBBBgl
* ΘΟΟΟΒΒΒΒ* AP/FD A R E E N G A G ED
H D G M O D E IS E N G A G E D WITH
T E E H EADIN G P R E S E T V A LU E A S TA R G E T
• OOOSBDBO* S)OOOBHBBB(g M TA KE O FF M O O E
ijj B O B B B B B E3(g
SRS HDG API
/
TOGA |
T A K E O F F D A TA FO R TH E P R E S E T O F S P E E D FO R CLB 1 FD2
T A K E O F F P H A SE TH E C LB PH ASE
A/THR
O R T H E H D G P R E S E T IS C A N C E L LE D AN D
T H E N AV M O O E IS ACTIVA TED
Figure 29. CLB Mode in Take-Off Phase

V/S-FPA
The choice between the V/ S and FPA modes depends on the selection When the pilot selects "00" in the V/ S- FPA display on the FCU, the AP/ FD
made on the FCU (HDG- V/ S, TRK- FPA). At each switching, the V/ S- FPA provides a guidance in V/ S- FPA mode which permits the altitude obtained
display of the FCU is synchronized on the aircraft parameter. The V/ S- FPA after cancellation of the vertical speed to be held. This type of guidance is
mode enables the vertical speed or flight path angle, displayed in the V/ S- cancelled as soon as the selected parameter becomes different from zero
FPA display of the FCU, to be acquired and held. Altitude hold in V/ S- FPA again.
mode: f >
Note: When the aircraft performance does not allow the selected V/ S or FPA
values 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 30. V/S-FPA

Open CLB - Open DES
This mode enables a level change to be made and pilot actions to be level, the OPEN CLIMB mode is engaged and ensures the climb. If the
minimized. The engagement of OPEN CLIMB or OPEN DESCENT modes selected level is lower than the aircraft level, the OPEN DESCENT mode is
activates: engaged and ensures the descent. The attempt of engagement of the OPEN
CLIMB and OPEN DESCENT modes will not be taken into account if the
holding of the speed or target Mach on the AP/ FD, active mode is ALT hold and if the selected altitude has not been modified.
- the ALT ACQ mode in its arming phase. For level changes smaller than 1200 ft in OPEN CLB mode with A/ THR
active, the guidance is provided by the AP/ FD in vertical mode (+ 1000 ft/mn
If the level selected in the alt window of the FCU is higher than the aircraft reference), with the A/ THR controlling the speed. This type of guidance
avoids large thrust variations which are obtained through the successive
activation of ALT- OPEN-ALT ACQ modes.
Figure 31. OPEN CLB Mode

AP/FD COMMON MODES
Principles
Here is the list of the AP/ FD common modes:
- TAKE OFF
- ILS APPROACH or FM APPROACH
- GO AROUND
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 selection of the LAND or GA modes authorizes the engagement of
both Autopilots. 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 RA.

COM M ON MODES
TAK E O F F ■=> TO
ILS A P P R O A C H LA N D
FM A P P R O A C H c A R E A NAV
G O A R O U N D ■=> GA

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

SRS , RWY | THR CLB CLB . NAV

] | CLB | NAV
ALT AP1
1FD2 a cn o
1 ru L
J -
O
Ο Φ @ **©:
ψ OR ALT CST OR ALT CRZ
• a o ®o
o ACCELERATION AL T IT U D E :
□□ ©*© * CLB MODE IS A C T I V E .
•π 9® □ sO
PUSH THROTTLE CTL LEVERS
. α α □□□□□. ■ί B D O D B Q B i TO TO/GA GATE
IC JO B B Q O B I ( □Q ggggg
I
ggggi nag i οοοααααα
la g g g n g g g l gggQQogn
l· 9βθ0ΘΠ0π • gooaoDog
ijlO Q O B B B B B tJ I O O O B B O B B
THR CLB SRS , NAV

C LB AP1
1 FD2
THROTTLE CTL LEVERS ARE

LIFTO FF 3 0 f t ROLL MODE: ON CLB GATE:
CO RTE I S S E LECT E D : TAKEOFF
RWY I S CA N C E LL E D , A/THR BECOMES A C T I V E .
I L S I S AUTOTUNED, ENGAGEMENT:
A/THR IS NAV I S ENGAGED,
NAV I S ARMED.
ENGAGED & YAW BAR IS
ACCELERATION ALTITU D E
PIT C H BAR CANCELLED &
I S SELECT ED: CLB I S ARMED.
APPEARS. ROLL BAR
V2 I S SELECTED:
A PPE A R S.
SPEED AUTO CONTROL.
THRUST REDUCTION AL T IT U D E :
THROTTLE CTL LEVERS
MUST BE SET TO CLB GATE.
®™ ^ ,®
1---* -- · 29CC0·.....1
© 9© s
®m /M z θ βθ
Figure 35. Take-Off with NAV Armed
Approach
The AFS enables two types of approach to be considered:
ILS approach or LAND mode where the guidance is performed on the ILS
beam (LOC and GLIDE),
FM approach or AREA NAV mode where the guidance is performed from
a theoretical path computed by the FM.
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 ILS approach whatever the selection made on the MCDU.
The approach mode (ILS or FM) is engaged when you push the APPR
pushbutton on the FCU.

APPROACH
Glide capture and track (G/S) φ* LOC capture and track

ALIGN and ROLL OUT
Final descent (FINAL)

according to the profile πφ r .NAV approach
determined by the FMGC

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 performed
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 centreline on the yaw axis
and flare on the pitch axis. The ROLLOUT submode is engaged at touch
down and provides guidance on the runway centreline. 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.

APPROACH SPEED AVAILABLE
APPR
R A D IO N A V
IL S /F R E O VAPP
O L N /1 1 0 .3 0 135
SET ILS FREQUENCY AND RUNWAY HEADING CRS
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— s
a tenfeT.rj Η Θ Ε 3 Ε 3 ·Ε 3 N
1o a r □ □ B O P
.©
t?iO Ο E3 E3 H El [' E IO B O P " IN IT IA L A/C CONFIGURATION
I
:©□
B
2© © : EE o a r□□□□□\ g g g
*
can g o n n g ·
0 Θ OOODDODal
®
9 ©@ ggoggl SPEED I ALT
ACTION ON APPR
ΟΟOD Q□ g
P/BSW O O O B B ^
AND
AP2 ENGAGEMENT ARM LAND
MODE AND ENGAGE SECOND AP
FLA R E | CAT3| AP 1+2

DUAL 1FD2
1FD2
A/THR
LOC CAPTURE
LOC TRACK G/S CAPTURE

G/S TRACK
400FT LAND TRACK
ALT | LOC CAT 3
. CAT 3 AP 1+2
60 FT Λ
G/S DUAL
DUAL 1FD2 FLARE THRUST
I A/THR BETARD
V 30FT
CAT 3 AP1+2
DU AL 1 FD 2
A/TH R
SPEED , FLA R E , CAT 3 AP 1+2

CAT 3 , AP 1+2 | DUAL I 1FD 2
DUAL 1 FD 2 A/TH R
I A/TH R
Figure 36. ILS Approach

FM Approach
This mode provides lateral and longitudinal guidance of the aircraft along a
theoretical profile defined by the flight plan. Guidance is ensured down to the
Minimum Decision Altitude (MDA) or Minimum Decision Height (MDH),
altitude at which the pilot recovers control of the aircraft. This mode is
available on the AP and FD. The FM approach is selected through the flight
plan. In these conditions, the FINAL
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 remains engaged. When the aircraft goes down to the MDA,
the pilot can continue the AREA NAV approach if the visibility conditions are
correct. If the visibility conditions are not correct, the pilot must interrupt the
approach phase. This phase does not ensure landing.

ARM
FINAL DESCENT
NAV MODE
BECOMES
APP NAV
► TOUCH DOWN
■SELECT MDA(OR MDH) ON APPROACH PAGE
Λ
r DEST APPR SPD MACH HDO IRK LOT LVL/CH ι V » FRA
HDG VIS
QNH FLP RETR FINAL --------Π - ------- Ό : TRK Β Ά nsnnn Ότ
— 1015 F= 187 VO R33R
TEMP SLT RETR MDA HDG V/S 100
— [ l S=230 64 5
MAG 7^|ND CLEAN
TRK FPA
[ IT 1 0=26/ — SPD = - =
TRANS AJT I DG CONF MACH
— 4800 CONF3 * AP 1 AP 2
VAPP VLS
— 135 145 FULL
PRFV NFXT
«P H A S E PHASE>
A/THR
LO C
l _____________ ______________ ) o
Figure 37. FM Approach

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 reference 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.

THR LVR LAND
INITIAL A/C CONFIGURATION

SLATS EXTENDED
CLB FLASHING : THROTTLE CTL LEVERS MUST BE SET ON CL8GATE
Figure 38. Figure 27: GO AROUND Mode

FMGS WARNINGS
Altitude Alert
The altitude alert takes into account the difference between the aircraft
altitude and the reference altitude selected on the FCU.
It has an effect on the altitude window of the PFD and can trigger the C-
chord aural warning.
Altitude alert is inhibited by glide slope capture.
Altitude alert is cancelled by turning the FCU altitude knob, or by setting the
landing gear lever to DOWN with slats extended or when the landing gear is
down-locked.
Decision Height (DH)
This warning corresponds to an audio call out by a synthetic voice,

depending on the aircraft radio altitude and the Decision Height (DH).
X is equal to 15ft if DH is greater or equal to 90ft.
X is equal to 5ft if DH is less than 90ft.
"HUNDRED ABOVE" and/ or "MINIMUM" warnings can be inhibited by pin
programming.

I nhi bi te d when
H
ft
Figure 39. Altitude Alert/ Decision (DH)

Autoland
The AUTOLAND red warning Informs the pilot that, depending on the 2. Excessive beam deviation warning
procedures, he has to perform a go- around or a manual landing. Indicated by a flashing LOC and G/S scales on the PFD and ND ROSE
This warning can only be activated in LAND mode with at least one autopilot ILS whenever:
engaged.
The AUTOLAND red warning is triggered below 200ft in LAND mode in the LOC TRK or LAND TRK mode is engaged and LOC deviation
following cases: exceeds 1/4
dot and 15ft <RH< 1000ft.
- Both AP OFF below 200ft RA. G/S TRK or LAND TRK mode is engaged and G/S deviation exceeds
LOC excessive deviation (1/4 dot above 15ft RA) or GLIDE excessive 1 dot
deviation (1 dot above 100ft RA). and 100ft <RH< 1000ft.
LOC and GLIDE scales flash on the PFD.
Loss of LOC signal above 15ft or loss of GLIDE signal above 100ft. 3. Landing capability downgrading
The FD bars flash on the PFD. The LAND mode remains engaged.
- A triple click- aural warning is generated in the event of landing
A triple click aural warning is generated in the event of landing capacity capability downgrade.
downgrading. Below 100ft RH with LAND mode engaged, CAT3 DUAL, CAT3
The warning is cancelled by LOC mode or AP disengagement or by SINGLE downgrading is inhibited until LAND mode and/or both APs
performing a go- around. are disengaged.
Note: A warning test can be performed by pressing the Captain or the First 4. Dual LOC and/or G/S receiver failure
Officer AUTOLAND pushbutton.____________________________________
Provided ILS is selected on the EFIS control panel, red LOC and G/S
Warnings flags are displayed on the PFD and ND ROSE ILS. LOC and G/S
scales are removed from the PFD.
1. AUTOLAND red warning If LOC and G/S modes and at least one AP/FD are engaged at the
This warning is triggered if the A/C is below 200 ft in LAND and FLARE time of dual receiver failure, the AP disengages automatically and the
mode and either of following events occur: FD reverts to HDG-V/S or TRK-FPA basic modes.
Loss or disengagement of both AP 5. LOC and/or G/S transmitter failure (when captured)
Excessive beam deviation occurs.
Failure of LOC or G/S receiver. The corresponding index is lost.
Loss of LOC signal above 15ft or loss of G/S signal above 100 ft The LOC and G/S scales flash.
(transmitter or receiver failure). The corresponding FD bars flash.
Difference between both radio altimeters > 15 ft. LOC and G/S modes remain engaged.

Figure 40. FMGS Warnings-Autoland

FLIGHT MODE ANNUNCIATOR DESCRIPTION/OPERATION
General
Information about modes and engagement status of guidance functions, plus Third line, flashing white: LVR CLB, LVR MCT. Third line in amber:
some specific messages, are displayed on the Flight Mode Annunciator LVR ASYM.
located at the top of each Primary Flight Display.
The Flight Mode Annunciator (FMA) is divided into fives zones: A/THR Note: In MAN FLXxx, xx is the value of the selected flexible take-off
information, vertical and lateral AP/FD modes, landing capability, temperature in degrees Celsius in cyan.
engagement status of guidance functions. Message use the third line of the
second and third zones.
FMA Description
Colours
Information about modes and engagement status of guidance functions, plus
some specific messages, are displayed on the Flight Mode Annunciator
Five colors are used:
located at the top of each Primary Flight Display. The Flight Mode
Annunciator (FMA) is divided into five zones:
- GREEN: A/THR and AP/FD active modes.
- CYAN: AP/FD armed mode, A/THR engaged (not active), V/S, FPA, - ZONE 1: A/ THR information,
FLX TEMP, MDA, MDH and DH numeric values, selected Mach and
- ZONE 2: vertical API FD modes,
speed.
- ZONE 3: lateral API FD modes,
- WHITE: Flight Guidance function engaged, A/THR activated, landing
- ZONE 4: landing categories,
categories, manual thrusts (surrounded by boxes) which are held
when A/THR is not active, messages. Mode change and guidance - ZONE 5: engagement status of guidance functions.
function engagement make a white box appear for ten seconds.
- AMBER: Messages, boxes around certain thrust modes.
Each of the five zones has three lines:
- RED: MAN PITCH TRIM ONLY message.
Line 1 gives active modes.
Line 2 gives armed modes.
A/THR Zone
Specific A/ THR messages are written in zone 1.
Advisory messages appear in line 3 of zones 2 and 3.
Here are all the possible displays in the autothrust zone.
FREQUENT REFERENCE TO THE FMA INDICATIONS, WHICH ARE
Autothrust function information:
DRIVEN BY THE MASTER FMGC, AS WELL AS A THOROUGH
UNDERSTANDING OF ALL STATUS, ARMED AND ENGAGED
- First line in green: SPEED, MACH, THR MCT, THR CLB, THR IDLE, ANNUNCIATIONS, ARE ESSENTIAL FOR THE SUCCESSFUL
THR LVR. OPERATION OF THE AUTOFUGHT SYSTEM.
- First line in green with a flashing amber box: A. FLOOR, TOGA LK.
- First and second lines in white: MAN TOGA, MAN FLXxx ,MAN THR,
MAN MCT.

i - 1. Column: - Autothrust Operation.
2. Column: - AP/FD Vertical modes.
3. Column: - AP/FD Lateral modes.
4. Column: - Approach Capabilities, DH or MDA.
5. Column: - AR FD, A/THR engagement status.
FMA Display Source

The master FMGC drives both FMA’s. The onside FD P/B
1F02 1. Line - Engaged modes are displayed.
must be ON to display AP/FD modes and APPR capabilities.
A/THR 2.+3. Line -Arm ed modes or specific messages
1 7 “
FMA Boxed Annunciations Logic are displayed.
The annunciations are boxed:

- Whenever a mode change occurs, the related FMA Color Symbol Logic
annunciation is surrounded by a white box for 10 seconds.
- Whenever A/THR is armed but throttles are to be Green (G) - Engaged or active modes.
controlled manually, the related annunciation is steadily Blue (B) - Armed modes.
surrounded by a white or amber box. Red (R) - First priority caution messages
- Whenever A/THR Is active during/after α -floor protection, Amber (A) - Caution messages.
the respective annunciation is surrounded by an amber White (W) -AP/FD/A/THR engage status,
flashing box until corrective actions are taken. Approach capabilities.
Magenta (M) -ALT mode when armed for F-PLN
altitude constraint only.
Figure 42. PFD, Flight Mode Annunciator (FMA)

Autothrust Operation Annunciations AP/FD Vertical Mode Annunciations AP/FD Lateral Mode Annunciations AP/FD Common Mode Annunciations
r
- -
CLB
i ALT
MACH SELu80
HOG
NAV
I
Γ Τ x-
LAND
I
DISPLAY COLOR FMGC STATUS DISPLAY COLOR FMGC STATUS DISPLAY COLOR FMGC STATUS DISPLAY COLOR FMGC STATUS
UNE1 UNE 1 UNE1 UNE 1
THRMCT G A/THR is active commanding engine out dimb ALT* G FCU selected altitude is captured/hekJ. HDG G Heading mode is engaged to LAND G LAND mode is engaged below
thrust. The most advanced thrust lever is in the MCT ALT acquire and hold the FCU selected 400ft RA.
detent. heading.
ALT CST* G NAV is engaged and F-PLN altitude constraint is FLARE G Flare mode is engaged below 40 ft
THR CLB G A/THR is active commanding dim b thrust. The most ALT CST captured/held. TRK G TRK mode is engaged to acquire j RA
advanced thrust lever is in the CL detent. and hold FCU selected track.
ALT CRZ* G F-PLN cruise altitude is identical to the FCU Roll out mode is engaged
THRIDLE G A/THR is active commanding idle thrust. The thrust ALT CRZ selected altitude and altitude is held. GATRK G GO AROUND track mode is
FINALAPP G FINAL and APP NAV modes are
levers are at or below the CL detent (engine out: engaged.
v/s±xxxx G, Vertical Speed mode is engaged to acquire and hold engaged during a NON-ILS
MCT detent). approach.
Figures B the FCU selected vertical speed ±XXXX RWY G RWY mode is engaged on ground [
THRLVR G A/THR is active commanding thrust limited by the
RWYTRK RWY track mode has engaged at or
FPA±XJC° G Right path angle mode is engaged to acquire and G
thrust lever position .Both thrust levers are positioned
Figures B hold the FCU selected FRA ±X.X*. above 30 ft RA.
belcw the CLB detent (engine out: MCT detent) .
OP CLB G OP CLB mode is engaged. FCU selected altitude is LOC* G LOC capture/track mode is
SPEED G A/THR is active and controls SPEED.
LOG engaged.
higher than current A/C altitude.
MACH G A/THR is active and controls MACH.
OP DES G OP DES mode is engaged. FCU selected altitude is NAV G NAV mode is engaged. A/C follows I
A.FLOOR G A/THR is active and commands TOGA thrust while lower than current A/C altitude. the FM computed lateral F-PLN.
Box A test· a-FLOOR conditions are met.
CLB G CLB and NAV modes are engaged and the FMGS APP NAV G NAV mode is engaged during a ,
|t o g a l k | G A/THR is active and TOGA thrust is frozen target altitude is higher than the current A/C altitude. NON-ILS approach.
Box A flash (α-FLOOR conditions are no longer met). ALT CSTR are taken into account
DISPLAY COLOR FMGC STATUS DES G DES and NAV modes are engaged and the FMGS
UNE1+2 target altitude is lower than the current A/C altitude.
ALT CSTR are taken into account
MAN W A/THR is armed with at least one thrust lever in the
TOGA Box W TOGA detent. SRS G Take-off or go-arourtd mode is engaged.
MAN W A/THR is armed. The most advanced thrust lever G/S* G G/S captureArack mode is engaged.
FLXXX Figures B is in the MCT/FLX detent w ith FLX TO set at X X '. G/S
Box W
DISPLAY 1 COLOR FMGC STATUS DISPLAY COLOR FMGC STATUS
MAN W A/THR is armed and both thrust levers are set UNE 2 UNE 2
THR Box A above CL, w ithout being in any detent, or one
thrust lever is in the MCT detent while the other is
ALT Altitude capture/hold mode is armed. LOC B LOC mode is armed
B Target altitude is the FCU selected altitude.
above MCT but below the TOGA detent. NAV B NAV mode is armed.
M Target altitude is a F-PLN altitude constraint.
MAN W A/THR is armed. The most advanced thrust lever APP NAV B NAV mode is armed for a NON-ILS
MCT Box W i In the MCT detent.
CLB B Climb mode is armed.
approach.
DES B Descent mode is armed before the descent phase.
G/S B G/S mode is armed.
FINAL B Final descent mode is armed.
DISPLAY COLOR FMGC STATUS DISPLAY COLOR FMGC STATUS
UNE 3 UNE 3
LVRCLB Wflash A/THR request to set thrust levers in CL detent SPEED SELXXX B Indicates a preset speed associated with the
(NOTE 1). cruise dim b or descent phase
LVRMCT W flash A/THR request to set live thrust lever in MCT detent MACH SELlXX B Indicates a preset Mach associated with the
after engine failure. (NOTE 1). cruise dim b or descent phase.
LVRASYM A A/THR is active. One thrust lever is in the CL detent,
the other below (both engines operating only).
THR LK A flash After A/THR cSsoonnectkxi (via FCU p/b or by
system failure) with both thrust levers in the CL
detent (engine out: MCT detent) resulting in thrust NOTE 1: An amber caution and single chim e are triggered every 5
being frozen (NOTE 1). seconds until an appropriate action is taken.
Figure 43. FMA

Specltlc Menage»
' -------------------------------i —
( I
ijrS renecatwnt
c
DISPLAY COLOR FMGC STATUS DISPLAY COLOR FMGC STATUS

LtNE 1 f 2 LINE 1
CATI w CATl capabMy avaitaMe, API w Airfcpikrt 1 b engaged
CAT2 w CAT? capability availaMa. AP2 W AlAopllcX Z is engaged
CATS w CAT3 capeNRIy wllh FAIL PASSIVE APT 4-2 w Autopilot 1 and 2 am engaged
SINGLE automatic landing system available.
DISPLAY COLOR FMGC STATUS
CAT3 w CATS capability with FAIL OPERATIONAL LINE 2
DUAL autcmollc tending system available.
1FD2 W FDt and 2selected ON and displayed on
oneidt PFD (normal eonfigutitiun).
2FDS w FDt failed and FD 2 cisplnyed on both PFDa
2FD- w FD1 tailed, FD2 selected OFF and FD2
displayed on Capfs PFD,
-F 02 w FDi selected OFF end FD2 dteptayed on
Copfs PFO.
DISPLAY c o lo n f m s c status DISPLAY couon FMGC STATUS DISPLAY COLOR FMGC STATUS
LINE 3 LINE 3 LINE 3
MAN PITCH TRIM ONLY R In case d all ELAC and SEC failure (NOTE 2). M DH XXX w, Minimum descent helgtit «5 Inserted on the Α/ΤΗΠ w A/THR Is active
Figure· B PERF ΛΡΓΠ page
USE MAN PITCH TRIM A F/CTl a are In direct law or h FLARE tew with dual A/THR B A/Tl in la armed and not active
radio sllim ster failure (NOTE 7). MDA XXXX w. Minimum dercerx eltltude as terortod on tf«
Figures B ΡΕΠΓ ΑΡΡΠ page
CHECK APPSEL w The A/C is m deseed, approach or cruise at less
Hen 100 NM from Bw T/D and a NON-113 NO OH VY NO is Inserted for DM on the PERF APPR
approach hoe boon sodded while an US frequency page
*s tuned cm Iho RAD NAV page
□Η XXX w, Decision height aa Inserted on the F*ERF
SET MANAGED SPO w The speed target Is selected but a preselected Figure· B APPR pago,
SPEED does not w ist for the r>e*1 flight phase
SET GREEN DOT SPO w The A/C h In engine out mode, and target te
selected via FCU. This message la displayed R:
- the FCU selected speed < VarwtH ο α τ- 10M
— tire FCU selected Sf>eed Vent-on dot+WJM
except In ALT*, ALT mode
SET HOLD 8PD w An HM leg l< Inserted In Hie F- PLN while In selected
speed mode and A/C is 30 9ec from ttie deceleration
zone to the precomputed HOLD SPEED
DECELERATE w Tlmjsrt Is not reduced while pausing the T/D end A/C
is above lf>e FM lig h t path.
MORE DRAG w DES mode 1* engaged with thrust levers In IDLE
detent and either
- the Λ/C Is above the vertical profile and the FM
2
predicted Intercept potnl la at less than NM from
the nevt ALT CSTR or
- In managed speed control end the A/C enters h
an airbrake decelerating segm ent
VERT DISCON AHEAD A DES mode H engaged nod"
- A TOO STEEP PATH m ists on Iho mart leg
- The A/C la less than 30 seconds from Ihe TOO
STEEP PATH segment. NOTE 2: M essages Hashing during 9 sec. t t w i steady
Figure 44. FMA

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

FMGC1
I Γ !
C A P A B IL IT Y C O M P U T A T I O N C A P A C IT Y C O M P U T A T IO N
LAND 2 LAND 2 ►
OSD
L A N D 3 FAIL P A S S IV E L A N D 3 FA IL P A S S IV E
L A N D 3 FAIL O P E R A T I V E L A N D 3 FAIL O P E R A T I V E MONG
MONG
CMD CMD
FMGC2
I MONG
I
MONG
SAME AS FMGC1 (C M D ) SAME AS FM G C 1 (C M D ) ►
Figure 45. Landing Capability

Landing Capabilities
Each FMGC computes its own automatic landing category according to the
availability 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.
Therefore, 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
system 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 resumed manually.
f ' \
Note: Although the engagement of the second AP might be possible with
CAT3 SINGLE displayed, the automatic landing system is FAIL PASSIVE
β Π !ΐ__________________________________________________________ ,
FAIL 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
completed by the operative part of the automatic landing system.
Landing Capacity
The Landing Category messages are displayed on the Flight Mode

Annunciator (FMA).The CAT1, CAT2, CAT3 SINGLE and CAT3 DUAL
messages are displayed on the Flight Mode Annunciator according to the
Landing Capacities computed by the FMGCs.

MiNiMUff EQUIPMENT REQUIRED FOR LANDINQ CAPABILITY

L A N D IN G C A P A B IL IT Y (FM A A N N U N C IA TIO N )(N O TE 1
A /C E Q U IP M E N T
CAT 3 DUAL C A T 3 S IN G LE CAT 2
AP/ FD ENGAGED 2ΛΡ 1 AP 1 AP

T E C H N IC A L R EQ U IR E M EN TS FOR LA N D IN G C A P A B IL IT Y A N N U N C IA T IO N
AP DISCONNECT P/B 2 2 2
ART ΙΠ ENGAGED 1 1 -
£/)
“AP OFF ' ECAM WARNING 2 t t
"Α/ΤΗΠ OFF” ECAM WARNING 1 1 -
fe > ''AUTOLAND·· WARNING LIGHT 1 1 t
UJ £
FMA 2 2 1 S £! RADIO ALTIMETER CALL OUT (NOTE 4) 1 1 1 (NOTE 2)
lb Pr
PFO DU 2 2 2 BEAM EXCESSIVE DEVIATION
1 for PNF
a E WARNING
DH INDICATION 1 lor PNF 1 lot PNF 1 tor PNF id £
ND D U 2 2 1
ATTITUDE INDICATION PFDUPFD2 PFD1+PFD2 PFD1*PFD2
< a ATTITUDE INDICATION S T B Y H O R IZ O N STBY HORIZON STBY HORIZON
a ui
No failure de
ADRs 3 2 2 ! ij o RUDDER TRAVEL LIMITATION (NOTE 5) t 1 1
lected
< Z ANTISKID (NOTE 4) 1 1 (NOTE 8) 1 (NOTE 8)
IRs 3 2 2 z o
O 5 NOSE WHEEL STEERING (NOIE 4) 1 1 (NOTE 8) 1 (NOTE 8)
ILS RECEIVER 2 2 2 LU
Q 00 WINDSHIELD WIPERS 1 for PF 1 tor PF 1 for P F
RADIO ALTIMETER 2 2 1 (NOTE 3) 9 o
< i— WINDSHIELD HEAT 1 for PF 1 for PF 1 lu rP F
M O N ITO R E D BY T H E FMGC
EI.AC 2 1 1
FAC (NOTE 7) 2 1 f N O T E 1: CAT1 Is displayed if neither CAT2, CATS SIN G LE nor C A T3 DUAL capability Is achieved.
N O T E 2: Required for autofand only.
BSCU CHANNELS 1 1 (NOTE 8) 1 (NOTE 8)
N O T E 3: Two displays required.
FWC 2 1 1 N O T E 4: Partially m onitored by the FM G C .
NO TES: R equired only for autoland with crosswind higher than I2kt.
YAW DAMPFR 2 1 1 NO TES: Electrical pow er suootv snllt: device ensurlno that both FM G C 's are D ow ered bv indepen der electrical
sources. (The A PU generator is not considered as an independent electrical source;
RUDDER TRIM 2 1 1
see Q M B 22.1 p a g e 1 / FM G C .)
ELECTRICAL POWEn SUPP SPLIT (NOTE Θ) 1 - - N O T E 7: CAT 3 approach without D H is not perm itted with R U D TRY LIM SYS inop
NOTES: R equired only for au tom atic roll out
Figure 47. Minimum Equipment Required for Landing Capability

AUTOTHRUST
A/THR Loop Principle
To perform the autothrust (A/THR) function, the thrust target computed by the "CL": corresponds to a climb thrust.
Flight Management and Guidance Computers (FMGCs) is chosen by the Forward section:
Flight Control Unit (FCU). "FLX/MCT": corresponds to a FLeXible Take-Off thrust or a Maximum
Then each FCU processor sends, along its own bus, the THR target to the Continuous Thrust after an engine failure, "TO/GA": corresponds to a
Engine Control Units (ECUs) via the Engine Interface Units (ElUs). maximum Take-Off/ Go-Around thrust.
A/THR Engagement The ECUs compute the thrust limit which depends on the position of the
thrust levers.
The engagement of the A/THR function can be MANUAL or AUTOMATIC. If both thrust levers are in the same detent, the thrust limit corresponds to this
The A/THR is engaged MANUALLY by pressing the A/THR pushbutton on detent.
the FCU. If both levers are not in the same detent, the thrust limit corresponds to the
This is inhibited below 100 feet RA, with engines running. next higher detent.
The A/THR is engaged AUTOMATICALLY: The FMGCs select the higher of the ECU1 and ECU2 thrust limits for thrust
when the autopilot/ Flight Director (AP/FD) is engaged in TAKE- OFF or GO- target computation.
AROUND modes,
or in flight, when the alphafloor is detected; this is inhibited below 100 feet A/THR Function Logic
RA except during the 15 seconds following the lift- off.
The A/THR function can be ENGAGED or DISENGAGED. When it is
Note: To effectively have A /THR on the engines, the engagement of the engaged, it can be ACTIVE or NOT ACTIVE.
,A/THR is confirmed by a logic of activation in the ECUs._________________
A/THR Disengaged
Thrust Levers
When the A/THR function is DISENGAGED:
The thrust levers are manually operated and electrically connected to the
ECUs. the thrust levers control the engines,
Note that the thrust levers never move automatically. Each lever has 3 on the FCU, the A/THR pushbutton light is OFF,
sectors defined by detents and stops. the Flight Mode Annunciator (FMA) displays neither the A/THR
The thrust levers can be moved on a sector which includes specific positions: engagement status nor the A/THR modes.
Rear sector:
for idle reverse up to max reverse.
- Center section:
"0": corresponds to an idle thrust,
FMA(PFD) EIU: Engine Interface Unit

FADEC: Full Authority Digital Engine Control
FMA: Flight Mode Annunciator
THRUST
LEVERS
A/THR
INSTINCTIVE
DISCONNECT
PUSHBUTTONS
Flight Management A
and Guidance
: Computer
(FMGC) 1 I
________I________
FMGC BUS FCU PROCESS

CHOICE SELECTION ENGINES
LOGIC LOGIC
Flight Management
and Guidance
Computer
(FMGC) 2
FCU 2
FCU
Figure 49. Autothrust

A/THR Engaged and Active
When the A/TH R function is ENGAGED, A/THR is ACTIVE if:

- at least, one thrust lever is between the "CL" detent (included) and
the "0" stop (included) and, at the most, one thrust lever is between
the "FLX/MCT" detent and the "CL" detent, and if there is no engine in
FLEX/ΤΟ mode,
- or if the alphafloor protection is active independently of the thrust
lever positions.
Note that in case of one engine failure, the A/THR activation zone becomes
between the "FLX/MCT" detent and the "0" stop.
Because the A/THR function is active:
- the A/THR system controls the engines,

- on the FCU, the A/ THR pushbutton light is ON,
- the FMA displays the A/THR engagement status (in white) and the
A/THR mode.
A/THR Engaged and Not Active
When the A/THR function is ENGAGED, A/THR is NOT ACTIVE if:

at least, one thrust lever is out of the A/THR active area or both thrust levers
are above the "CL" detent or, at least one engine is in FLEX/ΤΟ mode, with
the alpha-floor protection not active.
Because the A/THR function is not active:
- the thrust levers control the engines (as long as a thrust lever is
outside the A/ THR active area),
- the A/THR pushbutton light is ON,
- the FMA displays the A/THR engagement status (in cyan) and the
MANual THRust rating.

^ / thr ^ EERUSjT reveW er
TO M
T.O. FUKT.O.p, HEWER
G.A.v MCT UL
Reverse
OUTOW iffRlDSiT
rN S T lt e r i^ E f ·
[^SCONNEGiT^
IRU SΗ B UTiTlQ nI
FCU PFD
Displayed
- Cyan when engaged
- White when active
Illuminated green
when A/THR engaged
Figure 50. A/ THR Control & Indication

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

FCU PFD
Displayed
- Cyan when engaged
- White when active
Illuminated green
when A/THR engaged
Figure 50. A/ THR Control & Indication
Disconnection
Besides the normal A/THR operation, the A/THR function is disengaged

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

ALPHA-FLOOR DETECTED
A /TH R MODES
FMA (PFD)
A /T H R O P E R A TIO N IN FLIG H T
SPEED/MACH
TAKE-OFF
THRUST
RETARD
THRUST REDUCTION ALTITUDE
AUTOMATIC LANDING
Figure 51. Thrust Levers

Autothrust Engagement Conditions
A/THR may be armed active or disconnected according to the thrust lever at the CL (climb) detent, the FMGS can command thrust between idle and
position: max climb.
When not active (A/THR either armed or disconnected), the engines are
[TOGA-FLX/MCT] - armed, never active. operated according to the thrust lever position.
[FLX/MCT-CL] - armed (all engine), active (engine out). The Autothrust System may be used alone or together with the AP/FD:
[CL-IDLE] - active.
[IDLE-REVERSE] - disconnected. 1. When used alone, without the AP/FD, the A/THR always controls the
speed,
When autothrust is active, the FMGS commands the thrust according to the 2. If the A/THR is used with the AP/FD, the A/THR mode depends on the
vertical mode logic, but uses a thrust not greater than the thrust commanded engaged AP/FD pitch mode:
by the position of the thrust lever. For example, when the thrust levers are set
If the AP/FD pitch mode controls a vertical path (e.g.: V/S, FPA,
ALT, G/S), the A/THR controls the speed.
If the AP/FD pitch mode controls a speed (e.g.: OP CLB, OP DES), By depressing the A/THR P/B on the FCU when the engines are not
the A/ THR controls the thrust. running or.
By setting the thrust levers at the FLX or TOGA detent when the
3. As part of the FMGC, the A/THR function is always driven by the master engines are running.
FMGC.
2. In flight:
A/THR Arming/Activation Conditions
By depressing the FCU A/THR P/B while thrust levers are out of the
Arming conditions of the A/THR are numerous. The most important ones are: active range.
By setting the thrust levers beyond the CL detent or at least one
- One FMGC operative. thrust lever beyond MCT detent while A/THR is active.
- One FAC operative.
- Two ADIRS operative. A/THR Activation
- Two FADEC's operative.
- One channel of the FCU operative. With A/THR active, A/C speed or thrust is automatically controlled. Except in
- One LGCIU operative. ALPHA FLOOR conditions, the thrust lever position determines the maximum
- A/THR is not manually disabled (instinctive disconnect P/B has not N1 which may be commanded by the A/THR system. The thrust levers never
been pressed for more than 15 seconds). move automatically.
The A/THR being armed is activated by:
A/THR Arming
Setting the thrust levers between CL and IDLE detents (all engines
1. On ground: operative).

Setting one thrust lever between MCT and IDLE detents (one engine A/THR Disconnection
inoperative).
Standard disconnection:
The A/THR being disconnected, is activated by pushing the FCU pushbutton
while the thrust levers are within the active range, including IDLE position. Depress the instinctive disconnect P/B on the thrust levers
(immediately Sets the thrust corresponding to the lever Position).
Note: When setting both thrust levers to IDLE position, the A/THR Set both thrust levers to IDLE detent.
disconnects but, if the A/THR pushbutton on the FCU is pushed, the
autothrust will be simultaneously armed and activated. Due to the thrust Non-Standard disconnection (autothrust rearms automatically if at least one
Jevers position, IDLE thrust will be maintained. thrust lever is set to TOGA):
Activation of ALPHA FLOOR regardless of A/THR initial status and thrust Depress the A/THR P/B on the FCU while A/THR is armed/active or
lever position. Loss of one of the arming conditions.
When the radio altimeter is below 100ft. and the pilot sets both thrust levers
Jote: While A/THR is active: above the CL detent or one above the MCT detent, autothrust disconnects.
If both thrust levers are set above the CL detent (all engines s . \
operative), or Note: If the instinctive disconnect P/B is depressed for more than 15 sec, the
the thrust lever of the operative engine is set above the MCT detent A/ THR System is permanently disconnected for the remainder of the flight.
(engine This means that all A/THR functions including ALPHA FLOOR are lost. Re
out), the A/THR reverts from active to armed. On the FMA, MAN THR covery is possible at next FMGC power up only. j
is dis
played and the A/THR annunciation turns blue. Thrust is controlled to
the
current thrust lever position.
If both thrust levers are set below the CL detent (all engines
operative), or the thrust lever of the operative engine is set below the
MCT detent (engine 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 (engine 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 oj;
P C A M ____________________________________________________________________

Alpha Floor Disengagement Conditions
The A/THR function protects against an excessive Angle-Of-Attack. TOGA LK mode tan only be disengaged by A/THR disconnection via either:
The alphafloor signal is detected by each Flight Augmentation Computer
(FAC). Depressing the instinctive disconnect P/B on the thrust levers.
In case of excessive Angle-Of-Attack or avoidance maneuver, the FACs send Setting both thrust levers to IDLE.
an order to the FMGCs which activate the alphafloor protection. Depressing A/THR P/B on the FCU.
The A/THR automatically engages or stays engaged active and the engine
f \
thrust becomes equal to the Take-Off/Go-Around thrust for any thrust lever Note: If the instinctive disconnect P/B is depressed for more than 15 sec,
position. A/THR and A.FLOOR are lost for the remainder of the flight. Recovery is
In this condition, the green message "A.FLOOR" with an amber flashing box is .possible only after FMGC power up.
displayed on the FMA.
When the alphafloor detection is no longer present in the FACs, the green
message "TOGA LK" with an amber flashing box (LK for LocK) is displayed on
the FMA.
The alphafloor protection can only be cancelled through the disengagement of
the A/THR function.
V/S+3500 HDG
FM A .............
ALT
Alpha floor conditions are no longer met:
FM A ............
1FD2
A/THR

E /W D : FAILURE TITLE SD LOCAL FLT

AURAL MASTER
PAGE WARNING PHASE
Conditions WARNING LIGHT
CALLED LIGHT INHIB
FCU 1 (2) FAULT NIL NIL
SINGLE MASTER 3, 4. 5. 7. Θ
FCU 1+2 FAULT
CHIME CAUTION
NIL
AP OFF CAVALRY MASTER
ECAM memo <9 sec. CHARGE WARNING
Manual disengagement vlatake-over P/B on side stick. (<1.5 sec) (<3 sec)
AP OFF
CAVALRY MASTER ECAM CLR
Manual disengagement via FCU AP P/B or automatically
CHARGE WARNING P/B
due system tailure. NIL
A/THR OFF
MASTER
ECAM memo <9 sec. SINGLE
CAUTION NIL
Manual disconnection via Instinctive disconnect P/B or CHIME
(<3 sec)
two thrust levere In IDLE.
A/THR OFF
THR LEVERS...MOVE SINGLE MASTER ECAM CLR
Manual disconnection via FCU A/THR P/B or CHIME CAUTION P/B 1.4.8.10
automatically due system failure.
ENGINE THRUST LOCKED
MASTER
THR LEVERS...MOVE SINGLE ECAM CLR
CAUTION NIL
Displayed 5 seconds after A/THR OFF. If thrust levers are CHIME P/B
(every5sec)
not moved.
A/THR LIMITED
MASTER
THR LEVERS...MOVE SINGLE ECAM CLR 1.2, 3 ,4,8.
CAUTION NIL
A/THR is active and either lever is set below the CLB CHIME P/B 9, 10
(every5sec)
detent (engine out: MCT detent).
CAPABILITY CHANGE
TRIPLE 2, 3. 4. 5. 8,
Conditions required for CAT3/CAT2 are no longer NIL NIL NIL
CUCK 9. 10
fulfilled.
AUTOLAND
AUTOLAND 2. 3. 4, 5. 8.
NIL (red) on NIL NIL
(No ECAM message available only below 200 ft). 9, 10
glareshleld
Figure 53. Warnings and Cautions

FLIGHT AUGMENTATION
General Flight Augmentation Computer
The flight augmentation tasks of the FMGS are: The aircraft is equipped with two FACs. They interface either:
1. Yaw Functions With the ELACs if both AP are disengaged or

- with the FMGC if at least one AP is engaged.
- Yaw damping and turn Coordination.
Rudder trim. Both FACs are automatically engaged at power up but may be disengaged
Rudder travel limitation. or reset separately by the respective FAC P/B on the FLT CTL overhead
Panels.
2. Flight Envelope Functions In case the FACs are disengaged but still valid, the flight envelope function
remains active.
PFD Speed scale management: The FAC accomplishes its functions using independent channels:
Minimum/maximum Speed computation.
Maneuvering Speed computation. - Yaw damper.
- Alpha floor protection. Rudder trim.
Rudder travel limitation.
3. Windshear Protection Function Flight envelope.
4. Low Energy Warning Function
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.

»- BSCU
ELAC 1 + 2
YAW NORMAL LAW

• TURN COORDINATION
. DUTCH ROLL
DAMPING
FMGC 1.2 -
ADIRU 1,2.3
SFCC 1 .2
LGCIU 1.2
HYD PRESS
FAC 1 + 2
ACCOMPLISHMENT OF
ELAC YAW ORDERS
YAW ALTERNATE
RUDDER TRIM
RUD TRAVEL LIMIT
RUDDER PEDALS
Figure 54. YAW Control

YAW AXIS CONTROL
YAW Damper Rudder Travel Limitation
When the autopilot is not engaged, the Elevator Aileron Computer (ELAC) The rudder travel limitation is computed by the FAC and sent to the Rudder
calculates the yaw damper order with the normal law. Travel Limiting unit.
The yaw damper order calculated by the ELAC provides turn coordination, The FAC Rudder Travel Limiting law computes this limit using the calibrated
dutch roll damping and engine failure compensation. airspeed (Vc) provided by the ADIRS.
If both ELACs fail, only the dutch roll damping (alternate law) is computed by
the Flight Augmentation Computer (FAC) using the ADIRS data. Flight Envelope Protection
When the autopilot is engaged, the FAC calculates the yaw damper order
except in LAND mode where it is computed by the Flight Management and For flight envelope protection:
Guidance Computer (FMGC).
When the AP is engaged: The FAC computers the various characteristic speeds for aircraft
operation and excessive angle of attack deflection.
Dutch roll damping law is provided by the FAC using ADIRS data.
Engine failure compensation fast law is provided by the FAC using The characteristic speeds computed using the ADIRs, LGCIU, FMGC and
the ADIRS data in TO, GA or RWY modes only. SFCC data, are displayed on the PFD. The alpha floor (excessive angle of
- Turn coordination law computes the yaw order to the FMGC roll attack) detection is sent to the FMGC.
order.
In LAND mode, the FMGC yaw order controls the yaw damper actuators via
the FAC.
Rudder Trim
In the manual mode, the rudder trim is controlled by the RUD TRIM selector
via the FAC.
In the rudder trim auto mode, the FAC computes the engine failure
compensation and the turn coordination. When the AP is engaged:
- The turn coordination law computes the yaw orders related to the
FMGC roll order.
- Signals are simultaneously sent to the rudder trim actuator and the
yaw damper actuators.
- The engine failure compensation slow law orders are sent to the
rudder trim actuator.

YAW AXIS
FAC RUDDER TRAVEL
NORMAL LAW RUDDER TRAVEL LIMITING LAW LIMITING UNIT
YAW ORDER
DUTCH ROLL DAMPING
-o S
o -o PER
ELAC ALTERNATE LAW
DUTCH ROLL
A D IR S D A T A DAMPING LAW
FMGC ENGINE FAIL

COMPENSATION
—o
TURN TO
AP ROLL ORDER
COORDINATION RUDDER
AP YAW ORDER
o /*§5SV
RUDDER TRIM
<3------ ^ ACTUATOR
RUDDER TRIM
CONTROL PANEL (110VU)
ADIRS: Air Data/lnertial Reference System
AP ENG: Autopilot Engaged
ELAC: ELevator Aileron Computer
Figure 54. YAW Control


JDDER T R A V E L ^
R U E B E R y R AW ES
M IT ^ T IO N U N IT
L IM IflM & N M m
S E R fe m N T i^ O LS
R U D ^ R J P O S IT I O N
t r π ·
IN M J T
Figure 55. Components

FAC ENGAGEMENT
Normal Configuration Computer Fault
In normal configuration, when the Flight Augmentation Computer (FAC) When the computer itself fails, the FAC is disengaged and the FAULT light
pushbutton is pressed in, the FAULT and OFF lights are off, provided the comes on with a message on the ECAM.
internal monitoring channels are in good condition and the engagement In this case, a FAC reset must be attempted following the ECAM procedure.
request is present.
When the FAC pushbutton is released out, the FAC is disengaged and the Note: On ground with engines shut down, the reset is automatic when the
white OFF light comes on. fault disappears.________________________________________________
Note: The FAC cannot be engaged on ground after power up during the 30 Temporary Power Loss
second test. The amber FAULT light flashes.__________________________
If a temporary power loss occurs, the FAULT light comes on with a message
FAC Not Energized or Not Fitted on the ECAM.
In flight reset is only possible using the FAC pushbutton.
If the FAC is not energized and the pushbutton is pressed in, the FAULT light
is on with an amber message on the ECAM.
Subfunction Fault
If one or several yaw axis control functions fail, only the amber message
appears on the ECAM. The FAULT light remains OFF.
If one or more of the following functions fail:
- yaw damper,
- rudder trim,
- rudder travel limitation,
only the amber message appears on the ECAM display unit.

The FAC remains engaged.

FLT CTL PANEL (23VU)
LIGHT
TEST
Figure 56. FAC Engagement

YAW DAMPING FUNCTIONS
Components Auto Mode
There are two yaw dampers. In normal operation, both are engaged but only In auto mode, the FAC computes the dutch roll damping in clean
one is active. Yaw damper 1 has priority. configuration, the engine failure compensation in take-off, go-around and
The yaw damper function is achieved by: runway modes.
The turn coordination law is computed by using roll orders from the FMGC.
- 2 electrohydraulic actuators with an external centering element. Each
actuator comprises 1 jack, 1 Linear Variable Differential Transducer Land Mode
(LVDT), 2 solenoid valves, 2 selector valves, 1 Pressure Switch (PS)
and 1 Servo Valve (SV). When the LAND mode is engaged, the yaw order is computed directly by the
- 2 Flight Augmentation Computers (FAC 1 and FAC 2). FMGC.
- 2 Rotary Variable Differential Transducers (RVDT).
Power Loop
General
The yaw damper laws control the servovalve, and the changeover logic
Yaw damper 1 and 2 operate with the changeover logics. enables the jack to be pressurized. The feedback in the power loop is
The yaw damper actuator does not move the rudder pedals. provided by a Linear Variable Differential Transducer (LVDT) for the
The yaw damper function operates as follows: command side and a Rotary Variable Differential Transducer (RVDT) for the
monitor side. In case of dual yaw damper loss, a centering spring rod moves
- Order is computed by the laws and sent to the rudder via the related the rudder to the neutral position.
yaw damper actuator.
- Yaw damper actuator 1 is powered by the green hydraulic system. Monitoring
- Yaw damper actuator 2 is powered by the yellow hydraulic system.
At power up, the yaw damper function safety tests are initiated. The continuity
Manual Mode between the standby yaw damper and its servo valve is tested. The
computation is monitored by the comparators between command and
In manual mode, the autopilot is not engaged and the Elevator Aileron monitor part. The ELAC, FMGC and ADIRS peripheral inputs are always
Computer sends the turn coordination, the dutch roll damping and the engine monitored. The power loop is monitored by a comparator between the yaw
failure compensation yaw orders to the FAC. order and the rudder position feedback. In flight, the hydraulic pressures are
monitored by the FAC. The LVDTs and the RVDTs are always monitored.
Manual Alternate
After a dual Elevator Aileron Computer failure, turn coordination and engine
failure compensation are lost. Only a simplified alternate law of dutch roll
damping is computed by the FAC.

YAW DAMPER ACTUATOR 1

r~
-------- i RVDT
Ό
O
TO RUDDER
SERVO
ACTUATORS
AP ENG: Autopilot engaged

CMD: Command
MON: Monitor
Solenoid valve
Selector valve
Servovalve
Amplifier
LAWS
Differential Input
© Comparator
TO YD
ACTUATOR
SERVO-VALVE
Figure 57. YAW Damping Function


TMf rAC INSURES TMf TAW OAWPCR FUNCTION:

- I I I MANUAL CONTROL., TAW OROLRS FROM
Cl ACS A n ACCOMPLI SUED (STA8IL HAT ION
AND TURN COORDINATION)
- IN AXIOMATIC CONTROL. AP TA· ORpfRS fRCJM
FMOC'S ARC ACCOMPLISMCO FOR TURN
COORDINATION AND GUIDANCE (A llO N AND ROU OUT).
MTD CIRC m S S 51
( gho rnssuintD) l V
t a il
Ί I iI O N i5ϊ 5 ION] PRtSS SW->LT C U . O(T)
14 7 ( Ι · β ) 7 W—32
R iv u ii) (S S vu ili) 22-87 B iv v iil ( s W I D ) 22-87
Figure 58. YAW Damping

RUDDER TRIM FUNCTION
Components Automatic Mode
There are two rudder trims. All the components are duplicated except the With the autopilot engaged, the Flight Augmentation Computer calculates
RUD TRIM selector and the RESET pushbutton. the trim order using Flight Management and Guidance Computer and Air
The rudder trim function is achieved by: Data Inertial Reference System data.
- an electromechanical actuator which comprises 2 asynchronous Note: At touch-down, the AUTO RESET function moves the rudder to the
motors connected to a reduction gear by rigid linkage and 4 Rotary neutral position
Variable Differential Transducers (RVDTs).
- a RUD TRIM selector for manual trim control, Power Loop
- a RESET pushbutton,
- a rudder trim indicator located to the left of the RUD TRIM selector, During the autotest triggered by the FAC power up,
- two Flight Augmentation Computers (FAC 1 and FAC 2). internal actuator monitoring checks the actuator
servo-loop and monitoring circuit validity, and the
General enabling signal reception.
Then the changeover logic enables the trim motor to
The rudder trim function has two modes: Manual mode when the autopilot is be supplied and the rudder trim laws control it.
not engaged and automatic mode when the autopilot is engaged. The The laws compute the trim order and send it to the actuator’s motor via the
autotrim order is computed by the laws, whereas the manual trim order Electronic Control (EC). The feedback in the power loop is provided by two
transits through them. The order is then sent to the actuator. This order is Rotary Variable Differential Transducers (RVDTs) for each side.
reproduced at the rudder pedals. Priority is given to rudder trim of FAC 1; a
changeover logic enables to switch to FAC 2 in case of failure. If both rudder Monitoring
trims fail, the last deflection is maintained. The rudder trim deflection is
displayed on the RUD TRIM indicator. The computation and the power loop are monitored by comparators. The
input parameters are also monitored. The computation is monitored by the
Note: For the A319, the indication of the maximum rudder trim deflection is comparators between the FAC command and monitor parts. The FMGC and
. increased from + or - 20° to + or - 25°. ADIRS peripheral inputs are always monitored. The amplitude is limited to
plus or minus 20°, the speed is limited to 1°/s in manual control and 5°/s in
Manual Mode automatic control. The power loop is monitored by the comparators between
the rudder trim order and the position feedback signal.
When the autopilot is not engaged, the rudder trim order is given by the RUD
TRIM selector. Note: When the AP is engaged, the rudder trim is inoperative and master
FMGC interfaces with the FACs to ensure rudder trim function.
Note: The RESET pushbutton enables to return the rudder to the neutral A rudder pedal deflection exceeding 10° out of trim disengages the AP.
position.______________________________________________________

(408 VU)
FMGC 1 FMGC 2
A U T O -P IL O T
MODE
FAC 1 FAC 2
(ACTIVE) (STANDBY)
RVDT 1
RVDT2
ELECTRONIC ELECTRONIC
MODULE 1 MODULE 2 / RV^7
/ RVDT 4
I
RUDDER TRIM ACTUATOR
TORQUE YAW DAMPER
REDUCTION
LIMITER ACTUATOR
GEARING
Figure 59. Rudder Trim Function

RUDDER TRAVEL LIMITING FUNCTION
Components Power Loop
The Rudder Travel Limiting (RTL) function is dual. All the components are The Rudder Travel Limiting law controls the unit’s motor, and the changeover
duplicated. logic enables the motor to be supplied.
The RTL function is achieved by: The return to low speed function has an independent power supply.
The law computes the RTL order and sends it to its motor via an electronic
- an electromechanical RTL unit with two motors, control.
- two Rotary Variable Differential Transducers (RVDTs) integrated in The feedback in the power loop is provided by one Rotary Variable
the unit, Differential Transducer (RVDT) for slaving and monitoring.
- two Flight Augmentation Computers (FAC 1 and FAC 2). The return to low speed logic connects the motor directly to 26VAC in order to
recover full rudder deflection.
General
Monitoring
The Rudder Travel Limiting function acts through acontrol law, which is a
function of the corrected airspeed, and returns to the low speed limitation in The computation and the power loop are monitored by comparators.
case of failure. The computation is monitored by the comparator between the FAC command
Normal operation: and monitor channels.
The RTL law in the command channel of FAC 1 (active side) controls the The ADIRS parameters (Vc) are monitored by a two-by-two comparison and
RTL unit stops through a motor. then one of them is selected.
Return to low speed: The power loop is monitored by the comparators between the Rudder Travel
If both RTL functions fail, when the slats are extended, the full rudder Limiting order and the RTL unit position feedback.
deflection is obtained. Priority is given to RTL of FAC 1; a changeover logic
enables to switch to FAC 2 in case of failure.
Laws
The Rudder Travel Limiting control law generates a rudder deflection order in
relation to the corrected airspeed.
Note: For the A319, the maximum rudder deflection is increased from 25° to
30°.

A319 only:
MAX RUDDER
DEFLECTION
A320 / A321 only:

MAX RUDDER
DEFLECTION
Figure 60. Rudder Travel Limitation

Centering
Spring
Travel
Limitation Unit
S i·» ·
ARTF Feel Solenoid
ART. Feel Spring
Trim Screwjack
Trim Actuator
Yaw Damper
Return Spring Rod
Figure 61. Component Layout in Tail Cone Zone

Controls Displays
Each Flight Augmentation Computer receives Inputs from Its related The Rudder Travel Limiting position is not displayed. Only its maximum stop
pushbutton, the rudder trim selector and the trim RESET pushbutton. positions 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 62. FAC Controls and Indications

FLIGHT ENVELOPE PROTETION
General
The function of the Flight Augmentation Computer is independent of the FAC On the ground, the FAC uses the weight provided by the FMGC.
engagement pushbutton.
This function provides:
- characteristic speeds on the PFDs through the Display Management

Computers,
- the speed limits to the FMGCs for autoflight,
- the alphafloor detection to the FMGCs for autothrust engagement, if
it is not engaged,
low energy awareness.
In addition, the FAC computes the weight and the center of gravity.
Speed Computation Display
The speeds computed by the Flight Augmentation Computer are sent to the
Primary Flight Display and the speed limits to the Flight Management and
Guidance Computers.
In normal operation, FAC 1 data are displayed on the CAPT PFD and the
FAC 2 data on the F/ O PFD.
If a parameter or the computer fails, the associated PFD is automatically
switched to the opposite FAC by the DMC.
If the air data source used by the FAC is different from that used by the DMC
for speed display, the message ADR DISAGREE appears on the ECAM.
Speed Computation
Aerodynamic laws and the aircraft configuration parameters are used for the
characteristic speed computation.
The computation principle is based on the fact that most of the speed data
are a function of the aircraft weight.
In flight, the FAC computes the weight with the ADIRS, FMGC and SFCC
parameters and then, from the weight, it computes the characteristic speeds
and the center of gravity.

Figure 62. Speed Computation Function

IW IIN IIN k J
Low Energy Awareness
Energy awareness is a software device which provides the crew with an aural Note: Alpha Floor is lost when one of the following combinations of failures
warning which indicates that it is necessary to increase thrust to recover a occurs:
positive flight path angle through pitch control.
The audio warning, "SPEED SPEED SPEED", is triggered before alphafloor - SFCC1 and FAC2 or
and depends on angle of attack, configuration deceleration rate, and flight - SFCC2 and FAC1 or
path angle. Both FCU channels or
It is inhibited when radio altitude is greater than 2000 ft or when alphafloor - 1 EIU or
is active or when the aircraft is in clean configuration. Both FMGCs.
Low Energy Warning is lost under alternate or direct control law.
A low energy aural warning "SPEED SPEED SPEED" repeated every 5 sec. For A319 and for all A/C equipped with GPS primary, alpha-floor is inhibited
indicates that the A/C energy becomes lower than a threshold value. This in engine out operation when FLAPS * 0.
threshold value is attained if an increase in thrust is necessary to recover a If the aircraft is in clean configuration, the windshear compensation function
positive flight path angle by pitch control. is not available. The ELAC will trigger alphafloor in two cases: alpha
Low energy warning function is available for: protection condition + side stick deflection >14 degrees, or pitch angle > 25
FLAPS 2,3 and full — 100 - 2000ft RA degrees + side stick deflection >14 degrees.
The low energy warning is computed by the FAC from following inputs: A dual ADIRS failure results in the total loss of alphafloor detection.
- A/C configuration.
- Airspeed deceleration rate.
Alpha- Floor and Windshear Detection
Alpha- floor protection and windshear detection are computed by the FAC or
the ELAC and sent to the FMGC.
This function protects the aircraft against excessive angle- of- attack.
The FAC compares the aircraft alpha (AOA) with the predetermined threshold
(function of the slat/flap configuration). This threshold is decreased in case of
windshear. Beyond this threshold, the FAC transmits a signal to the FMGC
to engage the autothrust function and apply full thrust.
The alpha floor protection is available from lift-off down to 100 ft RA in
approach.

ELAC1
ELAC2
SFCC1
ADIRS
SPEED"
SPEED"
ADIRS —^ SPEED"
I or\ —
SFCC2 —<
FW C2
Figure 62. Low Energy Awareness

I IW IIN IIN k J
Windshear Warning and Guidance System
Windshear warning function is implemented in the FAC. Once windshear

conditions are detected, a visual WINDSHEAR red message will be displayed
on the PFD for at least 15 seconds and an aural 'WINDSHEAR
WINDSHEAR WINDS-HEAR" warning will sound.
Provided the A/C is in take-off or landing configuration (CONFIG 1, 2, 3 or
FULL), the windshear warning function is available for:
- Take-off — Lift-off - 1300ft RA

Landing — 1300 - 50ft RA
The windshear warning is computed by the FAC from following inputs:
- Ground speed and wind direction/velocity.

- A/C current AOA.
- A/C configuration.
Radio altitude.
The AP/FD windshear guidance function implemented in the FMGCs, is

completely independent of the FAC windshear warning function (availability
or detection).
Under windshear conditions, the basic SRS law is progressively adapted to
control to the following survival strategy:
- Control airspeed as long as positive vertical speed is possible.

- Control altitude and lets speed decrease, until
- AOA protection function engages (AP disconnects).
Windshear guidance function is available whenever:
- AP/FD in SRS mode (thrust levers in the TOGA detent).

- At least one AP/FD engaged.

FAC 1
ELAC1
ELAC2
g> =L
FMGC 1
SFCC1 ALPHA SPEED I OS I LOC I CAT3 I AP1

SINGLE I 1 FD 2
FLO O R I I DH 7001 A/THR
W IN D S H E A R
D E T E C T IO N mr
____ _ - r. V n „ 4000 B
BY ELAC 180- 20 - 20
P R O T E C T IO N
160 - 1° — — 10
ALPHA 140
FLO O R
COMPU A
:LEAN 0 9 — TA TIO N
:ONFIG.
FAC1
—o
© HEALTHY
DMC 3
CAPT PFD
a 1 not ok
Ϋ
LO W
RA ENERGY
C O M P U T A T IO N
AND
ADIRS CMD
SAME MONITOR CHANNEL

AS CMD MON
SFCC1 SFCC2 FW C 1
_
FAC 2 "WINDSHEAR
SAME AS "WINDSHEAR
ADIRS FAC 1 — "WINDSHEAR
ORy---
SFCC2
FW C2
Figure 63. Low Energy Awareness

FLIGHT ENVELOPE DATA ON PFD
Speed Protection Minimum Selectable Speed VLS
The green overspeed protection symbol indicates the speed at which It is defined by the top of an amber strip along the speed scale and computed
overspeed protection becomes active. by the FACs. The VLS corresponds to 1.13 Vs during take- off or following
SPEED PROTECTION = (VMO + 6 kts / MMO + 0.01) touch and go. It becomes 1.23 Vs as soon as any flap or slat selection is
made. It remains at this value until landing.
Speed Trend Above 20000 ft, VLS is corrected for mach effect to maintain 0.2 g buffet
margin.
The yellow pointer starts from the speed symbol. The end of this arrow gives VLS information is inhibited from touch down up to 10 seconds after lift- off.
the speed value which will be attained in 10 seconds if the acceleration or
deceleration remains constant. Alpha Protection Speed
This arrow appears only when greater than 2 knots and is removed when
less than 1 knot. It is also removed in case of failure of the FACs. It is defined by the top of a black and amber strip along the speed scale.
It represents the speed corresponding to the angle of attack at which alpha
protection becomes active.
This speed is computed in pitch normal law by the FACs.
Target Airspeed
This symbol is either magenta or cyan and gives the target airspeed value or
the airspeed corresponding to the Mach number.
The target airspeed value is the value computed by the FMGC in managed
speed mode (magenta) or manually entered on FCU for selected speed
mode (cyan).
The target speed is a magenta double bar when associated with the ECON
speed range. Otherwise it is a magenta or cyan triangle.
When out of speed scale, the target speed value is displayed in numeric form
below or above the speed scale.
ECON Speed Range
In descent mode, with the ECON mode, the selected speed symbol is
replaced by two magenta half triangles: upper and lower limits calculated by
the FMGC.
They indicate the range of descent speed: +20 kt and -20 kt or Vmin or VLS
which ever is higher.

PRIMARY FLIGHT DISPLAY (PFD)
SPEED
PROTECTION
ECON SPEED
RANGE
SPEED
TREND
TARGET
AIRSPEED
ECON SPEED
RANGE
Figure 64. Flight Envelope Data on PFD EIS

Alpha Max Speed Minimum Slat Retraction Speed
It is defined by the top of a red strip along the speed scale. This speed is represented by a green -S symbol.
It represents the speed corresponding to the maximum angle of attack that It is available when the FLAP selector is in position 1. It is computed by the
may be reached in pitch normal law. FACs.
This speed is computed in pitch normal law by the FACs.
VFE Next
Vmax
Two amber dashes show the predicted VFE (Maximum flap extended speed)
It is defined by the lower end of a red and black strip along the speed scale at the next flap/ slat position.
and determined by the FACs. It is provided by the FACs and only displayed when the aircraft altitude is
Vmax represents the lowest of the following values: below 15000 ft.
- VMO (Maximum operating speed) or the speed corresponding to Green Dot

MMO (Maximum operating Mach)
- VLE (Maximum landing gear extended speed) This is the engine out operating speed in clean configuration.
- VFE (Maximum flap extended speed) It is displayed in flight only by a green dot.
It represents the speed corresponding to the best lift to drag ratio.
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
FLAP RETRACTION GREEN
SPEED DOT VFE NEXT
F/CLT IN PITCH F/CLT IN PITCH V1 MINIMUM

NORMAL LAW ALTN & DIRECT LAW SLAT RETRACTION
SPEED
Figure 65. Flight Envelope Data on PFD

E/W D: FAILURE TITLE SD LOCAL FLT

AURAL MASTER
PAGE WARNING PHASE
WARNING LIGHT
Conditions CALLED LIGHT INHIB
FAC 1 (2) FAULT SINGLE MASTER 3. 4, 5, 7. 8
NIL FAC FAULT
FAC 1+2 FAULT CHIME CAUTION 4. 5, 7, 8
3. 4. 5. 7. 8,
YAW DAMPER 1 (2)
NIL 10
NIL NIL
RUDDER TRIM 1 (2) FAULT
3. 4, 5. 7. 8
RUDTRVLIM 1 (2) F/CTL NIL
YAW DAMPER SYS NIL 4, 5. 7. 8,10
SINGLE MASTER
RUD TRIM SYS
CHIME CAUTION F/CTL 4. 5, 7. 8
RUD TRV LIM SYS
ALPHA FLOOR
A. FLOOR 1.2. 3, 4. 8.
(No ECAM message) NIL
on FMAs 9. 10
Available between lift off down to 100 fl in approach.
SYNTHETIC
WINDSHEAR WINDSHEAR 1.2. 3, 4. 8.
VOICE 3X
(No ECAM message) red on PFDs 9. 10
WINDSHEAR NIL NIL
WINDSHEAR DET FAULT NIL 3. 4. 5, 8. 9
SYNTHETIC
LOW ENERGY WARNING NIL
VOICE 3X 1,2. 3, 4. 8.
(No ECAM message)
SPEED 9. 10
Available between 100 ft and 2000 ft with FLAPS a 2.
every 5 sec
Figure 66. Warnings and Cautions

BUS BAR AC DC AC DC
A/CSYS ESS ESS HOT
1 X SHED
FAC
2 AC2 DC2
Lost in elec θπγιθγ config.
Figure 67. Electrical Supply

FLIGHT MANAGEMENT SYSTEM
General Flight Management (FM)
The aircraft is equipped with a pilot interactive Flight Management and The FM part provides following functions:
Guidance System (FMGS) which provides predictions of flight time, mileage,
speed, economy profiles and altitude. It reduces cockpit workload, improves Navigation.
efficiency and eliminates many routine operations normally performed by the Performance prediction and optimization.
pilots. Flight planning management.
During cockpit preparation, the pilot inserts a preplaned rout from origin to Managed guidance computation.
destination via the Multifunction Control and Display Units (MCDUs). This Information display.
route includes the departure, enroute waypoints, arrival, approach, missed
approach and alternate routes as selected from the NAV data base. The
system generates optimum 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:

Components
FCU
RADIO
NAVIGATION
AUTO TUNING
EFIS
- NAVIGATION (DMC 1. 2, 3)
HA 1,2 - PERFORMANCE OPTIMIZATION
- F-PLN MANAGEMENT
- MANAGED GUIDANCE ELAC 1.2
SEC 1,2,3
VOR 1.2 COMPUTATION
- INFORMATION DISPLAY
ECAM (FWC1.2)
DME 1,2
DATA BASE CLOCK

LOADER
FG AUTOPILOT COMMAND
FUEL FLIGI IT DIRECTOR COMMAND
AUTOTHRUST COMMAND MCDU 1,2
FADED 1.2
‘ □ O DO B O B
o n sosos
pj
CPC 1.2 OOODBDOB
| Ο Θ Θ Β Β Β Β Β |]
•OOOBBBBB
j^ O O O B P P B B
Figure 68. FMGC Interface

FMGC Modes of Operation
Each FMGC is linked to its own set of peripherals: MCDU, EFIS, RMP. The 2. If two APs are engaged, FMGC 1 is master.
FMGCs has three modes of operation: 3. If no AP is engaged and
Dual mode (the normal mode). The FD1 P/B is on, the FMGC1 is master.
Independent mode. Each FMGC being controlled by its associated The FD1 P/B is off and FD2 P/B on, the FMGC2 is master.
MCDU.
- Single mode (using one FMGC only). 4. If no AP/FD is engaged, A/THR is controlled by FMGC 1.
Dual Operation Independent Operation
This is the normal mode where both FMGC process their own information This degraded mode is automatically selected by a major mismatch (e.g.
and exchange their computed data through a cross talk bus. One FMGC is database incompatibility, ops program incompatibility). Both FMGC work
declared as master. FMGC 1 defaults to master unless FD2 only and/or AP2 independently and are linked to onside peripherals.
are engaged. An entry on one MCDU is transmitted to the onside FMGC only and affects
All data inserted on any MCDU is transferred to both FMGC and to all onside EFIS and RMP. To get similar AP/FD commands, same entries must
peripherals. be made by the crews on both MCDU.
Figure 69. FMGC

Master FMGC Logic
1. If one autopilot is engaged, the related FMGC is master:
It uses the onside FD for guidance.

It controls the A/THR. Figure 70. FMGC
It controls the FMA 1 and 2.
FLIGHT MANAGEMENT PRIORITY LOGIC This degraded mode is automatically selected in the event of one FMGC
failure. All the peripherals are driven by the remaining FMGC.
MCDU
rNote: When one FMGC fails an amber message "OPP FMGC IN PROCESS"Λ
As already presented in the FM OPERATING MODES topic, the MCDUs appears on the corresponding MCDU.
work differently. The ND on the failed FMGC side has to be set to the same range and mode
In NORMAL mode, the MCDUs can be used simultaneously on different than the ND on the operative FMGC side. Otherwise an amber message
pages. Any modification or entry on one MCDU is transmitted to the other ^'SELECT OFFSIDE RNG/MODE" is displayed on the ND.________________ ,
MCDU via the FMGC crosstalk.
In INDEPENDENT mode, both MCDUs operate separately. Although the
crosstalk is present, an entry on one MCDU is not applied to the other one.
In SINGLE mode, both MCDUs basically work as in normal mode, but with
the valid FMGC only.
Displays
□
Flight Management information is displayed on Navigation Displays (NDs)
and on Primary Flight Displays (PFDs).
MCDU
2
For FM information, in NORMAL or INDEPENDENT modes,FMGC1 supplies
PFD1 and ND1, FMGC2 supplies PFD2 and ND2.
In SINGLE mode, the remaining FMGC supplies all the displays. EFIS
2
Radio navigation
The schematic shows the architecture of the radio navigation receivers RMP
controlled by the FMGCs in NORMAL or INDEPENDENT modes. 2
For the selection of radio navigation frequencies and courses, in normal or
independent modes, each FMGC controls its own side receivers through a
Radio Management Panel (RMP).
Only the actual frequencies and courses from the receivers are displayed on
RAD RAD
the PFDs and the NDs. In case of an FMGC failure, the valid FMGC controls
NAV 1 NAV 2
its own side receivers as usual, through an RMP, but also the other side
receivers, directly without going through an RMP.
If both FMGCs fail, the crew must use the RMPs to select the frequencies
and courses.
Figure 71. FMGC
Single Operation

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
construction 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.

MCDU
Ο
= > FLIGHT
FG =^>CONTROLS
AP/FD
COUPLING
—J>
ENGINES
=^>
A/THR
FMGC 1
2
Figure 72. Flight Planning

Navigation
The navigation process provides the system with current aircraft state DESCENT: speed limit, speed management, deceleration.
information consisting of present position, altitude, winds, true airspeed and APPROACH/ MISSED APPROACH/ GO AROUND: thrust reduction
ground speed. altitude, acceleration altitude.
This is achieved using inputs from the Inertial Reference Systems, Air Data
sensors, Global Positioning Systems (GPS) if fitted, navigation radios, The vertical steering order can be followed by the pilot or the autopilot.
Aircraft Communication Addressing and Reporting System (ACARS) if Any level change in the vertical profile is initiated after a push action on a
fitted and FAC flight envelope computation. level change selector, except for departure when the vertical profile is armed
Position can be updated manually during the flight or automatically, on the on ground and will automatically be active after take- off phase.
runway threshold at take- off for example.
Lateral Flight Plan
The lateral flight plan provides the sequential track changes at each
waypoint within 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 approach, 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 altitude.
- CLIMB: speed limit, speed management.
- CRUISE: top of climb, cruise altitude, top of descent.

L a te r a l F lig h t Plan
V e r tic a l F lig h t Plan

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 being the ECON mode.
The ECON mode can be tailored to meet specific airline requirements using
a selectable Cost Index (Cl).
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,
centered 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 decentred 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.


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

Each FM computes its own radio position using its FM selected navaids, In this case "GPS IS DESELECTED" is displayed on the MCDU scratchpad
which may be: 80 NM before T/D or at transition to approach phase.
- DME/DME
- VOR/DME Predictive GPS
- DME/DME/LOC
- VOR/DME/LOC This function predicts the availability of GPS PRIMARY within & 15 minutes
LOC (to correct crosstrack error during ILS approach). of ETA at destination or at any crew selected waypoint or time. Predictions
are displayed on the PREDICTIVE GPS page, where also up to 4 satellites
In the event of a failure, each FM may use offside selected navaids for can be deselected at a time.
position computation.
The radio data is used by the FM for position calculation if the FM Position
reasonableness test on DME and VOR data are satisfied.
- At flight initialization:
GPS Position Each FMGC displays an FM position that is a mix IRS/GPS position
(GPIRS).
GPS Information from both GPSSU is acquired by each IRS and continuously - At take-off:
monitored through the RAIM function (Receiver Autonomous Integrity The FM position is automatically updated to the F-PLN inserted
Monitoring). Each IRS then computes it's own hybrid GPIRS position. If one runway threshold position.
GPSSU fails, the IRSs use the remaining GPSSU. In flight:
Each FMGC selects one of the 3 GPIRS positions depending on their figure During flight, the FM position approaches the GPIRS or RADIO
of merit with following priority: position (if GPIRS is rejected/not available) at a rate depending of the
A/C altitude.
- OWN GPIRS position During ILS approach:
- GPIRS position 3 The crosstrack error is corrected with a temporary localizer update.
- OPP GPIRS position - BIAS:
Each FM computes a vector called BIAS between the MIX IRS and
If integrity requirements and selection criteria are met, GPS is defined as the RADIO or GPIRS position.
"GPS PRIMARY" and selected for FM position update. "GPS PRIMARY" is
then displayed on the ND and MCDU PROG page. This BIAS is continuously updated, provided a GPIRS or a RADIO position is
If the GPIRS data do not comply with the integrity requirements and selection available.
criteria, GPS is rejected and FM reverts to IRS/RADIO navigation mode. If no GPIRS or RADIO position is available, the BIAS is memorized and will
"GPS PRIMARY LOST" is then displayed on the ND and the scratchpad of be used to compute the FM position which equals the MIX IRS position plus
the MCDU. memorized BIAS. Manually update of the FM position will also update the
GPS may also be manually deselected on the SELECTED NAVAIDS page. BIAS.

Lateral Functions
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 various 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

Figure 74. Lateral Functions ACCUR level are displayed on the MCDU PROG page.
Navigation Modes
The FMGCs update their position using GPIRS or RADIO position (if GPIRS
is rejected/not available). One out of five different navigation modes is
selected according to following priority order.
1. IRS/GPS (= GPS PRIMARY basic navigation mode)

2. IRS/DME/DME
3. IRS/VOR/DME
4. IRS only
5.1. IRS/GPS/LOC }
5.2. IRS/DME/DME/LOC } (temporary update mode
5.3. IRS/VOR/DME/LOC } during ILS approach)
5.4. IRS/LOC }
- GPS PRIMARY (NDT MCDU PROG page):

GPIRS is selected for FM position update and the FM navigation
mode is IRS/ GPS. Under this condition, the EPE is always below the
required position accuracy 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 ® It” i l-H ΙΉ Γ"7)
still be below the required position accuracy.
IHK K
- NAV ACCUR DOWNGRAD (ND, MCDU scratchpad): oAYa
STORED
GD «WA YPO IN TS WAYPO IN TS » GD
GPS PRIMARY is not available, the EPE has exceeded the required STORED
-GD cHA V AID S N AVAIDS* B
position accuracy and the NAV accuracy level downgrades from HIGH GD «RUNWAYS
S TOR ce
RUNWAY'S» GD
STOR PO C=3
to LOW. E
e=3
« ROUTES RO UTE S»
«• OS T TtON
Θ
I---A
- NAV ACCUR UPGRAD (ND, MCDU scratchpad): gg <A/C STAT US MONITOR*
1t 1
GD-------
GD GD
GPS PRIMARY is not available, the EPE has fallen below the required n o R im >
position accuracy and the NAV accuracy level is upgraded from

LOW to HIGH. bOSIYIflU HaSITDR----
GD rf*« dun3 «610.2e/006ie.3
IHS/OME/DMe
E t—I
E
Radio Navaid Selection B GD
Θ •nc: D M 4 6 1 O .2N /O O 6 10.6E
31KS/OHK/ONE
GD
ffi n oio « 6 1 0 . 1N/00E1B.21 B
H GD era
E iix Its « S 0 9 .;N /0 0 6 ie .O f Ej
The FM part of the FMGS manages the autotuning of various navaids used E S 1SI 1 Ins 3 IRS 2
B B E 4AV 0 . « NAV O.* NAV 0.4 E
for display and radio position computation. The FM derived tuning list may B ffS E E li NAVAIOS*· B-
comprise a maximum of 4 navaids (1 navaid for display, 1 or 2 for position B B
E
update and 1 ILS/ DME for display and LOC update) which are displayed on
the SELECTED NAVAIDS page. After insertion
of ldenfc in 1L
SELEfTEb NAv a IB5
All navaids automatically tuned must meet the Figure of Merit criteria stored V Q A rO M l AUTO D ES E LE C T
in the Nav Database:

< f R2
VOR/BMt
31Β.ΓΟ
AUTt
[ ]«
B
n <N I ?
vo R /O n E
11E.IO
N i r o
B
NAVAID s
1DCNT ST ATI O N DEC < TOP U S . AO
B
C=
Fig of Merit Range GD FR 2
CLASS
O lH QD B B
• c it t i n
B VOADME
LAT/IONO
ϋ §§ OPS B
0 Up to 40 NM and A/C below FL120 B 4 4 0 1 .BN/01100.3E
PREQ E GD «RETURN B
E 115.20
EC V
jfj
1 Up to 70 NM and A/C below FL180 B 4340
Π β Ο» ME H IT
E
O
B 2 ( UONNJ RETURN» Θ
2 Up to 130 NM
3 Up to 250 NM
Figure 75. CFDS Pages

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
Minneapolis St Paul and New- York La Guardia irports).
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
Annunciator (FMA) of the PFD and the LAT light comes on on the FCU.
' >
Note: 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
Jpoxes. 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.
Note: The tropopause (TROPO) altitude default value is 36090 ft, but may be
.changed if necessary.____________________________________________
IN IT 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.

IN IT
CO RTE FROM/TO
KMSPKLGA01 KMSP/KLGA
ALTN RTE ALTN
KPHL
ALIGN IRS>
LONG
0 9 3 1 2 . 9W
WIN D >
CRZ FL/TEMP TROPO
FL370 /-47* 36090
7
O
S E 'l
Flight Control Unit (FCU)
@ @ © 0 0 0 0 0 *
Multipurpose C o n t r o l and D is p la y Unit

CMCDU)
Figure 81. FMGS Cockpit Preparation-Initialization

r
INIT
TAXI ZFWCG/ ZFW
0 . 2 2 5 . 0 / 55.0
TR IP /TIM E BLOCK
5 . 6 / 0 2 0 9 10.0
RTE RSV/%
1 .9 /--.-
ALTN/TIME TOW
0 . 6 / 0 0 1 7 6 4 . 8
FINAL/TIME LW
1.3/0045 5 9 . 7
EXTRA/TIME
0 . 4 / 0 0 1 0
moG I pwt
■ ■ ■ ( L f
p t a e p l
B B B B B 1
I
O O B B B O B | Flight Control Unit (FCU)
O B O B B B D Q l
Ο Θ Θ Β Β Β Β Β !
Θ Ο Θ Β Β Β Β Β »
O O O B D O B S
Multipurpose C o n t r o l and Display Unit
(MCDU)
Figure 82. Cockpit Preparation-Initialization

FR O M /T O Is a lte rn a te m ean fo r ro u te
ΙΝΓΤ Λ Page a llo w s e n try o l b a s ic
s e le c tio n a n d w ill call u p th e RO UTE
In itializatio n d a ta .
1N! T 4 S E LE C T IO N P a g e (A).________________
CO ATE man/ to
rrrrvri ir v
C O ΠΤΕ fie ld m o s t b e fille d to r p ro p e r f
At TH C 0 A»E | A cce ss to (HISTO RY) W IN D Pege (W ). |
FM G C o p e ra tio n (A).__________________ FIF AIR
.- L L LL L L U D e fau lt a r P ilo t e n te re d T ro p o p a u se
t ar LOAD a ltitu d e (B).__________________
F lig h t N u m be r m u st a ls o b e fille d (A)
CO» T I«DCI
»
C 1 fL /fifiP
M IND'
morn,
‘ INI I B P age allo w s e n try o f A /C w e ig h ts
ϊ 1· 1If and p ro v id e s fuet p la n n in g c a p a b ilitie s
P ilot Inserted C O RTE (B ). c ause s ________
% )/ This fie ld Is d a s h e d until a p rim a ry
b e fo re b o th en g in e s are ru n n in g . IN I T D e fa u lt Z e ro Fuel W e ig h t C G (B), m ay
T At t be P ilot a lte ra b le (e g 26.3).
a u to m a tic In s e rtio n o f F R O M /T O (B). d e s tin a tio n is e n te re d in th e FR O M /TO r o . 9 / Q J .D
Mandatory data inserted D e fau lt Taxi F uel (B) tro m na v da ta b a s e TRir/TIKE
fie ld . If a p re fe rre d a lternate is
F lig h t N u m b e r fille d (B). l· a ss o c ia te d w ith th e p rim a ry NIC USAS*
B o x e s (A) fo r m a n d a to ry e n try o f Z e ro
Fuel W e ig h t (Inse rt e g . /Θ1.3). O nce
\ IN1T d e s tin a tio n , it is d is p la y e d w ith th e CO
D e fault R o ute R eserve fuel (B)
d e riv e d fro m th e nav d a ta b a s e .
as - 1.1/--.-
At τ η / r i nc TOW Z FW Is e n te re d , B lo c k Fuel fie ld w ith
Capability to change LAT/LONG via CO M t
M5PLGA RTE W ent. A n a lte rn a te a n d a C O RTE r i n a i s t l wf t w b o x e s (A) is d is p la y e d b s lo w ZFW field.
slew Key (W)._____________________ ! M/C 0 Alt ---- . * / l f J l
c a n b e e n te re d m anually. If p re fe rre d D e fault Final Fuel (B) a s d e riv e d fro m
t 1 ?«M/T t PE
LI N»A a lte rn a te RTE is n o t ass o cia te d w ith the
CO ST INDEX a s d e riv e d tro m nav
data b a se , o r P ilot In s e rte d (B).
C l Is th e ra tio o l flig h t tim e c o s t (CT) to
R504
-•ft*
k4«53.INw
XOSI I H l f
ALIGN IRS'*
0 9 3 1 ^?9W<
■ p rim a ry d e s tin a tio n , NONE Is
d is p la y e d . If th e p rim a ry d e s tin a tio n is
th e n a v database .
P re d ic te d T rip Fuel a n d Trip T im e (Q ) to 1

.J
fu e l o o s t (CF).
C l = C T/C F ( k g /m in )
T he c o s t Index is u s e d to c o m p u te the
b e s t e c o n o m ic s p e e d a n d M a c h t o be
^36
CRt r t / i t n r
FL370 /-?
v
J\V-
chan ged,
a c c o rd in g ly .
th is fie ld is m o d ifie d
Initia te s IRS a lig n m e n t to th e d is p la y e d

LA T/LO N G p o s itio n (Λ).
fly to th e p rim a ry d e s tin a tio n ._________
D e fau lt R o ute R eserve Fuel (B) o r P ilot

e n te re d P e rcen tage o f RTE RSV o r P ilo t
Inserted value (B).
W e ig h t and F uel d e ta Inserted
T 1
•. A
V
1NI T
j p«*eo/ hm
90.9/ 61.3/
P ilot In s e rte d Z F W a n d B LO C K Fuel (B)
u s e d fo r p re d ic tio n c a lc u la tio n s .
T h is d a ta m a y a ls o b e e n te re d o n
FU E L P R EP Page.____________________
tlo w n co n s id e rin g th e ra tio b e tw e e n the . t A l · AT | f*I (LOCK
c o st o f th e flig h t tim e a n d th e c o s t o f the LA T/LO N G o f a irp o rt refe ren ce p o in t as
FM p re d ic te d Fue l/T Im e to fly fro m
\ ■ . 1 / ee»3
>Tf «IV/*
10
.e FM c a lc u la te d T a k e - O ff W e ig h ! <G).
tuel, d e riv e d fro m n a v d a ta b a se after
d e s tin a tio n to s e le c le d a lternate (G ). FM p re d ic te d L a n d in g W e ig h t (G).
C l= corresponds to m ln rn u m In se rtio n o f C O RTE o r FR O M /TO (B).
a s s u m in g C I - 0 a n d d e fa u lt C R Z F I , o r
fuel consu m ptio n P ilot d e fin e d value.
D e fau lt o r P ilo t e n te re d C R Z T E M P (B). D is p la y s H o ld in g F u e l/T im e (B) 1500 ft
(tnax range
a b o v e d e s tin a tio n . E ith e r Pilot Inserted
C l = 999 c o rre s p o n d s to m in im u m CR Z FL as d e riv e d fro m nav data b a se , C a lcu la te d Extra F ue l/T im e th a t Is le ft to
or fro m n a v d a ta b a s e d e riv e d value.
tim e. or P ilo t in s e rte d (B). h o ld o ver th e d e s tin a tio n a irp o rt (G).
Figure 83. INITA/B Page

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

λ
/ Λ,
FROH A I5 0 4 -> -
T IK E 5 Pl> / ALT
- K H SP11L 0000 ------ / 840 •
K M S 11 β BRG120* 2NK
- 2340 0001 153/ 23iO —
t r k ii? ‘ 5
- JACKQ 0002 250/ A0 7 0 —
CSPD5 9
- iUM) ooo* * 2 5 0 / 10000 —
1 31
— CT/C) 0073 . 7 8 / FL370 —
OE$ T TIKE bi$r t F OB
- KLGA22 0209 919 4,4 -
U
V-
■ ■*.
J nsr
M ft PROS PERF 1 N IT DATA
____i
F-PL«
.■ (M ilPRED‘I]Γ.! tIf_Πtj FLN
7ΓΓ)
port] m
NEXT
PA<3£ l ± \
Figure 84. FMGS Cockpit Preparation-Runway Change

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

RUY SID TRANS RWY SID TRANS
11L DLL1 HONE 29L DLL1 NONE
A V A I L A B L E RUNWAYS SIDS AVAILABLE TRANS
*-04 2516m DLL1 OBK-
o a z ILS I A P L / 1 0 9 .3 0
11L 2500m NO TRANS
l i e ILS I P J L / 1 1 0 .7 0
- ■*— 1 1 R 30 48 m
118 ILS IH K Z /1 1 0 .3 0
4-29L 3048 m
298 ILS IH S P /1 1 0 .3 0 EOSID
<RETURN E029B IN SER T*
T t i
' -"
DI R PROG P E R F ] i n i t ] DATA DI R j prog] PER rj I N I T [d a t a
v
[ ncDui
F-put e l ?
|S E C f A T C j
If - p l f I c o m h I [m e n u
F - PL f j RAD
NAY
[FUEL| S E C I ATCJ
[p r e d I f - P L N UOMHi
*
AIR
PORT J J
[ NEXT
[p a g e
m
Figure 85.15: FMGS Cockpit Preparation-Runway Change (Continued)

Figure 86. Departures Pages

FMGS COCKPIT PREPARATION
Vertical Functions
Performance
A flexible Take- Off temperature of 54 degrees is entered and inserted.
TAKE OFF page is obtained by pressing the PERF key on the MCDU. Flaps retraction speed (F), slats retraction speed (S) and Green dot speed
Given values on the RTOLW (Regular Take- Off and Landing Weight charts) (O) are computed by the Flight Management and Guidance Computer
are: (FMGC) from the Take- Off Gross Weight if it is available, otherwise dashes
are displayed and no computation is provided.
- V1: 132 knots (Critical engine failure speed), They are displayed in green and can not be modified through the TAKE OFF
- VR: 144 knots (Rotation speed), page.
- V2: 147 knots (Take- Off safety speed). TO SHIFT: It is used to take into account a runway length change for an
accurate FM position updating at Take- Off power setting.
The given critical speeds for Take- Off are entered and inserted. FLAPS/ THS: Reminder for the flaps and Trimmable Horizontal Stabilizer
positions.The thrust reduction (THR RED) altitude and the acceleration
Note: The V1 and V2 speeds have appeared on the speed scale of the PFD, (ACC) altitude depend on the runway. They have a common default value (in
and my speed managed function is active on the FCU as indicated by its this example, 2340 ft) but may be modified.
.related white light.
TAKE OFF
FLP RETR
VR SL T RTR TO S H I F T
144 S=196 CFTDL J*
M2 CLEAN FLAPS/THS
147 0=236 1/UP0.8
TRANS ALT FLEX TO TEMP
18000 541
■ IltR RED/ ACC ENG OUT ACC
□ b T i F ligh t C ontrol U nit (FCU)
!j I!
§» O Q O Q B D B B *1
ij| O O O B B P B B f |
M u ltip u rp ose C o n t r o l and D isplay U nit
( MCDU)
Figure 87. FMGS Preparation-Performance

Performance (Continued)
A new acceleration altitude of 4500 ft is entered and inserted. First cleared altitude is 6000 feet.
Provided that the altitude selected on the FCU is higher than the acceleration
Note: Pilot entries and modifiable data are displayed in large font. Default, altitude, the white level change light on the FCU comes on and the climb
.computed and non modifiable data are displayed in small font. (CLB) mode becomes armed.
CLB mode will engage when reaching the acceleration altitude (if NAV mode
From the Standard Instrument Departure, you know the first altitude and this is engaged).
must be set on the FCU.
w
TAKE OFF
V1 FLP RETR RUY
132 F=163 29L
VR SLT RTR TO S HI FT
144 S=196 CFT3C ]*
V2 CLEAN F L A P S / TH S
147 0=236 1/UP0.8
TRANS ALT FLEX TO TEMP
18 000 54'
THR RED/ACC ENG OUT ACC
2340/4500 23 40
NEXT
PHASE)
Ξ Ο Q Q S Q Q
o d Jb b d d d F lig h t Control U n it (FCU)
W O O B O B Q
0 9 0 B B D B B
O O O D B D B O
S S O l i S I
( MCDU)
Figure 88. FMGS Cockpit Preparation-Performance (Continued)

Accessible via PERF key while in prefllght or done phase.
Figure 89. Take-Off Page

GO AROUND
03
c=>
mn 03
1=1 B
B
C=3
B 03
I----- I
03 03
»---- 3
03
«03
--1
03
00
l=J
03
1=3
00 B
S B
t= 3
B B
GO
C= B
B B
Figure 90. Flight Phase Display on PERF and PROG Pages

OTHER FM FUNCTIONS VIA MCDU MODE-KEYS C m z

Icofi t>Ei AfiitZ "
OPT REC MAX
GD |FL 290 FL 350 FL390
a
FM Radio NAV Tuning m 1EOO OIST TO LAND- 70NN
r .— i BIN OIST TO OEST- • SNP
Θ
C=5 PRO /OIST
There are three tuning modes for the navigation radios (navaids) with the GD UPDATE
--- ♦ / -----το Γ
AT
following priority order: GD J
Yoni/rpco HIGH f r c o /v o r *
GD A TH/114.40 117.2O/D0M
Manual tuning through the RMP.

Manual tuning through the MCDU. p r o o r e s s paq e
- Automatic tuning by the FMGC software.

ftAO 1 0 NAV
vor* 1 / r n r . o FRIO/VOR2
The format of the navaids information on the RADIO NAV and PROG page G D S T U / 1 2 · .so 115.70/TBO
changes with the tuning mode: c=a cns CHS
GD 0 7 5
i l s /f r c q
r }
GD r 3/c ·)
- Cyan small fonts, if FMGC autotuned. (Automatic Tuning) CRS
t 3
- Cyan large fonts, if manually tuned through the MCDU. (Manual 5 A D F i/ rm o
Tuning) £
C D
T O E / 4 1 5 .00
Blank data fields, if tuned through the RMP (STBY NAV/Back-Up GD nA O F I B F O
Tuning)
RADIO NAV PAGE
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 Figure 76. Radio Navigation - Manual Tuning through RADIO NAV
6L (6R) on the PROG or LSK 1L (2R) on the RADIO NAV page. The other and PROG Page
navaid selections, 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
activates the BFO function and the arrow is removed. Clearing line 6
deactivates the BFO and the arrow reappears.

Figure 92. Radio NAV Page
Figure 93. DIR TO Page

EFIS DISPLAY
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 VI.
The altitude scale displays the altitude constraint from the Flight Management
(FM) part and the linear vertical deviation with respect to the FM theoretical
vertical flight plan (F- PLN).
Landing field elevation is also indicated by a blue horizontal bar on the altitude
scale.
Note: The Flight Management (FM) guidance is associated to the Flight

Guidance fill (FG) modes (NAV, CLB, DES).______________________

SPEED G/S LOC CAT 3 API

SINGLE 1FD2
7 DH100 A/THR
3000
m '
$ 10
Qnr
LA A/
\m
a ' ' o
Θ ©
DH100 DECISION HEIGHT

CDH IN WHITE AND 100 I N CYAN)
ECON TARGET SPEED
MANAGED WITH HIGH AND LOW
TARGET np : MARGINS
3 SPEED 0R
"I IN DESCENT MODE
(MAGENTA) (MAGENTA)
V1 SPEED
4> (CYAN)
ALTITUDE
r 015 CONSTRAINT
(MAGENTA)
LINEAR VERTICAL
• DEVIATION
(MAGENTA)
LANDING FIELD
■ΘΘ5- ELEVATION
(CYAN)
Figure 94. Display on PFD
Flight Management (FM) Display on ND
The Navigation Display (ND) works in five different modes selected on each
Electronic 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.
Note: 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.
Note: Wind speed and direction, Ground Speed (GS) and track are computed
by 159 the FM part and transmitted to the Display Management
Computers (DMCs) which also receive the same data from the Air Data and
Jnertial Reference Units (ADIRUs). A
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
maneuvers such as Start of Climb (S/ C) in white, Top of Climb (T/ C) in
cyan, Top of Descent (T/ D) in white, holding pattern and turn procedure.
MCDU F-FLN PAGE A

Figure 95. Display on ND
Data Base Display P/Bs
By pressing these five interlocked pushbuttons (WPT, VOR. D, NDB, ARPT When the NDB pushbutton is pressed, all Non Directional Beacon station
and CSTR), different information from the navigation data base is available locations in the related range are transmitted to the ND to be displayed.
and will be displayed in magenta. When the ARPT pushbutton is pressed, all airport locations available to the
Note that these options are exclusive and the priority is given to the last aircraft, in the related range, are transmitted to the ND to be displayed.
which has been selected. When the CSTR pushbutton is pressed, all speed and altitude constraints (if
When the WPT pushbutton is pressed, all waypoint locations in the related any) on one or several waypoints, are transmitted to the ND to be displayed.
range are transmitted to the ND to be displayed. For example, the constraint on the BGN waypoint are:
When the VOR. D pushbutton is pressed, all VOR and/ or DME stations
locations in the related range are displayed on the ND. an altitude at or below the flight level 180, and
a speed at or below 250 kts.
FCU - EF I S CONTROL PANEL
Figure 96. Data Base Display P/Bs


DATA BASE LOADING
General
Every 28 days, a new navigation data base must be loaded into each Flight
Management 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
enables 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.
Then, the crossloading function allows the new navigation data base to be
transferred from this FMGC to the other one. The following table indicates
the loading time for one FMGC depending on the loading type.

Figure 98. Loader Connection

DATA BASE LOADING
Operation
The procedure given is for FMGC 1. For FMGC 2, which is identical, refer to From the CFDS MENU page, get the SYSTEM REPORT/TEST page and
the information between brackets. perform an AFS TEST.
On MCDU 1 (2), turn the BRT knob to vary the brightness. Check the AFS TEST result for FMGC 1 (2): Here, it is OK.
Note: If the AFS TEST fails, open then close the FMGC 1 (2) circuit breaker
and perform the test again.
CFDS
<LAST LEG REPORT
<LAST LEG ECAH REPORT

< PREVIOUS LEGS REPORT
<AVIO NICS STATUS
<SYSTEP REPORT/TEST
post
A *$EMD FLT REP P R IN T *
[n ft][P R O S PERP| (lNlT]|bATA|pj
Ιρ- Η I nav ‘ I res ] If ^ l J lc S f n l| Ineh uI s
SYSTEM REPORT/TEST -►Λ A FS/TEST REPORT

m a i n FS e n u AFS TEST COMPLETED
<A1R COND F /C T L> (H <LAST LEO REPORT
a n ju iffl O T f»
<AFS FUEL> Θ «PREVIOUS LEGS REPORT <FAC1 : PASS
<CON IC E β RALN> e <TROUBLE SHOOTING DATA <FAC2 : PASS
<ELEC IN ST> θ <GROUND SCAM / LRU I0EN T> < F H C 1 : PASS

<F1RE PROT L /G > e <AFS TEST LAND TEST> Θ o <FHGC2: PASS Θ
<RETURN NAV> CRFTURN WINDSHEAR TEST> <RETURN P R IN T*
, θ
»
D ll prog | PERF [iN IT [&ATa] | dI r ] | p R06 PERF [i N I t] bATAjp
fl
fu el ] Γ β Ιε Ί Γ Α τίΊ fncDU' - 1 ^ , 0 Π ΰ Γ [FUEL] f e t e ] T n T l fHCDUl
a s Lpre.dJ If- plh conn Lmehu, w lr Lli I NAV. [preb ] If—plm .connl| Ihemu) u
ΓJ ^ ) j* j
1* H i ®
I
Figure 99. Operation

As the AFS TEST result is OK, open the FMGC 1, FMGC 2, MCDU 1 and
MCDU 2 circuit breakers.

On the data loader, set the ON/OFF switch to OFF. Connect the connection
cable to the loader connector. On panel 52VU, remove the FMS LOAD
blanking plate. Connect the connection cable to the system 1 (2) connector.
FMGC 1 FNGC 2

06066
0000606666
0 0 6 0 6 6 6 0 6 6 6
m m Ε β m §
UQ’A'DI NG.GON NEGiTlQEES
■ f l ^ S T W ' T V - V * aY
. ' .·* 4 * · . iMSTVi
Ι^·Η Β £ ^·Ι
FMS LOAD
EMffS^DATA^BWSE1
L?0WD INGEG.0N N ESiTlQRS
Figure 102. Components

On distribution panel 49VU (121VU), close the MCDU 1 (2) circuit breaker. After 10 or 15 minutes, the RDY and PROG indicator lights go off and the
On the data loader, set the ON/OFF switch to ON. yellow COMP (completed) indicator light comes on.
The green power indicator light comes on. Eject the floppy disk.
All other lights flash, then go off. Set the ON/OFF switch to OFF.
Put the floppy disk into the loader. Open the MCDU 1 (2) and FMGC 1 (2) circuit breakers.
The green RDY (ready) indicator light comes ON. Close the FMGC 1 (2) On panel 52VU, disconnect the connection cable.
circuit breaker. Install the FMS LOAD blanking plate.
The power up test of the FMGC 1 (2) starts. Close the FMGC 1, FMGC 2, MCDU 1, MCDU 2 circuit breakers and wait 1
At the end of this test, the triple click aural warning sounds. minute.
On the data loader, the yellow PROG (in progress) indicator light comes ON. On MCDU 1 (2), press the MCDU MENU key.
Press the Line Select Key adjacent to the FMGC indication.
Press the DATA KEY.
Press the Line Select Key adjacent to the A/C STATUS indication.
On the A/C STATUS page, make sure that the active data base of the loaded
FMGC is correct for the dates and the serial numbers shown.

Crossloading Description
The crossloading allows an FMGC to transfer its valid navigation data base The crossloading is initiated from either MCDU 1 or MCDU 2 (depending on
to the other FMGC through the crosstalk busses by simple MCDU selection. which FMGC contains the valid navigation data base), via the ACTIVATE
The objective of the crossloading is: CROSSLOAD prompt on the AIRCRAFT STATUS page.
The ACTIVATE CROSSLOAD prompt is displayed when the following is true:
- to reduce loading time for periodic updating of navigation data base.
- to avoid the use of a portable data loader in case of replacement of the active flight phase is either PREFLIGHT or DONE,
an FMGC. the FMGCs work in independent operation, meaning that the
navigation data base loaded in one FMGC is different from the other
one.
f A3XX-XXX Λ
ENG
td — xxxxxxxxxx
A C T I V E DATA BASE
td —
28N0V-25DEC AB29512001
-------------N. SECOND DATA BASE ✓
I I — <—2 6 D E C —Z 2 J A N I FMGC 1
ACTIVATE
L J <-CR0SSL0AD
-----\ /
_______ v
V ·/
PERF FACTOR
— + 1.5 —
•
^ J
\ /
MCDU 1
Figure 104. Crossloading Description

Crossloading Operation
Pressing the line select key associated to the ACTIVATE CROSSLOAD

prompt identifies the transmitting FMGG.
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 begins.
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.

Figure 105. Crossloading Operation

Crossloading Operation
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
displayed 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.

Figure 106. Crossloading Operation

Warnings and Caution
E / WD : FAILURE TITLE AURAL MASTER SD LOCAL FLT

WARNING LIGHT PAGE WARNING PHASE
conditions CALLED INHIB
FM/GPS POS DISAGREE
A/CPOS.......................................................... CHECK SINGLE MASTER
NIL NIL 1,10
One of the FM positions differs from either of the GPS CHIME CAUTION
positions more than 0.5 minutes of latitude or longitude.
GPS PRIMARY LOST TRIPLE 2, 3. 4, 5, 8,
NIL NIL NIL
GPS PRIMARY is lost during non precision approach. CLICK 9, 10
Figure 107. Warnings and Caution
BUS BAR AC DC
AC DC HOT
A/C SYS ESS ESS
FMGC 1 SHED
FMGC
FMGC 2 DG 2
MCDU 1 SHED
MCDU
MCDU 2 AC 2
Lost in elec emer config,
Figure 108. Electrical Supply

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 Navigation Display modes.
Optional FMS Data Display Keys (5)

Allows to select optional data for display on the ND, when In
PLAN, ARC or ROSE NAV mode.
EFIS Control Panel CSTR - Displays constraints contained in the
FCU, EFIS CONTROL PANEL F-PLN.
WPT - Displays Database stored Waypoints.
T VOR.D — Displays Database stored VOR/DME's,
VOR's and DME's.
ARPT NOB VORC WP7 CSTR ‘ ·
CSTR ί WPT NDB — Displays Database stored NDB's.
--------- ik
ARPT - Displays Database stored Airports.
AO 40 ROSE nav
20 20 80 /,„o ARC | !n Ho
NOTE: Only one function can be activated at a time.
" ■ ft 1 Ϊ- m
m -PLAN
'Λ
L i m
Display Mode Selector
Allows to select desired navigation display on onside ND.
I ADr 2 .·♦ VOS 2 ADF1 VOR 1 JF1 ·-· VOR 1 ADF2 W O E S2

►-OR Range Selector
OFF OFF OFF OFF B Allows to selects desired viewing range on onside ND.
FD Engage/Disengage P/B
Activation presents/removes the FD bars on the onside PFD
and the FD readout on the FMA.
Figure 116. EFIS Control Panel

ACAAS/PAINT © GPS
ONLY DI SPLAYED
MCDU DESCRIPTION < FUNCTION _ _ _ _ _ _ WONITOR» I F THE OPTIONS
ARE I NSTALLED
General
The Multipurpose Control and Display Unit (MCDU) is the pilot interface with DATA INDEX X
the Flight Management function of the Flight Management and Guidance STORED
Computer. It is also used as an interface with other aircraft systems. <WAYPOINTS WAYPOINTS)-
STORED
The MCDU is mainly used for long term actions such as flight plan <NAVA1DS NAVAIDS)-
construction, flight plan monitoring and revision. STORED
<RUNWAYS RUNWAYS)
STORED
Brightness Adjust Control <R0UTES ROUTES)-
P0SIT10N
<A/C STATUS RONITOR)-
The brightness (BRT) knob allows the MCDU display brightness and ACARS/PRINT 6PS
keyboard illumination to be adjusted. «FUNCTION NONITOR)-
vE Sc r a t c h p a d
[Note: This knob does not permit the MCDU to be switched off. PAGE .BRT BRIGHTNESS
!-------- i
KEYS DIR PROG perf INIT d a t a ]6 ADJUST
»-------.--- ■----------- L -------- CONTROL
Alphanumeric Keys KNOB
E-PLN f RAD 1 [FUEL SEC ATC MCDU
l n a v J I p r e d If - p l J (c om m MENU
The alphanumeric keys are used to write data on the bottom line of the
port)
screen, called SCRATCHPAD. IC illiltl w w
[NEXT
Page Keys
PAGE.
0 0 0 00
© @ © 0 0 0 0 0
Each management function is shown on a specific display called a page. By
pressing the related key, the corresponding page is displayed. ® (D © E H E E IH
In this example, the DATA INDEX page has been obtained by pressing the Is)
DATA key. This page allows access to the numerous data pages stored in ® ® @ B 0 B B B
the data base and to define and view new data.
0 @ ® 0 E 0 | 1 1
ALPHANUMERIC
f KEYS
Figure 117. Brightness Adjust Control/Alphanumeric Keys/Page

Keys
Display Keys
θ
The six display keys comprise a NEXT PAGE key, two slew keys, an
AIRPORT key, a clear (CLR) key and an overfly (OVFY) key.
'
DOUBLE PAGE
Next Page Key CUE
(OR 2 / 5 :
The NEXT PAGE key is used to display one by one all the successive pages RANK/TOTAL
PAGES)
of the last selected page key. LAT U
After the last page, the first one is presented again. 4 5 1 2 . 8N
Note: When two pages correspond to a page key, an arrow is displayed in

the top right- hand corner of the screen. V___________________ __________t l i
kWhen there are more than two pages, the page rank is displayed. ' > , BUT
PIR PROG PERF INIT DATA
Slew Keys fue C| SECC]f A

-TC HCDU1
h^(M S yl lcCOHN
PREP F-PLI PIEHUl
AI RPORT
'a ir ]
Some pages are too long to be displayed entirely on the screen. These KEY PORT ! >Ί 0 0 0 0
pages are identified with a symbol in the bottom right corner and can be (n e x t !
scrolled up or down by pressing the related slew key.
NEXT
PA6E KEY
1p A6E| [ + I 0000
Another use of the slew keys is to increment or decrement certain values
shown on the screen. These values are identified by adjacent arrows.
©CD® Θ 0000
Θ 0000
Airport Key
0 0 000
Pressing the AIRPORT key allows flight plan pages to be shifted to the page 0Β0ΞΘ
containing the next airport along the flight plan.
Θ @ ®
CLR Key SLEW KEYS CLEAR KEY
OVE RF L Y KEY
The clear (CLR) key is used to clear data or messages displayed on the
scratchpad and also to clear various parameters displayed on the screen.
OVFY Key Figure 118. Display Keys
Pressing the overfly (OVFY) key allows overflight of the selected waypoint.

Line Select Keys — CL ONLY DISPLAYED
MUftKS I F ACARS INSTALLED
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. flCDU FIENU
Actions are identified by symbols, such as:
FMGC
< (withe) New page called by pressing the adjacent LSK. <AC A RS
* (amber) FMGS function activation. LEFT RIGHT
LI NE <AIDS LI NE
[] (cyan) May be inserted in this line. SELECT SELECT
<- (cyan) To activate or select data. KEYS <CFDS (REQ) KEYS
(LSKs) (LSKs)
Annunciators
RETURN>-
y SELECT DESIRED SYSTEM___ )
There are three annunciators located on the lower part of the MCDU.
— BUT
MCDU Menu DIR PROS PERF INIT DATA

r —
F-PLF R A D I I[ F U E L ] S E C U A TC }
The display shows that the MCDU is linked to the Flight Management and NAV I PREPj LF-PLl j |C 0 H H )
Guidance Computer (FMGC) and Centralized Fault Display System (CFDS). AIR
PORT t θ 0 0 0 0
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 colour and the absence of the prompt) on the
mm 0 0 0 0 0
MCDU but the CFDS requests the display. © @ © 0 0 0 0 0
@ 0 © 0 0 0 0 0
[Note: At power up, the MCDU communicates in priority with the FMGCs.
® 0 ® 00000
FMGC
Θ@® 0 B 0 S 0
The FMGC annunciator comes on white to alert the crew that the FMGC
has an important message to display while the MCDU is linked to another ANNUNCIATORS
system.
In this case, any key can be pressed to return to the Flight Management Figure 119. Line Select Keys/Annunciators
related display.
FAIL
The FAIL annunciator comes on amber in case of a MCDU failure.

Display Layout
The MCDU display layout includes the title line, and the scratchpad where The data are then inserted into the suitable data field by pressing the
pilot entries are first made. corresponding Line Select Key, in this example the Line Select Key adjacent
FMGC messages are also displayed on the scratchpad. to the CO RTE field.
The 6 data field lines, displayed in large font, display either data from FMGC When the Line Select Key is pressed, the FMGC checks the data for format
or data entered by the pilots. and acceptability.
6 label lines, displayed in small font, contain the title of the data field just If data is not accepted, a specific message appears in white on the
below. scratchpad: FORMAT ERROR or NOT IN DATA BASE or NOT ALLOWED
or ENTRY OUT OF RANGE.
Data Entry
Note: Data entry in amber boxes is mandatory and white dashed lines
To enter any data into the FMGC, the pilot must first write the data onto the indicate that data will be calculated and displayed by the FMGC when it has
scratchpad using the alphanumeric keyboard. enough information to do so.
The scratchpad is limited to a maximum of 22 characters.
I T 1r
r T IT LE LIN E >
m iN ir
-
LABEL 1
L E F T DATA t R ISH T
LABEL 1
DATA 1 -
ifS CO RTE
1UJJ J J J J J J
FRON/TO
□xn/axo -
LABEL2 LA B E L2j ALTN RTE ALTN
- LE FT DATA 2 R ISH T DATA 2
-
LABEL?
L E F T DATA 3 R I B H T L D l?fJtS 3 M b _
LABEL* LAT LONG
_ L E F T DATA 4 r i c h t O T a
LABELS LABELS COST INDEX

L E F T DATA 5 R IG H T DATA 5 - WIND>
CRZ FL/TENP TROPO
LABEL6
L E F T DATA
r _ - —
6 R IG H TL D ? ? i66 -----/---- * 36090 -
^ L S C lU fC H i’ Ab i J KRSPKL6A01 J
V J
j oir 1 mg
|[ p k o «|( p e r f ]| i n i t ] [ d a t a ]
(NCDli) r
ϋϋΙίϋΙ.
0 0 0 0 M l± J 0 0 0 0 a u
0 0 0 0 (H D D 0 0 0 0 0 ϋ
©@® 0 0 00 0 © ® ® S 0 0 0 0
® @ ® 0 00 0 0 ®@® 0 00 0 0
© @ ® 0 0000 © ® ® 0 0 0 0 0
©@® 0 00S30 Ο ® ® 0Β 0Ξ 0
Figure 120. Display Layout /Data Entry
Color Mode
- Titles, comments, dashes, symbols and minor messages are The modifiable data and selectable data are displayed in cyan.
displayed in white. Mandatory data, boxes, required pilot actions and important
Non modifiable data or active data are displayed in green. messages are displayed in amber.
The maximum recommended Flight Level is indicated in magenta.
However, in temporary flight plan, the same data are shown in yellow until Data associated to the flight plan constraints are also indicated in
they are validated by an insertion. magenta.
An apteryx (*) displayed adjacent to the corresponding altitude or airspeed

restriction is amber to indicate "missed" or magenta to indicate "made".
f AB5612 —
KR § 11 8 T IR E SPD / ALT
- 2340 0001 153 / 2340 —
5 NR
- JACKO 0002 245 / 4190 -
( SPD ) TRK 1 15» 9
- (LIH ) 0004 * 2 4 5 / 10000 -
15 4
·· DLL 0025 29 2 / * F L 2 5 0 -
J34 70
- BAE 0034 .7 8 / FL 3 5 0 -
DEST T IR E D1 ST EFOB
- KLGA22 0216 976 -
8.2
Ju
v___________ _________________^
D IR PROG PERF IN IT DATA DI R PROG PERF IN IT DATA

&
RAD Ί I FUELK S E C l f A T C j r a d " Ι FUEL] SEC
F -P ir
NAV J I p r e d>j If - pln I cohh ]
rcdu
WENU ,
F-PLlj
NAV lIpkedI1F-PL
mcD
3,
Ih e n u
A IR
PORT It] 0 0 0 0 0 AIR
PORT 00000 t
IKSJUlI 0 0 0 0 0 (EfflCE 0 0 0 0 0
® @ ® 0 0 0 0 0 ®@® 00000
®®@ 00000 ® @ ® 0 0 0 0 0
@ ® ® 0 0 0 0 0 ® ® ® 0 0 0 0 0
Θ@®000ΞΘ Ο©® 000Ξ 0
Figure 121. Color Mode

Title Lina
Une Pairs (6)
- The upper line, called "label Una", displays supplementary

MCDU data and can not be changed manually.
— The lower line, called 'data line", displays essential data
which can be changed by entries via the scratchpad.
Data Is displayed In six colors.
Scratchpad Une
Line Select Keys (LSK)
— Displays all loadings from the keyboard lor verification
There are six ISKs on each side of the display. For reference, prior to insertion Into computer.
the left side keys are Identified as LLSK. the right side keys - Displays FMS generated messages.
are Identified as flLSK.
Each key provides the operator access to the data In the BRT Control
respective data field.
Controls the brightness of the MCDU display.
Mode Keys
ATC COMM Key
Allow access to specific MCDU Pages.
Calls up the ATC applications (not activated).
AIR PORT Key
Annunciator Ughts
Provides access to the primary F - PLN Page. If another page
was displayed. FAIL - Illuminates amber when the MCDU has
If the F -P L N Page Is already displayed, successive pushes stopped operating properly. The display
will cycle the display between the origin, the destination, and screen will be blank except for a legend
the alternate destination If It Is available. FMC FAIL.
FMGC - Illuminates white when the FMGC is not
NEXT PAGE Key linked to the MCDU and the FMGC
Provides access to additional pages This capability Is requests the display
Indicated by a horizontal arrow on the title line MCDU MENU - Illuminates while when a system linked to
__________________the MCDU requests the display.________
Slew Keys
- Vertical slewing of lines.

- When anows appear In a datafield the slew key may be
used lo Increase or decrease the value.
Alphanumeric Keyboard
— Used to enter the desired data Into the scratchpad.

— Keys lor cardinal headings (N, S, E and W) are specially
marked.
Clear Key
Used lo d e ar the scratchpad and data Fields.
Overfly Key
Allows to create an overfly waypoint. When key pressed a A
Is entered Into the scratchpad. Une selecting this symbol lo
a F -P L N waypoint requires the A/C to overfly that point.
Figure 122. FM Controls and Indicators

a o a s 'a 'i
l a o o H B |
I
(•ο ο ο ε ιο ο η ο η
FMQC FAC
>4 2
FAC FMQC
1
^ •O O B B O Q Q fl
vu 2 1 83VU
•6
VU S5VU B MCOU
■ IV U B7VU
Figure 123. AFS Components Location

FAULT ISOLATION AND TESTS
AFS Maintenance System
General
The Auto Flight System (AFS) is a type 1 system, able 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 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 (SeeATA31-CFDS).
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 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 applicable, consolidates the BITE diagnosis (Occurrence, correlation,...)
and generates 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 Figure 124. AFS General & FIDS
access to GROUND SCAN, AFS TEST and LAND TEST.

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
manual.
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
permanently sends this maintenance data to the FG command part.

m
□ □BO h
Ia n Q0 ο ο o |
OOeDDDDB 1
loooaQQH° e
ο ο O0 0 0 0
•3O O O B O D B B
MCDU 1
MCDU 2
S'
Figure 125. AFS - BITEs, FAC/ FM/ FG BITE & FCU BITE

MCDU BITE
The MCDU performs tests on Its processor, memory and display unit. If a the FAIL annunciator comes on and the display is blank,
failure is found by the MCDU BITE: the MCDU FAIL output discrete is set and sent to FG 1 and FG 2
command parts.
4 CMD
τ FMGC 1
0
F
I
D
S
Figure 126. AFS - MCDU BITE

Ground Scan
The GROUND REPORT function displays failures recorded in the ground to check an AFS Line Replaceable Unit before removal,
area of the FIDS memory. to check an AFS Line Replaceable Unit after installation,
The PRESENT FAILURE SCAN function is used to isolate failures present to get trouble- shooting data (even if t he test is OK).
when the function is selected.
The PROGRAM page is used by the manufacturer for development LAND Test
purposes.
The LAND TEST enables to test the availability of the LAND mode and
AFSTest equipment required to obtain CAT 3.
There are several successive pages in which actions, checks and answers
An AFS TEST is performed: are requested from maintenance.
9 ■it'i»· C 3| O el I
T »Μ»€
3!
»B asm m»»
J > <4 & AFS / TEST REPORT m AFS / LAND TEST - 5
AFS TEST COMPLETED ...........ACTION ON F C U ---------
- <GROUND REPORT B LEG DATE U ENGAGED FD1 + 2 - ILS 1+2
■00 JUL/16 21 A/THR - APPR - AP1+2
- <PRESENT FAILURE B <FAC1: PASS ...........CHECK ON P F D 1 /2 ---------
B <FAC2: PASS SPEED! LAND CAT3! AP1+2

DUAL! 1FD2
- <PROGRAMM B <FMGC1: PASS i A/THR
a <FMGC2: PASS <YES PRESS NO>

<RETURN <RETURN PRINT*
PR <END OF TEST P R IN T*
B
GROUND SCAN AFS TEST LAND TEST
Figure 127. AFS - Ground Scan, AFS Test, Land Test

Safety Tests
After long term power interruption, computers and control units of the AFS
perform safety tests also called power- up tests.
These tests are only performed on ground, except for the FCU which can
perform safety tests on ground or in flight.
During these tests, no action should be performed on the system.
If a unit does not pass the safety test, the unit is declared failed and is
unusable and an ECAM message is displayed on the STATUS page.
The recommended conditions to perform safety test are:
- aircraft on ground, engines stopped, hydraulic power (G/Y) for FAC

only,
pull the Circuit Breaker (C/B) of the involved computer (Both C/Bs for
FCU),
- wait 15 seconds (7 minutes for FCU), then push the C/B of the
involved computer,
- wait 1 minute for safety test execution.
Procedure
This AFS maintenance procedure has to be followed in the event of a pilot

report concerning the AFS.

FCU or MCDU AFS LRU removal Refer to TSM No

message (ATA 22) AFS LRU removal
Figure 128. AFS - Safety Tests & Procedure

FMGC General
The Flight Management and Guidance Computer performs several tests to CFDS in order to get more information about the failure.
isolate any system failure or failed component. The reading of the BITE contents of the FMGC through the GROUND
The tests performed by the FMGC are: REPORT function gives the faulty component.
This is a class 1 failure.
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 supply 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
conditions) 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

POWER SUPPLY
CUT OFF > 4 SEC
FAC
GROUND (LGCIU 1/2)
ENGINES STOPPED
r t
A/C HYDRAULICALLY
ENERGIZED
YAW DAMPER
ACTUATOR 1(2)
RUDDER TRIM
ACTUATOR
RTL
ACTUATOR M
C
FAC
FAILURE D
(2) P
U
SWIITCH
T
E FM G C
YAW DAMPER S
RVDT BOX
T FM BITE
RUDDER TRIM
SWITCHES
IN t k
ADIRU 1/2/3 OPERATION ''
TEST FG BITE
LGCIU 1/2
ELAC 1/2
SFCC 1/2
HYD PRESS MCDU TEST

SWITCHES ACTIVATION
Figure 129. FMGC Test Logic
MCDU Test
3. GROUND SCAN: (Dealt in AFS "CFDS SPECIFIC PAGE
Each test request made from the MCDU is accepted only if the aircraft is on PRESENTATION" documentation)
the ground with engines stopped. The validity of all components can be
checked. Suppose that the AFS test has been performed on the MCDU.
All the MCDU test requests to the FM are send through the FIDS (FAC1) and It was not OK.
FG BITE. Here is an example of report given by the FG BITE during the AFS/TEST.
In return FM failure detection is transmitted to the MCDU through the same This is a class 1 failure (level 1).
way.
These tests are initiated from the MCDU. In Operation Test
1. AFS TEST used for:
The in operation test is a cyclic test automatically performed when the system
- Confirmation of an AFS LRU failure before removal. operates.
- Check of a correct installation and operation of a new AFS LRU. During in operation test, the validity of all components are checked except
Extraction of the status of AFS computer peripheral discretes from FWC1 and FWC2.
ARINC input messages (SSM, non refresh and parity). The pilot reports:
"During Approach phase, loss of CAT III DUAL CAPABILITY".
2. LAND TEST:
- This test enables to check availability of LAND MODE, equipment and Here is the message given by the FM BITE in the LAST LEG REPORT.
wirings required to obtain CAT III. This is a class 1 failure.

AFS / GROUND REPORT

LEG DATE U TC _
- 00 JAN/10 15H00
ATA : 22 - B3 - 3 4
FM GC2
< ISSU ED B Y : FO 2 CO M
< RETURN PR IN T >
AFS / LAST LEG REPORT

LEG DATE U TC
F M G C P O W E R UP T E S T - 01 JAMAH 10HO0
-
·“
FAIL N O : 02 O C C U R E N C E rl
“ ΑΤΑ : 34 - 36 - 31
— ILS1 —
- < IS S U E D BY : FM 1 ■
— < R ETU R N P R IN T > —

AFS / TEST REPORT A>S / TEST REPORT s
AFS TEST COMPLETED V___________________
LEG
- 00
DATE
JA N /10
U TC
16H 00
LEG
- 00
DATE
JA N /10
U TC
16H 00
<L
< FAC1 : PASS
IN O P E R A T I O N T E S T
< FA C 2 : PASS
ATA : 2 2 83 - 34
FM G C 1/FC U (FW DISC 2) < FM GC1 : PRESS LIN E KEY
< IS S U E D BY : FQ 1 C J M < FM G C 2 : PASS
< R E TU R N PR IN T > < R ETU R N PR IN T >
MCDU TEST
Figure 130. In Operation Test

FM
TEST MODE MCDU MESSAGES
LRU POWER UP MCDU IN
TEST TEST OPERATION
TEST
FMGC 1 AND 2 X X X AFS FMQC1(2)
X* X X AFS MCOU1(2)
MODU 1 AN02 X X AFS MCDU 1(2) (FW DISC)/FMGC1(2)
AFS MCDU1(2) (FW DISC)/FMGC2(1)
CLOCK X X AFS CLOCK
ILS 1 AND 2 X X AFS ILS 1(2)
DM E1 AND 2 X X AFS DME1(2)
VOR 1 AND 2 X X AFS VOR 1(2)
FQIC X X AFS FQIC
ACARS X X AFS ACARS
PRINTER X X AFS PRINTER
In this case the power up test is that of the MCDU
Figure 131. Tested Components

FG
LRU TFST MODF____________ MCDU MESSAGES
POWER MCDU IN
UP TEST OPERA
TEST TION
FMGC 1 X X X AFS FMGCK2)
AND 2 X X AFS CHECK FMGC1(2)
X AFS CHECK FMGC1(2) (FCU FCU X* X X
INPI m X AFS FCU (APPR NOT ENGD)
X X AFS FMGC1(2) (ALPHA FLOOR)
X X AFS FMGCK2) (FM1(2)) X AFS FMGC1(2)/FCU (AP1(2)) SW)
X AFS FMGC1(2)/AP2(1) ENGDWIRG X AFS FWGC1(2)/FCU (ATHR SW)
X AFS FMGC1(2)/AP ENGD FD6K X AFS FMGC1(2)/FCU (FW DIS01(2))
X AFS FMGC1(2)/ATHR DISC CKT X AFS FMGC1(2)/FCU (FW DISC2(1))
X X AFS FMGC1(2)/ATHR ENG FDBK IL81 AND 2 X X AFS ILS1 (2)
X AFS FMGC1(2)/ATHR1(2) ENG ADIRU1 AND 2 AND 3 X X AFS ADIRU1(2H3)
WIR G X X AFS ADIRU1/2/3 DISAGREE
X X AFS FMGC1(2)/C-M ARINC LINK
X AFS FMGC1(2)/FAC1(2) BUSWIRG X AFS CHKADIRU 1/2/3
X AFS FMGC1 (2)/FAC2(1) BUSWIRG FADEC1 AND 2 X X AFS FADEC1(2)
X AFS FMGC1(2)/FCU (AP1(2) SW) RA1 AND 2 X X AFS R/A1(2)
X AFS FMGC1(2)/FCU (ATHR SW) BLAC1 AND 2 X X AFS ELAC1(2)
X AFS FMGC1(2)/FMCC2(1) (FD CKT)
X X X AFS ELAC1 (2VBUS WIRO/FAC1 (2)
AFS FMGC1(2)/FMCC2(1) BUSAWG
X X AFS ELAC1(2VBUS WIR0VFAC2(1)
X AFS FMGC1(2)/TAKE OV CKT FWC1 AND 2 X AFS FWC1 AND FWC2
X AFS FMGC1(2)/FCU (FW DISC1(2)) X AFS CHK FWC1/2 (INST SYS)
X AFS FMGC1(2)/FCU (FW DISC2(1)) BSCU1(2) (BSCU1(2) X X AFS BSCU1(2)
X AFS FMGC1 (2)/PARITY PIN PRG 28 V DC PWR SUPPLY X X AFS 26V PWR 11XU 1
X AFS FMGC1 (2)/FAC2(1) (HLTY CKT) SPUT
*
X AFS: FMGC1 (2VFAC1 (2) (HLTY OKTt In this case the power up test Is that ol the FCU.
X X AFS: MCDU 1(2) (FW
DISC)/FMGC1(2)
X X AFS: MCDU 1(2) (FW
DISC)/FMGC2(1) Figure 132. Tested Components

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 Detection System (FIDS). The FIDS card is physically located in each
FAC, only the card located In the FAC 1 being activated.
FIDS
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.

POWER SUPPLY
CUT OFF > 4 SEC
FAC
GROUND (LGCIU 1/2)
ENGINES STOPPED
r t
A/C HYDRAULICALLY
ENERGIZED
YAW DAMPER
ACTUATOR 1(2)
RUDDER TRIM
ACTUATOR
RTL
ACTUATOR M
C
FAC
FAILURE D
(2) P
U
SWIITCH
T
E FM G C
YAW DAMPER S
RVDT BOX
T FM BITE
RUDDER TRIM
SWITCHES
IN t k
ADIRU 1/2/3 OPERATION ''
TEST FG BITE
LGCIU 1/2
ELAC 1/2
SFCC 1/2
HYD PRESS MCDU TEST

SWITCHES ACTIVATION
Figure 133. FAC Test Logic
POWER UP TEST
Electrical Power Up Test Yaw Damper Power Loop Power Up Test
The electrical power up test starts automatically at power up provided that the The yaw damper power loop power up test starts automatically at power
aircraft is on the ground and with engines stopped. up provided that the aircraft is on the ground and hydraulically energized.
This power up test will be initiated too if the computer power supply has been This power up test will be performed only if the electrical power up test is
cut off for more than 4 seconds under the same conditions. correct.
Its duration is 90 seconds and the components tested are: FAC 1(2), rudder Its duration is 5 seconds and the component tested is: Yaw damper
trim actuator, Rudder Travel Limiting actuator, yaw damper actuator 1(2). actuator 1(2).
Once the power up test has been initialized, the following cockpit
repercussions occur:
1. On the ECAM warning page:
- AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2)
messages 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)
Messages are displayed once.
2. 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.

Figure 134. FAC Power Up Test

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.
1.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).
2. 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 operates.
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.

AFS/TEST REPORT
AFS TEST COMPLETED
LEG DATE UTC L I
- 00 MAFV10 10H37
< FAC1: PASS
< FAC2: PRESS LINE KEY

AFS/LAST LEG REPORT
< FMGC1 :PASS
LEG DATE UTC
-01 MAR/09 14H45
< FMGC2:PASS
< RETURN PRINT > FAIL ΝΟΛ2 OCCURENCE:1
ATA34-12-34
v, J ADIRU2
< ISSUED BY: FAC 2 C/M
< RETURN PRINT >
AFS/TEST REPORT
LEG DATE UTC

- 00 MAR/10 10H37 IN OPERATION TEST
ATA:22 66 34
FAC2/RT ACTR 10CC
< ISSUED BY: FAC 2 COM
< RETURN PRINT >
MCDU TEST
Figure 135. MCDU/ In Operation Test

FAC
X X AFS CHECKFAC1(2)
LRU TEST MODE MCDU MESSAGES X AFS CHECK FAC1(2) YD
POWER MCDU OPERA X AFS CHECKFAC1 (2)RT
UP TEST TION
X X AFS ELAC1 (2)/BUSWIRG/FAC1 (2)
TEST TEST
X X AFS ELAC1(2)/BUS WIRG/FAC2(1)
FAC1 X X X AFS:FAC1(2) X X AFS FAC1(2)-LGCIU1(2) CKT
AND2 X AF9: FAC1(2)/AP1 (2) ENGD WIRING X X AFS FAC1 (2)-SFCC1 (2) CKT
X AF8: FAC1(2)/AP2(1) ENGD WIRING X AFS FMGC1 (2)/FAC1 (2) (HOY CKT)
X X AFS: FAC1(2)/C-M ARINC UNK X AFS FMGC1 (2VFAC2(1) (HLTYCKT)
FAC 1 AND 2 X AF8: FAC1 (2)/P-B SW 12CC1 (2)
X AFS: FAC1 (2)/ELAC1 (2) BUSWIRG
YAW X X X AFS FAC1 (2)/YD ACTR1 (2) 3CC1 (2)
X AFS: FAC1(2)/ELAC2(1) BUSWIRG
RUDDER TRIM X X X AFS FAC1 (2)/RT ACTR 10CC
X AFS: FAC1 (2)/FMGC1 (2) BUSWIRG RUDDER TRIM X X AFS RUDTRRST8CC
X AFS: FAC1(2)/FMGC2(1) BUSWIRG RESET SWITCH X X AFS FAC1 (2)/RT RESET SW 8CC
X AFS: FAC1(2)/PARITY PIN PRG RUDDER TRIM X X AFS FAC1 (2)/RT CTRL SW BCC
X AFS: FAC1(2)/P-B SW 12CC1(2) 1 RTL X X X AFS FAC1 (2VRTL ACTR 4CC
X X X AFS: FAC1 (2)/RTACTR 10CC YAW DAMPER X X AFS FAC1 (2)/YD RVDT BX2CC
X AFS: FAC1(2)/RT ENGO CHG-OV ADIRU 1, 2 AND X X AFS ADIRU1(2)(3)
X X AFS: FAC1(2)/RT ENGD FDBK 3 X X AFS ADIRU 1/2/3 DISAGREE
X X AFS: FAC1(2)/RT RESET SW 8CC X AFS CHKADIRU1/2/3
LGCIU 1 AND 2 X X AFS LGCIU 1(2)
X X AFS: FAC1(2)/RT CTRL SW 90C
X X AFS FAC1(2)-LGCIU1(2) CKT
X X X AFS: FAC1 (2)/RTL ACTR 4CC
X AFS: FAC1(2)/RTL ENGD CHG-OV
X X AF8: FAC1(2)/RTL ENGD FDBK
X X X AFS: FAC1 (2)/YD AOTR1 (2) 30C1 (2)
X AFS: FAC1(2)/YD ENGD CHG-OV
X X AFS: FAC1(2)/YD ENGD FDBK
X X AFS: FAC1(2)/YD RVDT BX 2CC

FAC
LRU TEST MODE MCDU MESSAGES
POWER UP MCDU IN
TEST TEST OPERATI
ON
ELAC 1 AND 2 X X AFS ELAC1(2)
X X AFS ELAC1 (2)/BUS WIRG/FAC1 (2)
X X AFS ELAC1 (2)/BUS WIRG/FAC2(1)
SFCC 1 AND 2 X X AFS SFCC1(2)
X X AFS FAC1 (2)-SFCC1 (2) CKT
HYD PRESS SWITCH (GREEN) X X AFS HYDG1151GN
I HYD PRESS SWITCH X X AFS: HYDY3151GN

(YELLOW)

E/WD: FAILURE TITLE AURAL MASTER LIGHT SD LOCAL FLT PHASE
Conditions WARNING PAGE WARNING INHIB
CALLED LIGHT
FCU 1(2) FAULT NIL NIL NIL NIL 3,4,5,7,8
FCU 1+2 FAULT SINGLE CHIME MASTER
CAUTION
APOFF CAVALRY MASTER
IECAM memo <9 sec. Manual disengagement via take-over P/B on CHARGE (< 1.5 WARNING
side stick. sec) (<3 sec)
APOFF CAVALRY MASTER ECAM CLR P/B
Manual disengagement via FCU AP P/B or automatically due system CHARGE WARNING
failure.
A/THROFF SINGLE CHIME MASTER NIL 1,4,8,10
ECAM memo <9 sec. CAUTION (<3
Manual disconnection via instinctive disconnect P/B or sec)
two thrust levers in IDLE.
A/THROFF THRLEVERS...MOVE SINGLE CHIME MASTER ECAM CLR P/B
I Manual disconnection via FCU A/THR P/B or automatically CAUTION
due system failure.
ENGINE THRUST LOCKED THR LEVERS...MOVE SINGLE CHIME MASTER NIL ECAM CLR P/B
Displayed 5 seconds after A/THR OFF, If thrust levers are not CAUTION
moved. (every5sec)
A/THR LIMITED THR LEVERSAMOVE SINGLE CHIME MASTER NIL ECAM CLR P/B 1,2, 3, 4, 8, 9,
A/THR is active and either lever is set below the CLB detent (engine CAUTION 10.
out: MCT detent). (every5sec)
CAPABILITY CHANGE TRIPLE CLICK NIL NIL NIL % 3, 4, 5, 8,
Conditions required for CAT3/CAT2 are no longer fulfilled. 9,10
AUTOLAND NIL AUTOLAND NIL NIL 2, 3, 4, 5, 8,
(No ECAM message available only below 200 ft). (red) on 9,10
giareshield
Figure 138. E/WD Failure Titles


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.
Note: The last fault presented occurred first during the last flight (FAIL NO

Figure 139. Last Leg Report

Previous Legs Report
The philosophy of the PREVIOUS LEGS REPORT is the same as the one
described in ATA chapter 31 ("CFDS REPORT"), and additional information
presented 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.
Note:
FAC: Flight Augmentation Computer.

FG: Flight Guidance.
FM: Flight Management.
- COM: Command side.
^ - MON: Monitor side. j
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
recent 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.

r Λ
A FS AFS / PREV LEGS REPORT
M AIN MENU
<LAST LEG REPORT LEG DATE UTC
- 03 F E B /15 19H 30
< PR E V I O U S LEGS REPORT h
F A IL NO s 0 4 OCCURENCE c2
<TROUBLE 8HOOTXN6 DATA
ATA i 3 A -3 6 -3 3
<QROUND SCAN /LR U ID EN T> - IL S 2 F A IL
<AFS TEST LAND TEST» - < 1 S8 UED BY: FMGC1 COM -

<RETURN /W tN D SH EA R TEST» - <RETURN P R IN T > -
J
V. )
AFS / TROUBLE S H O O T IN G AFS / TROUBLE SHOOTING

LEG DATE UTC LE6 RATE UTC T IN E (U T C ) AND
- 01 FE B /22 1 1H42 ^ ' - 01 F E B /2 2 1lH 4 2 * DATE OF FA ILURE
ISSU ED BY f FAC 1 COM IS S U E D BY I FAC 1 CON
-------- R E S U L T O F A N A L Y S I 8 --------- - RESULTS OF A N A L Y S IS
EVENT WHICH
- EVENT COM MON C/M
TRIGGERED FAULT 4 - EVENT CON MON RESULTS OF ANRLYS1S
06 7 18 5 OOOO 7A85 06 7185 OOOO
- - - - SNAPSHOT - — — — DETECT10N
- - SNAPSHOT - -
W1 YI 2 W3 WA W5
W1 V2 W3 V4 SNAPSHOT WHICH 6 I V E S
47C 3 1CBF OOOO OOOO OOOO 47C3 1 CBF OOOO OOOO oibfl THE STATE OF A
<RETURN P R IN T > < RETURN P R IN T > CER TAIN NUNBER OF
VARIABLES AT T IN E OF
FA ILURE
Figure 140. Previous Legs Report

EVENT | EVENT
I NO | | RESANA NUMBER j DESI GNATI ON
ISYMETRY ISYMETRY RESANAC ----------------------------- | ---------------------
|------------ | RESANAM 1 A FS TEST |
LRU TEST I o I 1 I 2 FMGC MONITORING
LAND TEST I 2 I 3 |<- — l . 1 . 1 . 1 . 1----- > 3 FCU MONITORING I
GROUND I A I 5 I l - l - l - M A AP ENGAG. MON. I
F LI GHT I 6 I 7 | I I 5 ATH ENGAG. MON.|
|------------- |------------ | (ERROR CODE) 6 FD ENGAG. MON. |
7 LAND CA PA . MON.|
8 INOP FUNC. MON.
9 P E R I P H E R . MON. |
Figure 141. Fault Isolation Exercise


GROUND SCAN
Ground Report
? >
The GROUND REPORT function enables the failures recorded in the ground Note: The PRESENT FAILURE SCAN function erases the ground contexts
area of the FIDS memory to be displayed. previously recorded, so it is highly recommended to display it by using first
Two types of content can be displayed: the GROUND REPORT function.
V_____________________________________________________________ /
Normally, only the internal failures that occurred on ground. Program
- Or all internal and external failures found after selection of the
PRESENT FAILURES SCAN function. The three report options are not available for the operators. Only the
manufacturer can use them through an access code for development
The content of this ground area is also erased during computer power up and purposes.
engine start. The AFS/ PROGRAM page is independent from the ground scan function.
'Note:
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 results 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
failure with the highest priority).
If 2 failures are present at same time No1 has to be solved first in order to
announce No2 in a second PRESENT FAILURES SCAN report.

AFS / PROGRAM
NO SYSTEM REPORT
NO D U PLIC A TE REPORT
NO CHECK REPORT
<RETURN
Figure 142. Ground Scan

Windshear Test
This test checks that the system transmits and presents: Messages to indicate the loss of the function (WINDSHEAR DET
FAULT on the upper ECAM display).
- Visual and aural indications of the WINDSHEAR warning (red
WINDSHEAR legend displayed on PFDs and WINDSHEAR three
times announcement generated by the FWC).
Figure 143. Windshear Test

AFS Test Land Test
An AFS TEST is performed: The LAND TEST enables to test the availability of the LAND mode and
equipment required to obtain CAT 3.
- to check an AFS Line Replaceable Unit before removal, There are several successive pages in which actions, checks and answers
- to check an AFS Line Replaceable Unit after installation, are requested from maintenance.
- to get trouble- shooting data (even if4he test is OK).
r Γ "N r
AF S AFS / TEST REPORT AFS / T E S T RE PORT
M AIN MENU AFS TEST IS RUNNING AFS TEST COMPLETED
QD
i----- 1
QD
QD
CLAST LEG
«P R E V IO U S
«TROU BLE
REPORT
LEGS
SHOOTING
REPORT
DATA
QD
QD
cz— )
QD
QD
QD
QD
LEG
-O O
F A C 1 j W AIT
FAC2 «W AIT
DATE
Y Y Y /X X
UTC
XXHXX
QD
[»]
QD
QD
t------1
QD
a
QD
LEG
-O O
CFAC1 s PASS
DATE-
Y Y Y /X X
C F A C 2 <P A S S
UTC
XXHXX
u
Dg
QD
d=3 CZZD f— 1
QD «GROUND SC A N / LRU IDEN T> QD QD FH GC1 sW AIT QD QD «F M G C li PASS QD
C= D i------ 1 CZZZD
r-QD «A F S TE ST LAND TEST> GD QD FM GCl « W AIT QD QD CFH GC28PASS S)

t------I CZT3 c=z n t----- » Γ Ί C=3
QD «RETURN W1NDSHEAR TEST> QD QD QD «RETU RN P R IN T » QD
J V.
(AFTER AO SECONDS)
r AFS /
AFS TEST
TEST REPORT
COMPLETED
AFS / TEST REPORT
qd CLEG DATE UTC QD QD LEG DATE UTC QD
-O O Y Y Y /X X XXHXX C=3 -O O J U L /1 6 21H 1S
n < F A C 1 iP A S S Ql ) □D QD
s
— I *11
< FA C 2 : PASS
<FM G C 1: PRESS LIN E KEY

gd qd
QD
ATA t 2 2 - 8 3 - 3 4
FMGCl
QD
QD
n <FM G C 2: PASS Γ5Π —
QD C IS SUED BYtFM G CI MON QD
c—) t_ I
QD
tRETURN PRINT QD on < R E T URN P R IN T » QD
T/S Page
Figure 144. AFS Test

LAND TEST DESCRIPTION AND OPERATION
General
The purpose of this test Is to check the capability of the Involved systems to must be set to OFF position. The RAD NAV page must be displayed on the
perform a CAT3 fall operational automatic landing. This test is available on opposite MCDU. The ILS frequency (109.9 MHz) and the ILS course (060)
the AFS MENU page, obtained from the SYSTEM REPORT/ TEST page. must be entered on the opposite MCDU. The STATUS page must be
This test checks for possible category downgrading (CAT3 SINGLE, CAT2). selected and displayed on the ECAM.
By disengaging the functions, the disconnections are tested with their In case of right answer, you select the related line select key, "YES", if not,
associated warnings and category information on the Flight Mode you select the line select key adjacent to "NO". FD1 and 2, ILS1 and 2, A/
Annunciator (FMA) of the Primary Flight Display (PFD). There are several THR, APPR, AP1 and 2 pushbuttons, located on the FCU, must be set to
successive pages in which actions, checks and answers are requested from ON to check the display of the landing categories. The information, displayed
maintenance people. The principle is to trigger a BITE analysis if the operator on the Flight Mode Annunciator (FMA) section of the MCDU, must be
has pushed the line select key adjacent to the indication related to the fault compared with the information that is expected on the
detection and then to build a fault report and to display it. If there is no fault FMA (PFD). If you answer "YES", the CAT3 DUAL display is checked. When
detection, the test is finally declared "OK" at the last action. The LAND ELAC1 and FAC1 are no longer supplied, the "triple click" aural warning
TEST activation is possible without specific tools, on ground, engines must be generated. The information, displayed on the Flight Mode
stopped, after selection on the MCDU of the line select key adjacent to the Annunciator (FMA) section of the MCDU, must be compared with the
"LAND TEST" indication. The LAND TEST can be stopped at any time, by information that is expected on the FMA (PFD). If you answer "YES", the
pressing the line select key adjacent to the "RETURN" indication. In that CAT3 SINGLE display is checked. ELAC1 must be again supplied. ELAC1
case, the TEST CLOSE- UP page is displayed in order to end correctly the must be supplied again and ELAC2 must be switched off. The A/ THR must
test before returning to the AFS main menu. be disengaged by pressing the instinctive disconnect switches. The
information, displayed on the Flight Mode Annunciator (FMA) section of the
Test OK MCDU, must be compared with the information that is expected on the FMA
(PFD). If you answer "YES", the CAT2 display is checked. AP must be
In this topic, the LAND TEST is presented, step by step, until the "TEST OK" disengaged and the AUTOLAND warning lights flash and the "cavalry
page is displayed. The "RETURN" option is always available by pressing the charge" aural warning is generated. The test is in progress for 20 seconds.
corresponding line select key. The actions, to be performed before starting When the test is finished, the page "TEST OK" is displayed.
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 Anomaly Detection
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 When an anomaly is detected, a fault report is displayed.
detent. The APs must be disengaged by means of the takeover and priority To obtain details about this anomaly, you have to select the line select key
pushbutton switches located on the side sticks. The FDs must be corresponding to a class number.
disengaged. The BLUE, GREEN and YELLOW hydraulic pressures must be A print of this trouble shooting data may be done by pressing the line select
available. All FADEC ground power pushbuttons must be set to ON. CAU key next to the "PRINT" indication.
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

0DiD0O0O§O0
0OBO0D0O0O0
00100000000
Figure 145. Land Test 1/2

— APS/ l An O TEST-5-------- AFS/LAND TEST-8

-------ACTION ON ECU------ -------- - - - A C T I O N ---------------
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C 3 A / T H R - AP P R - AP 1 - AP 2 ------ ON P R E S S T A K E OVER
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C A V A L R Y CHARGE
s S P E E D I L A N D I C A T 3 1A P 1+2
I I DUAL I F D ( 1 / 2 )
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AFS/LA^b T E § t - 6 TEST OK
- A C T I O N ----------
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DISENGAGE F A C l-E LA C l
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S A U DI O C H E C K ------
© AF5/LAND TEST RE P OR T
QQ TRIPLE CLICK © LEG DATE UTC QD
ra ------- CH E C K ON P F D 1 / 2 - * -XX XXX/XX XXHXX
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-------------- A C T I O N ---------------
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PRESS I N S T . D I S C . A / T H R C= 3
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------- CH E C K ON P F O l / 2 -------
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----------- A U DI O C H E C K -
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----- R E S U L T OF A N A L Y S I S ------
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AUTO LAND
Q
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X
COM
X XX X
MON
XXXX
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Figure 146. Land Test 2/2

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AVIATION MAINTENANCE TRAINING

A320fam Ata22 Auto Flight

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A318/A319/A320/A321 (CFM56) / (IAE V2500)

For Category B1/B2

Issue 1: 12 Aug 2016

Airbus A318/A319/A320/A321 (CFM56) and

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Auto Flight System Design Philosophy Operation

Navigation AFS/Fly by Wire

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PRIMARY FLIGHT PLAN,

Figure 1. AFS Design Philosophy

AUTO FLIGHT SYSTEM PRESENTATION

There are two interchangeable FMGCs.

Figure 3. AFS Presentation

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- yaw damper, Flight Envelope Protection

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ADIRU: Air Data/lnertial Reference Unit

Figure 4. FAC General

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- the engagement of the auto pilot, Flight Director and autothrust

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The main vertical functions are:

- optimized speed computation; the resulting target speed being used

A performance data base provides necessary data; however pilots have to

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Figure 5. FMGC General

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The ECAM Engine/Waming Display (EWD) page presents warning

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VORD WPT CSTR

- flight plan data,

- AP/ FD/ A/ THR engagement status on the FMA,

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Figure 7. AFS Control and Indication - ND & PFD

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Figure 10. AFS Control and Indication - Attention Getters

MCDU Initialization AP Engagement

NAV/ P ERF AP FL I GHT CONTROL

Figure 11. Basic Operational Principles

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BSCU: Braking/Steering Control Unit

Figure 12. Autopilot

Engagement Conditions AP engagement is indicated by illumination of the corresponding FCU P/B

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Increase of load thresholds on side stick controllers and rudder pedals.

a) Side stick controllers

Note: Exceeded load results in AP disconnection.

When any AP is disengaged, a warning is provided: