Sei sulla pagina 1di 1278

@A318/A319/A320/A321

AIRCRAFT MAINTENANCE MANUAL

CHAPTER 22 - AUTO FLIGHT


TABLE OF CONTENTS
REFERENCE
CHAPTER 22
22-00-00
22-00-00 PB 001
22-00-00-13200-B
22-00-00-13300-A
22-00-00-15200-A
22-00-00-15300-A
22-00-00-19800-A
22-00-00-22400-A
22-00-00-22800-A
22-00-00-23100-B
22-00-00-23300-A
22-00-00-23400-A
22-10-00
22-10-00 PB 001
22-10-00-12400-A

AUTO FLIGHT - GENERAL


AUTO FLIGHT - GENERAL - DESCRIPTION AND OPERATION
Layout of the AFS Components
Location of the AFS Computers
General Architecture of the AFS
AFS - Controls and Indicating
Interconnection Between the AFS and the Engines
Display of the FAC Data on the Speed Scale of the PFD
AFS - FD Symbols on the PFD
AFS - Annunciator of the Flight Modes on the PFD
AFS - Selection of Navaids
AFS - Display of Flight Management Information
AUTOPILOT/FLIGHT DIRECTOR (AP/FD)
AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - DESCRIPTION AND
OPERATION
Layout of AP/FD and Flight Control Components

22-10-00-12500-A
22-10-00-12600-C
22-10-00-14100-A

Location of Components
Location of FCU and MCDUs
AP/FD Controls and Indicating in the Cockpit

22-10-00-15500-B
22-10-00-16300-B
22-10-00-17700-A

Different FD Orders
LEVEL CHANGE in Manual and Automatic Control
AFS/EFCS Interface

22-10-00-17900-A
22-10-00-18100-A
22-10-00-18200-A
22-10-00-18400-A
22-10-00-18600-A
22-10-00-19000-A

Rudder Control
Pitch Control
Aileron Control
Spoiler Control
Nose Wheel Control
AP/FD Information on the PFDs

22-10-00-19400-A
22-10-00 PB 501
22-10-00-710-001-A
22-10-00-710-002-A
22-10-00-710-003-A
22-10-00-710-004-A
22-10-00-710-005-A
22-10-00-710-006-A

AES

SUBJECT

Interface Between FMGCs and PFDs


AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - ADJUSTMENT/TEST
Operational Test of the Takeover and Priority Pushbutton Switches
Operational Test of Autopilot Disengagement and Locking Devices of the
Side Stick Controller and Rudder Pedals
Operational Test of the Vertical Speed and Heading Hold Modes
Operational Test of the FCU Lighting
Operational Test of the Indicator Lights and Displays of the FCU
Operational Test of the FCU

T.O.C.

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-10-00-710-007-A
22-11-00
22-11-00 PB 001
22-11-00-12500-A
22-11-00-12700-A
22-11-00-12800-A
22-11-00-12900-A

AP/FD ENGAGEMENT
AP/FD ENGAGEMENT - DESCRIPTION AND OPERATION
FD Engagement
FD - Engage Hardware Logic
FG HLTY Logic
FD Disengagement

22-11-00-13100-A

AP/FD COND Logic

22-11-00-13300-A
22-11-00-13500-A
22-11-00-13600-A
22-11-00-13800-A
22-11-00-14400-B
22-11-00-14600-A
22-11-00-14700-A
22-11-00-14800-A
22-11-00-15000-A
22-11-00-15100-A
22-11-00-15300-A
22-11-00-15500-A

AP/FD/A THR Common Conditions


FD Basic Loops
FD Command Monitoring
Removal of FD Commands
AP - Engage Hardware Logic
AP COND Logic
Pitch Basic Loop
Roll Basic Loop
Yaw Basic Loop
AP Command Generation
Side Stick Controllers and Rudder Pedals - Locking Logic
AP OFF Warning

22-12-00
22-12-00 PB 001
22-12-00-13700-B
22-12-00-14500-A
22-12-00-15100-B
22-12-00-15200-B

AES

SUBJECT
Operational Test of the Altitude Alert Warning

CRUISE MODES
CRUISE MODES - DESCRIPTION AND OPERATION
Speed Control
Lateral Modes Active in Cruise
HDG/TRK Selection
HDG/TRK Mode

22-12-00-15300-A

HDG/TRK Control Law

22-12-00-15700-B

Engagement of NAV Mode at Takeoff

22-12-00-15800-B

Engagement of NAV Mode (HDG TRK Selector Knob)

22-12-00-15900-B
22-12-00-16000-A
22-12-00-16400-B
22-12-00-16800-A

Engagement of NAV Mode (DIRECT TO)


Horizontal Path Law
LOC Mode
AP/FD Longitudinal Modes Active

22-12-00-17200-B
22-12-00-17300-B
22-12-00-17400-B
22-12-00-17500-A
22-12-00-17600-A
22-12-00-17800-B
22-12-00-17900-A

ALT ACQ Mode


ALT ACQ Mode - Change of Selected Altitude During the Arming Phase
ALT ACQ Mode - Change of Selected Altitude During the Capture Phase
Barometric Correction
ALT ACQ Control Law
AP Engagement with FD in ALT Mode
ALT HOLD Control Law

T.O.C.

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-12-00-18600-B

V/S FPA Mode Selection

22-12-00-18700-B

V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob

22-12-00-18800-B

Altitude Hold Through V/S FPA Mode

22-12-00-18900-A

V/S FPA Control Laws

22-12-00-19200-B
22-12-00-19300-B
22-12-00-19400-B
22-12-00-19500-B

OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude
IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude
OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude
OPEN CLB Mode - V/S Demand Above Performance Capability

22-12-00-19600-A

SPD/Mach Control Law

22-12-00-19800-B
22-12-00-19900-B
22-12-00-20000-B

EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude
EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude
EXPED Mode - Disengagement by Selected Speed Selection

22-12-00-20700-B

Managed Level Change When A/C Altitude < Selected Altitude

22-12-00-20800-B
22-12-00-20900-B

Managed Level Change - Leveling Off Caused by an Altitude Constraint


Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control
DES Mode Disengagement When Climb Phase is Activated
CLB Mode in Takeoff Phase
Vertical Path Control Law

22-12-00-21000-B
22-12-00-21200-B
22-12-00-21600-A
22-13-00
22-13-00 PB 001
22-13-00-12600-B
22-13-00-12700-A
22-13-00-12800-A
22-13-00-13000-A
22-13-00-13100-A
22-13-00-13200-B
22-13-00-13700-B
22-13-00-13800-A
22-13-00-13900-A
22-13-00-14000-A
22-13-00-14100-A
22-13-00-14200-A
22-13-00-14300-A
22-13-00-14400-A
22-13-00-14500-A
22-13-00-14600-A
22-13-00-14700-A
22-13-00-14900-B
22-13-00-15000-A
22-13-00-15400-B

AES

SUBJECT

COMMON MODES
COMMON MODES - DESCRIPTION AND OPERATION
Takeoff with NAV Armed
PITCH TAKEOFF Mode - Logic
SRS Control Law
RUNWAY Mode Logic
RUNWAY Control Law
Takeoff with Heading Preset
ILS Approach
LAND Mode Arm - Logic
Active LOC and GLIDE Modes - Capture Conditions
LAND TRACK Logic
FMA Displays
LOC Law - Computation Principle
LOC CPT Control Law
LOC TRACK and ALIGN Control Law
ROLL OUT Control Law
FLARE Control Law
GLIDE Capture and Track Phase
AREA NAV Approach
FINAL DES Mode - Logic
GO AROUND Mode

T.O.C.

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-13-00-15600-A
22-30-00
22-30-00 PB 001
22-30-00-12400-A
22-30-00-12500-A
22-30-00-13900-A
22-30-00-14400-A
22-30-00-14500-A
22-30-00 PB 401
22-30-00-040-004-A
22-30-00 PB 501
22-30-00-710-003-A
22-31-00
22-31-00 PB 001
22-31-00-13000-A

AUTOTHRUST
AUTOTHRUST - DESCRIPTION AND OPERATION
Cockpit - Location of Controls and Indications
Electronics Rack - Location of Computers
Autothrust System - Block Diagram
Thrust Setting
Throttle Definition
AUTOTHRUST - DEACTIVATION/REACTIVATION
Check of the Throttle Control Units
AUTOTHRUST - ADJUSTMENT/TEST
Operational Test of the Engine / Autothrust System Isolation (with AIDS)
AUTOTHRUST ENGAGEMENT
AUTOTHRUST ENGAGEMENT - DESCRIPTION AND OPERATION
A/THR Engage Logic

22-31-00-13800-A
22-31-00-14200-A

Realization of the Engage or Disengage Logic


Isolation of the Engines

22-31-00-14700-A

A/THR Warnings

22-31-00-14800-A

A/THR Warnings Computation and Display

22-32-00
22-32-00 PB 001
22-32-00-12500-A
22-32-00-12900-A

AUTOTHRUST MODES
AUTOTHRUST MODES - DESCRIPTION AND OPERATION
Activation of A/THR Mode according to AP/FD Modes
Alpha Floor Protection

22-32-00-13400-B

SPD/MACH Law

22-32-00-13500-A

A/THR Basic Loop

22-32-00-14300-B

A/THR Indications

22-60-00
22-60-00 PB 001

FLIGHT AUGMENTATION (FAC)


FLIGHT AUGMENTATION (FAC) - DESCRIPTION AND OPERATION

22-60-00-14000-A

FAC - Component Location (Cockpit)

22-60-00-14100-A

FAC - Component Location (Electronics Rack)

22-60-00-15400-A

FAC - Component Layout

22-60-00 PB 501
22-60-00-710-001-A
22-60-00-710-002-A
22-60-00-710-003-A
22-60-00-710-004-A
22-60-00-991-00100-A

AES

SUBJECT
GO AROUND Logic (Pitch and Roll Axes)

FLIGHT AUGMENTATION (FAC) - ADJUSTMENT/TEST


Operational Test of
Operational Test of
Operational Test of
Operational Test of
Procedure Test

the
the
the
the

FAC 2 Functions
Automatic Change-Over Function
Return to Low Speed Function
Windshear Function

T.O.C.

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-61-00
22-61-00 PB 001
22-61-00-16800-A
22-61-00-17400-A
22-61-00-17800-A
22-61-00-17900-A
22-61-00-18100-A
22-61-00 PB 501
22-61-00-710-001-A
22-62-00
22-62-00 PB 001
22-62-00-11200-A
22-62-00-12600-A
22-62-00-14300-A
22-62-00-14700-A
22-62-00-15500-A
22-62-00-17100-A
22-62-00-17200-A
22-62-00-17600-A

SUBJECT
ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION
ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION DESCRIPTION AND OPERATION
Rudder Travel-Limitation Unit - Block Diagram
Rudder Travel-Limitation Unit - Control Law
Rudder Travel-Limitation - Changeover Logic
Return to Low Speed Logic
Monitoring of Rudder Travel-Limiting Function
ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING COMPUTATION ADJUSTMENT/TEST
Operational Test of the Rudder Travel Limiting Function

22-62-00-17700-A
22-62-00-18100-A
22-62-00 PB 501

RUDDER TRIM COMPUTATION


RUDDER TRIM COMPUTATION - DESCRIPTION AND OPERATION
Rudder Trim Function
Rudder Trim Architecture
Rudder Trim Changeover - Logic
Rudder Trim Actuator - Generation of the Control Order
Monitoring of Rudder Trim - Block Diagram
Rudder-Trim Control Switch
Interconnections between FAC and Rudder-Trim Control Switch
Interconnections between FAC and RUD TRIM/RESET Pushbutton
Switch
Rudder Trim Actuator - Principle
Interconnections between FAC and Rudder Trim Actuator
RUDDER TRIM COMPUTATION - ADJUSTMENT/TEST

22-62-00-710-001-A
22-62-11
22-62-11 PB 401

Operational Test of the Rudder Trim Function


CONTROL SWITCH - RUDDER TRIM
CONTROL SWITCH - RUDDER TRIM - REMOVAL/INSTALLATION

22-62-11-000-001-A
22-62-11-991-00200-A
22-62-11-400-001-A
22-62-12

Removal of the RUD TRIM Control Switch


RUD TRIM Control Switch
Installation of the RUD TRIM Control Switch
PUSHBUTTON SWITCH - RUDDER TRIM/ RESET

22-62-12 PB 401
22-62-12-000-001-A
22-62-12-991-00100-A
22-62-12-400-001-A
22-62-21
22-62-21 PB 401
22-62-21-000-001-A
22-62-21-991-00200-A
22-62-21-400-001-A

AES

PUSHBUTTON SWITCH - RUDDER TRIM/ RESET REMOVAL/INSTALLATION


Removal of the RUD TRIM/RESET Pushbutton Switch
RUD TRIM/RESET Pushbutton Switch
Installation of the RUD TRIM/RESET Pushbutton Switch
INDICATOR - RUDDER TRIM
INDICATOR - RUDDER TRIM - REMOVAL/INSTALLATION
Removal of the Rudder Trim Indicator
Rudder Trim Indicator
Installation of the Rudder Trim Indicator

T.O.C.

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-63-00
22-63-00 PB 001
22-63-00-11200-A
22-63-00-12600-A
22-63-00-14100-A
22-63-00-15800-A
22-63-00-16300-A
22-63-00 PB 501
22-63-00-710-001-A
22-64-00
22-64-00 PB 001
22-64-00-11200-A
22-64-00-12900-A

YAW DAMPER COMPUTATION


YAW DAMPER COMPUTATION - DESCRIPTION AND OPERATION
Yaw Damper Function
FAC - Architecture of Yaw Damper
Interconnections between FAC and Yaw Damper Servo-Actuator
Yaw Damper Control-Law
Monitoring of Yaw Damper - Block Diagram
YAW DAMPER COMPUTATION - ADJUSTMENT/TEST
Operational Test of the Yaw Damper Function
CONFIGURATION AND OPERATIONAL SPEED COMPUTATION
CONFIGURATION AND OPERATIONAL SPEED COMPUTATION DESCRIPTION AND OPERATION
Interconnections Between FAC and Users
FAC Data on the Speed Scale of the PFD (Sheet 1/2)

22-64-00-13000-A

FAC Data on the Speed Scale of the PFD (Sheet 2/2)

22-64-00-14400-A

Speed Computations - General Architecture

22-64-00-14700-A

Speed Computation - Use of FM Weight/CG

22-64-00-15100-A

FAC - Computation of Aerodynamic Flight-Path Angle (Gamma-a) and


Potential Flight-Path Angle (Gamma-T)

22-64-00-15500-A

Alpha Floor _ Computation and Interface

22-64-00-15600-A
22-64-00-15700-A
22-64-00-16700-A
22-64-00-16900-A
22-64-00-17100-A
22-64-00-17500-A
22-64-00-17600-A

FAC - Alpha Floor


ECAM - Rudder Trim Position
Windshear Detection Principle
Windshear Architecture
MCDU - AFS/Windshear Test
Low Energy Warning Principle
Low Energy Warning Architecture

22-65-00
22-65-00 PB 001
22-65-00-12300-A
22-65-00-14000-A
22-65-00-14100-A
22-65-00-14800-A
22-65-00-14900-A
22-65-00-15000-A
22-65-00-15100-A
22-65-00-15200-A
22-65-00-15300-A
22-65-00-15400-A

AES

SUBJECT

ENGAGEMENT AND INTERNAL MONITORING


ENGAGEMENT AND INTERNAL MONITORING - DESCRIPTION AND
OPERATION
FAC Engagement Principle
Monitoring of the Computer
Verification of FAC ARINC Transmissions
Reconfiguration Table
ADC Processing
Vc Monitoring Principle
IRS Processing
Yaw Rate and Lateral Acceleration - Monitoring Principle
Angle-of-Attack - Monitoring Principle
SFCC and LGCIU - Principle of Acquisition

T.O.C.

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-65-00-15700-A
22-65-00-16100-A

SUBJECT
Monitoring of Internal Power Supplies
Sensors - Principle

22-65-00-16500-A

26V/400 Hz Monitoring

22-66-00
22-66-00 PB 001
22-66-00-12400-A
22-66-00-12500-A
22-66-00 PB 401
22-66-00-040-001-A
22-66-00-440-001-A
22-66-34
22-66-34 PB 401

FLIGHT AUGMENTATION COMPUTER (FAC)


FLIGHT AUGMENTATION COMPUTER (FAC) - DESCRIPTION AND
OPERATION
FAC - Component Location
General Architecture
FLIGHT AUGMENTATION COMPUTER (FAC) DEACTIVATION/REACTIVATION
Deactivation of the FAC 2
Reactivation of the FAC 2
COMPUTER - FLIGHT AUGMENTATION (FAC)
COMPUTER - FLIGHT AUGMENTATION (FAC) REMOVAL/INSTALLATION

22-66-34-000-002-A
22-66-34-991-00200-A

Removal of the FAC


Flight Augmentation computer (FAC)

22-66-34-400-002-A

Installation of the FAC

22-67-00
22-67-00 PB 001
22-67-00-11400-A
22-67-00-11800-A
22-67-00-11900-A

FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY


FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY - DESCRIPTION
AND OPERATION
28VDC Power Supply - Block Diagram
26VAC Power Supply - Block Diagram
FAC - Internal Power Supply

22-67-00-12400-A

Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 channel)

22-67-00-14000-A

Yaw Damper Servo-Actuator - Hydraulic Power Supply

22-68-00
22-68-00 PB 001
22-68-00-11200-A

FAC: DISCRETE/ANALOG INTERFACES


FAC: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND
OPERATION
FAC - Discretes/Analog Interfaces

22-69-00
22-69-00 PB 001
22-69-00-11200-A

FAC: ARINC BUS INTERFACES


FAC: ARINC BUS INTERFACES - DESCRIPTION AND OPERATION
FAC - ARINC Interface

22-70-00

FLIGHT MANAGEMENT SYSTEM (FMS)

22-70-00 PB 001
22-70-00-12300-A
22-70-00-12400-A

AES

FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND


OPERATION
FMS - General Architecture
FMS - NAV Architecture

T.O.C.

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-70-00-12500-A
22-70-00-12600-A
22-70-00-12700-A

SUBJECT
FMS - RAD NAV Architecture
FMS - Lateral Guidance Architecture
FMS - Weight Architecture

22-70-00-12800-A

FMS - Predictions/Vertical Guidance Architecture

22-70-00 PB 001 CONF 02


22-70-00-12300-A
22-70-00-12400-A
22-70-00-12500-A
22-70-00-12600-A
22-70-00-12700-A
22-70-00-12800-A
22-70-00 PB 301
22-70-00-610-006-A
22-70-00-610-006-D
22-70-00-610-008-A
22-70-00-610-008-D
22-70-00 PB 501

FMS - Predictions/Vertical Guidance Architecture


FLIGHT MANAGEMENT SYSTEM (FMS) - SERVICING
Downloading of the FM Data
Downloading of the FM Data
Uploading of the FM Data
Uploading of the FM Data
FLIGHT MANAGEMENT SYSTEM (FMS) - ADJUSTMENT/TEST

22-70-00-710-001-A

Operational Test of the Multipurpose Control and Display Unit (MCDU)

22-70-00-710-002-A
22-70-00-710-003-A

Operational Test of the Initialization of the Flight Plan


Operational Test of the Automatic Switching of the MCDUs

22-71-00
22-71-00 PB 001

AES

FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND


OPERATION
FMS - General Architecture
FMS - NAV Architecture
FMS - RAD NAV Architecture
FMS - Lateral Guidance Architecture
FMS - Weight Architecture

FLIGHT PLAN/DATA BASE


FLIGHT PLAN/DATA BASE - DESCRIPTION AND OPERATION

22-71-00-12500-A

Flight Plan in Cruise

22-71-00-12800-A

Path and Terminator (Sheet 1/4)

22-71-00-12900-A

Path and Terminator (Sheet 2/4)

22-71-00-13000-A

Path and Terminator (Sheet 3/4)

22-71-00-13100-A

Path and Terminator (Sheet 4/4)

22-71-00-13200-A
22-71-00-13300-A
22-71-00-13400-A
22-71-00-13500-A
22-71-00-13600-A
22-71-00-13800-A
22-71-00-13900-A
22-71-00-14000-A
22-71-00-14100-A

Discontinuity between the Termination Point of the Airway and First


Point of the Approach
Departure Segment
Arrival Segment
Flight Plan in Approach
Flight Plan in Go Around
Vertical Flight Plan Elements
Perf TAKEOFF Page
F-PLN A Page
Vertical Revision Page

22-71-00-14200-A
22-71-00-14300-A
22-71-00-14400-A

Progress Page (On Descent)


INIT Page A
Performance Approach Page

T.O.C.

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AES

REFERENCE
22-71-00-14600-A

SUBJECT
SEC INDEX Page (with no Defined Secondary F-PLN)

22-71-00-14700-A
22-71-00-15100-A
22-71-00-15200-A
22-71-00-15400-A
22-71-00-15500-A
22-71-00-15900-A
22-71-00-16100-A
22-71-00-16300-A
22-71-00-16400-A

Secondary F-PLN Page A at Origin


F-PLN Initialization
Fuel Initialization
No SEC F-PLN Existing
SEC F-PLN Already Existing
LAT REV Pages
Temporary F-PLN
DEPARTURE Page 1
DEPARTURE Page 2

22-71-00-16500-A

MCDU Mechanization (Sheet 1/3)

22-71-00-16600-A

MCDU Mechanization (Sheet 2/3)

22-71-00-16700-A

MCDU Mechanization (Sheet 3/3)

22-71-00-16900-A

ARRIVAL and APPROACH VIA Pages

22-71-00-17000-A

MCDU Mechanization (Sheet 1/3)

22-71-00-17100-A

MCDU Mechanization (Sheet 2/3)

22-71-00-17200-A
22-71-00-17400-A
22-71-00-17600-A
22-71-00-17800-A

MCDU Mechanization (Sheet 3/3)


Next Waypoint
Offset
Holding Pattern

22-71-00-18000-A
22-71-00-18200-A
22-71-00-18500-A
22-71-00-19100-A

VIA/GO TO
Alternates
DIR TO
VERT REV Pages (with time constraint)

22-71-00-19200-A
22-71-00-19600-A
22-71-00-19700-A
22-71-00-19800-A
22-71-00-19900-A
22-71-00-20000-A
22-71-00-20400-A

Constraints and Step Insertion at CRZ Waypoint


WIND Page
Cruise Wind Entry
F-PLN B Page
DES FORECAST Page
PERF APPR Page
DATA INDEX Page

22-71-00-20700-A
22-71-00-20900-A
22-71-00-21000-A
22-71-00-21100-A
22-71-00-21200-A

A/C Status Page


NAVAID Page
STORED NAVAID Pages
NEW NAVAID Pages
WAYPOINT Pages

22-71-00-21300-A

Place/Bearing/Distance and Place/Bearing-Place/Bearing

22-71-00-21400-A
22-71-00-21500-A
22-71-00-21600-A
22-71-00-21700-A
22-71-00-21800-A

STORED WAYPOINT Page


NEW WAYPOINT Pages
RUNWAY Page
STORED RUNWAY Page
NEW RUNWAY Page

T.O.C.

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-71-00-21900-A
22-71-00-22000-A
22-71-00-22100-A
22-71-00-22200-A
22-71-00 PB 001 CONF 02

AES

SUBJECT
HOLD Page
ROUTE Pages
STORED ROUTE Page
NEW ROUTE Page
FLIGHT PLAN/DATA BASE - DESCRIPTION AND OPERATION

22-71-00-12500-A

Flight Plan in Cruise

22-71-00-12800-A

Path and Terminator (Sheet 1/4)

22-71-00-12900-A

Path and Terminator (Sheet 2/4)

22-71-00-13000-A

Path and Terminator (Sheet 3/4)

22-71-00-13100-A

Path and Terminator (Sheet 4/4)

22-71-00-13200-A
22-71-00-13300-A
22-71-00-13400-A
22-71-00-13500-A
22-71-00-13600-A
22-71-00-13800-A
22-71-00-13900-A
22-71-00-14000-A
22-71-00-14100-A

Discontinuity between the Termination Point of the Airway and First


Point of the Approach
Departure Segment
Arrival Segment
Flight Plan in Approach
Flight Plan in Go Around
Vertical Flight Plan Elements
Perf TAKEOFF Page
F-PLN A Page
Vertical Revision Page

22-71-00-14200-A
22-71-00-14300-A
22-71-00-14400-A

Progress Page (On Descent)


INIT Page A
Performance Approach Page

22-71-00-14600-A

SEC INDEX Page (with no Defined Secondary F-PLN)

22-71-00-14700-A
22-71-00-15100-A
22-71-00-15200-A
22-71-00-15400-A
22-71-00-15500-A
22-71-00-15900-A
22-71-00-16100-A
22-71-00-16300-A
22-71-00-16400-A

Secondary F-PLN Page A at Origin


F-PLN Initialization
Fuel Initialization
No SEC F-PLN Existing
SEC F-PLN Already Existing
LAT REV Pages
Temporary F-PLN
DEPARTURE Page 1
DEPARTURE Page 2

22-71-00-16500-A

MCDU Mechanization (Sheet 1/3)

22-71-00-16600-A

MCDU Mechanization (Sheet 2/3)

22-71-00-16700-A

MCDU Mechanization (Sheet 3/3)

22-71-00-16900-A

ARRIVAL and APPROACH VIA Pages

22-71-00-17000-A

MCDU Mechanization (Sheet 1/3)

22-71-00-17100-A

MCDU Mechanization (Sheet 2/3)

22-71-00-17200-A
22-71-00-17400-A
22-71-00-17600-A

MCDU Mechanization (Sheet 3/3)


Next Waypoint
Offset

T.O.C.

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-71-00-17800-A

Holding Pattern

22-71-00-18000-A
22-71-00-18200-A
22-71-00-18500-A
22-71-00-19100-A

VIA/GO TO
Alternates
DIR TO
VERT REV Pages (with time constraint)

22-71-00-19200-A
22-71-00-19600-A
22-71-00-19700-A
22-71-00-19800-A
22-71-00-19900-A
22-71-00-20000-A
22-71-00-20400-A

Constraints and Step Insertion at CRZ Waypoint


WIND Page
Cruise Wind Entry
F-PLN B Page
DES FORECAST Page
PERF APPR Page
DATA INDEX Page

22-71-00-20700-A

A/C Status Page

22-71-00-20900-A
22-71-00-21000-A
22-71-00-21100-A
22-71-00-21200-A

NAVAID Page
STORED NAVAID Pages
NEW NAVAID Pages
WAYPOINT Pages

22-71-00-21300-A

Place/Bearing/Distance and Place/Bearing-Place/Bearing

22-71-00-21400-A
22-71-00-21500-A
22-71-00-21600-A
22-71-00-21700-A
22-71-00-21800-A
22-71-00-21900-A
22-71-00-22000-A
22-71-00-22100-A
22-71-00-22200-A

STORED WAYPOINT Page


NEW WAYPOINT Pages
RUNWAY Page
STORED RUNWAY Page
NEW RUNWAY Page
HOLD Page
ROUTE Pages
STORED ROUTE Page
NEW ROUTE Page

22-72-00
22-72-00 PB 001
22-72-00-12500-A
22-72-00-12700-A
22-72-00-12800-A
22-72-00-12900-A
22-72-00-13000-A
22-72-00-13100-A
22-72-00-13200-A
22-72-00-13400-A

AES

SUBJECT

NAVIGATION/LATERAL FUNCTIONS
NAVIGATION/LATERAL FUNCTIONS - DESCRIPTION AND
OPERATION
General Navigation Computation Organization
Radio Positions
FMGC Position
Localizer Updating
Position Updating
Runway Takeoff Shift for Takeoff Position Updating
POSITION MONITOR Page Access
SELECTED NAVAID Page

22-72-00-13600-A

Bearing/Distance to a Fix

22-72-00-14000-A
22-72-00-14300-A

Navigation Mode Selection


Class of Navigation

T.O.C.

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-72-00-14700-A
22-72-00-14900-A
22-72-00-15100-A
22-72-00-15200-A
22-72-00-15700-A
22-72-00-15900-A
22-72-00-16300-A
22-72-00-16500-A
22-72-00-16600-A
22-72-00-16700-A
22-72-00-16800-A
22-72-00-16900-A
22-72-00-17000-A
22-72-00-17100-A
22-72-00-17200-A
22-72-00-17300-A
22-72-00-17800-A

SUBJECT
Radio Navigation Architecture
RMP Selection-ND Display
Manual Selection through RADIO NAV Page and PROG Page
Manual Selection through MCDU-ND Display
IR Alignment Architecture
Position Coordinates Entry
Type I Transition CF, TF
Type II Transition
Parallel Offset Capture
Transitions to Holding Pattern : Determination of Entry Type
Direct Entry
Teardrop Entry
Parallel Entry
Type III Transition CF - VA
Type IV and Type V Transitions
Leg Transition Types
Reference Parameters for a CF Leg

22-72-00-17900-A

PF Leg (Procedure Turn)

22-72-00-18000-A
22-72-00-18200-A
22-72-00-18300-A
22-72-00-18500-A
22-72-00-19000-A
22-72-00-19100-A
22-72-00-19400-A
22-72-00-19500-A
22-72-00-19900-A
22-72-00-20000-A
22-72-00-20200-A
22-72-00-20300-A

Reference Parameters Display


Lateral Path Error on Straight or Great Circle Path
Lateral Path Error on Circular Path
Along Track Distance
NAV Engagement
NAV Engagement Display
LAT REV Page and Perf APPR Page
ILS Precapture
F-PLN Sequencing
Holding Pattern Display on MCDU
Holding Pattern Mechanization IMM EXIT
Holding Pattern Exit - MCDU

22-72-00 PB 001 CONF 01


22-72-00 PB 001 CONF 02
22-72-00-12500-A
22-72-00-12700-A
22-72-00-12800-A
22-72-00-12900-A
22-72-00-13000-A
22-72-00-13100-A
22-72-00-13200-A
22-72-00-13400-A
22-72-00-13600-A

AES

NAVIGATION/LATERAL FUNCTIONS - DESCRIPTION AND


OPERATION
NAVIGATION/LATERAL FUNCTIONS - DESCRIPTION AND
OPERATION
General Navigation Computation Organization
Radio Positions
FMGC Position
Localiser Updating
Position Updating
Runway Takeoff Shift for Takeoff Position Updating
POSITION MONITOR Page Acces
SELECTED NAVAID Page
Bearing/Distance to a Fix

T.O.C.

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-72-00-14000-A
22-72-00-14300-A
22-72-00-14700-A
22-72-00-14900-A
22-72-00-15100-A
22-72-00-15200-A
22-72-00-15700-A
22-72-00-15900-A
22-72-00-16300-A
22-72-00-16500-A
22-72-00-16600-A
22-72-00-16700-A
22-72-00-16800-A
22-72-00-16900-A
22-72-00-17000-A
22-72-00-17100-A
22-72-00-17200-A
22-72-00-17300-A
22-72-00-17800-A

SUBJECT
Navigation Mode Selection
Class of Navigation
Radio Navigation Architecture
RMP Selection-ND Display
Manual Selection through RADIO NAV Page and PROG Page
Manual Selection through MCDU-ND Display
IR Alignment Architecture
Position Coordinates Entry
Type I Transition CF, TF
Type II Transition
Parallel Offset Capture
Transitions to Holding Pattern : Determination of Entry Type
Direct Entry
Teardrop Entry
Parallel Entry
Type III Transition CF - VA
Type IV and Type V Transitions
Leg Transition Types
Leg Transition Types

22-72-00-17900-A

PF Leg (Procedure Turn)

22-72-00-18000-A
22-72-00-18200-A
22-72-00-18300-A
22-72-00-18500-A
22-72-00-19000-A
22-72-00-19100-A
22-72-00-19400-A
22-72-00-19500-A
22-72-00-19900-A
22-72-00-20000-A
22-72-00-20200-A
22-72-00-20300-A

Reference Parameters Display


Lateral Path Error on Straight or Great Circle Path
Lateral Path Error on Circular Path
Along Track Distance
NAV Engagement
NAV Engagement Display
LAT REV Page and Perf APPR Page
ILS Precapture
F-PLN Sequencing
Holding Pattern Display on MCDU
Holding Pattern Mechanization IMM EXIT
Holding Pattern Exit - MCDU

22-73-00
22-73-00 PB 001
22-73-00-12600-A
22-73-00-12700-A
22-73-00-12900-A
22-73-00-13300-A

AES

PERFORMANCE/VERTICAL FUNCTIONS
PERFORMANCE/VERTICAL FUNCTIONS - DESCRIPTION AND
OPERATION
Vertical F-PLN Definition
Flight Phase Display on PERF and PROG Pages
Manual Activation of APPROACH Flight Phase
F, S and VFTO Display on PERF Pages

22-73-00-13400-A

ECON Speed/Mach Display on PERF Pages

22-73-00-13500-A

Hold Speed Display (in Line 2)

T.O.C.

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-73-00-13700-A
22-73-00-14100-A
22-73-00-14300-A
22-73-00-14400-A
22-73-00-14500-A
22-73-00-14600-A
22-73-00-14700-A
22-73-00-14800-A
22-73-00-14900-A
22-73-00-15000-A
22-73-00-15100-A
22-73-00-15200-A
22-73-00-15300-A
22-73-00-15400-A
22-73-00-15500-A
22-73-00-15600-A

22-73-00-15800-A
22-73-00-15900-A

SUBJECT
Manual Crossover Altitude Law
Display of Predictions
Display of Takeoff Parameters
F-PLN Predictions
Takeoff
Predicted CLIMB Profile
Climb - Crossing the Speed Limit Altitude
Level off for an Altitude Constraint
Step Climb
Display of Descent Parameters
Theoretical Descent Profile Construction
Repressurization Segment
Return to Path Predictions
Consideration of HM Leg in Predictions
DES Mode: Aircraft on Profile, in SPEED AUTO CONTROL
DES Mode: Aircraft on Idle Path, Underspeeding in SPEED AUTO
CONTROL
DES Mode: Aircraft above Profile - Hold of Upper Speed Margin in
SPEED AUTO CONTROL
DES Mode: Aircraft below Profile in SPEED AUTO CONTRL
APPROACH Pages (APPR)

22-73-00-16000-A
22-73-00-16100-A

Theoretical Approach Profile


Theoretical Approach Profile with an Intermediate Altitude Constraint

22-73-00-16200-A

FINAL Mode (A/C on Approach Profile)

22-73-00-15700-A

22-73-00-16400-A
22-73-00-16500-A
22-73-00-16600-A
22-73-00-16700-A
22-73-00-16800-A
22-73-00-17000-A
22-73-00-17100-A
22-73-00-17300-A
22-73-00-17400-A
22-73-00-17800-A
22-73-00-18000-A
22-73-00-18200-A
22-73-00-18500-A
22-73-00-18700-A
22-73-00-18900-A
22-73-00-19100-A
22-73-00 PB 001 CONF 02
22-73-00-12600-A
22-73-00-12700-A

AES

Speed Preselection for Climb Phase


Manual Speed Selection - Effect on Predictions
DES Mode in SPEED MANUAL CONTROL : Aircraft on Profile
DES Mode in SPEED MANUAL CONTROL : Aircraft above Profile
Display of SET SPD AUTO Message in Case of no Manual Speed
Preselection for Next Phase
Expedite in Climb
V/S in Descent (Aircraft above Profile)
Required Distance to Land - Distance to Destination
LATERAL MANUAL CONTROL in Descent
Weight and Fuel Display
MCDU Display upon ENGINE OUT
Fuel Predictions on F-PLN B and VERT REV pages
Performance Factor
Overview of Alternates
PROG Page
Time and Fuel to Exit the Hold
PERFORMANCE/VERTICAL FUNCTIONS - DESCRIPTION AND
OPERATION
Vertical F-PLN Definition
Flight Phase Display on PERF and PROG Pages

T.O.C.

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-73-00-12900-A
22-73-00-13300-A

SUBJECT
Manual Activation of APPROACH Flight Phase
F, S and VFTO Display on PERF Pages

22-73-00-13400-A

ECON Speed2/Mach Display on PERF Pages

22-73-00-13500-A

Hold Speed Display (in Line 2)

22-73-00-13700-A
22-73-00-14100-A
22-73-00-14300-A
22-73-00-14400-A
22-73-00-14500-A
22-73-00-14600-A
22-73-00-14700-A
22-73-00-14800-A
22-73-00-14900-A
22-73-00-15000-A
22-73-00-15100-A
22-73-00-15200-A
22-73-00-15300-A
22-73-00-15400-A
22-73-00-15500-A
22-73-00-15600-A

22-73-00-15800-A
22-73-00-15900-A

Manual Crossover Altitude Law


Display of Predictions
Display of Takeoff Parameters
F-PLN Predictions
Takeoff
Predicted CLIMB Profile
Climb - Crossing the Speed Limit Altitude
Level off for an Altitude Constraint
Step Climb
Display of Descent Parameters
Theoretical Descent Profile Construction
Repressurization Segment
Return to Path Predictions
Consideration of HM Leg in Predictions
DES Mode: Aircraft on Profile, in SPEED AUTO CONTROL
DES Mode: Aircraft on Idle Path, Underspeeding in SPEED AUTO
CONTROL
DES Mode: Aircraft above Profile - Hold of Upper Speed Margin in
SPEED AUTO CONTROL
DES Mode: Aircraft below Profile in SPEED AUTO CONTROL
APPROACH Pages (APPR)

22-73-00-16000-A
22-73-00-16100-A

Theoretical Approach Profile


Theoretical Approach Profile with an Intermediate Altitude Constraint

22-73-00-16200-A

FINAL Mode (A2/C on Approach Profile)

22-73-00-16400-A
22-73-00-16500-A
22-73-00-16600-A
22-73-00-16700-A
22-73-00-16800-A

Speed Preselection for Climb Phase


Manual Speed Selection - Effect on Predictions
DES Mode in SPEED MANUAL CONTROL : Aircraft on Profile
DES Mode in SPEED MANUAL CONTROL : Aircraft above Profile
Display of SET SPD AUTO Message in Case of no Manual Speed
Preselection for Next Phase
Expedite in Climb
V2/S in Descent (Aircraft above Profile)
Required Distance to Land - Distance to Destination
LATERAL MANUAL CONTROL in Descent
Weight and Fuel Display
MCDU Display upon ENGINE OUT
Fuel Predictions on F-PLN B and VERT REV pages
Performance Factor
Overview of Alternates
PROG Page

22-73-00-15700-A

22-73-00-17000-A
22-73-00-17100-A
22-73-00-17300-A
22-73-00-17400-A
22-73-00-17800-A
22-73-00-18000-A
22-73-00-18200-A
22-73-00-18500-A
22-73-00-18700-A
22-73-00-18900-A

AES

T.O.C.

Page 15
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-73-00-19100-A
22-74-00
22-74-00 PB 001
22-74-00-11200-A
22-74-00-11200-B
22-74-00-13200-A
22-74-00-13500-A

OPERATIONAL USE
OPERATIONAL USE - DESCRIPTION AND OPERATION
MCDU Front Panel
MCDU Front Panel
Horizontal and Vertical Slewing
Example of Display

22-74-00-14000-A

Page Hierarchy (Sheet 1/6)

22-74-00-14100-A

Page Hierarchy (Sheet 2/6)

22-74-00-14200-A

Page Hierarchy (Sheet 3/6)

22-74-00-14300-A

Page Hierarchy (Sheet 4/6)

22-74-00-14400-A

Page Hierarchy (Sheet 5/6)

22-74-00-14500-A

Page Hierarchy (Sheet 6/6)

22-74-00-15300-A

Examples of Messages (MCDU & EIS)

22-74-00-16000-A
22-74-00 PB 001 CONF 02
22-74-00-11200-A
22-74-00-13200-A
22-74-00-13500-A

Message Queue Operation


OPERATIONAL USE - DESCRIPTION AND OPERATION
MCDU Front Panel
Horizontal and Vertical Slewing
Example of Display

22-74-00-14000-A

Page Hierarchy (Sheet 1/6)

22-74-00-14100-A

Page Hierarchy (Sheet 2/6)

22-74-00-14200-A

Page Hierarchy (Sheet 3/6)

22-74-00-14300-A

Page Hierarchy (Sheet 4/6)

22-74-00-14400-A

Page Hierarchy (Sheet 5/6)

22-74-00-14500-A

Page Hierarchy (Sheet 6/6)

22-74-00-15300-A

Examples of Messages (MCDU & EIS)

22-74-00-16000-A

Message Queue Operation

22-75-00
22-75-00 PB 001
22-75-00-11200-A
22-75-00-11300-A
22-75-00-12700-A
22-75-00-12900-A
22-75-00-13100-A
22-75-00-14500-A
22-75-00-14600-A
22-75-00-15300-A
22-75-00 PB 001 CONF 02
22-75-00-11200-A
22-75-00-11300-A
22-75-00-12700-A

AES

SUBJECT
Time and Fuel to Exit the Hold

EIS DISPLAYS
EIS DISPLAYS - DESCRIPTION AND OPERATION
FMGC - EIS Interface
Different Modes on ND
ARC Mode EDIT Area
ROSE-NAV Mode EDIT Area
PLAN Mode EDIT Area
Flight Plan Examples
Offset Path
Pseudo Waypoints on the ND
EIS DISPLAYS - DESCRIPTION AND OPERATION
FMGC - EIS Interface
Different Modes on ND
ARC Mode EDIT Area

T.O.C.

Page 16
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-75-00-13000-A
22-75-00-13200-A
22-75-00-14600-A
22-75-00-14700-A
22-75-00-15400-A
22-76-00
22-76-00 PB 001
22-76-00-13000-A
22-76-00-13100-A
22-76-00-13200-A
22-76-00-13300-A
22-76-00-13400-A

DATA LINK AND PRINTER FUNCTIONS


DATA LINK AND PRINTER FUNCTIONS - DESCRIPTION AND
OPERATION
ACARS Flight Plan Initialization - MCDU Operation Nav Data Base
Company Route Entries
ACARS Flight Plan Initialization - MCDU Operation Downlink Request
Initialization
ACARS Flight Plan Initialization - MCDU Operation Flight Plan Uplink
Received After Engine Start
MCDU - ACARS Takeoff Data
UPLINK TO DATA REQ Page (with Default Values)

22-76-00-13700-A

UPLINK FLX TO DATA Page (with Uplinked Data Not Inserted)

22-76-00-13800-A

UPLINK MAX TO DATA page (with Uplinked Data Inserted)

22-76-00-14000-A

CLIMB WIND Page (without Uplinked Data)

22-76-00-14100-A

CRUISE WIND Page (with Wind Request Pending)

22-76-00-14200-A

CLIMB WIND Page (after Reception of Wind Data)

22-76-00-14400-A

REPORT Page (Prompt for Downlink of Position Report)

22-76-00-16400-A

DATA INDEX (with ACARS installed)

22-76-00-16500-A

PRINT FUNCTION Page 1 (with ACARS Takeoff Data Uplink Disabled


and Auto Print of Wind Uplink Disabled)

22-76-00-16600-A

PRINT FUNCTION Page 2 (with Auto Print at Transition to Takeoff


Disabled and Pre-Flight Report Available)

22-76-00-16700-A

ACARS FUNCTION Page (with Takeoff Data Function Disabled)

22-76-00-16800-A

ACARS FUNCTION Page (with Position Downlink Report Disabled)

22-76-00 PB 001 CONF 02


22-76-00-13000-A
22-76-00-13100-A
22-76-00-13200-A
22-76-00-13300-A
22-76-00-13400-A

AES

SUBJECT
ROSE-NAV Mode EDIT Area
PLAN Mode EDIT Area
Flight Plan Examples
Offset Path
Pseudo Waypoints on the ND

DATA LINK AND PRINTER FUNCTIONS - DESCRIPTION AND


OPERATION
ACARS Flight Plan Initialization - MCDU Operation Nav Data Base
Company Route Entries
ACARS Flight Plan Initialization - MCDU Operation Downlink Request
Initialization
ACARS Flight Plan Initialization - MCDU Operation Flight Plan Uplink
Received After Engine Start
MCDU - ACARS Takeoff Data
UPLINK TO DATA REQ Page (with Default Values)

22-76-00-13700-A

UPLINK FLX TO DATA Page (with Uplinked Data Not Inserted)

22-76-00-13800-A

UPLINK MAX TO DATA page (with Uplinked Data Inserted)

22-76-00-14000-A

CLIMB WIND Page (without Uplinked Data)

22-76-00-14100-A

CRUISE WIND Page (with Wind Request Pending)

T.O.C.

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-76-00-14200-A

SUBJECT
CLIMB WIND Page (after Reception of Wind Data)

22-76-00-14400-A

REPORT Page (Prompt for Downlink of Position Report)

22-76-00-16400-A

DATA INDEX (with ACARS installed)

22-76-00-16500-A

PRINT FUNCTION Page 1 (with ACARS Takeoff Data Uplink Disabled


and Auto Print of Wind Uplink Disabled)

22-76-00-16600-A

PRINT FUNCTION Page 2 (with Auto Print at Transition to Takeoff


Disabled and Pre-Flight Report Available)

22-76-00-16700-A

ACARS FUNCTION Page (with Takeoff Data Function Disabled)

22-76-00-16800-A

ACARS FUNCTION Page (with Position Downlink Report Disabled)

22-81-00
22-81-00 PB 001

FLIGHT CONTROL UNIT (FCU) - DESCRIPTION AND OPERATION

22-81-00-12400-B

Flight Control Unit (FCU)

22-81-00-12500-A
22-81-00-12600-A
22-81-00-12600-B
22-81-00-14300-A
22-81-00-14300-B
22-81-00-17600-A
22-81-00-17700-A
22-81-00-17700-B

FCU - Component Location


FCU - Internal Arrangement
FCU - Internal Arrangement
FCU - Architecture
FCU - Architecture
Monitoring of FCU by FMGC
Changeover
Control of the FCU in Normal Operation

22-81-12
22-81-12 PB 401

CONTROL UNIT - FLIGHT (FCU)


CONTROL UNIT - FLIGHT (FCU) - REMOVAL/INSTALLATION

22-81-12-000-001-A
22-81-12-991-00200-A

Removal of the FCU


Flight Control Unit (FCU)

22-81-12-400-001-A

Installation of the FCU

22-82-00
22-82-00 PB 001
22-82-00-11200-A
22-82-00-12500-A
22-82-00-14000-A
22-82-00-14000-B
22-82-00-14400-A
22-82-00-14500-A
22-82-00-14600-A
22-82-00-16000-A
22-82-00-16400-A
22-82-12
22-82-12 PB 401

AES

FLIGHT CONTROL UNIT (FCU)

MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU)


MULTIPURPOSE CONTROL AND DISPLAY UNIT (MCDU) DESCRIPTION AND OPERATION
MCDU Interface
MCDU - Component Location
MCDU Front Panel
MCDU Front Panel
MCDU - Functional Layout
MCDU Components
MCDU - Block Diagram
Functioning
MCDU Switching Logic
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU)
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) REMOVAL/INSTALLATION

T.O.C.

Page 18
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-82-12-000-001-A
22-82-12-991-00100-A
22-82-12-400-002-A
22-82-12 PB 701
22-82-12-100-001-A
22-83-00
22-83-00 PB 001
22-83-00-11200-A
22-83-00-11300-B
22-83-00-12600-A
22-83-00-15100-A
22-83-00-15200-A
22-83-00-15300-A
22-83-34
22-83-34 PB 401

SUBJECT
Removal of the MCDU
Multipurpose Control and Display Unit (MCDU)
Installation of the MCDU
CONTROL AND DISPLAY UNIT - MULTIPURPOSE (MCDU) CLEANING/PAINTING
Cleaning of the Multipurpose Control Display Unit (MCDU)
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC)
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER (FMGC) DESCRIPTION AND OPERATION
FMGC - Front Panel
FMGC - Internal Arrangement (Standard B and Common Standard)
FMGC - Component Location
FMGC - Architecture
Power Supply Unit
Connector FMGC
COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC)
COMPUTER - FLIGHT MANAGEMENT AND GUIDANCE (FMGC) REMOVAL/INSTALLATION

22-83-34-000-001-A
22-83-34-991-00100-A

Removal of the FMGC


Flight Management and Guidance Computer (FMGC)

22-83-34-400-001-A
22-83-34-400-001-D

Installation of the FMGC


Installation of the FMGC

22-84-00
22-84-00 PB 001
22-84-00-12600-A
22-84-00-13100-A
22-84-00-13800-A
22-84-00-13800-B
22-85-00
22-85-00 PB 001

FMGS: ELECTRICAL POWER SUPPLY


FMGS: ELECTRICAL POWER SUPPLY - DESCRIPTION AND
OPERATION
Power Supply of FMGCs
Power Supply of FCU
MCDUs and Data Loader - Power Supply
MCDUs - Power Supply
FMGS: DISCRETE/ANALOG INTERFACES
FMGS: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND
OPERATION

22-86-00
22-86-00 PB 001

FMGS: BUS INTERFACES


FMGS: BUS INTERFACES - DESCRIPTION AND OPERATION

22-91-00
22-91-00 PB 001

FAULT ISOLATION FUNCTION - PRINCIPLE


FAULT ISOLATION FUNCTION - PRINCIPLE - DESCRIPTION AND
OPERATION
Component Location

22-91-00-13100-A

AES

T.O.C.

Page 19
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
22-91-00-15100-A
22-91-00-15600-A
22-91-00-15700-A
22-91-00-15800-A

SUBJECT
Functional Block Diagram
Fault Detection
1st Phase Analysis - FAC, FG and FM BITE levels
Fault Detection - 1st and 2nd Phase Analysis

22-91-00-15900-A

3rd Phase Analysis (Update of CD)

22-91-00-16100-A

AFS - MAIN MENU Page

22-91-00-16200-A

LAST LEG and PREVIOUS LEG REPORTS/TSD Pages

22-91-00-16300-A
22-91-00-16400-A
22-91-00-19600-A
22-91-00-21700-A

LRU Identification Pages


MCDU Pages MAIN MENU and Ground Scan Options
FIDS - BITE Interface
Menu Chaining

22-91-00-21800-A

Example of LAST LEG REPORT Utilization (1)

22-91-00-21900-A

Example of LAST LEG REPORT Utilization (2)

22-91-00-22000-A

Example of LAST LEG REPORT Utilization (3)

22-91-00 PB 501
22-91-00-710-001-A

FAULT ISOLATION FUNCTION - PRINCIPLE - ADJUSTMENT/TEST


Ground Scanning of the AFS

22-92-00
22-92-00 PB 001

AFS FAULT ISOLATION


AFS FAULT ISOLATION - DESCRIPTION AND OPERATION

22-96-00
22-96-00 PB 001
22-96-00-18000-A

AFS TEST
AFS TEST - DESCRIPTION AND OPERATION
Example of AFS TEST Utilization (1)

22-96-00-18100-A
22-96-00 PB 501
22-96-00-710-001-A
22-97-00
22-97-00 PB 001
22-97-00-13200-B
22-97-00-13300-A
22-97-00 PB 501
22-97-00-710-001-A

AES

Example of AFS TEST Utilization (2)


AFS TEST - ADJUSTMENT/TEST
Operational Test of the AFS
LAND CAT III CAPABILITY TEST
LAND CAT III CAPABILITY TEST - DESCRIPTION AND OPERATION
Land Test (Accepted)
Land Test (Refused)
LAND CAT III CAPABILITY TEST - ADJUSTMENT/TEST
Operational Test of the LAND CAT III Capability

T.O.C.

Page 20
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AUTO FLIGHT - GENERAL - DESCRIPTION AND OPERATION


** On A/C ALL
1.

General
The auto-flight system is made up of the following sub-systems:

AES

A.

Flight Management and Guidance System (FMGS)


The FMGS performs the functions given below :
. autopilot (AP)
. flight director (FD)
. autothrust (A/THR)
. flight management which includes navigation, performance and processing of displays.

B.

Flight Augmentation (FAC)


The FAC performs the functions given below:
. yaw damper
. rudder travel limiting
. monitoring of the flight envelope and computations of maneuvering speed
. yaw autopilot order using power loops of yaw damper and rudder trim
. FAC 1: BITE function of the AFS.

22-00-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

Component Location
(Ref. Fig. 22-00-00-13200-B - Layout of the AFS Components)
(Ref. Fig. 22-00-00-13300-A - Location of the AFS Computers)
FIN

1CA1
1CA2
2CA
3CA1
3CA2

FUNCTIONAL DESIGNATION
FMGC-1
FMGC-2
FCU
MCDU-1
MCDU-2

FIN

PANEL
83VU
84VU
13VU
11VU
11VU

FUNCTIONAL DESIGNATION

PANEL

ZONE ACCESS
DOOR
127
128
210
210
210

ATA REF.
22-83-34
22-83-34
22-81-12
22-82-12
22-82-12

ZONE ACCESS ATA REF.


DOOR

** On A/C ALL
EMB SB 22-1085 FOR A/C 003-004
3CA3

MCDU-3
FIN

101VU

FUNCTIONAL DESIGNATION

PANEL

211

22-82-12

ZONE ACCESS ATA REF.


DOOR

** On A/C ALL
12CA1
12CA2

SOLENOID-PITCH & ROLL LOCK, CAPT


SOLENOID-PITCH & ROLL LOCK, F/O

193VU
182VU

211
212

22-31-00
22-31-00

1CC1
1CC2
9CC
8CC

FAC-1
FAC-2
CTL SW-RUDDER TRIM
P/BSW-RUD TRIM/RESET

83VU
84VU
110VU
110VU

127
128
210
210

22-66-34
22-66-34
22-62-11
22-62-12

17CC
2CC
3CC1
3CC2
4CC
10CC
7CA1

IND-RUDDER TRIM
XDCR UNIT-YAW DAMPER POS
SERVO ACTR-YAW DAMPER, 1
SERVO ACTR-YAW DAMPER, 2
LIMITATION UNIT-RUDDER TRAVEL
ACTUATOR-RUDDER TRIM
P/BSW-A/THR INST DISC, CAPT

110VU

211VU

210
325
325
325
325
325
210

22-62-21
27-26-17
27-26-51
27-26-51
27-23-51
27-22-51
22-31-00

7CA2

P/BSW-A/THR INST DISC, F/O

210VU

210

22-31-00

12CC1

P/BSW-FLT CTL/FAC1

23VU

211

22-62-00

12CC2

P/BSW-FLT CTL/FAC2

24VU

212

22-62-00

4CA
47CE1
47CE2

CARRY ON LOADER
RELAY-TAKEOVER & PRIORITY 1
RELAY-TAKEOVER & PRIORITY 2

187VU
188VU

212
127
128

22-31-00
27-14-00
27-14-00

AES

325BL
325BL
325BR
325DL
325AL

22-00-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

System Description
(Ref. Fig. 22-00-00-15200-A - General Architecture of the AFS)
(Ref. Fig. 22-00-00-15300-A - AFS - Controls and Indicating)
The AFS/FMS includes four computers: two FACs and two FMGCs (8 MCU each) located in the aft electronics rack
80VU.
(Ref. Fig. 22-00-00-13300-A - Location of the AFS Computers)
The actuators associated with the FAC are directly connected to the flight controls.
All the controls and displays are in the cockpit:
on the glareshield, overhead panel, maintenance panel and center pedestal.
The system buses which transfer the digital information of the ARINC specification 429 perform:
. interconnections between the computers
. connections between the computers, control units and sensors.
A.

Architecture of AFS
The AFS comprises two sub-systems:
. Flight Augmentation Computer system
. Flight Management and Guidance Computer system.
These sub-systems include the computers, actuators, control units and associated peripherals.
There are no servo actuators for the autopilot and the autothrust functions.
The system (FMGS) sends the surface deflection commands for the autopilot function to:
. ELAC 1 and ELAC 2 for pitch and roll commands
. FAC 1 and FAC 2 for yaw commands.
The system (FMGS) sends the thrust command for the autothrust function to:
. ECU 1 /EEC 1 (to set the thrust command on the engine 1)
. ECU 2 /EEC 2 (to set the thrust command on the engine 2).
The side stick controllers and the throttle control levers do not move when the autopilot and the A/THR are
engaged.

B.

Controls and Indicating


(Ref. Fig. 22-00-00-15300-A - AFS - Controls and Indicating)
(1) Controls
. FAC pushbutton switches on FLT CTL panels 23VU and 24VU
. Flight Control Unit (FCU) on the glareshield
. Multipurpose Control and Display Units (MCDU)
. Takeover and priority pushbutton switches
. A/THR instinctive disconnect pushbutton switches.
(2) Indicating and Warnings
. Primary Flight Display (CAPT and F/O PFDs)
. Navigation Display (CAPT and F/O NDs)
. upper and lower display units of the ECAM system
. rudder trim indicator on the RUD TRIM panel on the center pedestal
. MASTER WARN, MASTER CAUT and AUTO LAND lights.

AES

22-00-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
4.

Power Supply
A.

28VDC Supply
The 28VDC power supplies:
. FMGC 1 and FAC 1 through 28VDC ESS SHED BUS 801PP
. FCU (side 1) through 28VDC ESS BUS 401PP
. FMGC 2 , FAC 2, FCU (side 2), Rudder Trim Indicator through 28VDC BUS2 206PP
. stick lock and rudder artificial feel relays through 28VDC BAT BUS 301PP.

B.

115VAC Supply
The 115VAC power supplies:
. MCDU 1 through 115VAC ESS SHED BUS 801XP-A
. MCDU 2 through 115VAC BUS2 202XP-C

C.

26VAC Supply
The 26VAC power supplies:
. sensors associated with FAC 1 through 26VAC BUS1 431XP
. sensors associated with FAC 2 through 26VAC BUS2 231XP.

D. 5VAC Supply
A 115VAC/5VAC step-down transformer provides power for the integral lighting and lighting of the LCD
display.
Potentiometers control the lighting brightness.
The 5VAC power which supplies the pushbutton switches is reduced to 3VAC in DIM conditions.
E. List of the AFS circuit-breakers
------------------------------------------------------------------------------PANEL DESIGNATION
FIN
LOCATION
------------------------------------------------------------------------------49VU AUTO FLT/FCU/1
9CA1
121VU AUTO FLT/FCU/2
9CA2
49VU AUTO FLT/FMGC/1
10CA1
121VU AUTO FLT/FMGC/2
10CA2
49VU AUTO FLT/MCDU/1
11CA1
121VU AUTO FLT/MCDU/2
11CA2
121VU AUTO FLT/STICK/LOCK
13CA
121VU AUTO FLT/RUDDER/ARTF/FEEL
14CA
49VU AUTO FLT/FAC1/28VDC
5CC1
121VU AUTO FLT/FAC2/28VDC
5CC2
49VU AUTO FLT/FAC1/26VAC
14CC1
121VU AUTO FLT/FAC2/26VAC
14CC2

AES

22-00-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
5.

Interface
A.

Interconnection with Peripherals


The interconnection between the FACs, the FMGCs and the peripherals makes sure that a single failure of a
peripheral has no effect on the AFS/FMS functions.

B.

Interconnection with Flight Controls


(1) FMGC
(a) Pitch and roll axes
The FMGC 1 and 2 send autopilot orders through output buses to the ELACs.
The ELACs then transmit deflection commands to the surfaces on the pitch and roll axes.
The ELACs use the buses from the FMGC 1 or FMGC 2 according to the autopilot engaged (AP1 has
priority when both APs are engaged in ILS approach).
(b) Yaw axis
The FMGC 1 and 2 send autopilot orders to the FACs which control both yaw damper servo actuators
(transient commands) and rudder trim actuator (permanent commands).
The FACs use the same priority logic as the ELACs.
(2) FAC
The FACs send yaw damper commands to two hydraulic servo actuators (one per FAC).
They also send commands to four electrical actuators for rudder trim and rudder travel limiting (one per
FAC and per function).
All the servomotors operate using the automatic changeover.

C.

AES

Interconnection with Engine Controls


(Ref. Fig. 22-00-00-19800-A - Interconnection Between the AFS and the Engines)
The FMGCs compute and transmit data to the engines through the FCU, EIU and ECU/EEC using ARINC
Specification 429 bus.
To consolidate engine data, the priority FMGC compares the output parameters from the FCU with its own
available data by means of associated logic.
Each FMGC receives four ARINC buses for computation : two buses associated with the own side, two others
associated with the opposite side.

22-00-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
6.

Component Description
The AFS components (FAC,FCU,MCDU,FMGC) are described in the following topics (ATA REF):
- FAC : 22-66-00
- FCU : 22-81-00
- MCDU: 22-82-00
- FMGC: 22-83-00

AES

22-00-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
7.

Operation
A.

Flight Augmentation (FAC)


(1) General
(a) Functions
The FAC performs the functions given below:
. yaw damper
. rudder trim (manual and automatic)
. rudder travel limiting
. monitoring of the flight envelope and computations of maneuvering speed
. achievement of yaw autopilot order using power loops of yaw damper and rudder trim.
In addition the FAC 1 performs the BITE function of the AFS.
(b) Operating principles
The FAC is a dual-dual type system for yaw damper, rudder trim and rudder travel functions.
FACs 1 and 2 can be engaged at the same time through FAC 1 and FAC 2 pushbutton switches on the
overhead panel. Only one system is active at a time : FAC 1 has priority, FAC 2 being in standby and
synchronized on FAC 1 orders. An automatic changeover occurs on FAC 2 in case of disengagement or
failure of FAC 1.
Partial changeover function per function (yaw damper, rudder trim, RTL) is possible.
When the aircraft electrical network is energized, the functions that follow will operate independently
of the FAC pushbutton switches:
. monitoring of the flight envelope
. computation of maneuvering speed.
The FMGCs and the PFDs receive these information signals as follow:
. FMGC 1 and Capt PFD normally use data from FAC 1
. FMGC 2 and F/O PFD normally use data from FAC 2
In the event of failure, the FMGCs and the PFDs use the data from the active FAC.
(2) Yaw damper
The yaw damper function provides:
. manual yaw stabilization.
The ELACs compute the corresponding data and transmit them to the rudder surface via the servo loop
of the yaw damper (FAC).
. alternate law for Dutch roll damping when the ELAC no longer computes normal yaw stabilization.
. Dutch roll damping (including turn coordination) when the autopilot is engaged in cruise only.
. engine failure recovery when the autopilot is engaged (the ELACs provide this function in manual
flight).
(3) Rudder trim
The rudder trim function provides:
. manual control via a rudder trim control switch located on the center pedestal.
In addition the ELACs compute a command signal for rudder deflection (normal yaw damping law
including recovery of engine failure) performed by the trim sub-system in manual flight.
Reset of the rudder trim position is possible using a pushbutton switch located on the center pedestal.
. automatic control when the autopilot is engaged which provides the accomplishment of yaw autopilot
command and the recovery of engine failure.
(4) Rudder travel limitation
This function provides the limitation of the rudder travel by displacement of a stop as a function of the
speed.

AES

22-00-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(5) Monitoring of flight envelope and computation of maneuvering speed
This function provides the Primary Flight Display (PFD) with the following data displayed on the speed
scale:
(Ref. Fig. 22-00-00-22400-A - Display of the FAC Data on the Speed Scale of the PFD)
. stall warning speed (VSW)
. lower selectable speed (VLS)
. maximum speed (V MAX)
. maximum operational speed (V MAX OP) giving margin against buffeting
. airspeed tendency (VC TREND)
. maneuvering speed (V MAN) function of the flap and slat positions
. minimum flap retraction speed (V3)
. minimum slat retraction speed (V4)
. predictive VFE at next flap/slat position (V FEN)
In addition :
. V MAX and VLS are used in the FMGC for speed limitation of AP/FD and A/THR functions
. The FAC computes the conditions of activation of the alpha floor mode of the A/THR functions (angle
of attack protection in case of windshear).
(6) Windshear detection (optional)
(7) Low energy detection
(8) BITE function of the system
The FAC 1 performs BITE function of the whole AFS/FMS.
Each computer includes its own BITE function and is linked to the FAC 1.
The MCDU (linked to the CFDIU) displays the content of the maintenance data.
B.

Flight Management and Guidance System (FMGS)


(1) General
(a) Functions
The FMGS performs the functions given below:
. autopilot (AP)
. flight director (FD)
. autothrust (A/THR)
. flight management which includes navigation, performance and processing of displays.
(b) Operating principles
The FMGS is a dual-dual type system for the autopilot and autothrust functions.
In cruise mode only one autopilot can be engaged.
Both APs can be engaged (through the AP1 and AP2 pushbutton switches located on the FCU) as
soon as ILS approach mode is selected.
AP1 has priority, AP2 is in standby (the ELACs and the FACs use the AP1 commands first and switch
on the AP2 command in case of AP1 disengagement). A single A/THR pushbutton switch located on
the FCU enables engagement of the autothrust function. Both A/THRs are always engaged at the
same time but only one (A/THR 1 or A/THR 2) is active depending on AP and FD engagement
statuses.
----------------------------------------------------------! ENGAGEMENT OF AP ! ENGAGEMENT OF FD ! A/THR ACTIVE
!
!---------!---------!---------!---------!
!
!
1
!
2
!
1
!
2
!
!
!---------!---------!---------!---------!-----------------!
!
ON
!ON or OFF!ON or OFF!ON or OFF!
A/THR 1
!
!---------!---------!---------!---------!-----------------!
!
OFF
!
ON
!ON or OFF!ON or OFF!
A/THR 2
!

AES

22-00-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!---------!---------!---------!---------!-----------------!
!
OFF
!
OFF
!
ON
!ON or OFF!
A/THR 1
!
!---------!---------!---------!---------!-----------------!
!
OFF
!
OFF
!
OFF
!
ON
!
A/THR 2
!
!---------!---------!---------!---------!-----------------!
!
OFF
!
OFF
!
OFF
!
OFF
!
A/THR 1
!
!
!
!
!
! (OR A/THR 2 IF !
!
!
!
!
! A/THR 1 FAIL) !
----------------------------------------------------------The flight director is active when the aircraft electrical network is energized. Then associated FD
pushbutton switches on CAPT and F/O EFIS control sections come on. The FMGC 1 normally drives
the FD symbols (crossed bars or yaw bar or flight path director symbols) on Capt PFD and the FMGC
2 normally drives the FD symbols on F/O PFD.
In case of the failure of one FMGC, the remaining FMGC drives the FD symbols on both PFDs.
(Ref. Fig. 22-00-00-22800-A - AFS - FD Symbols on the PFD)
The flight management system is available when the aircraft electrical network is energized.
The FMGCs work normally in dual mode on the master/slave concept.
Both FMGCs perform the same functions simultaneously and use all crew inputs on MCDU 1 or 2.
The flight management functions are performed by using normally the system input of the associated
side (1 or 2).
The slave system synchronizes on the master system for the initialization of flight planning or for the
modification and sequencing or for the performance modes or for the guidance modes or for the radio
navigation.
The results are compared and, in case of discrepancy, the MCDU displays messages (position, weight,
target speeds).
If dual mode cannot be maintained (incompatible data base...), both FMGCs revert to independent
mode, i.e. each FMGC controls the MCDU of its own side.
No information is transferred from one FMGC to the other and therefore neither synchronization nor
comparison can be performed.
In case of FMGC failure, the opposite FMGC takes control of MCDU 1 and 2 independently and feeds
both NDs with the same data. All the functions of the flight management are available through MCDU
1 or 2.
(2) Autopilot (AP)
(a) Autopilot modes
The autopilot performs the modes given below:
. cruise modes:
! Vertical Speed (V/S)
! Flight Path Angle (FPA)
! Altitude Hold (ALT)
Longitudinal ! Altitude Acquire (ALT*)
! Open Climb (OP CLB)
! Climb (CLB)
! Open Descent (OP DES)
! Descent (DES)
! Expedite (EXP)
! Heading (HDG)
Lateral
! Track (TRK)
! Lateral Navigation (NAV)
. Takeoff/Go Around/Approach modes:
------------------------------------------------------------------------------! MODES
!
PITCH AXIS
!
ROLL AXIS
!
!---------------------!----------------------------------!--------------------!

AES

22-00-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
! 2 engines
! 1 engine fail
! Runway (RWY) :
!
!
! operational
!
! holding of LOC
!
!
!----------------!-----------------! center line up to !
! TAKEOFF
! Speed Reference! SRS : holding of! 30 ft. and TRACK
!
! (TO)
! System (SRS) : ! Va if Va > V2
! after 30 ft. (not !
!
! holding of
! V2 if Va < V2
! available on ground!
!
! V2 + 10 kt
! (*)
! for AP)
!
!---------------------!----------------------------------!--------------------!
! GO AROUND
! SRS : holding of Va if Va > VAPP !
Track
!
! (GA)
!
VAPP if Va < VAPP (*)
!
!
!---------------------!----------------------------------!--------------------!
! LOCALIZER (LOC)
!
! LOC capture & track!
!---------------------!----------------------------------!--------------------!
!
! ILS
! Glide capture and track (G/S)
! LOC capture & track!
! APPROACH ! approach !
! Align and roll out !
!(depending!----------!----------------------------------!--------------------!
! on pilot ! non! Final descent (FINAL)
! Approach NAV
!
!selection)! precision!
!
!
!
! approach !
!
!
------------------------------------------------------------------------------(*) Va : Aircraft speed when the engine failure occurs
(b) Operational use
1

Engagement of system and selection of modes


The FCU enables the engagement of the AP and the selection of modes through three control
panels:
. the left and right side panels for the selection of modes on Capt PFD, ND and on F/O PFD,
ND respectively
. the center panel for the engagement of AP and A/THR and the selection of the AP/FD
modes.
The FCU also enables the selection of reference parameters:
. heading/track
. vertical speed/flight path angle
. speed/Mach
. altitude.
The operating mode of the AP is in MANUAL CONTROL when the references are selected on the
FCU. The AP is in AUTO CONTROL when the flight management system defines these
references.
The table below defines the modes which are available in manual and auto controls.
-----------------------------------------------!
AUTO CONTROL
!
MANUAL CONTROL
!
------------------!----------------------!-----------------------!
!
!
RWY
!
!
! LATERAL
!
NAV
!
HDG/TRK
!
!
!
LOC
!
!
!
!
TRK (GA)
!
!
!-----------------!----------------------!-----------------------!
!
!
SRS (TO/GA)
!
ALT (AUTO ARMED)
!
! VERTICAL PATH
!
PROFILE
!
VS/FPA
!
!
!
. CLB
!
EXP (SPEED AUTO
!
!
!
. ALT CNST
!
CONTROL)
!
!
!
. DES
!
OP CLB
!
!
!
!
OP DES
!

AES

22-00-00 PB001

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!-----------------!-- -------------------!-----------------------!
! SPEED
! FLT PLN REFERENCE
!
FCU REFERENCE
!
!-----------------!----------------------!-----------------------!
! APPROACH
! APPR RNAV/ADF/VOR
!
!
!
! LAND LOC/GLIDE/FLARE/!
!
!
!
ALIGN/ROLLOUT/ !
!
!
!
RETARD
!
!
-----------------------------------------------------------------In auto control:
. the corresponding reference is shown by a dashed line on the FCU (for altitude, a value is
always shown).
. an indicator light comes on near the corresponding reference display on the FCU.
To selection a parameter in manual control mode, you pull and turn the corresponding selector
knob on the FCU.
To revert to the auto control mode, you push the corresponding selector knob.
2

Operational rule
The AP/FD or the autothrust system always maintain speed (see para. 7.B (4)).
Modification of altitude requires two actions :
. select new altitude
. pull the altitude selector knob (for immediate acquisition of value) or push the selector knob
(for acquisition according to flight plan).
Pulling a selector knob always leads to an immediate acquisition and hold of the
corresponding parameter.

(3) Flight director (FD)


Same as autopilot. In addition the TO mode is available on the ground.
(4) Autothrust (A/THR)
The autothrust function performs these modes:
. speed: acquisition and hold (SPD)
. Mach: acquisition and hold (MACH)
. thrust: acquisition and hold of thrust limit (CLB or MCT or TO/GA)
. retard: application of minimum thrust (IDLE) during flare.
(5) Flight mode annunciator (FMA)
The FMA on the upper section of the PFD provides the pilot with status data related to:
. engagement of the modes of the A/THR, AP and FD systems
. landing capabilities.
This section of the PFD comprises five columns of three lines each which display the various operations of
the FMGC.
(Ref. Fig. 22-00-00-23100-B - AFS - Annunciator of the Flight Modes on the PFD)
The FMA uses different colors for the display of the annunciations and the messages.
These colors are :
. green for active modes
. cyan for armed modes
. magenta for modes armed or engaged because of a constraint
. white for engagement status of AP, FD, A/THR. The display flashes in case of automatic switching of
the FMGC
. amber for indications which require special attention.
The following tables show the different messages with the associated colors (G for green, C for cyan, M
for magenta, R for red, A for amber, W for white).
-----------------------------------------------------------------------------!
ZONE A1
!
ZONE B1
! ZONE C1
! ZONE D1 ! ZONE E1 !
------------------------------------------------------------------------------

AES

22-00-00 PB001

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
! SRS (G)
! HDG(G)
! CAT1 (W)! AP1 (W) !
! ---------!
!
!
!
!
! !MAN (W) !
!
!
!
!
!
! !TOGA (W)! (W)
! ALT CRZ (G)
! GA TRK(G) ! CAT2 (W)! AP2 (W) !
! ---------!
!
!
!
!
!
! ALT CST (G)
! LOC (G)
! CAT3 (W)! AP1+2 (W)!
! ---------------!
!
!
!
!
! !MAN (W)
!
!
!
!
!
!
! !FLX (W) XX (C)! (W) !
!
!
!
!
! ---------------! ALT CST * (G)
! LOC * (G) !
!
!
!
!
!
!
!
!
!
! V/S(G) + or ! NAV(G)
!
!
!
!
! XXXX(C)
!
!
!
!
! ---------!
!
!
!
!
! !MAN (W) !
!
!
!
!
!
! !MCT (W) ! (W)
! FPA(G) + or ! APP NAV(G) !
!
!
! --------! X.X (C)
!
!
!
!
!
!
!
!
!
!
!
! EXP CLB (G)
! RWY(G)
!
!
!
! ---------!
!
!
!
!
! !MAN (W) !
!
!
!
!
!
! !THR (W) ! (A)
! EXP DES(G)
! TRACK(G)
!
!
!
! ---------!
!
!
!
!
!
!
G/S(G)
! RWY TRK(G) !
!
!
! -------------!
!
!
!
!
! !A.FLOOR (G) ! (A)*
!
!
!
!
!
! !------------!
!
!
!
!
!
!
G/S * (G)
!
!
!
!
!
!
!
!
!
!
! -------------!
!
!
!
!
! !TOGA LK (G) ! (A)*
!
CLB(G)
!
!
!
!
! !------------!
!
!
!
!
!
!
DES(G)
!
!
!
!
! SPEED (G)
!
!
!
!
!
!
! OP CLB(G)
!
!
!
!
! MACH (G)
!
!
!
!
!
!
! OP DES(G)
!
!
!
!
!
!
!
!
!
!
! THR MCT (G)
!
!
!
!
!
!
! FINAL(G)
!
!
!
!
! THR CLB (G)
!
!
!
!
!
!
! ALT(G)
!
!
!
!
! THR LVR (G)
!
!
!
!
!
!
! ALT* (G)
!
!
!
!
! THR IDLE (G)
!
!
!
!
!
!----------------------------------------------------------------------------!
(A)* : amber box flashing
-----------------------------!
ZONE BC1
!
-----------------------------! FINAL APP(G)
!
!----------------------------!
! FLARE(G)
!

AES

22-00-00 PB001

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!----------------------------!
! ROLL OUT(G)
!
!----------------------------!
! LAND(G)
!
!----------------------------!
-----------------------------------------------------------------------------!
ZONE A2
!
ZONE B2
! ZONE C2
! ZONE D2
! ZONE E2
!
-----------------------------------------------------------------------------!
! ALT(M)
! NAV(C)
! SINGLE(W)
!
!
!
!
!
!
!
!
!
! ALT(C)
! APP NAV(C) ! DUAL(W)
!
!
!
!
!
!
!
!
!
! CLB(C)
! LOC(C)
!
! 1FD2(W)
!
!
!
!
!
!
!
!
! DES(C)
!
!
! 1FD1(W)
!
!
!
!
!
!
!
!
! G/S(C)
!
!
! 2FD2(W)
!
!
!
!
!
!
!
!
! FINAL(C)
!
!
! 1FD-(W)
!
!
!
!
!
!
!
!
! ALT(C) G/S(C)
!
!
! 2FD-(W)
!
!
!
!
!
!
!
!
! ALT(M) G/S(C)
!
!
! -FD1(W)
!
!
!
!
!
!
!
!
! ALT(C) FINAL(C) !
!
! -FD2(W)
!
!
!
!
!
!
!
!
! ALT(M) FINAL(C) !
!
!
!
!
!
!
!
!
!
!
! DES(C) G/S(C)
!
!
!
!
!
!
!
!
!
!
!
! DES(C) FINAL(C) !
!
!
!
!
!
!
!
!
!
----------------------------------------------------------------------------------------------------------------------------------------------------------!
ZONE A3
!
ZONE B3
! ZONE C3 !
ZONE D3
! ZONE E3
!
-----------------------------------------------------------------------------!
!
!
! DH(W)XXX(C)
! A/THR(W)
!
!
!
!
!
!
!
! LVR ASYM(A)
!
!
! NO DH(H)
! A/THR(C)
!
!
!
!
!
!
!
! LVR CLB (W)* !
!
! MDA(W)XXXX(C) !
!
!
!
!
!
or
!
!
! LVR MCT (W)* !
!
! MDH(W)XXXX(C) !
!
!
!
!
!
!
!
-----------------------------------------------------------------------------(W)* : white wording flashing
--------------------------------!
ZONE AB3
!
--------------------------------! SPEED SEL : XXX (C)
!
! MACH SEL
: .XX (C)
!
---------------------------------

AES

22-00-00 PB001

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
----------------------------------!
ZONE BC3
!
----------------------------------! SET GREEN DOT SPD(W)
!
!
!
! DECELERATE(W)
!
!
!
! MORE DRAG(W)
!
!
!
! SET MANAGED SPD (W)
!
!
!
! CHECK APP SEL (W)
!
!
!
! SET HOLD SPD(W)
!
!
!
! VERT DISCONT AHEAD(A)
!
!
!
----------------------------------(6) Flight Management System (FMS)
(a) FMS Functions
1

Definition of the flight plan (lateral and vertical)

Lateral navigation:
. initialization of ADIRS
. determination of the aircraft position
. follow-up of the flight plan
. selection of navaids (manual or automatic).

Performance, computation and vertical navigation:


. calculation of the optimum speed and of the characteristic speeds
. calculation of predictions during the flight plan taking into account the various constraints
. follow-up of the vertical flight profile
. various supplementary performance calculations.

Management of displays:
. on the MCDU
. on the ND
. on the PFD.

(b) Definition of the flight plan


From the navigational data stored in its mass memory, the FMGC permits (via the MCDU 1 or 2) to
choose a flight plan :
. through the designation of a company route number,
. through the designation of the airports of origin and destination.
A company route, as defined in the mass memory may contain, in addition to the origin and
destination :
. the arrival, route and departure procedures,
. the cruise flight level,
. a cost index (ratio between the time cost and the fuel cost).
This enables the system to optimize the vertical profile of the flight.
The system then defines a flight plan. The plan is generally associated to an alternate airport.

AES

22-00-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
In the absence of company routes in the memory, the initialization is made:
. when the origin/destination couple is called up,
. when the crew enters the procedures, cruise level and cost index data.
The MCDU consists of:
. a color CRT,
. an alphanumeric keyboard with functions keys.
The MCDU 1 or 2 permits, if necessary, to perform the following :
. change the cruise altitude and cost index,
. modify the arrival or departure procedures (STAR, SID...),
. change the lateral flight plan (new route, insertion of holding etc.)
. change the vertical flight plan (insertion/deletion of constraints, step climb etc.).
NOTE :

The mass memory is updated every 28 days.


On aircraft, external equipment (data loader) is used to update the system.
The system stores permanently in its mass memory the two most recent navigation data
updates.
The crew can enter, independently of the mass memory inserted by the load, 20 waypoints, 20
navaids, 10 runways and 3 company routes.
These specific elements are automatically cleared either at the end of each flight or when a
new data bank is selected, depending on the airline choice (pin programming).
The definition of the flight plan determines in advance the type of approach to be made at the
destination airport (ILS or R.NAV approach).
It is possible to define a second flight plan termed secondary which is not active.
This plan has the same characteristics as the active plan and is used to prepare the next flight
plan (including fuel), to facilitate training and to evaluate various performance comparisons
according to 2 different flight plans.

(c) Lateral navigation

AES

ADIRS initialization on the ground


The coordinates of the airport of origin are supplied to the ADIRS :
. if the ADIRS are in align mode,
. if an action is made on the MCDU 1 or 2 (ALIGN IRS).
The pilot can modify the coordinates stored in the mass memory.

Determination of the aircraft position


The aircraft position is determined from information supplied by the ADIRUs and navaids (DME
and VOR).
The calculation can also be made in degraded mode, from inertial data alone.
During approach, the LOC information is used for the lateral re-alignment of the aircraft position.
An information about the accuracy of the position, as calculated by the system, is supplied to the
crew.

Follow-up of the flight plan


The use of the autopilot or of the flight director and the selection of the lateral autocontrol
function (push action on HDG/TRK selector knob on the FCU) make this follow-up possible.
Flight segments can be guided in VOR mode (selection by the crew on the MCDU).

Selection of navaids
The FMGC normally ensures the selection of navaids (ADF, ILS) :
. automatically as a function of geographical criteria depending on the planned route and on the
aircraft position.
. manually from the MCDUs.
For information displayed on the ND, the selection of VOR and ILS automatically causes the
selection of DME.

22-00-00 PB001

Page 15
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The selection of DME frequencies for the calculation of position is fully automatic.
In standby mode, the pilot can take control of the navaid selections side after side, through action
on the RMP.
(Ref. Fig. 22-00-00-23300-A - AFS - Selection of Navaids)
Consequently, any FMGC selection is overridden and in particular, the management of DME
frequencies is cancelled for the calculation of position by the FMGC.
(d) Performance data

AES

Calculation of optimum speed


The flight management system enables to minimize the flight cost through the optimization of the
speed.
The calculations are dependent on :
. the flight plan,
. the aircraft weight entered by the crew,
. the various models of aircraft and engines stored in the mass memory.
Wind and temperature models are also taken into account for the calculations. The crew can
modify these models.

Calculation of predictions throughout the flight plan


The vertical profile is sequenced in flight phases :
. takeoff
. climb
. cruise
. descent
. approach.
The system defines a certain number of pseudo waypoints which are integrated in the flight plan.
These are :
. waypoints corresponding to climb, level or descent phase,
. waypoints corresponding to change of speed.
The system automatically adapts the aircraft performance :
. to time constraints at a waypoint (in the flight plan there can only be one constraint at a
waypoint entered by the pilot), or
. to speed constraints and/or altitude constraints at various climb or descent waypoints (defined
by the flight plan or entered by the pilot).
The system uses the constraints to calculate the speed, altitude, time and fuel when overflying
each waypoint. The system also calculates a geographic profile for the climb and approach.

Follow-up of vertical profile


The use of the AP or FD enables follow-up of the vertical profile on condition that a vertical
speed has not been imposed by the pilot via the FCU.
The follow-up of the optimum speed is made by the AP/FD or by the thrust control system on
condition that the pilot has not imposed the speed to be followed.
The follow-up of the vertical profile and of the optimum speed can be simultaneous or
independent.
During final approach, if a non-precision approach has been selected, the vertical profile is defined
up to the minimum descent altitude (MDA).

Supplementary performance calculations


The system makes several performance calculations such as :
. calculation of aircraft weight and center of gravity
. management of fuel, taking into account reserves, alternate destination and hold, as provided
by the fuel policy of each airline
. evaluation of cost difference between a flight at constant cruise level and a flight including an
intermediate change of cruise level (step-climb or step-descent)

22-00-00 PB001

Page 16
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.
.
.

calculation of optimum and maximum flight altitudes


same prediction and management calculations for the fuel on the secondary flight plan
specific calculations in the event of engine failure.

(e) Management of displays


(Ref. Fig. 22-00-00-23400-A - AFS - Display of Flight Management Information)
The flight management system displays information required for the definition and follow-up of the
flight plan:
. on the MCDU 1 and 2
. on the NDs
. on the PFDs.

AES

Displays on the MCDU 1 and 2:


. flight plan (waypoints, altitude procedure and estimations, speed, time, wind, fuel)
. constraints of the flight plan
. condition of the aircraft (absolute or relative position with respect to reference marks, weight,
estimated center of gravity)
. condition of the system (navigation accuracy, performance mode...)
. flight phases and associated performance data
. navaids used
. all supplementary performance calculations.

Displays on the NDs:


. aircraft position (identified by a symbol) and deviation with respect to the followed track
. flight plans (active or secondary) defined as a function of scale and commands selected on the
FCU
. pseudo waypoints
. various parameters (selected on the FCU by means of CSTR, WPT, VOR.D, NDB and ARPT
pushbutton switches):
. constraints of the flight plan, or
. waypoints other than those of the active flight plan, or
. navaids not displayed with the flight plan, or
. NDB beacons, or
. airports other than those of the active flight plan.
. VOR and/or NDB beacons selected
. flight management information messages.

Displays on the PFDs


These messages are given to the crew for the follow-up of the flight plan:
. SET VFTO, DECELERATE ...
They indicate the lateral and vertical deviations with respect to the flight plan during an NDB,
VOR or RNAV approach (as an alternative to ILS deviations).
The altitude deviation with respect to the descent profile is also displayed during the descent.

22-00-00 PB001

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3CA

A
SPD

CSTR

WPT

VOR D

NDB

HDG

LAT

in Hg

hPa

ILS

PLAN

V/S
FPA

100

SPD
MACH

ADF

OFF

PUSH
TO
LEVEL
OFF

METRIC
ALT

AP1

20

UP

1000

AP2

A/THR

LOC

12CC1

G
FTL CTL

10

CSTR

EXPED

G AB

NAV

ROSE
VOR

ARC

ILS

160

PLAN

hPa
PULL
STD

2
ADF

VOR

APPR

VOR

OFF

ILS

OFF

12CC2

in Hg

320

ADF

VOR
OFF

WPT

VOR D

60

DN

2
VOR

NDB

BARO

HDG
TRK

160

10

ILS

ARPT
40

80

320

ADF
FD

20

ARC

PULL
STD

LVL/CH

TRK FPA

40

NAV

ROSE
VOR

ALT

HDG V/S

ARPT

BARO

FD

23VU

24VU

FTL CTL

ELAC 1

SEC 1

FAC 1

ELAC 2

SEC 2

SEC 3

FAC 2

FAULT

FAULT

FAULT

FAULT

FAULT

FAULT

FAULT

OFF

OFF

OFF

OFF

OFF

OFF

OFF

7CA2

47CE1

47CE2

7CA1

D CE

(REF 270000)

E
12CA1
THROTTLE CONTROL LEVER

12CA2
SIDE STICK CONTROLLER

D
17CC
110VU

BRT

F
A
I
L

3CA1
3CA2

F
M
G
C

DIR

PROG

PERF

INIT

FPLN

RAD
NAV

FUEL
PRED

SEC
FPLN

DATA
MCDU
MENU

AIR
PORT

NEXT
PAGE

X
DVFY

RUD TRIM
M
C
D
U
M
E
N
U

NOSE
L

25

NOSE
R

RESET

9CC

Y
CLR

8CC
N_MM_220000_0_AAM0_01_00

AES

FIGURE 22-00-00-13200-B SHEET 1


Layout of the AFS Components

22-00-00 PB001

Page 18
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
AFT ELECTRONICS RACK 80VU

1CA2

1CC2

1CC1

1CA1

82
VU

81VU

FMGC2

FAC2

FAC1

FMGC1

84
VU

83VU

86
VU

85VU

88VU

87VU

N_MM_220000_0_ACM0_01_00

AES

FIGURE 22-00-00-13300-A SHEET 1


Location of the AFS Computers

22-00-00 PB001

Page 19
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

ECU/EEC
2

EIU 2

DMC
(1,2,3)

FAC 2
M
C
D
U
2

FMGC
2

TO ELAC
1&2

CFDIU

M
C
D
U
1

F
C
U

CFDIU

SERVO
ACTUATORS

FMGC
1
FAC 1

DMC
(1,2,3)

ECU/EEC
1

EIU 1

N_MM_220000_0_AEM0_01_00

AES

FIGURE 22-00-00-15200-A SHEET 1


General Architecture of the AFS

22-00-00 PB001

Page 20
May 01/12
Revision n: 40

AES
CAPT

ND

MCDU1

ECAM

FCU

FIGURE 22-00-00-15300-A SHEET 1


AFS - Controls and Indicating

COMPARTMENT
CONTROL &
INDICATIONS

MCDU2

FAC
2

FAC
1

THROTTLE
CONTROL
LEVER

FMGC
2

FMGC
1

COCKPIT
CONTROLS
& INDICATING

F/O SIDE STICK CONTROLLER

PFD
F/O

ND

MCDU 3
(IF FITTED)

CAPT SIDE STICK CONTROLLER

PFD

FLT CTL
PANELS

TO PEDALS

TO ELACFCU
& FAC

TO EIU

YAW DAMPER
SERVO ACTUATORS

RUDDER
TRIM
ACTUATORS

RUDDER TRAVEL
LIMITATION UNIT

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_220000_0_AGM0_01_00

22-00-00 PB001

Page 21
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ECU1/EEC2
A1B1 A2B2

OWN

FMGC2 BUS
SEL
FMGC 2

OPP

OPP

FMGC 1

OWN

FMGC BUS
CHOISE
LOGIC

FCU(1)
FCU(2)

FCU1 HEALTHY

FCU2 HEALTHY

FCU

EIU1

EIU2

A1B1 A2B2
ECU1/EEC1

ENGINE 1

ENGINE 2

** On A/C ALL

N_MM_220000_0_APM0_01_00

AES

FIGURE 22-00-00-19800-A SHEET 1


Interconnection Between the AFS and the Engines

22-00-00 PB001

Page 22
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

PFD

180

160

MAXIMUM SPEED (V MAX)


(V MO , M MO , V FE , V LE)

VFE AT THE NEXT FLAP/SLAT


POSITION (V FEN)
(amber)
MANEUVERING SPEED
(green dot)

(V MAN)

AIRSPEED TENDENCY
(VC TREND)

140

120

F(or S)

MINIMUM FLAPS (OR SLATS)


RETRACTION SPEED (V3 & V4)
(green)

LOWER SELECTABLE SPEED (VLS)


(amber)
ALPHA PROTECTION SPEED (PITCH NORMAL LAW)
STALL WARNING SPEED (VSW)
(PITCH ALTERNATE & DIRECT LAW)
ALPHA MAX SPEED

N_MM_220000_0_ARM0_01_00

AES

FIGURE 22-00-00-22400-A SHEET 1


Display of the FAC Data on the Speed Scale of the PFD

22-00-00 PB001

Page 23
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

PFD
PITCH FD BAR
(GREEN)

ROLL FD BAR
(GREEN)

YAW FD BAR
(GREEN)

FLIGHT PATH VECTOR


(GREEN)

FLIGHT PATH DIRECTOR


(GREEN)

N_MM_220000_0_ATM0_01_00

AES

FIGURE 22-00-00-22800-A SHEET 1


AFS - FD Symbols on the PFD

22-00-00 PB001

Page 24
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

PFD

LONGITUDINAL
MODES
(ARMED AND ACTIVE)

AUTOTHRUST
OPERATION

APPROACH
CAPABILITIES
AND DH OR MOA

AP.FD & A/THR


ENGAGEMENT
STATUS

LATERAL
MODES
(ARMED AND ACTIVE)

A
NOTE : FMA AREAS DEFINITION
LINE 1

A1

B1

C1

D1

E1

LINE 2

A2

B2

C2

D2

E2

LINE 3

A3

B3

C3

D3

E3

N_MM_220000_0_AVN0_01_00

AES

FIGURE 22-00-00-23100-B SHEET 1


AFS - Annunciator of the Flight Modes on the PFD

22-00-00 PB001

Page 25
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

DME 1

ILS 1

ADF 1

MANAGEMENT BUS FMGC 1

RMP 2 NAV DISCR.

RMP 2 NAV BUS

RMP 1 NAV BUS

RMP 1 NAV DISCR.


VOR 1

MANAGEMENT BUS
FMGC 2

RMP 2 NAV
CONTROL DISC

RMP 1 NAV
CONTROL DISC

MANAGEMENT BUS
FMGC 1

FMGC 1 FAIL DISCR.


MANAGEMENT BUS FMGC 2

RMP2

RMP1

FMGC 2 FAIL DISCR.

FMGC 2

FMGC 1

VOR 2 B

DME 2 B

ILS 2

ADF 2 B
(IF FITTED)

N_MM_220000_0_AXM0_01_00

AES

FIGURE 22-00-00-23300-A SHEET 1


AFS - Selection of Navaids

22-00-00 PB001

Page 26
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
PAS/228
6.0 NM
18:35

GS 002 TAS

AP1
FD1
A/THR

ALT

FL290

340

200

20

320
10

PAS

0136E
FL90

+7000
+210 KT

10
20

300
TILT

195 00
80

280

+4.00

10

10

CAL

190

260
VOR1
PAS

LSGC

STD

.660

23

35

6.0 NM

ND

B AN KO

S P D / A L T

1 0 3 5

A 1

PAS

1 0 3 8

1 7 N M

3 0 0 /

T R K 2 3 8

A RG I S

1R

F L1 6 5

B R G 3 3 1

G5

3L

A F 5 6 0 3
GM T

2L

PFD

F RO M

1L

1 1 4 3

2R

F L 1 9 5

2 6
"

3R

"
1 8

4L

1 1 4 7

[T / C ]

" /

4R

F L 2 9 0
4

5L

LYO

1 1 4 8

D E S T

6L

LPPT03

"

5R

"

GM T

D I S T

1 3 2 5

71 4

E F O B
7 .

6R

MCDU

E C ON
1L

C R Z

OP T

FL 2 9 0

F L 3 5 0

CRZ
R E C

M A X

1R

F L 3 9 0

2L
3L

2R

BRG

3R

/ D IS T
/

4L

TO

U P D A T E

5L
6L

]
]

V O R 1 / F R E Q

AC Y

F R EQ / VO R 2

P A S / 1 1 6 .

H IG H

1 1

4R

A T

0 . 6 / T D P

5R
6R

MCDU
N_MM_220000_0_AZM0_01_00

AES

FIGURE 22-00-00-23400-A SHEET 1


AFS - Display of Flight Management Information

22-00-00 PB001

Page 27
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - DESCRIPTION AND


OPERATION
** On A/C ALL
1.

General
(Ref. Fig. 22-10-00-12400-A - Layout of AP/FD and Flight Control Components)
The Auto Flight System (AFS) installed on the aircraft is made up of two types of computers:
. the Flight Management and Guidance Computer (FMGC)
. the Flight Augmentation Computer (FAC)
and two control units:
. the Flight Control Unit (FCU)
. the Multipurpose Control and Display Unit (MCDU).
The functions of the FMGC are:
. autopilot (AP)
. flight director (FD)
. automatic thrust control (A/THR)
. flight management.
The functions of the FAC are:
. yaw damper
. rudder trim
. rudder travel limiting
. calculation of the characteristic speeds and flight envelope monitoring
. acquisition of the yaw AP order.
The MCDUs linked to the FMGCs enable:
. the introduction and the modification of the flight plan
. the display, the selection and the modification of the parameters associated with the flight management function.
The FCU is used for:
. the engagement of the AP/FD and A/THR systems
. the selection of flight parameters (altitude, speed/Mach, vertical speed/flight path angle, heading/track)
. the selection of AP/FD modes.
The autopilot (AP) and the flight director (FD) functions are:
. stabilization of the aircraft around its center of gravity when the AP/FD system holds vertical speed or flight
path angle and heading or track
. acquisition and hold of a flight path
. guidance of the aircraft at takeoff by holding runway axis and speed (available in the FD as long as the aircraft is
on ground)
. automatic landing and go around.
The autopilot gives orders to control:
. the position of the control surfaces on the three axes: pitch, roll and yaw
. the position of the nose wheel.
These orders are taken into account by these computers:
FACs, ELACs, SECs and BSCU.
The flight director generates guidance orders used in manual control.
These orders are displayed on the Primary Flight Displays (PFD) through the Display Management Computers
(DMC).

AES

22-10-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

Component Location
(Ref. Fig. 22-10-00-12600-C - Location of FCU and MCDUs)
(Ref. Fig. 22-10-00-12500-A - Location of Components)
FIN

FUNCTIONAL DESIGNATION

PANEL

ZONE ACCESS
DOOR
127
128
210
210
210
211
212

ATA REF.
22-83-34
22-83-34
22-81-12
22-82-12
22-82-12
22-31-00
22-31-00
22-31-00
22-31-00
27-23-17
22-31-00

1CA1
1CA2
2CA
3CA1
3CA2
12CA1
12CA2

FMGC-1
FMGC-2
FCU
MCDU-1
MCDU-2
SOLENOID-PITCH & ROLL LOCK, CAPT
SOLENOID-PITCH & ROLL LOCK, F/O

83VU
84VU
13VU
11VU
11VU
193VU
182VU

15CA1
15CA2
16CA
21CA

RELAY-RUDDER ARTF FEEL 1


RELAY-RUDDER ARTF FEEL 2
SOLENOID-RUDDER ARTF FEEL
RELAY-STICK LOCK 1/CAPT

187VU
187VU
187VU

127
127
325
127

22CA

RELAY-STICK LOCK 2/CAPT

187VU

127

22-31-00

23CA

RELAY-STICK LOCK 1/F/O

187VU

127

22-31-00

24CA

RELAY-STICK LOCK 2/F/O

187VU

127

22-31-00

1CC1
1CC2
2CE1
2CE2
1CE1
1CE2
1CE3
8CE1

FAC-1
FAC-2
ELAC-1
ELAC-2
SEC-1
SEC-2
SEC-3
P/BSW-TAKEOVER & PRIORITY, CAPT

83VU
84VU
83VU
84VU
83VU
84VU
93VU
191VU

127
128
127
128
127
128
121
211

22-66-34
22-66-34
27-93-34
27-93-34
27-94-34
27-94-34
27-94-34
27-92-41

8CE2

P/BSW-TAKEOVER & PRIORITY, F/O

180VU

212

27-92-41

94VU

122

32-42-34

325AL

** On A/C 005-099
EMB SB 32-1254 FOR A/C 005-006
EMB SB 32-1336 FOR A/C 005-006
10GG

AES

BSCU

22-10-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

System Description
A.

Control and Indicating


(Ref. Fig. 22-10-00-14100-A - AP/FD Controls and Indicating in the Cockpit)
(1) Controls
(a) Flight Control Unit (FCU)
This unit transmits the modes and the references selected by the pilots to the FMGCs.
It also enables the selection of the displays on the EFIS display units and the display of the standard
baro value for the ADIRUs.
(b) Multipurpose Control and Display Units (MCDU)
These units permit to enter and display a flight plan and the control parameters required by the
FMGCs for flight control.
(c) Takeover and priority pushbutton switches
These pushbutton switches identified 8CE1 and 8CE2 are used for AP disconnection and taking of
priority in manual control. They are located on the side stick controllers.
(d) Pitch and roll lock solenoids
These two solenoids identified 12CA1 and 12CA2 are associated with four side stick lock relays 21CA,
22CA, 23CA and 24CA.
They are active when the AP is engaged. They increase the load threshold on the pitch and roll axes.
(e) Throttle control levers
These control levers are used by the AP/FD system to engage the TAKEOFF and GO AROUND
modes.
(f) SWITCHING panel
This panel is located on the center pedestal and comprises the switching controls necessary to perform
a changeover in the event of a failure.
(g) Rudder artificial feel solenoid 16CA
This solenoid serves to increase the threshold of the rudder artificial feel in the vertical stabilizer. This
solenoid is associated with two relays 15CA1 and 15CA2 in the avionics compartment.
(2) Indicating
The various indications and warnings linked to the AP/FD system are as follows:
(a) Guidance orders delivered by the FDs presented on the center section of the PFD.
(b) AP/FD engagement indicated on the FMAs (upper section of the PFDs).
(c) AP/FD modes displayed on the FMAs (pushbutton switches or specific indicator lights on the FCU
come on).
(d) Automatic landing capabilities displayed on the FMAs.
(e) AP
.
.
.
.

loss indicated by:


a message displayed on the upper display unit of the ECAM system
a cavalry charge aural warning through the loudspeakers
illumination of the MASTER WARN lights on the panels 130VU and 131VU (glareshield)
illumination of the AUTO LAND lights (panels 130VU and 131VU/glareshield) if loss occurs below
200 ft. in automatic landing.

(f) Loss of AP availability and various landing capabilities indicated by messages displayed on the lower
display unit of the ECAM system.

AES

22-10-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(g) Excessive deviations indicated by LOC and GLIDE indexes flashing on the PFDs and NDs.
This warning is accompanied by the AUTO LAND lights which come on for excessive deviations below
200 ft. in automatic landing.
NOTE :

AES

The DMCs deliver the information to the EFIS display units.


The warnings of the ECAM system and those on the glareshield are generated by the FWCs.

22-10-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
4.

Operation
A.

AP/FD Engagement
(1) AP engagement
The AP can be engaged only after takeoff. In cruise, one AP only can be engaged ; in ILS approach
(landing and roll out included) and in go around, the two APs can be engaged.
The AP is engaged by means of the AP1 and AP2 pushbutton switches located on the FCU.
In dual-AP operation, the AP1 is active, the AP2 is in standby. With one AP engaged, the controls (side
stick controllers and rudder pedals) have an increased load threshold.
(2) FD engagement
The flight director is engaged automatically when the aircraft electrical network is energized. The FD1
orders generated by the FMGC1 control the FD symbols of the CAPT PFD (PFD1) through the DMCs.
The FD2 orders generated by the FMGC2 control the FD symbols of the F/O PFD (PFD2). In case of
FMGC failure, the remaining FMGC controls the two PFDs.
The FD orders on the PFDs can be cancelled by means of the FD pushbutton switches located on the FCU.
An FD remains engaged as long as its orders are displayed at least on one PFD.
The FD orders can be displayed in two ways as a function of the HDG-V/S/TRK FPA selection made on
the FCU.
(Ref. Fig. 22-10-00-15500-B - Different FD Orders)

B.

AP/FD Modes
(1) Mode selection principle
A mode can be selected through one of the following possibilities:
. automatically, e.g. the altitude acquisition mode is always armed except in some cases (approach)
. action on a pushbutton switch located on the FCU
. push or pull action on one of the reference selection knobs (speed/ Mach, heading/track, altitude,
vertical speed/flight path angle) on the FCU
. cancellation of an engaged mode
. position of the throttle control levers (selection of takeoff and go around modes).

(2) Cruise modes


The table below presents the cruise modes.
-----------------------------------------------------------------------------!
MODE
!AVAILABILITY! PHASES !
NOTE
--------------!---------------------------!------------!--------!------------!
!
!
! -! - Vertical speed (V/S)
!
AP/FD
! HOLD ! ! V/S-FPA
!
(acquisition and hold) !
!
! ! P/BSW
! - Flight path angle (FPA) !
AP/FD
! HOLD ! !
!
(acquisition and hold) !
!
! -LONGITUDINAL ! - Altitude acquisition
!
AP/FD
!ARM-CAPT! Armed
!
(ALT ACQ)
!
!
!automatically
! - Altitude hold (ALT)
!
AP/FD
! HOLD ! Automatic
! - Descent
!
!
! -!
DES
!
AP/FD
!ARM-HOLD! !
!
OP DES
!
AP/FD
! HOLD ! ! Altitude
! - Climb
!
!
! ! P/BSW
!
CLB
!
AP/FD
!ARM-HOLD! !
!
OP CLB
!
AP/FD
! HOLD ! !
!
!
!
! -! - Expedite (EXP)
!
AP/FD
! HOLD ! EXPED P/BSW

AES

22-10-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
--------------!---------------------------!------------!--------!------------!
!
!
! -! - Heading hold (HDG)
!
AP/FD
! HOLD ! ! Lat
! - TRACK
!
AP/FD
! HOLD ! ! selector
!
!
!
! -- (pulled)
LATERAL
! - Navigation (NAV)
!
AP/FD
!ARM-HOLD! Lat selector
!
!
!
! (pushed)
-----------------------------------------------------------------------------(3) Common modes (TAKEOFF, LANDING)
-----------------------------------------------------------------------------!
!
LONGITUDINAL MODES
!
LATERAL MODES
!AVAILA-!PHASES!
!
!
!
!BILITY !
!
!---------!-------------------------------!-------------------!-------!------!
!
! 2 engines
! 1 engine fail ! Runway (RWY) :
!
!
!
!
! operational
!
! - holding of LOC ! FD
!
!
! TAKEOFF !---------------!---------------!
center line up !
! HOLD !
! (TO)
!Speed Reference!SRS : holding !
to 30 ft.
!
!
!
!
!System (SRS) : !
of
! - TRACK after
! AP*/FD!
!
!
!holding of
!Va if Va > V2 !
30 ft.
!
!
!
!
!V2 + 10 kt
!V2 if Va < V2 !
!
!
!
!---------!-------------------------------!-------------------!-------!------!
!GO AROUND! SRS : holding of Va < VAPP
! TRACK
! AP/FD ! HOLD !
!(GA)
!
!
!
!
!
!---------!-------------------------------!-------------------!-------!------!
!LOCALIZER!
! LOC capture and
! AP/FD ! ARM !
!(LOC)
!
! track
!
! CPT !
!
!
!
!
! TRACK!
!---------!-------------------------------!-------------------!-------!------!
!APPROACH ! Glide capture and track (G/S) ! LOC capture and
! AP/FD ! ARM !
!
! or
! track
!
! CPT !
!
! Final descent (FINAL) accor- ! Align and roll out!
! TRACK!
!
! ding to the profile determined! or
!
!
!
!
! by the FMGC
! R-NAV approach
!
!
!
!
!
! or
!
!
!
!
!
! VOR approach
!
!
!
-----------------------------------------------------------------------------* (AP) only 5 s after takeoff
(4) AP-A/THR mode compatibility
The AFS installed on the aircraft is such that the AP/FD system and the A/THR function always control
speed.
To do this, the modes of the A/THR system are a function of the AP/FD modes as per the following table:
-----------------------------------------------------------------------------!
AP/FD MODES
!
A/THR MODES
!
REMARK
!
!-------------------------!-------------------------!------------------------!
!
V/S - FPA
! SPD/MACH
!
!
!-------------------------!-------------------------!------------------------!
!
ALT ACQ - ALT
! SPD/MACH
!
!
!-------------------------!-------------------------!------------------------!
!
CLIMB/DESCENT
! THRUST OR SPD/MACH
!
!
!-------------------------!-------------------------!------------------------!
!
EXPEDITE
! THRUST
!
!
!-------------------------!-------------------------!------------------------!

AES

22-10-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
APPR. FINAL DES
! SPD
!
!
!
GLIDE
! SPD
!
!
!
FLARE
! RETARD
!
!
!-------------------------!-------------------------!------------------------!
!
TO/GA
! See remark
! TO/GA thrust requested !
!
!
! by the FADECS
!
-----------------------------------------------------------------------------If neither AP nor FD is engaged, the A/THR will be active in SPD/MACH mode only.
C.

Operational Use
(Ref. Fig. 22-10-00-16300-B - LEVEL CHANGE in Manual and Automatic Control)
The operational use is based on the following principle:
. the short-term pilot orders are entered through the FCU
. the long-term pilot orders are entered through the MCDU.
This principle leads to two distinct operations : manual and automatic controls.
(1) Manual control
The aircraft is controlled using reference parameters entered by the pilot on the FCU (heading/track,
vertical speed/flight path angle, speed/Mach, altitude).
These parameters are taken into account (acquisition and then hold) as follows:
. modification of the parameter by means of the corresponding selector knob on the FCU
. pull action on the selector knob.

(2) Automatic control


The aircraft is controlled using reference parameters computed by the FMGC which takes into account the
pilot data selected on the MCDU.
When you push the corresponding selector knob on the FCU, a parameter is selected in automatic control
and the following occurs:
. the parameter value i shown by means of a dashed line (for altitude a value is always shown)
. a white indicator light comes on near the corresponding reference display.
The table below gives the modes which are available in manual and auto controls.
----------------------------------------------------!
AUTO CONTROL
!
MANUAL CONTROL
!
!------------------------!-------------------------!-------------------------!
!
!
RWY
!
!
!
!
NAV (FLT PLN)
!
!
!
LATERAL
!
!
HDG/TRK
!
!
!
LOC
!
!
!
!
TRK (GA)
!
!
!------------------------!-------------------------!-------------------------!
!
!
SRS (TO/GA)
! ALT (AUTO ARMED)
!
!
!
PROFILE
! VS/FPA
!
!
VERTICAL PATH
!
- CLB
! EXP*(SPEED AUTO CONTROL)!
!
!
- ALT CNSTR
!
!
!
!
- DESC
!
!
!------------------------!-------------------------!-------------------------!
!
SPEED
!
FMGC REFERENCE
! FCU REFERENCE
!
!------------------------!-------------------------!-------------------------!
!
!
RNAV
!
!
!
APPROACH
!
APPR
!
!
!
! LAND LOC/GLIDE/FLARE/ !
!
!
! ALIGN/ROLLOUT/RETARD
!
!
-----------------------------------------------------------------------------* If fitted

AES

22-10-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
NOTE :

AES

Speed is always controlled through the AP/FD system or the A/THR function.
Level change always requires two actions :
- selection of a new level
- pull or push action on the altitude selector knob on the FCU.

22-10-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
5.

Interface
A.

Interface with Flight Controls and Nose Wheel Control


(1) General
(Ref. Fig. 22-10-00-17700-A - AFS/EFCS Interface)
The flight control is performed by an Electrical Flight Control System (EFCS). This system is described in
chapter 27-00-00.
When the autopilot is engaged, the FMGCs generate guidance commands transmitted to the control
surfaces by the ELACs, the FACs, the SECs and the BSCU.
At the same time, load thresholds on the side stick controllers and rudder pedals are increased.
(2) Rudder Control
(Ref. Fig. 22-10-00-17900-A - Rudder Control)
Each FAC receives two deflection commands from each FMGC for rudder control
. Aileron deflection command: DELTA P AIL (label 310)
This command is used for turn coordination and is carried out by the YAW DAMPER function (Ref.
22-63-00-00) in cruise.
It is also used for rudder autotrim by the RUDDER TRIM function (Ref. 22-62-00-00).
. Guidance command: DELTA R (label 312)
This command is used by the YAW DAMPER function for yaw axis stabilization in automatic landing.
Acknowledgement of these command signals by the FACs is a function of:
. AP engagement (wired discretes, 2 per computer in command and monitoring channels)
. monitoring of labels of deflection commands DELTA P AIL and DELTA R.
FAC 1 has priority at engagement of either AP (CHANGE OVER logic unchanged). When both APs are
engaged, FMGC1 commands have priority.
(3) Pitch and Aileron Control
(Ref. Fig. 22-10-00-18100-A - Pitch Control)
(Ref. Fig. 22-10-00-18200-A - Aileron Control)
Each ELAC receives two deflection commands from each FMGC:
. Elevator deflection command: DELTA Q (label 314)
This command is used for elevator and Trimmable Horizontal Stabilizer (THS) control.
. Aileron deflection command: DELTA P AIL (label 310).
The ELAC limits these commands:
. DELTA Q command: load factor limit between 0.4 g and 1.5 g.
This limit is a function of VC, Mach, THS position and load factor.
. DELTA P command : roll attitude limit equal to plus or minus 60 deg and rolling speed limit equal to
plus or minus 10 deg (in landing configuration, this limit is equal to plus or minus 20 deg/s).
These limits are a function of Vc.
FMGC command acknowledge logic is with respect to AP engagement wired discretes (2 discretes per AP:
command and monitoring), status matrix monitoring of these labels, and concordance between AP
engagement wired discretes and boolean information.
In answer, each ELAC generates two ELAC AP DISC discretes (control and monitoring) to command AP
disconnection when one of the following conditions is present:
. loss of computation channel validity (comparators)
. loss of power loop validity
. theta, phi, Vc, Mach and alpha values out of limits
. incidence protection active
. speed protection active
. controls used (side stick controller or pitch trim control wheel).
The AP can be engaged whatever the type of the EFCS control laws: normal, alternate, direct.

AES

22-10-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
In approach phase, upon loss of both radio altimeters, the ELACs inhibit AP engagement with the direct
law and in landing gear extended configuration.
The AP disconnects when it receives at least one disconnection command (control and monitoring) from
the 2 ELACs.
A disconnection command from one ELAC only leads to a landing capability reduction.
An ELAC priority logic exists for control surface control.
This logic is unchanged with AP engaged :
. ELAC 2 has priority for elevator and THS control
. ELAC 1 has priority for aileron control.
(4) Spoiler Control
(Ref. Fig. 22-10-00-18400-A - Spoiler Control)
Each ELAC receives a spoiler deflection command from the two FMGCs : DELTA P SPL (label 311).
The command from the FMGC, selected according to the logic defined in the preceding paragraph, is
limited in the ELACs so that roll attitude values are not greater than 60 deg and rolling speeds are not
greater than plus or minus 10 deg/s (plus or minus 20 deg/s in approach).
This limited command is sent to the three SECs.
ELAC 1 has priority for spoiler control.
(5) Nose Wheel Control
(Ref. Fig. 22-10-00-18600-A - Nose Wheel Control)
Each ELAC receives a nose wheel steering command from the two FMGCs:
DELTA NOSE WHEEL (label 313).
The ELACs select one status of the two commands (from the FMGC1 and FMGC2) according to:
. AP engagement (discretes and boolean information on the bus)
. label 313 monitoring.
The selected command is sent to the BSCU.
The BSCU uses this command associated with commands from the control wheel and rudder pedals to
compute nose wheel control angle.
The command from the FMGC and the command from the rudder pedals are limited with respect to speed.
The command from the FMGC is used after landing during taxiing when the speed is less than 80 kts.
The BSCU generates four discretes (BSCU HEALTHY) whose validity is taken into account:
. for capability computations
. in the ROLL OUT logic.
It also supplies 2 discretes (wheel speed) for the ROLL OUT logic.
B.

Interface with Primary Flight Displays


(1) Presentation
(Ref. Fig. 22-10-00-19000-A - AP/FD Information on the PFDs)
The FMGCs are linked to the PFDs to present the following information:
(a) Indications associated with AP/FD engagement
. AP engagement: white AP1, AP2 or AP1 + 2 message (2 APs engaged) on the 1st line
. FD engagement: white FD1 or FD2 message on the 2nd line, or white 1FD2 if energy management
functions are actived.
NOTE :

The indications associated with the A/THR engagement are given in 22-32-00.

(b) Indications associated with AP/FD modes


When a new message appears in one of the five columns of the FMA, it is contained in a box for 10
seconds.
(c) FD orders
The FD orders are presented in two different ways.
The selection is made between HDG V/S or TRK FPA on the FCU.

AES

22-10-00 PB001

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

C.

HDG V/S selection


The conventional tendency bars are displayed (pitch and roll FD bars).
The yaw FD bar only appears in the RUNWAY mode (takeoff) and during the ALIGN and ROLL
OUT phases (landing).

TRK FPA selection


The flight path director symbols are displayed together with the flight path vector.
The display of the yaw FD orders remains unchanged. The pitch and roll orders are provided when
these two images are superimposed.
The FMGCs generate all these data which are then transmitted to the DMCs. The DMCs convert
them into images and messages on the display unit.

Interface with DMCs and Automatic Changeover


(Ref. Fig. 22-10-00-19400-A - Interface Between FMGCs and PFDs)
Each DMC receives:
. a bus from each FMGC on which are routed:
. FD orders,
. AP/FD engagements,
. AP/FD modes,
the landing capabilities
. a wired discrete per FMGC giving the engagement status of the FDs
. a bit on a discrete label of the FCU corresponding to the action on the FD pushbutton switch associated
with the PFD.
A logic inside the acquisition module selects the FMGC bus(es) required to display the FD orders and the FMA
messages (Ref. Para. C. and D.).
In normal operation:
. the DMC 1 transmits data to CAPT PFD (PFD1)
. the DMC 2 transmits data to F/O PFD (PFD2).
Each DMC is linked to its associated PFD by two connections (a normal one and an alternate one). The
alternate connection is used for different types of changeover.
In the event of a DMC failure, the DMC3 in standby can replace the faulty DMC after action on the EIS DMC
selector switch on the SWITCHING panel 8VU (CAPT 3 position upon failure of the DMC1 ; F/03 position
upon failure of the DMC2).
In the event of a PFD failure, the data are transferred automatically from the PFD to the ND (data on the PFD
have priority).
This transfer can be made manually in two ways :
. by turning the PFD potentiometer to OFF (on the panels 301VU and 500VU)
. by action on the PFD/ND XFR pushbutton switch (on same panels).

D. Selection of FMGC Bus for the FD Orders


Each DMC makes a selection depending on the side on which it is installed and on the validity of each FD,
according to:
. engagement wired discretes
. status matrices (SSM) of the labels 140, 141 and 143 on which the FD orders are routed.
So the DMC1 (2) selects the FMGC1 (2) bus if the FD1 (2) is valid.
The PFD1 (2) displays:
. FD1 (2) message on the FMA or 1FD2 if energy management is activated.
. FD orders from the FMGC1 (2).
If an FD1 (2) validity loss is detected by the DMC1 (2) through:
. loss of the FD1 (2) ENG condition
. non refresh of FMGC1 (2) labels
. status matrix of FMGC1 (2) labels coded at F/W status
the DMC1 (2) will select the data from the FMGC2 (1) automatically and will display:
. FD2 (1) message or 2FD2(1FD1) if energy management is activated.

AES

22-10-00 PB001

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.

FD orders from the FMGC2 (1).

E.

FD Order Removal
All the FD orders can be cleared by the DMC by:
. action on corresponding FD pushbutton switch on the FCU, or
. validity loss of both FDs.
The DMC clears a given FD order when the associated label is NCD.

F.

Selection of FMGC Bus for Display of AP/FD Modes and Landing Capabilities.
This selection depends on the engagement of the AP/FD systems.
(1) FD only engaged
Each DMC utilizes the bus selected for the FD orders as per the logic described in Para. C.
(2) Only one AP engaged
Each DMC utilizes the FMGC bus which corresponds to this AP.
Each PFD displays:
. AP1 or AP2 message depending on the AP engaged
. the modes corresponding to this AP
. the landing capabilities from the FMGC corresponding to the AP engaged.
(3) Both APs engaged
Each DMC is associated with the corresponding FMGC.
The CAPT (F/O) PFD (PFD1 (2)) displays:
. AP1 + 2 message
. the modes corresponding to AP1 (2)
. the landing capabilities from the FMGC1 (2).

AES

22-10-00 PB001

Page 12
May 01/12
Revision n: 40

AES

MDCU 1
TO FCU
MDCU 1,
MDCU 2
9

MDCU 2

FCU

10

FIGURE 22-10-00-12400-A SHEET 1


Layout of AP/FD and Flight Control Components
1
2
3
4
5
6
7
8
9
10

ELEVATOR AILERON COMPUTER 1


SPOILER AND ELEVATOR COMPUTER 1
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER 1
FLIGHT AUGMENTATION COMPUTER 1
FLIGHT AUGMENTATION COMPUTER 2
FLIGHT MANAGEMENT AND GUIDANCE COMPUTER 2
SPOILER AND ELEVATOR COMPUTER 2
ELEVATOR AILERON COMPUTER 2
SPOILER AND ELEVATOR COMPUTER 3
BRAKE STEERING CONTROL UNIT

3 4

56

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_221000_0_AAM0_01_00

22-10-00 PB001

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

AFT AVIONICS COMPARTMENT


2CE2

1CC1

1CA2
1CE2

1CC2

1CE1
1CA1

2CE1

80VU

C
ELAC SEC
2
2

187VU

FMGC
2

FAC
2

FAC FMGC
1
1

SEC ELAC
1
1

15CA2

15CA1

24CA
21CA
23CA

FWD AVIONICS COMPARTMENT

22CA

90VU

BSCU

SEC3

10GG

1CE3

N_MM_221000_0_ACM0_01_00

AES

FIGURE 22-10-00-12500-A SHEET 1


Location of Components

22-10-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

8CE1

8CE2

8CE2

N_MM_221000_0_ACM0_02_00

AES

FIGURE 22-10-00-12500-A SHEET 2


Location of Components

22-10-00 PB001

Page 15
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

HDG
TRK

SPD
MACH

100

V/S
FPA

UP

1000

PUSH
TO
LEVEL
OFF

METRIC
ALT
DN

FLIGHT CONTROL UNIT

BRT

F
A
I
L

DIR

PROG

PERF

INIT

FPLN

RAD
NAV

FUEL
PRED

SEC
FPLN

DATA
MCDU
MENU

AIR
PORT

NEXT
PAGE

F
M
G
C

OVFY

M
C
D
U
M
E
N
U

CLR

MCDU
N_MM_221000_0_AEP0_01_00

AES

FIGURE 22-10-00-12600-C SHEET 1


Location of FCU and MCDUs

22-10-00 PB001

Page 16
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
UPPER & LOWER
ECAM DUS
F/O
PFD
FCU

SIDE STICK CONTROLLER F/O

MDCU 2
THROTTLE CONTROL LEVERS

CAPT
PFD
MDCU 1

TAKE OVER P/B SW

SIDE STICK CONTROLLER


CAPT

SWITCHING
PANEL

TO PFDS
&
ECAM DU

FMGC 2

FMGC 1

DMC 2
FWC 2

SIDE STICK CONTROLLER


FWC 1
DMC 3
DMC 1

FLIGHT CONTROL UNIT


FMA
FD ORDERS

AUTO FLT AP OFF

UPPER ECAM DU
CAPT PFD

F/O PFD
STATUS
INOP SYST
CAT3 DUAL

LOWER ECAM DU
8VU

MCDU 2

MCDU 1

SWITCHING PANEL
N_MM_221000_0_AGM0_01_00

AES

FIGURE 22-10-00-14100-A SHEET 1


AP/FD Controls and Indicating in the Cockpit

22-10-00 PB001

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
HDGV/S SELECTION

FLIGHT CONTROL UNIT


IN FLIGHT

IN RUNWAY OR ROLL OUT MODE

PITCH FD BAR
(GREEN)

ROOL FD BAR
(GREEN)

YAW FD BAR
(GREEN)

TRK FPA SELECTION

FLIGHT CONTROL UNIT


IN FLIGHT

IN RUNWAY OR ROLL OUT MODE

FLIGHT PATH DIRECTOR


(GREEN)

FLIGHT PATH VECTOR


(GREEN)

YAW FD BAR
(GREEN)

N_MM_221000_0_AJP0_01_00

AES

FIGURE 22-10-00-15500-B SHEET 1


Different FD Orders

22-10-00 PB001

Page 18
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

MANUAL CONTROL
TURNING V/S KNOB (1):

100

UP

1000

ALLOWS TO PRESELECT A
V/S (HERE + 2500 FT/MIN)

PUSH
TO

METRIC
ALT

LEVEL
OFF

WHEN PULLING THE V/S KNOB:

DN

V/S MODE ENGAGES ON


THE PRESELECTED V/S

FLIGHT CONTROL UNIT

AUTO CONTROL
WHEN PUSHING V/S KNOB:
DASHES ON V/S DISPLAY (2)
WHITE INDICATOR LIGHT COMES ON (3)

100

UP

1000

PUSH
TO
LEVEL
OFF

METRIC
ALT
DN

FLIGHT CONTROL UNIT


N_MM_221000_0_ALP0_01_00

AES

FIGURE 22-10-00-16300-B SHEET 1


LEVEL CHANGE in Manual and Automatic Control

22-10-00 PB001

Page 19
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

FAC 1

FMGC 1

RUDDER

2
AILERON
ELAC 1

ELEVATOR

SPOILERS

3
2

SEC 1

BSCU

N_MM_221000_0_ANM0_01_00

AES

FIGURE 22-10-00-17700-A SHEET 1


AFS/EFCS Interface

22-10-00 PB001

Page 20
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

MONITORING
LOGIC
AP 1 ENGD
LOGIC

AP 1
ENGD

C
M

FAC PROCES
SING HLTY
LOGIC

AP ENGD
RTL
LAW

YAW DAMPER
FROM ELAC

FAC 1
HEALTHY

RTL
ACTUATOR
DUTCH
ROLL
LAW

LAND
Y.D.
ACTUATOR

CONTROL LAWS:
TURN
COORD
BUS
CHOICE

FMGC 1
RUDDER TRIM
PANEL
NOSE
L

RTL
ACTUATOR

AP ENGD
Y.D.
ACTUATOR

ENG FAIL
RECOVERY

RUDDER
AP ENGD
R.T.
ACTUATOR

NOSE
R

ARTIFICIAL
FEEL

SURFACE

R.T.
ACTUATOR

FAC 1

FAC 2 HEALTHY
SAME AS FAC 1

FAC 2

FMGC 2
PEDALS

N_MM_221000_0_AQM0_01_00

AES

FIGURE 22-10-00-17900-A SHEET 1


Rudder Control

22-10-00 PB001

Page 21
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
THS ACTUATOR
B
HYD MOTORS

RIGHT
Y

TRIM MECHANICAL LINKAGE


G
MANUAL
PITCH CONTROL

TRIM

THS

ELEVATORS
G
LEFT
B

THS CONTROL

FMGC1

AP2
FROM FMGC 2

AP LIM

LIM

AP1
CMD

ELECTRIC MOTORS

iH

CAS

CNTRL
LAWS

HYDRAULIC
ACTUATORS

SEC2

SEC1

CMD
MON

TRAVEL
INHIBIT

A
AP1
CNTRL

SYNC
B

ELEVATOR
CONTROL

MANUAL
CONTROL
LAWS

STICKS
AP1
ENGAGED

SSM
OK

AP
DISENGAGE
LOGIC

CMD

CMD
MON

MON

CMD
MON

CMD

CMD

MON

MON

CMD

CMD

AP1
ENGD

1
AP1 CNTRL

AP1
ENGD
AP2 CNTRL
1
ELAC 1 OK (GND=OK)

ELAC 1 OK SIGNAL
MEANING IS ELAC FAIL OR POWER LOOP
FAULT IF ONLY ONE ELAC SEND THE
SIGNAL
MEANING IS AUTOPILOT DISCONNECT
ORDER IF BOTH ELACS ARE INVOLVED:
(AP OVERRIDE OR FLIGHT ENVELOPE
PROTECTIONS)

AP MANUAL OVERRIDE (STICK)


ELAC HLTHY OR POWER LOOPS
FLIGHT ENVELLOPE PROTECTION
AP MANUAL OVERRIDE (PITCH TRIM)
ELAC 1

1
ELAC 2 OK (GND=OK)

MON

MON

ELAC 2

LANDING
CAPABILITY
DOWNGRADED

N_MM_221000_0_ASM0_01_00

AES

FIGURE 22-10-00-18100-A SHEET 1


Pitch Control

22-10-00 PB001

Page 22
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

RIGHT

ELECTRO
HYDRAULIC
ACTUATORS

FMGC 1

FROM FMGC 2
CMD

p AIL AP2
p AIL AP1

CMD
MON

ROLL
ANGLE

Vc

GAIN

LIMIT

AP1 CNTRL

SYNC

p AIL
CONTROL
LAWS

B
MANUAL
CONTROL
LAWS (*)

STICKS

INTERNAL
LOGIC

INTERNAL
LOGIC

AP1 CNTRL

AP2 CNTRL

ELECTRO
HYDRAULIC
ACTUATORS
G

ELAC 1 OK

LEFT

ELAC 1

ELAC 2 OK

B
ELAC 2

N_MM_221000_0_AUM0_01_00

AES

FIGURE 22-10-00-18200-A SHEET 1


Aileron Control

22-10-00 PB001

Page 23
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

p SPOIL
AP2

FROM FMGC 2

p SPOIL
CONTROL
LAWS

TO
ELAC 2

Vc

GAIN

LIMIT

AP OFF AND ELAC MANUAL


NORMAL LAW NOT
AVAILABLE

AP1 CNTRL

SYNC

p SPOIL
AP1

B
MANUAL
CONTROL
LAWS (*)

STICKS

LOAD
ELEVATION
LAW

ELAC 1
FAULT

CMD
MON

CMD

ROLL
ANGLE

4
MANUAL
ALTERNATE
CONTROL LAW

INTERNAL
LOGIC

ROLL
SPOILER

SEC 1
AP2 CNTRL

ELAC 1 OK
FMGC 1

GROUND
SPOILER
LAW

AP1 CNTRL
INTERNAL
LOGIC

ELAC 1
SAME AS SEC 1

SAME
AS
FMGC 1
TO ELAC 1

SEC 2

SAME AS ELAC 1

FROM
FMGC 1
FMGC 2

SAME AS SEC 1

ROLL
SPOILER

ELAC 2
SEC 3

N_MM_221000_0_AWM0_01_00

AES

FIGURE 22-10-00-18400-A SHEET 1


Spoiler Control

22-10-00 PB001

Page 24
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
BSCU HEALTHY
WHEEL SPD

AP1 OFF

BSCU A COM HEALTHY


BSCU A MON HEALTHY
BSCU B COM HEALTHY
BSCU B MON HEALTHY

WHEEL
SPD
DETECT

NOSE WHEEL

INTERNAL
MONITORING

ELECTRO
VALVE
LOGIC
HYDRAULIC
PRESSURE

BUS CHOICE
LOGIC

LEFT WHEEL SPD


RIGHT WHEEL SPD

NOSE WHEEL

EV

FMGC 1
AP2 OFF
LIMIT
LABEL 313

HYD
SV MANIFOLD

R PEDALS
R PEDALS

PEDALS
ELAC 1

TO AP ENG LOGIC
CAPABILITY LOC
ROLL OUT LOGIC

BSCU
SAME AS ELAC 1

ROLL OUT LOGIC


ELAC 2
FMGC 2

HANDWHEEL

N_MM_221000_0_AYM0_01_00

AES

FIGURE 22-10-00-18600-A SHEET 1


Nose Wheel Control

22-10-00 PB001

Page 25
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

AP/FD LATERAL MODES

APPROACH CAPABILITY
INDICATIONS

AP/FD LONGITUDINAL MODES

AP/FD (& A/THR)


ENGAGEMENT
STATUS

A/THR MODES

FLIGHT MODE
ANNUNCIATOR
(FMA)

FLIGHT PATH
VECTOR
FLIGHT PATH
DIRECTOR

NOTE:
(
(

c : FLIGHT PATH DIRECTOR ORDERS


c AND
c : FLIGHT PATH ANGLE DEVIATION )
c : ROLL ANGLE DEVIATION )

N_MM_221000_0_BAM0_01_00

AES

FIGURE 22-10-00-19000-A SHEET 1


AP/FD Information on the PFDs

22-10-00 PB001

Page 26
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

FD1
ENGAGE
LOGIC

PFD CHANNEL

PITCH FD BAR
ROLL FD BAR
YAW FD BAR

FD
BASIC
LOOPS

ACQUISITION
AND
PROCESSING

CAPABILITY
LOGIC

AP/FD MODES
LOOPS

ND CHANNEL
PFD 1
ECAM CHANNEL

FMGC 1

N
A

DMC 1

PFD CHANNEL

FD

FD
FCU

ACQUISITION
AND
PROCESSING

SWITCHING
EIS DMC (8VU)
NORM
F/D
CAPT
3
3

ND1

ND CHANNEL
A
N
ECAM CHANNEL

DMC 3
ND2
FD2
ENGAGE
LOGIC

A
ACQUISITION
AND
PROCESSING

AP/FD MODES
LOGIC
FD
BASIC
LOOPS

ND CHANNEL

PITCH FD BAR
ROLL FD BAR
YAW FD BAR

N
PFD CHANNEL

ECAM CHANNEL

PFD2

DMC 2
FMGC 2

N_MM_221000_0_BCM0_01_00

AES

FIGURE 22-10-00-19400-A SHEET 1


Interface Between FMGCs and PFDs

22-10-00 PB001

Page 27
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AUTOPILOT/FLIGHT DIRECTOR (AP/FD) - ADJUSTMENT/TEST


** On A/C ALL
Task 22-10-00-710-001-A
Operational Test of the Takeover and Priority Pushbutton Switches
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1.

Reason for the Job


To do a check of the AP disengagement by the Takeover and Priority Pushbutton Switches and related warning.

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
B.

QTY
DESIGNATION
1
ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE

Work Zones and Access Panels


ZONE/ACCESS

120
210
822

ZONE DESCRIPTION
AVIONICS COMPARTMENT
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A

EIS Start Procedure


EIS Stop Procedure
IR Alignment Procedure

3.

Job Set-up
Subtask 22-10-00-860-050-A
A.

AES

Aircraft Maintenance Configuration


(1)

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).

(2)

Align the ADIRS (two ADIRS are necessary in this test)


(Ref. TASK 34-10-00-860-004-A).

22-10-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(3)

On the overhead panel, on the FLT CTL panels 23VU and 24VU:
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, and FAC 1 and 2 pushbutton switches are
pushed (the FAULT and OFF legends must be off).
NOTE :

(4)

The two ELACs, one SEC and one FAC are necessary for this test.

Do the EIS start procedure


(Ref. TASK 31-60-00-860-001-A).

Subtask 22-10-00-010-050-A
B.

Get Access
(1)

Put the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE in position at the access door 822.
(a)

Open the access door 822.

(b)

On the battery power center 105VU:


. loosen the two screws and remove the protective cover.

Subtask 22-10-00-865-050-A
C.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
FLIGHT CONTROLS/ELAC1/NORM/SPLY

15CE1

B11

49VU

AUTO FLT/FCU/1

9CA1

B05

49VU

AUTO FLT/FMGC/1

10CA1

B02

105VU

FLIGHT CONTROLS/ELAC2/STBY SPLY

16CE2

A02

105VU

FLT CTL/ELAC1/STBY SPLY

16CE1

A01

121VU

AUTO FLT/FCU/2

9CA2

M21

121VU

AUTO FLT/FMGC/2

10CA2

M17

121VU

AUTO FLT/RUDDER/ARTF/FEEL

14CA

N17

121VU

AUTO FLT/STICK/LOCK

13CA

N16

121VU

FLIGHT CONTROLS/ELAC2/NORM/SPLY

15CE2

R20

4.

FIN

LOCATION

Procedure
Subtask 22-10-00-710-050-C
A.

Do this test:

ACTION
1.Make sure that the two FDs are engaged.
NOTE :

RESULT
On the upper section of the Captains and First Officers
PFDs:
If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view.
switches on the FCU (glareshield: 13VU).

2.On the FCU:


. Push the AP1(2) pushbutton switch to engage the
AP1(2).

AES

This pushbutton switch comes on.


On the upper section of the PFDs:
. The white AP1(2) indication comes into view.

22-10-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
3.On the Captains side stick controller:
. Push then release the Captains takeover and priority
pushbutton switch.

RESULT
The AP1(2) disengages.
On the FCU:
. The AP1(2) pushbutton switch goes off. The warnings
related to AP disengagement occur as follows:
. You can hear the cavalry charge warning for
approximately 1.5 seconds.
. On the glareshield, the red MASTER WARN lights flash
for approximately 3 seconds.
. On the upper ECAM DU, the red AP OFF indication is
shown for approximately 9 seconds.

4.On the FCU:


. Push the AP1(2) pushbutton switch to engage the
AP1(2).

This pushbutton switch comes on.


On the upper section of the PFDs:
. The white AP1(2) indication comes into view.

5.On the First Officers side stick controller:


. Push then release the First Officers takeover and
priority pushbutton switch.

The AP1(2) disengages.


On the FCU:
. The AP1(2) pushbutton switch goes off. The warnings
related to AP disengagement occur as follows:
. You can hear the cavalry charge warning for
approximately 1.5 seconds.
. On the glareshield, the red MASTER WARN lights flash
for approximately 3 seconds.
. On the upper ECAM DU, the red AP OFF indication is
shown for approximately 9 seconds.

6.Open the circuit breakers 15CE1(15CE2) and


16CE1(16CE2).

On the overhead panel, on the FLT CTL panel 23VU:


. The FAULT legend on the ELAC 1(2) pushbutton
switch comes on.
This pushbutton switch comes on.
On the upper section of the PFDs:
. The white AP1(2) indication comes into view.

7.On the FCU:


. Push the AP1(2) pushbutton switch to engage the
AP1(2).
8.On the Captains side stick controller:
. Push then release the Captains takeover and priority
pushbutton switch.

The AP1(2) disengages.


On the FCU:
. The AP1(2) pushbutton switch goes off. The warnings
related to AP disengagement occur as follows:
. You can hear the cavalry charge warning for
approximately 1.5 seconds.
. On the glareshield, the red MASTER WARN lights flash
for approximately 3 seconds.
. On the upper ECAM DU, the red AP OFF indication is
shown for approximately 9 seconds.

9.Close the circuit breakers 15CE1(15CE2) and


16CE1(16CE2).

On the overhead panel, on the FLT CTL panel 23VU:


. The FAULT legend of the ELAC 1(2) pushbutton
switch goes off after some seconds.

10.Do the tests again from step 2 to step 9 with


information between parentheses.

You must get the same results (step by step).

AES

22-10-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
5.

Close-up
Subtask 22-10-00-860-051-A
A.

Aircraft Maintenance Configuration


(1)

On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switches to OFF.

(2)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(3)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

Subtask 22-10-00-410-050-A
B.

AES

Close Access
(1)

Install the protective cover on the battery power center 105VU.

(2)

Tighten the two screws.

(3)

Close the access door 822.

(4)

Remove the access platform(s).

22-10-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-10-00-710-002-A
Operational Test of Autopilot Disengagement and Locking Devices of the Side Stick Controller and Rudder Pedals
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1.

Reason for the Job


(Ref. MPD 22-10-00-01-)
OPERATIONAL CHECK OF AP DISENGAGEMENT AND LOCKING DEVICES OF SIDE STICK CONTROLLER
AND RUDDER PEDALS

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

29-10-00-863-003-A

Pressurize the Blue Hydraulic System with a Ground Power Supply

29-10-00-863-003-A-01

Pressurize the Blue Hydraulic System with the Blue Electric Pump

29-10-00-864-003-A

Depressurize the Blue Hydraulic System

29-23-00-863-001-A

Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump

29-23-00-864-001-A

Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU
EIS Start Procedure
EIS Stop Procedure
IR Alignment Procedure

31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A
TSM 22-11-00-810-835

3.

Results of the Operational Test of the Autopilot Engagement and Locking


Devices of the Side Stick Controller and Rudder Pedals not Satisfactory (for
corrective action)

Job Set-up
Subtask 22-10-00-860-052-A
A.

Aircraft Maintenance Configuration


(1)

AES

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).

22-10-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(2)

Align the ADIRS (two ADIRS are necessary in this test)


(Ref. TASK 34-10-00-860-004-A).

(3)

On the overhead panel, on the FLT CTL panels (23VU and 24VU):
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, and FAC 1 and 2 pushbutton switches are
pushed (FAULT and OFF legends off). (The two ELACs, one SEC and one FAC are necessary for
this test).

(4)

Do the EIS start procedure (Ref. TASK 31-60-00-860-001-A).

(5)

On the center pedestal, on the ECAM control panel, set the F/CTL page.

(6)

Pressurize the aircraft hydraulic systems


(Ref. TASK 29-23-00-863-001-A) (Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003A-01).

Subtask 22-10-00-865-051-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
AUTO FLT/FCU/1

9CA1

B05

49VU

AUTO FLT/FMGC/1

10CA1

B02

121VU

AUTO FLT/FCU/2

9CA2

M21

121VU

AUTO FLT/FMGC/2

10CA2

M17

121VU

AUTO FLT/RUDDER/ARTF/FEEL

14CA

N17

121VU

AUTO FLT/STICK/LOCK

13CA

N16

4.

FIN

LOCATION

Procedure
Subtask 22-10-00-710-051-C
A.

Do this test:
NOTE :

Ignore the warnings related to this test.

NOTE :

If the result of the test is not satisfactory, do the trouble shooting procedure (Ref. TSM
22-11-00-810-835).

ACTION
1.Make sure that the two FDs are engaged.
NOTE :

RESULT
On the upper section of the Captains or the First Officers
PFDs:
If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view.
switches on the FCU (glareshield: 13VU).

2.Open the circuit breaker 10CA2.

On the First Officers PFD:


. The 1FD1 indication replaces 1FD2 indication.

3.Operate the rudder pedals to make a right turn, then a


left turn.

On the lower ECAM DU, on the F/CTL page:


. The rudder moves in relation with the command. Feel
the load applied on the pedals.

4.Release the rudder pedals.


5.Move the Captains side stick controller around its axis
and then to zero.
6.Move the First Officers side stick controller around its
axis and then to zero.
7.On the FCU:

AES

The side stick controllers move freely.


The side stick controllers move freely.

22-10-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ACTION
Push the AP1 pushbutton switch to engage the AP1.

8.Apply an usual load on the rudder pedals.

RESULT
This pushbutton switch comes on.
Make sure that the load threshold of the rudder pedals is
more than that of step 3 (the load you apply to the pedals
must be below the new load threshold per step 9).

9.Apply a higher load on the rudder pedals until they move The AP1 disengages.
freely.
10.Release the rudder pedals.
11.Engage the AP1 again.
This pushbutton switch comes on.
12.On the First Officers side stick controller:
. Apply a usual load in one direction

The side stick controller is locked.

The AP1 disengages.

Apply a higher load until it moves freely

13.Release the First Officers side stick controller.


14.Engage the AP1 again.

This pushbutton switch comes on.

15.Do the step 12 with the Captains side stick controller.

You must get the same results as step 12.

16.Release the Captains side stick controller.


17.Close the circuit breaker 10CA2, and after the safety
test, make sure that the FD2 engages.

On the First Officers PFD:


. The 1FD2 indication replaces the 1FD1 indication.

18.Open the circuit breaker 10CA1.

On the Captains PFD:


. The 2FD2 indication replaces the 1FD2 indication.
This pushbutton switch comes on.

19.Engage the AP2.


20.Apply an usual load on the rudder pedals.

Make sure that the load threshold of the rudder pedals is


more than that of step 3 (the load you apply to the pedals
must be below the new load threshold per step 21).

21.Apply a higher load on the rudder pedals until they


move freely.
22.Release the rudder pedals.
23.Engage the AP2 again.

The AP2 disengages.

This pushbutton switch comes on.

24.On the First Officers side stick controller:


. Apply a usual load in one direction

The side stick controller is locked.

The AP2 disengages.

Apply a higher load until it moves freely

25.Release the First Officers side stick controller.


26.Engage the AP2 again.

This pushbutton switch comes on.

27.Do the step 24 with the Captains side stick controller.

You must get the same results as those of step 24.

28.Release the Captains side stick controller.


29.Close the circuit breaker 10CA1 and after the safety
test, make sure that the FD1 engages.

On the Captains PFD:


. The 1FD2 indication replaces the 2FD2 indication.

30.Cancel the AP warnings:


. Engage the AP1 or AP2
. Push and release the takeover and priority pushbutton
switch on Captains or First Officers side stick
controller.
or
. Push the MASTER WARN light on the glareshield
. Push the CLEAR key on the ECP (ECAM Control
Panel).

AES

22-10-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
5.

Close-up
Subtask 22-10-00-860-053-A
A.

AES

Aircraft Maintenance Configuration


(1)

Depressurize the aircraft hydraulic system


(Ref. TASK 29-23-00-864-001-A) (Ref. TASK 29-10-00-864-003-A).

(2)

On the overhead panel , on the ADIRS CDU, set the OFF/NAV /ATT selector switches to OFF.

(3)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(4)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-10-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-10-00-710-003-A
Operational Test of the Vertical Speed and Heading Hold Modes
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
1.

Reason for the Job


To do a check of a longitudinal mode and a lateral mode.

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

29-10-00-863-003-A

Pressurize the Blue Hydraulic System with a Ground Power Supply

29-10-00-863-003-A-01

Pressurize the Blue Hydraulic System with the Blue Electric Pump

29-10-00-864-003-A

Depressurize the Blue Hydraulic System

29-23-00-863-001-A

Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump

29-23-00-864-001-A

Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU
EIS Start Procedure
EIS Stop Procedure
IR Alignment Procedure

31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A
3.

Job Set-up
Subtask 22-10-00-860-054-A
A.

AES

Aircraft Maintenance Configuration


(1)

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).

(2)

Make sure that the aircraft is in the ground condition with the engines shut down.

(3)

Align the ADIRS (two ADIRS are necessary for this test)
(Ref. TASK 34-10-00-860-004-A).

22-10-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(4)

On the overhead panel, on the FLT CTL panels (23VU and 24VU):
. make sure that the ELAC 1 and 2, SEC 1, 2 and 3, FAC 1 and 2 pushbutton switches are pushed
(the FAULT and OFF legends are off).
NOTE :

One ELAC, one SEC and one FAC are necessary for this test.

(5)

Do the EIS start procedure


(Ref. TASK 31-60-00-860-001-A).

(6)

On the center pedestal, on the ECAM control panel, set the F/CTL page.

(7)

Pressurize the aircraft hydraulic systems


(Ref. TASK 29-23-00-863-001-A)
(Ref. TASK 29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).

Subtask 22-10-00-865-052-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
AUTO FLT/FCU/1

9CA1

B05

49VU

AUTO FLT/FMGC/1

10CA1

B02

121VU

AUTO FLT/FCU/2

9CA2

M21

121VU

AUTO FLT/FMGC/2

10CA2

M17

121VU

AUTO FLT/RUDDER/ARTF/FEEL

14CA

N17

121VU

AUTO FLT/STICK/LOCK

13CA

N16

4.

FIN

LOCATION

Procedure
Subtask 22-10-00-710-053-B
A.

Do this test:

ACTION
1.Make sure that the two FDs are engaged.
NOTE :

RESULT
On the upper section of the Captains and First Officers
PFDs:
If they are not engaged, push the FD pushbutton . The white 1FD2 indications are in view
switches on the FCU (glareshield 13VU)
. The cyan ALT indications are in view
. The cyan NAV indications are in view. On the FCU:
. The dashes are in view in the SPD, HDG and V/S
windows
. A value is shown in the ALT window
. All the indicator lights are off, except LAT.

2.On the FCU:


. Push the AP1 (AP2) pushbutton switch.

This pushbutton switch comes on.


On the PFDs:
. The white AP1 (AP2) indication comes into view.

3.On the FCU:


. Pull the V/S-FPA selector knob.

On the PFDs:
. The green V/S indication with cyan value (+0) comes
into view.
. The cyan ALT indication goes out of view
. The pitch FD bar is shown centered. On the FCU, in
the V/S window:
. The dashes go out of view and are replaced by the zero
value.

AES

22-10-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ACTION
Turn the V/S-FPA selector knob to UP.

RESULT
On the FCU:
. The vertical speed shown in the V/S window increases
positively. On the PFDs:
. The pitch FD bar moves up.
. The cyan value increases. On the lower ECAM DU, on
the F/CTL page:
. The elevators move up (nose-up command).

Turn the V/S-FPA knob to DN, to cancel the vertical On the FCU:
speed.
. The vertical speed shown goes back to the zero value.
On the PDFs:
. The pitch FD bar is shown centered.
. The cyan value goes back to the value +0. On the
lower ECAM DU, on the F/CTL page:
. The elevators move back to zero.
Pull the HDG-TRK selector knob.
On the PFDs:
. The green HDG indication comes into view
. The cyan NAV indication goes out of view
. The roll FD bar is shown centered.
. cyan selected heading index comes into view in the
center of the heading scale. On the FCU, in the HDG
window:
. The dashes go out of view and the aircraft heading is
shown
. The LAT indicator light goes off.

Turn the HDG-TRK selector knob to positively


increase the heading value.

On the FCU:
. The heading shown in the HDG window increases. On
the PFDs:
. The roll FD bar moves to the right. The selected
heading index moves to the right (when the index is out
of view, digits replace it on the right of the heading
scale). On the lower ECAM DU, on the F/CTL page:
. The right aileron and the right spoilers move up
. The left aileron moves down
. The rudder moves to right
. The rudder trim moves to the right but after the
rudder. On the center pedestal, on the panel 110VU:
. A trim value is given on the rudder trim indicator.

Turn the heading selector knob to get back to the


aircraft heading.

On the PFDs:
. The roll FD bar moves to the center.
. The selected heading index returns to the center of the
heading scale. On the lower ECAM DU, on the F/CTL
page:
. The ailerons and spoilers move back to zero.
. The rudder and the rudder trim stay turned to the right
and are aligned. On the rudder trim indicator:
. The trim value is still shown.
The AP1 (AP2) disengages.
The warnings related to AP disengagement occur
momentarily.

4.On the Captains or First Officers side stick controller:


. Push the Captains AP disconnect and priority
pushbutton switch.

AES

22-10-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
5.On the center pedestal, on the panel 110VU:
. Push the RUD TRIM/RESET pushbutton switch.

RESULT
On the lower ECAM DU, on the F/CTL page:
. The rudder and the rudder trim move back to zero. On
the rudder trim indicator:
. L or R 00.0 (plus or minus 0.3) is shown.

6.On the FCU:


. Push the HDG-V/S/TRK-FPA selection pushbutton
switch.

On the FCU:
. The TRK-FPA indication replaces the HDG-V/S
indication. On the PFDs:
. The roll and pitch FD bars are replaced by the Flight
Path Director and Flight Path Vector symbols.
. The green V/S indication with cyan value reverts to the
green FPA indication with cyan value.
. The green HDG indication reverts to the green TRACK
indication.

5.

Close-up
Subtask 22-10-00-860-055-A
A.

AES

Aircraft Maintenance Configuration


(1)

Depressurize the aircraft hydraulic systems


(Ref. TASK 29-23-00-864-001-A) (Ref. TASK 29-10-00-864-003-A).

(2)

On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switches to OFF.

(3)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(4)

De-energize the aircraft electrical circuits


(Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-A-01) or (Ref. TASK
24-41-00-862-002-A-02).

22-10-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-10-00-710-004-A
Operational Test of the FCU Lighting
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1.

Reason for the Job


To do a check of the integral lighting and the window lighting of the FCU.

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

3.

Job Set-up
Subtask 22-10-00-861-053-A
A.

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002A-02).

Subtask 22-10-00-865-053-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:


PANEL

49VU

DESIGNATION
AUTO FLT/FCU/1

9CA1

B05

121VU

AUTO FLT/FCU/2

9CA2

M21

122VU

LIGHTING/INSTL LT/GLARE/SHLD

5LF

Y05

4.

FIN

LOCATION

Procedure
Subtask 22-10-00-710-054-A
A.

Do this test:

ACTION
1.On the glareshield, below the FCU:

RESULT
On the FCU:

Set the two potentiometers to their left stop.

.
.

On the front face, the indications go off.


The window lighting goes off.

2.Set the left potentiometer to the right stop.

All the indications on the front face get brighter.

AES

22-10-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
3.Set the right potentiometer to the right stop.

RESULT
The window lighting increases.

4.Set the two potentiometers to the left stop.

Same result as in step 1.

5.

Close-up
Subtask 22-10-00-862-053-A
A.

AES

De-energize the aircraft electrical circuits


(Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002A-02).

22-10-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-10-00-710-005-A
Operational Test of the Indicator Lights and Displays of the FCU
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1.

Reason for the Job


To do a check of the indicator lights and displays of the FCU.

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

3.

Job Set-up
Subtask 22-10-00-861-054-A
A.

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002A-02).

Subtask 22-10-00-865-054-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:


PANEL

49VU

DESIGNATION
AUTO FLT/FCU/1

9CA1

B05

49VU

AUTO FLT/FMGC/1

10CA1

B02

121VU

AUTO FLT/FCU/2

9CA2

M21

121VU

AUTO FLT/FMGC/2

10CA2

M17

122VU

LIGHTING/TST/BOARD/SPLY

30LP

X06

4.

FIN

LOCATION

Procedure
Subtask 22-10-00-710-055-B
A.

Do this test:

ACTION
1.On the overhead panel, on the panel 25VU:
. Make sure that the ANN LT switch is set to DIM.

AES

RESULT

22-10-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
2.On the panel 25VU:
. Set the ANN LT switch to TEST.

RESULT
On the FCU:
. The 3 green bars on the pushbutton switches come on.
. All the segments in the display windows and the three
associated green indicator lights come on.

3.Set the ANN LT switch to DIM.

You must get the same result as in


step 1.

5.

Close-up
Subtask 22-10-00-862-054-A
A.

AES

De-energize the aircraft electrical circuits


(Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002A-02).

22-10-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-10-00-710-006-A
Operational Test of the FCU
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1.

Reason for the Job


To
.
.
.

2.

do a check of:
the selector switches and the display windows
the changeover logic between FCU1 and FCU2
the re-initialization of the two microprocessors for a power cut of more than seven minutes.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

3.

Job Set-up
Subtask 22-10-00-861-055-A
A.

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002A-02).

Subtask 22-10-00-865-055-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:


PANEL

49VU

DESIGNATION
AUTO FLT/FCU/1

FIN
9CA1

LOCATION
B05

Subtask 22-10-00-865-059-A
C.

Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:
PANEL

49VU

DESIGNATION
AUTO FLT/FMGC/1

10CA1

B02

121VU

AUTO FLT/FCU/2

9CA2

M21

121VU

AUTO FLT/FMGC/2

10CA2

M17

AES

FIN

LOCATION

22-10-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
4.

Procedure
** On A/C 003-004
PRE SB 22-1138 FOR A/C 003-004
Subtask 22-10-00-710-056-B
A.

Do this test:
NOTE :

During the test, ignore the visual and aural warnings.

ACTION
1.On the FCU, on the EFIS control section:
. Set the two in Hg/hPa selector switches to hPa.

RESULT

2.On the FCU:


. Pull and turn the selector knobs to change the values
in the display windows.

The FCU shows these values:


. V/S: +30oo
. ALT: 40000
. HDG: 359
. SPD: 399
. BARO pressure: 1013.

3.Close the circuit breaker 9CA2.

No change.

4.Open the circuit breaker 9CA1.


5.On the FCU:
. Change the values shown.

The FCU shows the same values as in step 2.


The FCU shows these values:
. V/S: -40oo
. ALT: 15800
. HDG: 95
. SPD: 120
. BARO pressure: 1013

6.Close the circuit breaker 9CA1.

No change.

7.Open the circuit breaker 9CA2.


8.Open the circuit breaker 9CA1.

The FCU shows the same values as in step 5.


On the FCU, all the values go out of view.

9.Wait more than 7 minutes and then close the circuit


breaker 9CA2.

At
.
.
.
.
.

10.Open the circuit breaker 9CA2.

the end of the safety test, the FCU shows these values:
V/S: +00oo
ALT: 00100
HDG: 000
SPD: 100
BARO pressure: 1013. The HDG-V/S indication is in
view.
On the FCU, all the values go out of view.

11.Close the circuit breaker 9CA1.

The FCU shows the same values as in step 9.

12.Close the circuit breaker 9CA2.

No change.

13.On the FCU:


. Push then release the HDG-V/S/TRK FPA
pushbutton switch.

On the FCU:
. The TRK-FPA data is shown (indication and display
windows).

The HDG-V/S data is shown (indication and display


windows)

The related display shows SPD 100.

Push the pushbutton switch again.

14.Close the circuit breaker 10CA1.


15.On the FCU, (at the end of the safety test):
.

AES

Pull the SPD-MACH selector knob.

22-10-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ACTION
Push and release the SPD/MACH pushbutton switch.

Push the pushbutton switch again.

RESULT
The related display window shows
MACH .01
or
MACH .10 if the ADIRUs are not set to OFF.
The related display window shows
SPD 100.

16.Close the circuit breaker 10CA2.


** On A/C 005-099
POST SB 22-1138 FOR A/C 003-004
Subtask 22-10-00-710-056-C
A.

Do this test:
NOTE :

During the test, ignore the visual and aural warnings.

ACTION
1.On the FCU, on the EFIS control section:
. Set the two in Hg/hPa selector switches to hPa.

RESULT

2.On the FCU:


. Pull and turn the selector knobs to change the values
in the display windows.

The FCU shows these values:


. V/S: +30oo
. ALT: 40000
. HDG: 359
. SPD: 399
. BARO pressure: 1013.

3.Close the circuit breaker 9CA2.

No change.

4.Open the circuit breaker 9CA1.


5.On the FCU:
. Change the values shown.

The FCU shows the same values as in step 2.


The FCU shows these values:
. V/S: -40oo
. ALT: 15800
. HDG: 95
. SPD: 120
. BARO pressure: 1013

6.Close the circuit breaker 9CA1.

No change.

7.Open the circuit breaker 9CA2.


8.Open the circuit breaker 9CA1.

The FCU shows the same values as in step 5.


On the FCU, all the values go out of view.
The displays will stay on for some time.

9.Wait more than 7 minutes and then close the circuit


breaker 9CA2.

At
.
.
.
.
.

10.Open the circuit breaker 9CA2.


11.Close the circuit breaker 9CA1.
12.Close the circuit breaker 9CA2.

AES

the end of the safety test, the FCU shows these values:
V/S: +00oo
ALT: 00100
HDG: 000
SPD: 100
BARO pressure: 1013. The HDG-V/S indication is in
view.
On the FCU, all the values go out of view.
Note a residual illumination of the LED values if exists.
The FCU shows the same values as in step 9.
No change.

22-10-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
13.On the FCU:
. Push then release the HDG-V/S/TRK FPA
pushbutton switch.

RESULT
On the FCU:
. The TRK-FPA data is shown (indication and display
windows).

The HDG-V/S data is shown (indication and display


windows)

Push the pushbutton switch again.

14.Close the circuit breaker 10CA1.


15.On the FCU, (at the end of the safety test):
.

Pull the SPD-MACH selector knob.

The related display shows SPD 100.

Push and release the SPD/MACH pushbutton switch.

Push the pushbutton switch again.

The related display window shows


MACH .01
or
MACH .10 if the ADIRUs are not set to OFF.
The related display window shows
SPD 100.

16.Close the circuit breaker 10CA2.


5.

Close-up
** On A/C ALL
Subtask 22-10-00-862-055-A
A.

AES

De-energize the aircraft electrical circuits


(Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002A-02).

22-10-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-10-00-710-007-A
Operational Test of the Altitude Alert Warning
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
WARNING : IF HYDRAULIC SYSTEMS ARE PRESSURIZED, THE PITCH TRIM COULD AUTOMATICALLY GO TO
THE NEUTRAL POSITION WHEN YOU GO BACK TO THE GROUND CONFIGURATION.
1.

Reason for the Job


To do a check of the Altitude Alert Warning.

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
B.

QTY
DESIGNATION
AR SAFETY CLIP - CIRCUIT BREAKER

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

31-60-00-860-001-A
31-60-00-860-002-A

EIS Start Procedure


EIS Stop Procedure

32-00-00-860-001-A

Flight Configuration Precautions with Electrical Power

32-00-00-860-001-A-01

Flight Configuration Precautions without Electrical Power

32-00-00-860-002-A

Ground Configuration after Flight Configuration with Electrical Power

32-00-00-860-002-A-01

Ground Configuration after Flight Configuration without Electrical Power

34-10-00-860-002-A
34-10-00-860-005-A

ADIRS Start Procedure


ADIRS Stop Procedure

3.

Job Set-up
Subtask 22-10-00-860-056-A
A.

Aircraft Maintenance Configuration


(1)

AES

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).

22-10-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(2)

Do the EIS start procedure


(Ref. TASK 31-60-00-860-001-A).

(3)

Do the ADIRS start procedure


(Ref. TASK 34-10-00-860-002-A).

(4)

Make sure that the aircraft is in the clean configuration (on the FLAPS panel 114VU, the lever is in the
0 notch position).

Subtask 22-10-00-860-059-A
B.

Take the applicable safety precautions before you open the LGCIU circuit breakers (Ref. TASK
32-00-00-860-001-A) or (Ref. TASK 32-00-00-860-001-A-01).
NOTE :

You must do these actions to prevent probe heating and to simulate a flight configuration.

NOTE :

Push and release the MASTER CAUT (or MASTER WARN) pushbutton switch to ignore the warnings
related to this simulation.

Subtask 22-10-00-865-060-A
C.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
AUTO FLT/FCU/1

9CA1

FIN
B05

LOCATION

49VU

AUTO FLT/FMGC/1

10CA1

B02

49VU

CAPT/LOUD/SPKR

5WW

F10

49VU

FWS/FWC1/SPLY

3WW

F01

121VU

AUTO FLT/FCU/2

9CA2

M21

121VU

AUTO FLT/FMGC/2

10CA2

M17

121VU

EIS/F/O/LOUD/SPKR

4WW

P08

121VU

EIS/FWC2/SPLY

2WW

Q07

Subtask 22-10-00-865-072-A
D.

Open, safety and tag this(these) circuit breaker(s):

49VU

PANEL

DESIGNATION
L/G/LGCIU/SYS1/NORM

1GA

C09

49VU

ANTI ICE/PROBES/AOA/1

4DA1

D04

49VU

ANTI ICE/PROBES/PHC/1

2DA1

D03

49VU

ANTI ICE/PROBES/PITOT/1

3DA1

D02

121VU

COM NAV/RAD ALTM/2

1SA2

K12

121VU

COM NAV/RAD ALTM/1

1SA1

K11

121VU

HYDRAULIC/LGCIU/SYS2

2GA

Q35

121VU

HYDRAULIC/LGCIU/SYS1/GRND SPLY

52GA

Q34

122VU

ANTI ICE/PROBES/PHC/3

2DA3

Y16

122VU

ANTI ICE/PROBES/2/TAT

1DA2

Y15

122VU

ANTI ICE/PROBES/2/PITOT

3DA2

Y14

122VU

ANTI ICE/PROBES/2/AOA

4DA2

Y13

AES

FIN

LOCATION

22-10-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

122VU

PANEL

DESIGNATION
ANTI ICE/PROBES/PHC/2

2DA2

FIN
Y12

LOCATION

122VU

ANTI ICE/PROBES/2/STATIC

5DA2

Y11

122VU

ANTI ICE/PROBES/3/PITOT

3DA3

Z16

122VU

ANTI ICE/PROBES/3/AOA

4DA3

Z15

122VU

ANTI ICE/PROBES/3/STATIC

5DA3

Z14

122VU

ANTI ICE/PROBES/1/STATIC

5DA1

Z13

122VU

ANTI ICE/PROBES/1/TAT

1DA1

Z12

2000VU
** On A/C 005-099

WASTE WIP-DRAINMAST-FWD

1DU

B06

2000VU
** On A/C ALL

WASTE WIP-DRAINMAST-FWD

1DU

B08

2001VU

WASTE WIP DRAINMAST AFT

11DU

E01

** On A/C 003-004

Subtask 22-10-00-860-057-A
E.

4.

Aircraft Maintenance Configuration


(1)

On the center pedestal, on the SWITCHING panel 8VU, make sure that the AIR DATA selector switch
is set to NORM.

(2)

On the FCUs:
. Push the baro reference selector knobs to get baro reference,
. then turn them to set an altitude equal to zero feet on Captains and First Officers PFDs.

Procedure
Subtask 22-10-00-710-057-A
A.

Operational Test of the Altitude Alert Warning


NOTE :

To do a check of the altitude alert circuit, you must do a check of FCU C/Bs with FWC C/Bs with
these pairs of circuit breakers open:
. 9CA1/2WW
. 9CA1/3WW
. 9CA2/2WW
. 9CA2/3WW

ACTION
1.Open the circuit breakers 9CA1 and 2WW.

RESULT

2.In the center of the FCU:


. Turn the altitude selector knob to set an altitude of
1000 ft in the ALT field of the display window.
3.On the right side of the FCU:
. Turn the baro reference selector knob to set an
altitude of 500 ft on the right altitude counter.

The altitude alert audio warning (C chord) operates only


once briefly.
On the two PFDs, altitude counter framework flashes yellow
continuously.

The altitude alert audio warning (C chord) operates


continuously.
On the two PFDs, the altitude counter framework flashes
amber continuously.

AES

Turn the baro reference selector knob to set an


altitude of zero ft on the right altitude counter.

22-10-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
4.In the center of FCU:
. Turn the altitude selector knob to set an altitude of
30000 ft in the ALT field of the display window.

RESULT
The altitude audio warning stops.
On the two PFDs, the altitude counter framework no longer
flashes.

5.Close the circuit breaker 2WW.


Open the circuit breaker 3WW.
Wait for one minute.
NOTE :

Push and release the MASTER CAUT (or


MASTER WARN) pushbutton switch to ignore
the warnings.
6.Repeat the steps 2, 3 and 4.
7.Close the circuit breakers 9CA1 and 3WW.
Open the circuit breakers 9CA2 and 2WW.
Wait for one minute.

Same results as in steps 2, 3 and 4.

NOTE :

Push and release the MASTER CAUT (or


MASTER WARN) pushbutton switch to ignore
the warnings.
8.In the center of the FCU:
. Turn the altitude selector knob to set an altitude of
1000 ft in the ALT field of the display window.
9.On the left side of the FCU:
. Turn the baro reference selector knob to set an
altitude of 500 ft on the left altitude counter.

The altitude alert audio warning (C chord) operates only


once briefly.
On the two PFDs, altitude counter framework flashes yellow
continuously.

The altitude alert audio warning (C chord) operates


continuously.
On the two PFDs, the altitude counter framework flashes
amber continuously.

Turn the baro reference selector knob to set an


altitude of zero ft on the left altitude counter.

10.In the center of FCU:


. Turn the altitude selector knob to set an altitude of
30000 ft in the ALT field of the display window.

The altitude audio warning stops.


On the two PFDs, the altitude counter framework no longer
flashes.

11.Close the circuit breaker 2WW.


Open the circuit breaker 3WW.
Wait for one minute.
NOTE :

Push and release the MASTER CAUT (or


MASTER WARN) pushbutton switch to ignore
the warnings.
12.Repeat the steps 8, 9 and 10.

Same results as in steps 8, 9 and 10.

13.Close the circuit breakers 9CA2 and 3WW.


5.

Close-up
Subtask 22-10-00-865-073-A
A.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):
PANEL

49VU

AES

DESIGNATION
L/G/LGCIU/SYS1/NORM

FIN
1GA

LOCATION
C09

22-10-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

121VU

PANEL

DESIGNATION
COM NAV/RAD ALTM/2

1SA2

FIN
K12

LOCATION

121VU

COM NAV/RAD ALTM/1

1SA1

K11

121VU

HYDRAULIC/LGCIU/SYS2

2GA

Q35

121VU

HYDRAULIC/LGCIU/SYS1/GRND SPLY

52GA

Q34

Subtask 22-10-00-860-060-A
B.

After you close the LGCIU circuit breakers, put the aircraft back to the ground configuration (Ref. TASK
32-00-00-860-002-A) or (Ref. TASK 32-00-00-860-002-A-01).

Subtask 22-10-00-865-074-A
C.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):
PANEL

49VU

DESIGNATION
ANTI ICE/PROBES/AOA/1

FIN

LOCATION

4DA1

D04

49VU

ANTI ICE/PROBES/PHC/1

2DA1

D03

49VU

ANTI ICE/PROBES/PITOT/1

3DA1

D02

122VU

ANTI ICE/PROBES/PHC/3

2DA3

Y16

122VU

ANTI ICE/PROBES/2/TAT

1DA2

Y15

122VU

ANTI ICE/PROBES/2/PITOT

3DA2

Y14

122VU

ANTI ICE/PROBES/2/AOA

4DA2

Y13

122VU

ANTI ICE/PROBES/PHC/2

2DA2

Y12

122VU

ANTI ICE/PROBES/2/STATIC

5DA2

Y11

122VU

ANTI ICE/PROBES/3/PITOT

3DA3

Z16

122VU

ANTI ICE/PROBES/3/AOA

4DA3

Z15

122VU

ANTI ICE/PROBES/3/STATIC

5DA3

Z14

122VU

ANTI ICE/PROBES/1/STATIC

5DA1

Z13

122VU

ANTI ICE/PROBES/1/TAT

1DA1

Z12

2000VU
** On A/C 005-099

WASTE WIP-DRAINMAST-FWD

1DU

B06

2000VU
** On A/C ALL

WASTE WIP-DRAINMAST-FWD

1DU

B08

2001VU

WASTE WIP DRAINMAST AFT

11DU

E01

** On A/C 003-004

Subtask 22-10-00-860-058-A
D.

AES

Aircraft Maintenance Configuration


(1)

Do the EIS stop procedure


(Ref. TASK 31-60-00-860-002-A).

(2)

Do the ADIRS stop procedure


(Ref. TASK 34-10-00-860-005-A).

(3)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-10-00 PB501

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AP/FD ENGAGEMENT - DESCRIPTION AND OPERATION


** On A/C ALL
1.

General
The engagement of the Flight Director (FD) and the Autopilot (AP) for flight guidance are described in this section.

AES

22-11-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

System Description
A.

FD Engagement
(1) General
(Ref. Fig. 22-11-00-12500-A - FD Engagement)
The FDs are engaged automatically upon energization of the computers in flight or on the ground.
(a) Energization on ground
After the safety tests, at power rise:
. The two FDs engage if no failure is detected by internal monitoring.
The FMA indications appear on the PFDs but the FD bars are removed.
The FD orders will be displayed on the PFD for a given axis when a mode is active on this axis.
. If an FD does not engage (FMGC failure detected by internal monitoring), the two PFDs are
switched to the valid FD (same FD indication on both PFDs).
(b) Energization in flight
The safety test at power rise is not performed.
The two FDs engage in V/S and HDG modes.
(2) FD - Engage Hardware Logic
(Ref. Fig. 22-11-00-12700-A - FD - Engage Hardware Logic)
A part of the FD engage logic is accomplished through the hardware.
This logic takes into account the FD ENGD signals (generated in the software) and the FG HLTY signals
from the command and monitoring channels:
Loss of the FD ENGD signal is spread over a period of 200 ms.
The safeguard of the engage signals is ensured by back-up current Vs over a brief period.
The CMD and MON FD ENGD wired signals which are obtained are used by:
. The DMCs (FMGC bus selection logic).
. The FCU (FMGC bus selection logic).
. The opposite FMGC (FD COND logic).
(a) FLIGHT GUIDANCE HEALTHY logic (FG HLTY)
(Ref. Fig. 22-11-00-12800-A - FG HLTY Logic)
1

AES

FG HLTY logic on command side


This signal which is consolidated by an FG HLTY signal from the monitoring channel is generated
by the following monitoring functions:
a

Internal monitoring of the guidance


This monitoring function comprises the result of the safety tests.
These tests are initiated on the ground at power rise (long cutoff) The devices to be tested
are : the memories, the watchdog, the power supply monitoring circuit, etc.
. Monitoring of the +5V, +15V and -15V powers (supplied from the aircraft 28 VDC)
This is a cross - monitoring between CMD and MON channels (the CMD side monitors
the MON powers and vice versa)
. Monitoring of the access to the INNER/GUIDANCE common memory
. Monitoring of the ARINC input and output sequencers
. Monitoring of the monitor ARINC transmissions
. Monitoring of the real-time monitor of the inner loop processor
. Monitoring of the alpha-floor logic.

Internal monitoring of the inner loop CPU


This monitoring function comprises:
. Monitoring of the ARINC input and output sequencers
. Monitoring of the AP output orders

22-11-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.
.

Monitoring of the INNER/GUIDANCE common memory


monitoring of monitor ARINC transmissions.

Monitoring of the exceptions of the guidance CPU


An exception results from an instruction which cannot be performed normally for these
reasons:
. Either it does not follow the rules of the memory protection
. Or it leads to an erratic result
. Or the instruction itself is garbled.

Monitoring of the exceptions of the inner loop CPU

Guidance processor watchdog output

FG HLTY logic on monitoring side


This signal which is also consolidated by the FG HLTY signal from the command channel is
generated by the following monitoring functions:
a

Software monitoring of the monitor CPU


This monitoring function comprises:
. Result of the safety tests
. Monitoring of the +5V, +15V and -15V powers of the command channel
. Monitoring of the ARINC input and output sequencers
. Monitoring of the command ARINC transmissions
. Monitoring of the AP orders
. Monitoring of the FD orders
. Monitoring of the alpha-floor logic.

Monitoring of the exceptions of the monitor CPU

Watchdog activation

(b) FD ENGAGED logic (FD ENGD)


Three conditions are required to obtain FD ENGD
1

FD specific conditions (FD COND)


(Ref. Fig. 22-11-00-12900-A - FD Disengagement)
This logic takes into account the actions on the FD pushbutton switches on the FCU
(Ref. Fig. 22-11-00-12800-A - FG HLTY Logic)
NOTE :

The FD can be disengaged by means of the FD bars clearing pushbutton switches.

Two cases may arise:

AES

Both FMGCs valid


(FD1 on Capt PFD and FD2 on F/O PFD)
Action on one pushbutton switch results in:
. Removal of the bars on the associated PFD
. Disengagement of the corresponding FD.

One FMGC not valid (the opposite FD is presented on Capt and F/O PFDs)
Action on one pushbutton switch results in:
. Removal of the bars on the PFD associated with the pushbutton switch.
Action on the second pushbutton switch results in:
. Removal of the bars on the associated PFD
. Disengagement of the FD.

AP/FD common conditions (Ref. para. 2. A. (3).

22-11-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
3

AP/FD/A THR common conditions (Ref. para. 2. A. (4).

(3) AP/FD Common Conditions : AP/FD COND


(Ref. Fig. 22-11-00-13100-A - AP/FD COND Logic)
(a) FAC parameters monitoring
This monitoring takes into account the validity (refresh and status matrix) of the data on the bus
selected by the FMGC.
Selection of the FAC bus is in function of the FAC HEALTHY wired discretes (two CMD and MON
discretes per FAC).
. The monitoring of the parameters linked to the flight envelope is not taken into account in LAND
TRACK phase.
. Parameters such as; weight, center of gravity, maneuvering speed in clean configuration, are not
monitored in LAND TRACK or GO AROUND modes.
(b) Radio altimeter monitoring
Each FMGC monitors the validity of the radio altimeter data delivered by each bus (refresh, status
matrix validity).
This monitoring selects the appropriate bus and causes disengagement of the AP/FD in case of total
loss of the two radio altimeters at LAND ARM mode selection or at GLIDE CAPTURE or GLIDE
TRACK or LAND TRACK mode selection.
(c) ROLL OUT mode validity
Two monitoring functions define the validity of the ROLL OUT mode:
. Monitoring of the runway heading delivered by the ILS (refresh and status matrix validity)
. Deviation between runway heading and magnetic track delivered by the ADIRS less than 7 deg.
between 700 ft and 100 ft.
These functions are effective as soon as the LAND Mode is selected.
(d) ILS monitoring
Each FMGC monitors the parameters transmitted by both ILS/MMR receivers.
Total loss of ILS information at LAND ARM or LOC ARM selection results in AP and FD
disengagement (except in the event of glide deviation loss below 100 ft.).
(e) Validities of lateral and longitudinal flight plans
The AP/FD is disengaged when the validity of lateral or longitudinal flight plan is lost, with FINAL
DES mode armed or active.
(f) FCU parameter monitoring
This monitoring takes into account the validity of the FCU bus data (refresh and status matrix). It is
inhibited in LAND TRACK or GO AROUND mode.
(4) AP/FD/A THR Common Conditions
(Ref. Fig. 22-11-00-13300-A - AP/FD/A THR Common Conditions)
This logic covers all the conditions common to the AP, FD and A/THR functions.
(a) Monitoring of ADIRS parameters
Two types of monitoring functions performed on the ADR and IR labels.

AES

For all the data


Status matrix and refresh monitoring (failure detected by self-test) through the peripheral).

For some important data


. comparison of the data from the 3 ADIRS
. 2 by 2 comparison of with respect to the voted value (failure not detected by self-test through
the peripheral).
At first failure (detected by self-test or not) the considered FMGC can change over automatically
on the ADIRS 3 data (manual switching can also be performed on the panel 8VU).

22-11-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
A second failure causes disengagement of the AP, FD and A/THR systems.
(b) Validity of the FM part
This validity which is necessary to engage the cruise modes, is no longer taken into account in the
following modes : G/S TRACK below 700 ft., LAND TRACK and GO AROUND.
(c) Landing-gear data availability
The FAC delivers the information related to landing-gear data availability.
This item of information is not taken into account in LAND and GO AROUND modes.
(5) FD Command Generation
(Ref. Fig. 22-11-00-13500-A - FD Basic Loops)
The following basic loops generate the FD commands:
(a) FD pitch control command
This command is generated from the outer loop command - DELTA THETA C FD.
The bar control command takes into account data feedback. It is limited to plus or minus 22.5 deg.
A vertical acceleration term is added when the commands are displayed in FPV mode (flight path
vector).
(b) FD roll control command
This command is generated from the outer loop command - PHI C.
When the FD commands are presented by crossed bars, the roll FD command is limited to plus or
minus 45 deg..
(c) FD yaw control command
This command is displayed on the PFDs in these phases only: ROLL OUT, RUNWAY (to 30 ft.) and
ALIGN (Ref. para 2. A. (6).
The DELTA R YAW command is generated in the yaw AP basic loop. The FD command is limited to
plus or minus 45 deg. in amplitude.
(d) FD command monitoring
The FD pitch and yaw control commands are computed in the command and monitoring channels and
then compared
(Ref. Fig. 22-11-00-13600-A - FD Command Monitoring)
The result of these comparisons is used to generate the FG HEALTHY signal. (Ref. para 2. A. (2)
Internal Monitoring Logic)
In TAKE OFF, LANDING and GO AROUND modes, the pitch and yaw outer loop commands are
computed in the command and monitoring channels.
(6) Removal of FD Commands
(Ref. Fig. 22-11-00-13800-A - Removal of FD Commands)
The FD commands can be removed in two ways:
(a) Removal manual control
The crew can clear the FD commands by means of the FD pushbutton switches located on the FCU.
Action on one FD pushbutton switch results in:
. Extinguishing of the FD P/B
. Removal of the FD commands (tendency bars or flight path director symbols) on the associated
PFD.
A second action on the illuminated pushbutton switch leads to:
. Illumination of the P/B (three green bars)
. Display of the FD commands.
The FD pushbutton switches come on automatically:
. Upon energization
. Upon loss of the AP, the ROLL OUT mode being active.

AES

22-11-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(b) Logic - controlled removal
The FD commands (on the three axes) are delivered to the DMCs on three different labels:
. Label 141 PITCH FD BAR
. Label 140 ROLL FD BAR
. Label 143 YAW FD BAR.
This logic orders the DMCs to clear a command by forcing the status matrix of the corresponding label
to NCD:
. NCD on the three labels when the FD ENGD condition is lost
. NCD on the label 141 when no longitudinal mode is engaged or when the ROLL OUT mode is
active
. NCD on the label 140 when no lateral mode is engaged or when the RUNWAY LOC or the ROLL
OUT modes are active
. NCD on the label 143 as long as the RUNWAY LOC, ROLL OUT or ALIGN modes are not active.
(7) FD Display Flashing
The FMGCs can send a command to the DMCs to make the FD bars flash.
(a) FD pitch bar
This bar flashes in the following conditions:
. When the transmission of the glide data is interrupted above 100 ft. with the G/S CPT,
GS/TRACK and LAND TRACK modes engaged.
. If the ALT ACQ mode is lost further to altitude reference change (the bar flashes for 10 s).
. If the V/S mode is engaged (further to pilot action or loss of the lateral approach mode) with the
G/S CPT, G/S TRACK, LAND TRACK or FINAL DESCENT modes engaged (the bar flashes for
10 s).
. When one AP or FD is engaged, when no AP/FD were previously engaged (the bar flashes for 10
s).
(b) FD roll bar
This bar flashes in the following conditions:
. When the transmission of the LOC data is interrupted above 15 ft. with the LOC CPT, LOC
TRACK and LAND TRACK modes engaged.
. If the HDG mode is engaged (further to pilot action or loss of the longitudinal approach mode)
with the LOC CPT, LOC TRACK, LAND TRACK modes engaged or in the NAV mode associated
with RNAV approach (the bar flashes for 10 s).
. When one AP or FD is engaged, when no AP/FD were previously engaged (the bar flashes for 10
s).
(c) Flight path vector (FPV)
The vector flashes when one of the conditions mentioned above is present.
B.

AP Engagement
(1) General
The AP is engaged through two pushbutton switches (AP1 and AP2) located on the center section of the
FCU.
In cruise only one AP can be engaged at a time (priority to the last AP engaged).
Both APs can be engaged when the following modes are active or armed:
. LAND mode
. GO AROUND mode.
In these cases, the AP1 has priority and is active. The AP2 is in standby and becomes active if the AP1 is
lost.
When these modes are released, the AP2 is disengaged automatically.
The AP can be engaged on the ground in any mode with engines stopped.
The AP disengages when one engine is started.

AES

22-11-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
An AP can be engaged again 5 s after lift-off in active FD modes (if at least one FD is engaged) and, in
HDG and V/S modes (if no FD is engaged).
At AP engagement, the load thresholds on the side stick controllers and on the rudder pedals are increased.
AP engagement is indicated by the illumination of the corresponding pushbutton switch (three green bars)
and by the AP1 or AP2 indication in the status column on the PFDs.
The pilot can disengage the AP in different ways:
. By action on the engagement pushbutton switch, with the green bars on.
. By action on one takeover and priority pushbutton switch on the side stick controller.
Loss of the AP is indicated by an aural and visual warning (Ref. para. 2. B. (6).
(2) AP ENGD Hardware Logic
(Ref. Fig. 22-11-00-14400-B - AP - Engage Hardware Logic)
(a) Principle
A part of the AP engage logic is accomplished through the hardware. It takes into account the
following signals:
. AP ENGD boolean generated in the software
. FG HEALTHY logic signal (Ref. para 2. A. (2))
. AP SW wired discrete from the FCU.
The AP ENGD hardware logic utilizes the command and the monitoring channels. Each output
discrete takes into account the conditions generated by each generated by each channel.
During the safety tests (at power rise) the AP SW signal is inhibited prohibiting engagement through
the pushbutton switch.
The disengagement takes place in the hardware logic:
. Upon loss of one of the AP ENGD and FG HEALTHY signals after confirmation of 200 ms.
. Through action on one takeover and priority pushbutton switch located on the side stick
controllers.
. Upon detection of long power failure (LPF) by the power unit.
In the event of short interruption, the engage signal maintains its pre-cutoff state. The final circuits are
therefore supplied with back-up current (VS).
They are isolated from the other signals during the cutoff (SW RESET signal active).
. The AP ENGD wired discretes obtained are used by : the FACs (selection of AUTO mode and
acquisition of yaw axis guidance signals)
. The ELACs (selection of AUTO mode and acquisition of guidance signals, pitch and roll axes and
nose-wheel steering)
. The FCU (illumination of the corresponding AP pushbutton switch, 3 green bars, and selection of
the FMGCs (generation of the AP warning)
. The opposite FMGC (disengagement of associated AP if in cruise modes, selection of the FMGC
having priority)
. The OWN FMGC (engagement wrap around).
(b) AP ENGD Software Logic

AES

Engagement conditions
This signal is at 1 (flip-flop set) if all the engagement conditions are activated:
. Action on the engagement pushbutton switch
. Ground conditions : engagement possible in any mode only if the engines are shut down
. Flight conditions : engagement possible 5 s after lift-off
. Conditions specific to the AP : AP COND (Ref. para. 2. B. (5)
. Conditions common to the AP/FD : AP/FD COND (Ref. para. 2. A. (3)
. Conditions common to the AP/FD and A/THR : AP/FD/A THR COND (Ref. para. 2. A.
(4).

Disengagement conditions
This signal is set to O (flip-flop reset) when a disengagement condition is present:

22-11-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.
.
.
.
.
.

Action on the engagement pushbutton switch, the associated AP being already engaged
Engagement of the opposite AP if the AP is not in LAND or GO AROUND mode
Action on one takeover and priority pushbutton switch
One engine start on the ground
Loss of one condition : either AP COND, or AP/FD COND or AP/FD/ A-THR COND
In the event of landing in dual-AP operation, disengagement of AP2 only when the LAND or
GO AROUND mode is released.

(3) AP Specific Conditions (AP COND)


(Ref. Fig. 22-11-00-14600-A - AP COND Logic)
This logic covers all the conditions required to engage the AP
(a) Feedback of wired engage discretes
Engagement is confirmed by the feedback of four AP ENGD discretes delivered by each FMGC.
Therefore for the FMGC1:
. The AP ENGAGEMENT FEEDBACK condition (command) is set to 0 upon loss of discrete AP1
ENGD1 or 2 delivered by the command channel
. The AP ENGAGEMENT FEEDBACK condition (monitor) is set to 0 upon loss of discrete AP1
ENGD3 or 4 delivered by the monitoring channel.
(b) Disengagement through AP takeover and priority pushbutton switches
(c) Availability and validity of peripherals
These are peripherals which utilize the AP commands.
1

FAC
. Availability of at least one FAC (CMD and MON FAC HEALTHY wired discretes).
. Confirmation of FAC operation in AUTO mode further to AP engagement by the FAC
. Engagement of the yaw damper function
. Engagement of the rudder trim function.
Loss of one of the above five logic conditions is not taken into account in LAND TRACK,
between 100 ft. and the ground.

ELAC
Each ELAC generates ELAC AP DISC discretes.
The AP disengages only upon a command from the two ELACs.
The disconnection command from only one ELAC results in a reduction of landing capability.

(d) Condition specific to GO AROUND and TAKEOFF modes


On the ground, the engagement of the GO AROUND mode or positioning of the both throttle control
levers in or above the MCT/FLX gate result in AP disengagement.
(4) Generation of AP Commands
(a) Pitch basic loop
(Ref. Fig. 22-11-00-14700-A - Pitch Basic Loop)
When the AP is engaged, the delta q command generated in the pitch basic loop is sent to the ELAC
and controls the power loop of the elevator servocontrols. The delta q command integrated in the
ELAC is then fed to the THS actuator for the autotrim function.
The delta q command is limited in amplitude (-18 deg., +9 deg.) and in variation speed (10 deg./s in
clean configuration, 20 deg./s with flaps and slats extended).
Two inputs are applied to the pitch basic loop:
. A cruise input
. A landing input which optimizes performances but requires higher response for the elevator
servocontrols.
Change from one input to the other occurs at selection of the G/S GPT mode.

AES

22-11-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
1

Cruise
The delta q elevator command is generated from:
. The outer loop command - delta theta c AP
. The aircraft feedbacks in pitch angle (theta), pitch attitude rate and roll angle (phi).
In certain modes (ALT, V/S, FPA) an engine torque compensation is added to the term -delta
theta c AP to minimize the path deviations due to important thrust variations. Use of the CG
position permits to improve stability when the aircraft is in nose-heavy condition.

Landing
The delta q elevator command is generated from:
. The outer loop command - delta n Z c
. The aircraft feedbacks : vertical acceleration, pitch angle, pitch attitude rate and roll angle.

(b) Roll basic loop


(Ref. Fig. 22-11-00-14800-A - Roll Basic Loop)
Two deflection commands for the various roll control surfaces are fed from the basic loop:
. A delta p aileron command is sent to the ELACs
. A delta p spoiler command is sent to the SECs via the ELACs.
In addition, the aileron delta p command is used by the FACs for turn coordination and rudder trim.
The aileron and spoiler delta p commands are generated from the outer loop command -phi c and
aircraft feedbacks.
At the output of the inner loop, a gain K (0 in approach, 1 in cruise) permits to switch from a cruise
inner loop to an approach inner loop.
These deflection orders are limited in amplitude and in variation speed as follows:
delta p aileron LIM plus or minus 25 deg.
RLIM 25 deg./s
delta p spoiler LIM plus or minus 35 deg.
RLIM 25 deg./s
Upon real or simulated engine failure, the lateral attitude is limited on the -phi c command at the
input of the basic loop:
. In takeoff phase, the lateral attitude is limited to 15 deg. as long as speed is lower than the
maneuvering speed of the clean configuration (Green dot).
. In landing phase, and on condition that LOC CPT has not been selected, the lateral attitude is
limited to 15 deg. as long as speed is lower than the maneuvering speed of the flaps/slats
configuration.
(c) Yaw basic loop
(Ref. Fig. 22-11-00-15000-A - Yaw Basic Loop)
The delta r command of the yaw basic loop is computed by the FMGC in the approach phase only. In
the other cases, the basic loop is computed in the FACs.
This command is then fed to the FACs to control the yaw power loop.
In addition, the delta r command is integrated in the FAC and transmitted to the rudder trim actuator.
This order is limited in amplitude (plus or minus 20 deg.) and in variation speed (30 deg./sec) in clean
configuration.
In approach phase (from LOC CPT to ALIGN) the delta r command is generated from the outer loop
command-phi c and aircraft feedbacks.
In roll out phase, the delta r command is generated from the delta r ROLL OUT signals computed in
the LOC laws.
In this phase the FMGC also generates a nosewheel steering command (delta NOSEWHEEL) for the
BSCU. This command is limited in amplitude (plus or minus 6 deg.) and in variation speed (5 deg./s).
(d) Deflection command consolidation
(Ref. Fig. 22-11-00-15100-A - AP Command Generation)
The basic loop is computed for each axis in the command and monitoring channels.

AES

22-11-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The peripherals use the deflection commands resulting from the vote performed on the commands
delivered by each channel. The vote is made taking into account the smallest value (absolute value).
Comparators permit to detect:
. Differences between each input and output of voter
. Differences between the outputs of voters.
The result of these comparisons is taken into account in the generation of the FG HEALTHY signal.
In TAKE OFF, LANDING and GO AROUND modes, the outer loop commands are computed
separately by the command and monitoring channels. This duplicates the generation of deflection
commands in these modes.
In cruise modes, the outer loop commands are limited in amplitude and in speed in the basic loops. In
cruise, this limits the effects of failures affecting the outer loop commands.
(5) Increase of Load Thresholds on Side Stick Controllers and Rudder Pedals
(Ref. Fig. 22-11-00-15300-A - Side Stick Controllers and Rudder Pedals - Locking Logic)
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.

(6) Warnings
(a) AP OFF warning
(Ref. Fig. 22-11-00-15500-A - AP OFF Warning)
The FWCs generate various warnings upon AP disengagement.
Their display and the clearing actions depend on the origin of the disengagement.

AES

Manual disengagement through takeover and priority pushbutton switches


Upon disengagement through these pushbutton switches, the FWCs generate the following
warnings:
. The red MASTER WARN lights on the glareshield flash for 3 s
. The red AP OFF message is displayed for 9 s on the upper display unit of the ECAM system
in the MEMO section
. The cavalry charge aural warning sounds for 1.5 s.
All these warnings are cleared automatically. Action on one takeover and priority pushbutton
switch or on the one MASTER WARN light enables to cancel these warnings. The crew can also
clear the AP OFF message on the display unit of the ECAM system (minimum duration of the
aural warning is 0.5 s).

Disengagement resulting from a failure or from the pilot pushing the FCU AP pushbutton, or from
a force on the sidestick or rudder pedals
The FWCs generate the following warnings:
. The red MASTER WARN lights flash

22-11-00 PB001

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.

The red AUTO FLT AP OFF message is displayed on the upper display unit of the ECAM
system
. The cavalry charge aural warning sounds
. The CLR pushbutton switch on the ECAM control panel comes on.
These warnings are not cancelled automatically:
. Action on one takeover and priority pushbutton switch or on one MASTER WARN light
cancels this warning and the cavalry charge warning stops after 1.5 s
. Action on the CLR pushbutton switch cancels all the AP warnings (MASTER WARN light,
message on the upper display unit of the ECAM system and aural warning).
This action enables the display of the STATUS page (AP1 or AP2 or AP1 + 2) on the lower
display unit of the ECAM system.
NOTE :

At AP disengagement, and in addition to these warnings the corresponding engagement


pushbutton switch on the FCU goes off.
The AP1 or AP2 or the AP1 + 2 message disappears in the engagement status column of
the FMA on the PFD(s).

(b) AP availability
The FMGC generates an AP INOP message to the FWCs giving the availability of the associated AP.
When this item of information is present, the AP1 or/and AP2 message is displayed in the INOP SYS
column of the lower display unit of the ECAM system.
Each FMGC takes into account the following items of information for the availability of the AP:
. Its own validity and the validity of the FM part
. ADR validity
. IR validity
. FCU validity
. Rudder trim availability
. Yaw damper availability
. FAC and characteristic speed validity
. LGCIU validity
. ELAC availability.

AES

22-11-00 PB001

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
a) AFTER SAFETY TEST ON GROUND

FD1

CAPT PFD

FD2

F/O PFD

b) AFTER ENGAGEMENT IN FLIGHT

V/S

HDG

V/S
FD1

CAPT PFD

HDG
FD2

F/O PFD
NOTE:"1FD2" ON BOTH SIDES IF ENERGY MANAGEMENT FUNCTION ARE ACTIVATED.

N_MM_221100_0_AAM0_01_00

AES

FIGURE 22-11-00-12500-A SHEET 1


FD Engagement

22-11-00 PB001

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SOFT

FD OFF LEFT

FD COND
FD OFF RIGHT
FD OPP
ENGD

FD ENGD

FD BARS
CLEARING
LOGIC

AP/FD COND
VS
FCU

AP/FD/ATHR COND
CONF FD1
200 ms ENGD

FG HEALTHY

FD1 ENGD
OWN CMD

DMC1

FD1 ENGD
OPP MON

COMMAND
MONITOR

FD1 ENGD
QWN CMD
FD1 ENGD
OPP CMD

FD OPP ENGD

DMC3

FD OFF LEFT
FCU 1A
p1
(MICROPROCESSOR 1)

FD OFF RIGHT

p2
(MICROPROCESSOR 2)

FMGC 1

FD2 ENGD OWN CMD

FCU

FD OPP ENGD
FD2 ENGD OPP CMD

FD OPP ENGD

SAME AS

COMMAND

FMGC 1

MONITOR

FD2 ENGD OWN MON

FCU 2A
FD2 ENGD OPP MON
DMC2

FMGC 2

N_MM_221100_0_ACM0_01_00

AES

FIGURE 22-11-00-12700-A SHEET 1


FD - Engage Hardware Logic

22-11-00 PB001

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SOFT
INTERNAL MONITORING GUIDANCE
INTERNAL MONITORING/LOOP
EXCEPTIONS GUIDANCE
EXCEPTIONS I/LOOP

OWN LANE
FG
HEALTHY

WATCHDOG ACTIVATION

TO FD AND
AP
ENGAGE
LOGIC

COMMAND
MONITOR

SOFT
FG
INTERNAL MONITORING GUIDANCE
HEALTHY
EXCEPTIONS GUIDANCE

WATCHDOG ACTIVATION

N_MM_221100_0_AEM0_01_00

AES

FIGURE 22-11-00-12800-A SHEET 1


FG HLTY Logic

22-11-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
a) NORMAL CONFIGURATION: 2 FDS ENGAGED

FD1
(1FD2)*

FD2
(1FD2)*

FCU

CAPT PFD

F/O PFD

b) ACTION ON CAPT FD P/BSW

(FD2)*

CAPT PFD

FD2
(FD2)*

F/O PFD

c) FD2 FAIL AND ACTION ON CAPT FD P/BSW

(FD1)*

CAPT PFD

FD1
(FD1)*

F/O PFD

* FD STATUS MESSAGES IF ENERGY MANAGEMENT FUNCTIONS ARE ACTIVED.

N_MM_221100_0_AGM0_01_00

AES

FIGURE 22-11-00-12900-A SHEET 1


FD Disengagement

22-11-00 PB001

Page 15
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

FAC PARAMETERS MONITORING

RADIO ALTIMETERS MONITORING

ROLL OUT MODE VALIDITY


AP/FD COND
ILS PARAMETERS MONITORING

PROFILE AND F PLAN VALIDITY

FCU PARAMETERS MONITORING

N_MM_221100_0_AJM0_01_00

AES

FIGURE 22-11-00-13100-A SHEET 1


AP/FD COND Logic

22-11-00 PB001

Page 16
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

ADIRS PARAMETERS
MONITORING

FM VALIDITY

AP/FD/ A/THR COND

LANDING GEAR INFORMATION


MONITORING FROM FAC

N_MM_221100_0_ALM0_01_00

AES

FIGURE 22-11-00-13300-A SHEET 1


AP/FD/A THR Common Conditions

22-11-00 PB001

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

V/S HDG SELECT


APPROACH

LIMIT

GAIN

PITCH FD BAR

WASH
OUT

GAIN

RATE
LIMIT

GAIN

GAIN
+

GAIN

f (M)
..
Z

a) PITCH

WASH
OUT

GAIN

0
f(Vc)

V/S HDG SELECT

LIMIT
+
FILTER

GAIN

LIMIT
ROLL FD BAR

+
GAIN

b) ROLL

YAW FD BAR

GAIN
LIMIT
FD ROLL OUT

FILTER

RATE
LIMIT

ALIGN
b) YAW

FD RUN WAY
RUNWAY SUBMODE

N_MM_221100_0_ANM0_01_00

AES

FIGURE 22-11-00-13500-A SHEET 1


FD Basic Loops

22-11-00 PB001

Page 18
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

CRUISE
PITCH
OUTER LOOPS T/O, G/A
G/S TRACK, LAND TRACK

PITCH FD BASIC
LOOP

PITCH FD BASIC

ROLL OUTER
LOOPS

ALL MODES

ROLL FD BASIC
LOOP

ROLL FD BAR

YAW OUTER
LOOPS

T/O
LAND

YAW FD BASIC
LOOP

YAW FD BAR

COMMAND
MONITOR

PITCH OUTER
LOOPS

YAW OUTER
LOOPS

T/O, G/A
G/S TRACK, LAND TRACK

T/O
LAND

PITCH FD BASIC
LOOP

YAW FD BASIC
LOOP

INTERNAL
MONITORING
LOGIC

N_MM_221100_0_AQM0_01_00

AES

FIGURE 22-11-00-13600-A SHEET 1


FD Command Monitoring

22-11-00 PB001

Page 19
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

FD

FD
FCU

FD2 ENGD
F/W OR
NO REFRESH ON
ONE LABEL

PITCH FD BAR
FD
COMPUTATION

ROLL

YAW

TO CAPT PFD

FD BAR

FD ORDERS CLEARING LOGIC

BUS
CHOICE

AP/FD LONG MODE

NCD ON LABEL 141

OR

BARS
CLEARING
ORDER

AP/FD LAT MODE


NCD ON LABEL 140

OR

OR

ROLL OUT MODE


RUNWAY LOC MODE
ALIGN MODE

FD OFF LEFT

FD BAR

DMC1

NCD ON LABEL 143

OR

FD ENGD
FD OFF LEFT
FD ENGAGE
LOGIC

FROM
FMGC2

FD OFF RIGHT

TO
OTHER
DMCS

FD2 ENGD

FMGC 1

N_MM_221100_0_ASP0_01_00

AES

FIGURE 22-11-00-13800-A SHEET 1


Removal of FD Commands

22-11-00 PB001

Page 20
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

AP1

3
5

AP2

AP1

(VS: EMERGENCY SUPPLY)

P1
P2

FCU

AP SW
VS
SOFT
1
2
6
8

VS

AP ENGD

AP1 ENGD

TEST ON
GROUND COND
FLIGHT COND
AP COND
AP/FD COND
AP/FD A/THR COND
DISENGAGE COND

CONF
200ms

C
M

FAC 2
1
6
3
8

VS
LPF
(FROM PS)

SW RESET

COMMAND
MONITOR

AP SW
3
4
6
8

SAME LOGIC
AS COMMAND CHANNEL
AP1 ENGD
VS

FMGC 1

AP2 ENGD
AP2 ENGD
2
4
5
6

SAME LOGIC
AS FMGC1
AP SW

AP2 ENGD
AP2 ENGD

7
8
2
4

C
M
FWC 1

AP1 ENGD
3

AP2

5
2
7
4

R*

VS

+ 28VDC

C
M

FAC 1

FG HEALTHY

TAKE OVER P/BSW NC


TAKE OVER P/BSW NO

+ 28VDC

AP1 ENGD

VS

GROUND FILTERED

AP1 ENGD

R*

AP1 ENGD

VS

5
6

7
8

5
2
7
4

C
M
FWC 2

1
3
6
8
6
8

ELAC 1
FAIL
C
M

1
3

5
7
2
4
5
7

ELAC 1

C
M

2
4

FMGC 2

ELAC 2
FCU

N_MM_221100_0_BAQ0_01_00

AES

FIGURE 22-11-00-14400-B SHEET 1


AP - Engage Hardware Logic

22-11-00 PB001

Page 21
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

AP ENGAGEMENT FEEDBACK

TAKEOVER P/BSW

FACS AVAILABILITY

AP/FD/ A/THR COND

ELACS AP DISC

TAKE OFF/GO AROUND COND

N_MM_221100_0_BCP0_01_00

AES

FIGURE 22-11-00-14600-A SHEET 1


AP COND Logic

22-11-00 PB001

Page 22
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
APPROACH
ENGINE TORQUE
COMPENSATION
+

c AP
nzc

LIM

RATE
LIMIT

f(MACH)

f(MACH)

GAIN

f(Vc)

..
Z

FILTER

GAIN

+
+

f(Vc)

LIM

f(MACH) f(XG)

GAIN

GAIN

RATE
LIMIT

f(CONFIG)

SYNCHRONIZER

f(hRA)
APPROACH

GAIN

WASH

GAIN

f(MACH)

f(Vc)

APPROACH = G/S CAPT MODE + G/S TRACK MODE + LAND TRACK MODE

+
GAIN

GAIN

f(Vc)

FLARE
0

WASH

GAIN
N_MM_221100_0_BEP0_01_00

AES

FIGURE 22-11-00-14700-A SHEET 1


Pitch Basic Loop

22-11-00 PB001

Page 23
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

GAIN
+

LIM
GAIN

GAIN

f(Vc)

STRUCTURAL
FILTER

ALIM

KINEMATICS
LIM

ALIM

P
AILERON
P
SPOILER

GAIN
APPROACH = 0
=1
CRUISE

f(MACH)

INTEGRATOR

+
+

GAIN

GAIN
+

f(CONFIG)

ACCURACY INPUT

f(Vc)

GAIN

f(Vc)

LIM

RATE
LIMIT

f(Vc)

f(Vc)

AP

GAIN
+

f(Vc)
GAIN

G/V
LIM

RATE
LIMIT

+
+
f(Vc)

AP

R1

GAIN

FILTER
+

f(Vc)
GAIN

GAIN

GAIN
+

AY1

rc

FILTER

R1c

GAIN

GAIN
GAIN
f(Vc)
f(Vc)

f(Vc)

Vc
c AP

N_MM_221100_0_BGQ0_01_00

AES

FIGURE 22-11-00-14800-A SHEET 1


Roll Basic Loop

22-11-00 PB001

Page 24
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL
GAIN
+

f(Vc)
ROLL OUT

GAIN

AP

RATE
LIMIT

LIM

f(Vc)

GAIN
+

AP

f(Vc)

GAIN
+

f(Vc)

GAIN
+

R1C

f(Vc)

r1

GAIN

WASH
GAIN

r ROLL OUT

f(V

LIM

RATE
LIMIT

NOSE WHEEL

)
GROUND

N_MM_221100_0_BJP0_01_00

AES

FIGURE 22-11-00-15000-A SHEET 1


Yaw Basic Loop

22-11-00 PB001

Page 25
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

T/O + G/A + G/S TRACK.LOC TRACK + LAND TRACK

CRUISE OUTER

CRUISE OUTER
LOOPS

LOOP

LIM

T/O, G/A
LAND OUTER
LOOPS

RATE
LIM

LIM

FEEDBACK ORDERS

RATE
LIM

VOTER

TO
ELAC
FAC
BSCU

BASIC LOOP
COMMAND
MONITOR

SAME
AS
COMMAND

T/O, G/A
LAND OUTER
LOOPS

VOTER

N_MM_221100_0_BLP0_01_00

AES

FIGURE 22-11-00-15100-A SHEET 1


AP Command Generation

22-11-00 PB001

Page 26
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

ARTIFICIAL FEEL
AND TRIM UNIT
301PP

TO RUDDER
14CA
16CA

15CA1

RUDDER ART FEEL


SOLENOID
15CA2

PEDALS LOCK

+28VDC
AP OPP ENGD CMD

AP ENGD

STICK LOCK

AP OPP ENGD MON

CMD

AP OPP ENGD CMD

MON

AP OPP ENGD MON

AP ENGD

CAPTAIN SIDE STICK


CONTROLLER

21CA
PEDALS LOCK

CAPT PITCH & ROLL LOCK


SOLENOID
12CA1

STICK LOCK
23CA

FMGC 1
F/O SIDE STICK
CONTROLLER

PEDALS LOCK

STICK LOCK
SAME AS
FMGC 1

22CA
PEDALS LOCK

STICK LOCK
24CA

F/O PITCH & ROLL LOCK


SOLENOID
12CA2

FMGC 2

301PP
13CA

N_MM_221100_0_BNP0_01_00

AES

FIGURE 22-11-00-15300-A SHEET 1


Side Stick Controllers and Rudder Pedals - Locking Logic

22-11-00 PB001

Page 27
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

FLIGHT CONTROL UNIT

F/O MASTER WARN LIGHT

CAPT MASTER WARN LIGHT

AUTO FLT

C
COCKPIT
LOUDSPEAKERS

UPPER ECAM DISPLAY UNIT

D
H

AP OFF

E
CAVALRY
CHARGE

F/O TAKE OVER &


PRIORITY
P/BSW

CAPT TAKE OVER &


PRIORITY P/BSW

LOWER ECAM DISPLAY UNIT

ECAM CONTROL PANEL

N_MM_221100_0_BQP0_01_00

AES

FIGURE 22-11-00-15500-A SHEET 1


AP OFF Warning

22-11-00 PB001

Page 28
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

CRUISE MODES - DESCRIPTION AND OPERATION


** On A/C ALL
1.

General
A.

Engagement Principle
The engagement of the cruise modes on the AP/FD obeys the operational utilization principle of the AFS.
When the pilot wants to manually control a flight parameter, he must select the required value on the FCU then
pull the associated selector knob. Then, the AP/FD mode of the manual control of this parameter is engaged.
In order to have a flight parameter controlled by the flight management part of the FMGC, the pilot must push
the associated selector knob. The automatic control is then armed or activated.

B.

Engagement on the Ground


In order to facilitate the AFS test, certain cruise modes can be activated on the AP and on the FD, on the
ground when the engines are stopped.
All these modes are disengaged at engine start-up on the ground and this causes the return to a configuration in
conformity with the takeoff phase.

C.

Synchronization of Modes Between FMGCs


So as to ensure a consistent operation of the AFS, it is mandatory to have the two FMGCs in operation with the
same modes active and armed.
The logic for the selection of the FMGC which has priority takes into account the engagement of the AP, FD
and A/THR functions.
This logic is indicated below.
------------------------------------------------------------------------------! AP ENGAGEMENTS ! FD ENGAGEMENTS ! A/THR ENGAGEMENTS !
FMGC HAVING
!
!------------------!------------------!-------------------!
PRIORITY
!
!
1
!
2
!
1
!
2
!
1
!
2
!
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
1
!
!
!
!
!
!
1
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
1
!
!
!
!
!
2
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
1
!
!
!
!
1
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
0
!
1
!
!
!
2
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
0
!
0
!
1
!
!
1
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
0
!
0
!
0
!
1
!
2
!
!--------!---------!---------!--------!---------!---------!-------------------!
!
0
!
0
!
0
!
0
!
0
!
0
! 1 (if FMGC valid) !
------------------------------------------------------------------------------NOTE :

- means : indifferent state


In cruise phase and on condition there is at least one AP/FD engaged, the FMGC which has priority
imposes the cruise modes active and armed to the FMGC which has no priority.

D. Disengagement Principle
The disengagement of a lateral mode is caused by the engagement of a new lateral mode. The disengagement of
a longitudinal mode is caused by the engagement of a new longitudinal mode.

AES

22-12-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

System Description
A.

Speed Control
In flight, the AFS ensures the permanent control of the SPEED/MACH parameter either through the automatic
thrust control or through the AP/FD longitudinal guidance.
The purpose of the control is to acquire and hold a reference speed or Mach or to monitor the evolution of this
parameter within an authorized zone, in the case of follow-up of the descent path at reduced thrust.
The speed control is:
. managed when the speed or Mach reference does not come from the FCU. In this case, the speed triangular
symbol is magenta on the PFD speed scale.
. selected when this reference is the value displayed in the SPD MACH window of the FCU display. In this
case, the speed triangular symbol is cyan on the PFD speed scale.
(1) Selected Speed Control
It is activated:
. upon energization of the FMGC in flight
. five seconds after lift-off, when no FM speed reference is available and the PITCH TAKE OFF, PITCH
GO AROUND, GS TRACK and LAND TRACK modes are not engaged
. upon disengagement of two AP/FDs on condition that the aircraft is not in approach phase
. through pull action on the SPEED/MACH selector knob, on the ground with engines stopped or in
flight (5 s after lift-off)
(Ref. Fig. 22-12-00-13700-B - Speed Control)
(item C)
. through FMS request (acceptance of a preset value upon FMS phase change Ref. NOTE 1)
. upon the loss of FM speed reference in flight when the PITCH TAKE OFF, PITCH GO AROUND, GS
TRACK and LAND TRACK modes are not engaged.
The selected control is lost:
. when the automatic speed control is selected
. upon engine start-up on the ground
. upon engagement of the AP or FD on the ground.
NOTE :

The speed is preset on the MCDU.

NOTE :

It is not possible to select selected speed control in the configuration : ground (takeoff), engines
running, and FD engaged.

NOTE :

The request for switching to selected speed will not be accepted if the SRS mode is engaged and
the altitude selected on the FCU is lower than the aircraft level.

(2) Managed Speed Control


The speed control can be managed only if a speed reference is available in the FMGC.
The nature of this reference is dependent on the flight phase (V2, V Ref., speed hold reference in climb,
descent and cruise).
It is activated:
. on the ground:
. upon engagement of the AP or FD, with V2 available
. upon engine start-up with FD engaged and V2 available
. upon selection of V2 on the MCDU, with the FD engaged.
. on the ground or in flight:
. when the SRS control law is activated due to the TAKE OFF or GO AROUND modes
NOTE :

AES

At takeoff, this mode cannot be engaged if V2 is not available.

22-12-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
. when you push the SPD/MACH selector knob and on condition that the reference which
corresponds to the flight phase is available in the FMGC
. when the Expedite mode is engaged.

It is lost when you switch to the selected speed control and on the ground, when the TAKEOFF, GO
AROUND AND TRACK modes are not engaged and when the validity of V2 disappears.
(3) Speed/Mach Switching
(Ref. Para. 2.C.(3)(b))
. In automatic speed control, switching is controlled by the FM part.
. In manual speed control, the Speed/Mach switching is automatic and controlled by the FM part
according to the switching altitude.
Upon switching, the FCU displays the Mach number (or speed) which corresponds to the speed (or
Mach number) selected and to the switching altitude.
This automatic switching can be overriden by the pilot through action on related pushbutton switch (on
the FCU) and upon switching, the display is synchronized on the A/C Mach number (or speed).
(4) Target Speed Limitations
The speed control permits to limit the target speed within a margin which guarantees the maneuverability
and safety with respect to the stalling speed and maximum speed.
The lower limit is the minimum selectable speed VLS which is 30% higher than the stalling speed.
The upper limit is the maximum operating speed which corresponds to the structural limits or to buffeting.
In managed speed control, when the target speed is determined by the FM part (i.e. outside the takeoff,
landing and go around phases), the lower limit is the maneuvering speed (VMAN) 45% higher than the
stalling speed.
All these typical speeds are calculated by the FAC. Their definitions and the guarantees they provide are
described in 22-60-00 : FAC.
(5) Synchronization of the SPD MACH Display of the FCU
When the managed speed control is engaged, the SPD MACH window of the FCU displays dashes and the
associated automatic control light is on.
(Ref. Fig. 22-12-00-13700-B - Speed Control)
(item A)
When in managed speed control, if you turn the SPD MACH selector knob on the FCU, the FMGC causes
the synchronization of the FCU SPD MACH window.
(Ref. Fig. 22-12-00-13700-B - Speed Control)
(item B)
The value to be synchronized is calculated and transmitted by the FMGC to the FCU.
Then, if the pilot pulls the SPD MACH selector knob, the manual speed control is engaged and the selected
speed is taken into account.
(Ref. Fig. 22-12-00-13700-B - Speed Control)
(item C)
If the pilot does not pull the SPD MACH selector knob within the 10 s which follow the selection, the
dashes are displayed again in the window and the selection is lost.
The different possibilities of synchronization are:
(a) Display of a reference in the display window which can be caused:
. by the loss of the two FMGCs ; in this case, the window displays only the speed, and the
synchronized value will be the last acquisition of the A/C speed before the loss of the two FMGCs.
. by the engagement of the manual speed control or turn action on the SPD MACH selector knob.
The synchronized value is the aircraft speed or Mach (e.g. energization of AFS or takeoff without
V2).
At takeoff or in go around, the synchronized value cannot be lower than V2 memorized or GA
speed target.

AES

22-12-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.

by acceptance of a preset value entered on the MCDU.


When the pilot presets a speed or Mach value on the MCDU for the next flight phase when there
is an FMS phase change, the manual speed control is selected and this value is displayed on the
FCU.

(b) Modification of the speed or Mach reference displayed in the window, caused by the FMGC:
. when the pilot has preset a speed or Mach value on the MCDU for the next flight phase, at the
FMS phase change, this value is synchronized
. during climb when the aircraft reaches the SPD-to-MACH switching altitude, the synchronized
value is the Mach number calculated by the FMS (Mach number which corresponds to the selected
speed and to the switching altitude).
. during descent when the aircraft reaches the MACH-to-SPD switching altitude, the synchronized
value is the speed calculated by the FMS.
. when the pilot causes a Speed/Mach switching through action on the related pushbutton switch
(on the FCU), the synchronized value is the aircraft speed or Mach number.
NOTE :

Display unit limitations:


. between 100 and 399 kts for speed
. between 0.01 and 0.99 for Mach number.

B.

Lateral Modes - General


(Ref. Fig. 22-12-00-14500-A - Lateral Modes Active in Cruise)
The figure gives:
. the list of lateral modes active in cruise,
. the control laws and references associated with each mode.

C.

Lateral Modes - Heading or Track Hold Modes (HDG/TRK)


(Ref. Fig. 22-12-00-15100-B - HDG/TRK Selection)
(item A)
The choice between heading and track modes is made according to the selection made on the FCU.
After an in-flight energization, the FCU selection is HDG-V/S and the heading hold mode is engaged at the FD.
An action on the FCU related pushbutton switch causes the selection of TRK-FPA, engagement of the TRK
mode and the synchronization of the HDG TRK window on the aircraft track.
A second action on the FCU related pushbutton switch causes the selection of HDG-V/S, engagement of the
HDG mode and the synchronization of the HDG TRK window on the aircraft heading.
These logic is valid if the aircraft, with HDG or TRK mode active, is not turning (current target < 5 deg).
If not, an action on FCU related pushbutton switch leads to take the previous target for the new one. So the
turn is not interrupted.
(Ref. Fig. 22-12-00-15100-B - HDG/TRK Selection)
(item B).
(1) Operational use
(Ref. Fig. 22-12-00-15200-B - HDG/TRK Mode)
The HDG/TRK mode can be engaged in flight through pull action on the heading/track selector knob of
the FCU.
At mode engagement, the HDG TRK window of the FCU is synchronized on the aircraft heading (track).
The HDG/TRK mode enables to acquire and hold the heading (track) displayed on the FCU.
The selection on the FCU can be performed before or after the mode engagement.
In fact, with the mode not engaged, the HDG TRK window displays three dashes and if you turn the
heading/track selector knob on the FCU, the window is synchronized on the aircraft heading (track).
The pilot can then select a heading (track) which will be taken into account if he engages the HDG/TRK
mode.
If the mode is not engaged within 45 s following the selection, the dashes are displayed again in the window
and the selection is lost.

AES

22-12-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The acquisition of the heading (track) displayed during the initial engagement is made in the shortest way.
On the contrary, with the HDG/TRK mode engaged, if a change of selected heading (track) is made on the
FCU, the acquisition of the new heading (track) will be made following the direction of rotation of the
heading/track selector knob of the FCU for the display.
(2) Elaboration of orders
(Ref. Fig. 22-12-00-15300-A - HDG/TRK Control Law)
This figure gives the principle of elaboration of the AP/FD orders in HDG/TRK mode.
(3) Operational logic
The HDG/TRACK modes are activated if one of the conditions below is met:
. pull action on the HDG TRK selector knob on the ground with engines shut down and in flight 5 s after
lift-off
. loss of lateral flight plan, with the NAV mode active and on condition that the FINAL DES mode is not
armed or active
. engagement of AP or FD in flight, with no AP/FD engaged
. loss of LOC capture or LOC track due to the loss of the LAND mode, independent of the selection of a
lateral mode and of action on the LOC pushbutton switch
. loss of the NAV mode due to the loss of FINAL DES mode active or armed and independent of the
selection of a lateral mode (action on the APPR pushbutton switch or selection of the V/S FPA mode)
. loss of the LOC capture or LOC Track mode not in the LAND mode through action on the LOC
pushbutton switch
. arming of LOC mode, the NAV mode associated to the FINAL DES mode being active.
D. Lateral Modes - Navigation Mode (NAV)
(1) Characteristics
This mode enables the aircraft to be controlled in the horizontal plane using the commands calculated by
the Flight Management (FM) section. The mode includes an arming phase, the support mode can be the
HDG/TRK or RUNWAY mode and an active phase.
The NAV mode can only be active or armed if a lateral flight plan, calculated by the FM from data
introduced on the MCDU, is available.
The possibilities of navigation in the horizontal plane are described in 22-72-00 Navigation/Lateral
Functions.
(2) Operational use
(Ref. Fig. 22-12-00-15700-B - Engagement of NAV Mode at Takeoff)
On the ground, the NAV mode is automatically armed as soon as a flight plan is available. At takeoff, the
switching to active NAV occurs at 30 ft.
In the same conditions and if the radio altimeters are failed, the NAV mode becomes active 5 s after lift-off.
In flight, the NAV mode is armed through push action on the HDG TRK selector knob except if the LOC
mode is active.
The NAV mode becomes active when the capture of the flight plan can be started.
(Ref. Fig. 22-12-00-15800-B - Engagement of NAV Mode (HDG TRK Selector Knob))
The capture condition is calculated by the FM part.
The NAV mode can become active without passing through the arming phase when the pilot modifies his
flight plan through the DIRECT TO procedure on the MCDU.
(Ref. Fig. 22-12-00-15900-B - Engagement of NAV Mode (DIRECT TO))
The arming of the NAV mode is indicated to the pilot through the illumination of the LAT indicator light
on the FCU.
When the NAV mode becomes active, the light remains on and dashes are displayed in the HDG TRK
window of the FCU display.
(3) Guidance
With the NAV mode active, the FM selects the lateral guidance mode and associated target.
The guidance modes available are:

AES

22-12-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.
.
.

horizontal path : capture and holding of path that the FM computes


heading : holding of heading selected by the FM
track : holding of track selected by the FM

(4) Elaboration of orders


The principle of elaboration of AP/FD orders by the heading or track holding laws has been described in
the previous chapter. When the selected guidance consists in holding a horizontal path computed by the
FM, the AP/FD orders are elaborated by the horizontal path law.
(Ref. Fig. 22-12-00-16000-A - Horizontal Path Law)
NOTE :

Phi N is a precommand determined by the FM. XTK and TAE are used to slave the aircraft to this
predetermined path.

(5) Operational logic


The logic which enables to arm and activate the NAV mode is as follows :
(a) NAV armed
The NAV is armed if a lateral flight plan is available and if one of the conditions below is present :
. push action on the heading/track selector knob except if the LOC mode is active
. aircraft on ground on condition that there is no preset heading value or any mode except the
Runway mode active
. action on APPR pushbutton switch on the FCU and on condition that a RNAV approach is
selected on the MCDU.
The NAV mode is disarmed through:
. selection of a preset heading value
. pull action on the heading selector knob
. arming of LOC mode (action on the LOC pushbutton switch)
. selection of the GO AROUND mode
. loss of the RNAV approach arming essentially due to action on the APPR pushbutton switch.
(b) NAV active
The NAV mode becomes active in presence of one of the conditions below:
. the conditions of capture of the flight plan are met, with the NAV mode armed at takeoff,
switching to NAV takes place at 30 ft.
. DIR TO is selected on the MCDU on condition that the LOC mode is not selected below 700 ft.
This mode is lost upon selection of another lateral mode and through the loss of the lateral flight plan
except when the APPR mode is engaged.
E.

Lateral Modes - LOC Mode Through LOC Pushbutton Switch


(1) Characteristics
This mode enables to capture and track a LOCALIZER beam independently of the GLIDE beam.
This mode is used:
. on the airfields not provided with glide transmitters
. in the event of very noisy ILS beams (Cat. 1 beams for example).
This mode includes:
. an arming phase,
. a capture phase,
. a track phase.
During the arming phase, the HDG, TRK and NAV modes can be used as support modes.
(2) Operational use
(Ref. Fig. 22-12-00-16400-B - LOC Mode)
After the LOC frequency and the runway heading have been selected on the MCDU or RMP, arming of the
LOC mode is controlled through push action on the LOC pushbutton switch on the FCU.

AES

22-12-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
During the arming phase, the support mode must cause the aircraft to follow a path which authorizes
capture of the LOC beam.
The conditions for activation of the LOC CPT and LOC TRACK modes and the associated guidance are
described in 22-13-00.
Engagement of the LOC mode armed or active is indicated on the FCU through illumination of the 3 green
bars on the pushbutton switch and of the LAT indicator light.
(3) Operational logic
(a) LOC mode armed
The LOC mode is armed through action on the LOC pushbutton switch and on condition that:
. one ILS/MMR receiver is available
. radio altitude is higher than 400 ft, (on the ground with engine stopped, this condition is
overridden)
. the active modes are not TAKEOFF or GO AROUND.
This mode is disarmed through:
. a new action on the LOC pushbutton switch (does not arm NAV automatically)
. arming of the NAV mode
. engine starting on the ground
. engagement of the go around mode.
NOTE :

The engagement of the NAV mode by DIR TO selection does not disarm the LOC mode.

(b) LOC mode active


This mode becomes active when the capture conditions are met.
This mode is lost upon engagement of another lateral mode, the second action on the LOC pushbutton
switch engages the HDG/ TRACK mode.
F.

Longitudinal Modes - General


(Ref. Fig. 22-12-00-16800-A - AP/FD Longitudinal Modes Active)
To ensure aircraft guidance on the longitudinal axis in AP/FD, the pilot can use:
. the modes which ensure capture and holding of a level,
. the modes which ensure control of level changes.
The level change control is selected when the pilot imposes the guidance parameters via the FCU.
The level change control is managed when the guidance parameters are determined by the FM part.
The list of longitudinal modes and sub-modes active in cruise and the control laws and associated references are
given in the figure.

G.

Longitudinal Modes - Altitude Acquisition and Hold Modes


(1) Altitude acquisition mode (ALT ACQ)
(a) Characteristics
This mode permits to acquire the altitude selected in the ALT counter of the FCU or the altitude
provided by the FM part 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 toward 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, the altitude hold mode is automatically engaged and replaces
the ALT ACQ mode.
(b) Operational use
The ALT ACQ mode is always armed except in the cases below:
. in altitude hold or ALT ACQ mode
. after glide capture

AES

22-12-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.

in V/S-FPA mode when the aircraft deviates from the selected altitude.

FCU level acquisition


With the ALT ACQ mode armed, the operating sequence is as follows:
. selection of a flight level on the FCU (during selection, the ALT ACQ mode is inhibited)
. engagement of a support mode which permits to reach the selected level (ALT in cyan on the
FMA)
. capture of the selected level (ALT * in green on the FMA)
. switching to the altitude hold mode when the altitude deviation becomes lower than 20 ft.
(Ref. Fig. 22-12-00-17200-B - ALT ACQ Mode)
This operating sequence can be modified if the pilot changes the reference altitude:
. During the arming phase:
If, when the pilot stops his selection the capture condition is met, the ALT ACQ mode is
immediately engaged.
(Ref. Fig. 22-12-00-17300-B - ALT ACQ Mode - Change of Selected Altitude During the
Arming Phase)
. During the capture phase
If, in spite of the reference change the capture condition is still met, the ALT ACQ mode
remains active but a performance degradation may occur.
If the capture condition is no longer met, the V/S or FPA mode is engaged with the current
aircraft Vz or FPA taken as a target at mode engagement.
(Ref. Fig. 22-12-00-17400-B - ALT ACQ Mode - Change of Selected Altitude During the
Capture Phase)

Acquisition of an altitude constraint


With the ALT ACQ mode armed, the altitude constraint delivered by the FM part will be
captured:
. if it is located between the level selected on the FCU and the aircraft level
. and if the support mode is a mode for automatic control of level changes.
During the arming phase, the ALT message is displayed in magenta on the second line of the
FMA.
The condition for activation of the ALT ACQ mode is the same as for the FCU level capture.
The FMA messages associated to the modes of capture and holding of an altitude constraint are
displayed in magenta.
If the conditions required to follow the flight plan disappear (loss of NAV mode or loss of
longitudinal flight plan) during the capture, the AP/FD switches to the V/S FPA mode and holds
the A/C vertical speed.
The FCU level capture is armed again.

(c) Barometric correction


(Ref. Fig. 22-12-00-17500-A - Barometric Correction)
The captured altitude is dependent on the barometric correction selected on the FCU.
Depending on the standard or BARO selection made on the associated side of the FCU:
. each FMGC utilizes either the standard altitude or the corrected altitude of the barometric pressure
that the ADCs supply.
Thus, in BARO (QNH) selection, the captured altitude corresponds to an altitude with respect to
the sea level.
In standard selection, the captured altitude corresponds to a level in the standard atmosphere.
(d) Elaboration of orders
(Ref. Fig. 22-12-00-17600-A - ALT ACQ Control Law)
In order to be sure that the level is reached, a fixed value Zo = plus or minus 40 ft brings an adequate
correction to the target altitude.
In order to homogenize the duration of capture according to the initial VZBI and to avoid overshoots,
the gain FVZ is elaborated with the initial VZ and kept constant during the phase.

AES

22-12-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(e) Operational logic
1

Altitude acquire mode armed.


The ALT ACQ mode can be armed provided that:
. The modes below are not active:
ALT ACQ
ALT
G/S Capture
G/S Track
Final Des
Land Track
V/S FPA when the selected V/S FPA reference is such that the aircraft deviates from the
selected altitude reference.
PITCH TO or PITCH GA when FCU level is lower than aircraft level.
. After FCU level capture, a new level is selected or there is a difference greater than 250 ft
between the aircraft level and the level selected on the FCU.

Altitude acquire mode active


With the ALT ACQ mode armed, the ALT ACQ mode is activated if one of the conditions below
is present:
. the capture condition of the FCU level is met.
In this case, the light which indicates the automatic level change on the FCU will go off.
. the condition for capture of the altitude constraint provided by the FMS is met.
NOTE :

The altitude acquisition mode is inhibited when a level is selected or below 400 ft with the
Pitch Takeoff or Pitch Go Around modes active.

(2) Altitude hold mode (ALT HOLD)


(a) Characteristics
This mode permits to hold the altitude selected on the FCU or the altitude constraint delivered by the
FM part.
(b) Operational use
The engagement of the ALT mode is automatic when, with the ALT ACQ mode active, the difference
between the aircraft altitude and the target altitude becomes lower than 20 ft.
(Ref. Fig. 22-12-00-17200-B - ALT ACQ Mode)
The level held in ALT mode is the altitude memorized upon engagement of the mode. Then it is not
affected by a change of reference in the ALT window of the FCU display or by a change of barometric
correction.
With the ALT mode active on the FD, engagement of the AP causes:
- engagement of the ALT ACQ mode and capture of the selected level if the difference between the
selected level and the aircraft level is lower than 250 ft.
- if, at AP engagement, the difference between the aircraft level and the selected level is greater than
250 ft., the AP holds the altitude obtained after cancellation of the vertical speed.
(Ref. Fig. 22-12-00-17800-B - AP Engagement with FD in ALT Mode)
(c) Elaboration of orders
(Ref. Fig. 22-12-00-17900-A - ALT HOLD Control Law)
The Delta Vc curve corresponds to the ALT Soft mode.
In the case of flight at high speeds in ALT mode on the AP/FD and Mach hold by the autothrust, it is
permitted, if disturbances are present, to have a plus or minus 50 ft altitude variation in order to keep
the speed constant and then minimize fuel consumption.

AES

22-12-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(d) Operational logic
The altitude hold mode becomes active if, with the altitude acquire mode engaged, the condition for
changing to the altitude mode is met.
When the altitude mode is active, it can engage two different sub-modes:
1

Vertical speed: this sub-mode is activated when the AP is engaged, with the altitude mode already
active on the flight director.
This control mode cancels the aircraft vertical speed using the vertical speed control law.

Altitude: this sub-mode is engaged:


. when the altitude mode is activated,
. when the vertical speed is cancelled with the vertical speed sub-mode engaged.
. This control mode uses the ALT HOLD control law and its reference is one of the altitudes
defined below:
. The reference altitude of the altitude acquire mode when the altitude mode is activated.
. The aircraft altitude when the vertical speed is cancelled as a result of AP engagement with
the mode active on the flight director.
NOTE :

As the ALT HOLD control law uses the IRS ZBI parameter, the level hold is not disturbed
by a barometric pressure change (QNH or QFE) or Baro/standard switching.

H. Longitudinal Modes - Manual Control Modes for Level Changes


The three manual control modes for level changes are:
. V/S - FPA
. OPEN CLB, OPEN DES
. EXP CLB, EXP DES.
These modes can be engaged in flight, 5 seconds after lift-off or on the ground, with engines stopped.
(1) Vertical speed hold mode or flight path hold mode (V/S or FPA) - General
(Ref. Fig. 22-12-00-18600-B - V/S FPA Mode Selection)
The choice between the V/S and FPA modes depends on the selection made on the FCU and is described
in Para. 2. B. (1).
At each switching, the V/S FPA window of the FCU display is synchronized on the aircraft parameter.
(2) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Characteristics
The V/S FPA mode permits to acquire and hold the vertical speed or flight path displayed in the V/S FPA
window of the FCU display.
The speed hold must be ensured by the thrust control.
(3) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Operational use
(Ref. Fig. 22-12-00-18700-B - V/S Mode Engagement Using (Turn and Pull) V/S FPA Selector Knob)
The V/S FPA mode is automatically engaged, upon in-flight energization of the FMGC, through FD
engagement.
The V/S FPA mode can be engaged through pull action on the corresponding FCU selector knob.
This action will cause synchronization of the V/S FPA window on the aircraft parameter which will be used
as a reference.
A preselection of vertical speed or flight path angle is possible when you turn the related selector knob.
This causes the synchronization of the V/S FPA window on the aircraft parameter.
This value can then be modified.
If the V/S FPA mode is not engaged within the 45 seconds which follow the end of the preselection, the
latter is lost.
With the ALT mode active on the AP/FD, the V/S FPA mode can be engaged even if the selected altitude
has not been modified.
This means that with this mode it is possible to deviate from the level selected on the FCU (in this case,
the ALT ACQ mode is not armed).

AES

22-12-00 PB001

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
If the pilot engages the AP while the V/S FPA mode is engaged on the F/D alone, the FCU window is
synchronized on the aircraft parameter.
Then, even if the pilot has not followed the flight director, engagement of the AP does not cause any sharp
modification of the aircraft flight path.
NOTE :

When the aircraft performances no longer permit to ensure speed or Mach hold considering the
great V/S or FPA values selected, the OPEN CLB or OPEN DES mode is engaged automatically
(Ref. Para. 2.C.(3)(b)).

(4) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Altitude hold in V/S FPA mode
(Ref. Fig. 22-12-00-18800-B - Altitude Hold Through V/S FPA Mode)
When the pilot selects 00 in the V/S FPA window of the FCU, the AP/FD provides a guidance in V/S
FPA mode which permits to hold the altitude obtained after cancellation of the vertical speed.
This type of guidance is cancelled as soon as the selected parameter becomes again different from zero.
When it is active, the ALT indication appears on the FMA.
When it is active, and when the DMC CPIP3 is pin programmed, the VS=0 or FPA=0 indication appears
on the FMA.
This feature is achieved via a pushing action on the vertical speed/flight path angle selector knob (PUSH
TO LEVEL OFF).
(5) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Elaboration of orders
(Ref. Fig. 22-12-00-18900-A - V/S FPA Control Laws)
(6) Vertical speed hold mode or flight path hold mode (V/S or FPA) - Operational logic
The V/S FPA modes are activated if one of the conditions below is met:
. pull action on the V/S FPA selector knob on the ground, with the engine shut down or, in flight 5,
seconds after lift-off
. engagement of one AP or FD in flight with no AP/FD previously engaged
. engagement of one AP in flight with no longitudinal mode active
. loss of GS capture or GS track mode due to the loss of LAND mode independent of the selection of a
longitudinal mode (Ref. landing mode)
. loss of the FINAL DES mode independent of the selection of a longitudinal mode (action on the APPR
pushbutton switch or loss of the active NAV mode) (Ref. R. NAV approach mode)
. loss of the NAV, LOC CPT and LOC TRACK modes or of the longitudinal flight plan in the DES or IM
DES modes (Ref. level-change automatic-control modes)
. activation, by the FM part, of a flight phase incompatible with the active mode of the level-change
automatic control (activation of the climb, takeoff or go around phase with DES or IM DES mode
active).
. with the ALT ACQ mode active :
. loss of FCU level capture conditions after selection of a new FCU target, or
. activation of capture conditions of a lost altitude constraint
. with the DES, IM DES, EXP DES or OPEN DES mode active :
the FCU level is set above the aircraft level (the target is the current aircraft vertical speed or flight
path angle at the engagement of the V/S FPA mode)
. with the CLB, IM CLB, EXP CLB or open CLB mode active :
the FCU level is set below the aircraft level (the target is the current aircraft vertical speed or flight
path angle at the engagement of the V/S FPA mode)
. in descent modes (DES, IM DES, EXP DES, OPEN DES, F.DES) the aircraft speed becomes lower
than VLS-2 kts (or VLS-17 kts if speedbrakes are extended) (speed protections exist with FD only
engaged and A/THR active, when FD bars command is not carried out)
. in climb modes (CLB, IM CLB, EXP CLB, OPEN CLB) the aircraft speed becomes higher than
VMAX+4 kts (speed protections exist with FD only engaged and A/THR active, when FD bars
command is not carried out).
(7) Level change OPEN CLB/OPEN DES mode - General

AES

22-12-00 PB001

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(8) Level change OPEN CLB/OPEN DES mode - Characteristics
This mode enables to make level changes and minimize pilot actions.
The engagement of this mode activates:
. holding of the speed or target Mach on the AP/FD
. command of a fixed thrust by the A/THR
. either limit thrust in climb
. or reduced thrust in descent.
(9) Level change OPEN CLB/OPEN DES mode - Operational use
The level change mode is engaged through pull action on the altitude selector knob on the FCU whatever
the longitudinal mode active, except landing mode.
If the level selected in the ALT window of the FCU is higher than the aircraft level, the OPEN CLB mode is
engaged and ensures the climb.
(Ref. Fig. 22-12-00-19200-B - OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude)
If the selected level is lower than the aircraft level, the OPEN DES mode is engaged and ensures the
descent.
(Ref. Fig. 22-12-00-19300-B - IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude)
The attempt of engagement of the OPEN CLB and OPEN DES modes will not be taken into account if the
mode active is ALT HOLD and if the selected altitude has not been modified.
The OPEN CLB (OPEN DES) mode is lost and V/S FPA mode engaged when FCU level is set below
(above) aircraft level.
(Ref. Fig. 22-12-00-19300-B - IN OPEN CLB Mode - V/S Mode Selection When ALT SEL < Current
Altitude)
The OPEN CLB or OPEN DES mode is engaged automatically to ensure speed protection of the V/S FPA
modes. When the V/S or FPA selected values are such that the aircraft performance no longer permits to
maintain speed and if the stipulated minimum or maximum speeds are reached, engagement of OPEN
CLB/OPEN DES mode permits to return to speed control on the AP/FD.
(Ref. Fig. 22-12-00-19500-B - OPEN CLB Mode - V/S Demand Above Performance Capability)
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 speed mode ( + 1000 ft/mn 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.
(10) Level change OPEN CLB/OPEN DES mode - Speed/Mach switching
In climb mode and manual speed control, the Speed-to-Mach switching is automatic and commanded by
the FM part, when the aircraft reaches the switching altitude computed by the FM part, depending on the
selected speed.
The corresponding Mach value which corresponds to the switching altitude and displayed on the CLB page
of the MCDU is synchronized in the SPD MACH window of the FCU display.
(Ref. Fig. 22-12-00-19200-B - OPEN CLB Mode - Mode Selection When ALT SEL > Current Altitude)
Similarly, in descent mode when the aircraft reaches the switching altitude, the FM part commands the
change to speed control, and the speed which corresponds to the Mach number selected and to the
switching altitude is synchronized in the FCU window.
This automatic switching can be overridden by the pilot via the related pushbutton switch on the FCU and
on switching, the window is synchronized with the aircraft Mach number or speed.
(Ref. Fig. 22-12-00-19400-B - OPEN DES Mode - Mode Selection When ALT SEL < Current Alitude)
(11) Level change OPEN CLB/OPEN DES mode - Elaboration of orders
(Ref. Fig. 22-12-00-19600-A - SPD/Mach Control Law)
The principle consists in splitting the aircraft total energy into two parts:
. 70% for acceleration or deceleration
. 30% for climb or descent.

AES

22-12-00 PB001

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The total flight path gamma T is the checking parameter.
Upon engagement of the OPEN CLB mode and during establishment of the limit thrust to IDLE, the
AP/FD guidance is ensured by the vertical speed law (Reference equal to + 8000 ft/mn).
This type of guidance improves the load factor and speed hold performance during the thrust transient.
In the cases below:
. A/THR disengaged or not active,
. deceleration commanded in climb,
The SPD/Mach law ensures AP/FD guidance as soon as the mode is engaged.
(12) Level change OPEN CLB/OPEN DES mode - Operational logic
The OPEN CLB and OPEN DES modes can only be engaged if the conditions below are met:
. the ALT ACQ mode can be armed
. the aircraft is on the ground (engines stopped) or in flight for more than 5 seconds
. the LAND TRACK mode is not active
. the FCU level is above the aircraft level (engagement of OPEN CLB mode) or below the aircraft level
(engagement of OPEN DES mode).
The OPEN CLB mode is activated if one of the conditions below is met:
. pull action on the altitude selector knob
. with CLB or IM CLB mode active :
. switching to Descent, or
. Approach phase, or
. loss of NAV mode or loss of flight profile validity.
. Selection of the manual speed control, when in EXP, takeoff or go around mode (Ref. EXP mode, if
fitted)
. the acceleration altitude reached is an armed CLB mode on condition that the NAV mode is not active
or the flight profile is not valid (Ref. CLB mode).
The OPEN DES mode is activated if one of the conditions below is met:
. pull action on the altitude selector knob
. selection of manual speed control with the EXP mode engaged (Ref. EXP mode).
Speed protection of the V/S FPA modes is engaged if the following conditions are met :
. V/S Sel or FPA Sel >0 and speed lower than or equal to VLS + 5kts.
. or V/S Sel or FPA Sel <0 and speed greater than or equal to VMAX - 5kts in clean configuration or
VMAX +4kts in flap and slat extended configuration.
NOTE :

The speed protection is active 5 seconds after light-off but is inactive if a speed protection from
OPEN to V/S FPA mode occurred less than 30 seconds before.

(13) Expedite (EXP) mode - General


(a) Characteristics
The EXP mode permits to perform level changes with the maximum flight path angle in climb as well
as in descent.
During climb, the engagement of this mode activates holding of the maneuvering speed on the AP/FD
and command of the limit thrust by the A/THR.
During descent, the engagement of the mode activates holding of the maximum operating speed and
command of reduced thrust (IDLE) by the A/THR.
(b) Operational use
1

AES

Engagement
(Ref. Fig. 22-12-00-19800-B - EXP Mode - EXP CLB When Aircraft Altitude < Selected Altitude)
The expedite mode can be engaged through action on the EXPED pushbutton switch on the FCU
on condition that :
. the level selected on the FCU differs from the aircraft level,
. the target speed delivered by the FM part is available.

22-12-00 PB001

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The engagement of the EXP mode commands the selection of the automatic speed control and
acceptance of the target speed delivered by the FM part which will be:
. the maneuvering speed in climb,
. the maximum operating speed in descent.
These speeds are computed by the FAC depending on the aircraft weight and balance and slat
and flap configuration.
The choice between the EXP CLB or EXP DES mode is based on the aircraft position with
respect to the FCU level.
(Ref. Fig. 22-12-00-19900-B - EXP Mode - EXP DES When Aircraft Altitude > Selected Altitude)
With this mode engaged, the altitude constraints imposed by the FMS are not taken into account
and the following appears on the FCU:
. the light for automatic change control is off
. the green bars on the EXPED pushbutton switch are on
. the light for automatic level change control is on.
2

Disengagement
The EXP mode can be disengaged:
. through pull action on the speed selector knob which switches the speed control to manual
mode and engages the OPEN CLB or OPEN DES mode.
(Ref. Fig. 22-12-00-20000-B - EXPED Mode - Disengagement by Selected Speed Selection)
This logic is also applicable to the takeoff and go around modes.
When these modes are active, the guidance is essentially dependent on the target speed of the
automatic speed control.
The guidance can then no longer be ensured if the manual speed control is selected through
engagement of any other longitudinal mode.

(c) Elaboration of orders


In EXP mode, the AP/FD orders are elaborated by the SPD/Mach law.
The A/THR operates in THRUST mode and commands a fixed thrust.
(d) Operational logic
The EXP mode is engaged through action on the EXPED pushbutton switch of the FCU and on
condition that:
. the aircraft has been flying for at least 5 seconds or is on the ground with engines shut down,
. the ALT ACQ mode can be armed,
. the LAND TRACK mode is not active.
The EXP mode is active only with the automatic speed control.
J.

Longitudinal Modes - Level-Change Managed Modes


(1) General
The level-change managed modes ensure guidance by the AP/FD.
This permits to follow the longitudinal flight plan elaborated in the flight management part.
These modes can be armed or active and when active, it is the FM part which selects the type of guidance
and the values of target parameters.
The CLB mode can be armed or active during the takeoff, go around, climb and cruise phases on condition
that the level selected on the FCU is higher than the aircraft level.
The DES mode can be armed or active during the cruise, descent and approach phases on condition that
the level selected on the FCU is lower than the aircraft level.
(2) Characteristics
With the CLB or DES modes active, the flight management part selects one of the five modes of guidance
below:
- SPEED/THRUST

AES

: . target speed or Mach hold by the AP/FD


. fixed thrust commanded by the A/THR

22-12-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
- V PATH/SPEED

: . flight path follow-up, computed


by the FM part, by the A/THR
- FPA/SPEED
: . flight path angle hold by the AP/FD
. speed or Mach hold by the A/THR
- V.S/SPEED
: . vertical speed hold by the AP/FD
. speed or Mach hold by the A/THR
- V.PATH/THRUST : . flight path follow-up, computed
by the FM, by the AP/FD
. fixed thrust commanded by the A/THR.
This last type of guidance can only be activated if the managed speed control is selected.
If this is the case, the FM part performs a loose speed hold which consists in checking that this
parameter moves within a determined interval.
Whatever the guidance selected, the target parameter values (thrust, flight path angle, vertical speed,
longitudinal path, Speed/Mach in automatic speed control) are determined by the FM part.
Only the speed or Mach can be imposed by the pilot if manual speed control is selected.
In automatic speed control, the target speed and Mach are the optimum speed and Mach values computed
as according to
. weight,
. weather conditions,
. cost index
entered in the MCDU.
The cost index which is the ratio between the time cost and the fuel cost indicates to what extent one of
these parameters must be privileged with respect to the other.
The CAS/Mach switching is commanded by the FM part when the aircraft reaches the switching altitude
which corresponds to the optimum speed and Mach of the managed speed control.
The elaboration of the longitudinal flight plan and control in the vertical plane are described in 22-73-00 Performance/Vertical Functions.
(3) Operational use - General
(4) Operational use - Engagement
The engagement of the level-change managed modes is possible only if a longitudinal flight plan is available
in the flight management part and if the horizontal NAV mode is active on the AP/FD.
The CLB or DES mode is engaged or armed through push action on the altitude knob on the FCU.
(Ref. Fig. 22-12-00-20700-B - Managed Level Change When A/C Altitude < Selected Altitude)
When the CLB and DES modes are active:
. dashes are displayed in the V/S FPA window of the FCU display,
. the white LVL/CH light comes on on the FCU display.
(5) Operational use - Arming of the CLB and DES modes
(Ref. Fig. 22-12-00-20800-B - Managed Level Change - Leveling Off Caused by an Altitude Constraint)
The level-change managed modes enable to meet the altitude constraints which may appear in the
longitudinal flight plan.
When the capture of an altitude constraint requires leveling off of the aircraft the ALT ACQ mode is
activated and the CLB or DES mode is armed.
The altitude constraint is displayed in magenta on the altitude scale of the PFD together with the ALT or
ALT * messages armed or active on the FMA.
When the constraint is released, the FM part commands the activation of the CLB or DES mode for
continuation of the flight plan.
(6) Operational use - Disengagement
(Ref. Fig. 22-12-00-20900-B - Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control)
(Ref. Fig. 22-12-00-21000-B - DES Mode Disengagement When Climb Phase is Activated)

AES

22-12-00 PB001

Page 15
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The managed level-change control modes are disengaged if there is a discontinuity in the longitudinal flight
plan or if the NAV mode is lost.
(Ref. Fig. 22-12-00-20900-B - Loss of Managed Level Change Prompted by Loss of Managed Lateral
Control)
The same situation is present if the flight phase determined by the FM part becomes incompatible with the
CLB or DES mode active.
(Ref. Fig. 22-12-00-21000-B - DES Mode Disengagement When Climb Phase is Activated)
In these conditions, the reversionary mode engaged at the AP/FD will be V/S-FPA and synchronization of
the vertical speed/flight path angle in the FCU display will permit to avoid an abrupt change of flight path,
except in CLB where the reversionary mode will be OPEN CLB.
These conditions also cause disarming of the CLB or DES modes when the AP/FD is in altitude hold mode
on a constraint.
Finally, the CLB and DES modes active are lost if another longitudinal mode is engaged at the AP/FD or if
the pilot selects a level on the FCU lower than the aircraft-in-climb level or higher than the aircraft-indescent level (Ref. V/S FPA modes).
(7) Utilization in takeoff or go around phase - General
(Ref. Fig. 22-12-00-21200-B - CLB Mode in Takeoff Phase)
(8) Utilization in takeoff or go around phase - Arming of CLB mode
On the ground, before takeoff, the CLB mode is armed as soon as the pilot selects a flight plan via the
MCDU.
During takeoff, the support mode is Pitch Takeoff which ensures guidance at the AP/FD up to the
acceleration altitude.
In these conditions, the ALT ACQ mode is also armed but is not displayed on the FMA.
The CLB mode is not armed if an altitude constraint susceptible of being met or the altitude selected on
the FCU appears in the flight plan at an altitude lower than the acceleration altitude.
In these conditions, the armed mode displayed on the FMA is ALT ACQ.
In go around phase, arming of the CLB mode obeys the same rules as in the takeoff phase. The only
difference is that the CLB mode armed appears only when the Pitch-Go-Around mode is engaged on the
AP/FD.
(9) Utilization in takeoff or go around phase - Activation
When the aircraft reaches the acceleration altitude with the CLB mode armed, the FM part commands the
activation of the climb phase. This results at level of the AP/FD in the activation:
. of the CLB mode if the automatic level-change control can be engaged and particularly if the NAV
mode is active on the AP/FD (lateral mode)
. of the OPEN CLB mode in the other cases, particularly if the HDG/TRK mode is active on the AP/FD
(lateral mode) or if the heading preset value is selected.
The managed speed control selected in takeoff and go around phases commands the acceleration towards
the climb-phase optimum speed.
If the FCU level or the first altitude constraint is lower than the acceleration altitude, the acceleration and
climb phases are started upon engagement of the ALT ACQ mode and the aircraft accelerates in level
flight.
(10) Utilization in takeoff or go around phase - Speed preset for the climb phase
The pilot can preset a speed value for the climb phase when he does not want to use the optimum speed of
the automatic speed control.
This preset value is introduced on the CLB page of the MCDU then displayed on this page and on the FMA
with the CLB armed message.
When the acceleration altitude is reached, the manual speed control is automatically selected. The preset
value is synchronized in the FCU SPD window and then becomes the new target speed for the acceleration
and climb phase.
NOTE :

AES

The same procedure enables the pilot to preset a Mach value for the cruise phase.

22-12-00 PB001

Page 16
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The Mach preset is displayed on the FMA adjacent to the ALT mode armed when the aircraft flies
the segment preceding activation of the cruise phase (Ref. 22-70-00 Flight Management System).
(11) Elaboration of orders
(Ref. Fig. 22-12-00-21600-A - Vertical Path Control Law)
The control law, flight path, vertical speed and Speed/Mach principles have been described previously.
When the selected guidance is V.PATH/SPEED or V.PATH/THRUST, the AP/FD orders are elaborated
by the vertical path follow-up law.
(12) Operational logic - General
(13) Operational logic - CLB mode armed
The climb mode is armed:
. on the ground or when the takeoff and go around modes are engaged, provided that the conditions
below are met:
. no mode active except the takeoff or go around mode
. the FCU level or the lowest FMS constraint likely to be respected is above the acceleration level
defined (with NAV mode active or armed)
. the acceleration level is valid
. in flight, except during the descent and approach phases and on condition that:
. the NAV mode is active
. the FCU level is higher than the aircraft level
. the flight profile is valid and one of the following conditions below is met:
.. capture of an altitude constraint provided by the FMS
.. push action on the altitude selector knob with ALT ACQ mode, ALT mode or ALT submode of the
V/S - FPA mode active and provided that the FM permits arming of CLB mode.
NOTE :

The climb mode is disarmed by one of the conditions below:


. conditions for arming the climb mode on the ground or in takeoff and go around modes not met
. engagement of the V/S, FPA, EXP (if fitted), CLB, DES, GS CAPTURE, OPEN CLB, OPEN
DES, ALT ACQ (FCU level) modes
. FCU level lower than the aircraft level
. FCU level reduced to the FMS constraint with the ALT or ALT ACQ mode active
. loss of NAV mode with ALT or ALT ACQ mode active
. switching to descent or approach phase
. loss of flight profile validity with the ALT or ALT ACQ mode active.

(14) Operational logic - Climb mode active


The conditions required for the climb in automatic level-change control are as follows:
. FCU level above the aircraft level
. arming of the ALT ACQ mode possible
. five seconds after lift off
. descent and approach phases not active
. NAV mode active
. flight profile valid
. G/S TRACK, LAND TRACK modes not active.
If these conditions are met, the CLB mode can be activated by one of the conditions below:
. acceleration altitude reached with the CLB mode armed
. altitude constraint met with the CLB mode armed
. IM CLB mode is engaged by pushing action on the altitude selector if :
. The ALT ACQ or ALT mode or ALT submode of V/S - FPA mode is not active
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is active, the CLB mode is not
armed and the FMS does not permit arming of CLB mode.

AES

22-12-00 PB001

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(15) Operational logic - DES mode armed
The DES mode is armed except in takeoff or go around phases and on condition that :
. FCU level lower than the aircraft level
. NAV, LOC CPT, LOC TRACK modes active
. flight profile available
and one of the following conditions is met :
. capture of an altitude constraint provided by the FMS
. push action on the altitude selector knob, with ALT ACQ mode, ALT mode or ALT submode active
and provided that FMS enables arming of DES mode.
The DES mode is disarmed through one of the conditions below:
. engagement of the V/S, FPA, EXP (if fitted), DES, G/S CPT, FINAL DES, GO AROUND, OPEN
CLB, OPEN DES modes
. FCU level higher than the aircraft level
. loss of NAV, LOC CPT, LOC TRACK modes
. switching to takeoff, go around or climb phase
. loss of flight profile validity
. FCU level reduced to the FMS constraint with ALT ACQ mode active.
(16) Operational logic - DES mode active
This mode is active on condition that:
. the FCU level is below the aircraft level
. arming of the ALT ACQ mode is possible
. the NAV, LOC CPT or LOC TRACK modes are active
. five s after lift off
. the takeoff, climb, go around phases are not active
. the flight profile is valid
. the active modes are not GS TRACK, LAND TRACK, DESCENT, FINAL DES, TAKEOFF or GO
AROUND.
If these conditions are met, the DES mode engages except in climb phase when an altitude constraint is
met with the DES mode armed.
IM DES mode is engaged by pushing action on the altitude selector if :
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is not active
. The ALT ACQ or ALT mode or ALT submode of V/S FPA mode is active, the DES mode is not armed
and the FMS does not permit arming of DES mode.
K.

Displays Associated with the Cruise Modes


(1) FMA
(a) Messages concerning the lateral AP/FD modes
1

General rules
The active mode is always indicated in plain language.
The first line indicates the active mode in green.
The second line indicates the mode armed in cyan.
a

List of messages
1st line
NAV, HDG, TRACK, LOC*, LOC
2nd line
NAV, LOC

(b) Messages concerning the longitudinal AP/FD modes


1

AES

General rules
On the first line, the message is always indicated in plain language except in ALT mode on the
cruise flight level with A/THR engaged and NAV mode active where three dashes are displayed.

22-12-00 PB001

Page 18
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The first line indicates the active mode in green.
The second line indicates the mode armed in cyan.
The messages which concern an FMS altitude constraint are displayed in magenta.
2

List of messages
1st line
ALT*, ALT, ALT CRZ, ALT CST*, V/S +/- xxxx, FPA +/- x.x deg., EXP CLB, EXP DES,
CLB, DES, OP CLB, OP DES
2nd line
ALT, CLB, DES.
3rd line
xxx, .xx
When a preset speed or Mach value has been introduced in the MCDU, the value is displayed with
the mode armed when the aircraft is in the flight segment which precedes acceptance of this
preset value (SPEED SEL: XXX or MACH SEL: .XX).

(2) FCU Automatic Control Lights


The FCU has three lights which come on whenever the automatic control is active or armed.
These lights concern:
. speed control,
. lateral control,
. longitudinal control as far as level changes are concerned.
(a) Speed control
The associated light comes on when the managed speed control is active.
(b) Lateral control
The associated light is on when:
. the lateral guidance is managed, i.e. when the modes below are active:
. NAV
. LOC CPT
. LOC TRACK
. the managed lateral guidance is armed, i.e. the modes below are armed:
. NAV
. LOC.
(c) Longitudinal control
The associated light is on when:
. the level change is automatic i.e. when the modes below are active:
. CLB
. DES
. IM CLB
. IM DES
. the automatic level change is armed when the modes below are armed:
. CLIMB
. DESCENT.

AES

22-12-00 PB001

Page 19
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

FIG.1a AUTOMATIC SPEED CONTROL ENGAGEMENT

TURN

FIG.1b FCU SPEED/MACH WINDOW SYNCHRONIZATION

PULL

FIG.1c MANUAL SPEED CONTROL ENGAGEMENT

N_MM_221200_0_AAR0_01_00

AES

FIGURE 22-12-00-13700-B SHEET 1


Speed Control

22-12-00 PB001

Page 20
May 01/12
Revision n: 40

AES

FIGURE 22-12-00-14500-A SHEET 1


Lateral Modes Active in Cruise

TARGET

AP/FD
CONTROL LAW

SUBMODE

FMA

AP/FD MODE

H/PATH

HDG

VOR

NOTE

VOR

FMS TARGET

TRACK

NOTE

TRACK

FMS TARGET

NOTE

HDG

LOC

LOC CAPTURE

LOC

LOC

LOC TRACK

HDG

HDG

HDG

NOTE : MODES OR TARGETS NOT IN BOXES ARE CHOSEN OR COMPUTED BY NAV/PERF

NOTE

H/PATH

___

NAV

LATERAL
MANAGED MODES

HDG SEL
FCU

TRACK SEL
FCU

TRACK

TRACK

TRACK

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_221200_0_ACR0_01_00

22-12-00 PB001

Page 21
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

PUSH

FIG.3a TRACK SELECTION ON FCU

PUSH

FIG.3b HEADING SELECTION ON FCU

N_MM_221200_0_AER0_01_00

AES

FIGURE 22-12-00-15100-B SHEET 1


HDG/TRK Selection

22-12-00 PB001

Page 22
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

THE HDG SELECTOR TO THE


LEFT SIDE = A/C WILL ACQUIRE
230 TURNING TO THE LEFT SIDE

3
THE HDG SELECTOR TO THE
RIGHT SIDE = A/C WILL
ACQUIRE 230 TURNING TO THE
RIGHT SIDE

ALT

HDG

ALT

AP1
FD1

AP/FD ARE ENGAGED IN


HDG AND WILL =
2
FOLLOWING THE
SHORTER PATH

NAV

AP1
FD1

1
INITIAL A/C CONFIGURATON

N_MM_221200_0_AGR0_01_00

AES

FIGURE 22-12-00-15200-B SHEET 1


HDG/TRK Mode

22-12-00 PB001

Page 23
May 01/12
Revision n: 40

AES

FIGURE 22-12-00-15300-A SHEET 1


HDG/TRK Control Law
LAT

RATE

r1
IRS

LOC

HDG

FCU

IRS
OR
IRS

GAIN

F(MACH)

GAIN

ABSOLUTE
VALUE

TURN TO LEFT

FILTER

TO ACCURACY SEE
BASIC LOOP INPUT

DIRECTION OF TURN
ACCORDING TO
SELECTION ON FCU

VARIABLE
LIMIT

TURN TO RIGHT

GAIN

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_221200_0_AJT0_01_00

22-12-00 PB001

Page 24
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

30Ft

N_MM_221200_0_ALR0_01_00

AES

FIGURE 22-12-00-15700-B SHEET 1


Engagement of NAV Mode at Takeoff

22-12-00 PB001

Page 25
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

ALT

NAV

AP1
FD1

CAPTURE POINT

SELECTION OF NAV MODE

ALT

HDG
NAV

AP1
FD1

ALT

HDG

AP1
FD1

INITIAL A/C CONFIGURATION AP/FD ENGAGED IN HDG MODE


PUSH

N_MM_221200_0_ANR0_01_00

AES

FIGURE 22-12-00-15800-B SHEET 1


Engagement of NAV Mode (HDG TRK Selector Knob)

22-12-00 PB001

Page 26
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

BBB
DDD
CCC

ALT

NAV

AP1
FD1

DIRECT TO ON MCDU
NAV IS ENGAGED

PUSH

ALT

HDG

DIR TO
*[ ]
AAA
BBB
CCC
DDD
EEE

AP1
FD1

INITIAL A/C CONFIGURATION AP/FD ENGAGED IN HDG MODE

N_MM_221200_0_AQR0_01_00

AES

FIGURE 22-12-00-15900-B SHEET 1


Engagement of NAV Mode (DIRECT TO)

22-12-00 PB001

Page 27
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FM N

FM TAE

FM XTK

SPEED

SPEED

** On A/C ALL

N_MM_221200_0_ASR0_01_00

AES

FIGURE 22-12-00-16000-A SHEET 1


Horizontal Path Law

22-12-00 PB001

Page 28
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

PUSH

LOC

CAPTURE PHASE
ARMING PHASE

ND

INITIAL A/C CONFIGURATION


LOC

N_MM_221200_0_AWR0_01_00

AES

FIGURE 22-12-00-16400-B SHEET 1


LOC Mode

22-12-00 PB001

Page 29
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
LVL/CH
MANAGED MODES

AP/FD MODES

CLB

DES

FMA

CLB

DES

SUBMODES

SPEED/THRUST

AP/FD CTL LAWS

SPD/MACH

V/S

V PATH/SPEED

FPA/SPEED

V/PATH

FPA

V/S/SPEED

V PATH/THRUST

V/S

V/PATH

TARGET FMS

TARGETS

VSEL/MSEL FCU

+ 8000 Ft/min

TARGET FMS

TARGET FMS

LVL/CH
SELECTED MODES

AP/FD MODES

OP.CLB

OP.DES

V/S

FPA

FMA

OP.CLB

OP.DES

V/S

FPA

SUBMODES

SPEED/THRUST

SPEED/THRUST

V/S

ALT

FPA

ALT

SPD/MACH

V/S

ALT HOLD

FPA

ALT HOLD

AP/FD CTL LAWS

TARGETS

V/S

EXP

EXP CLB

ALT

+ 1000 Ft/min

TARGET FMS

+ 8 000 Ft/min

VSEL/MSEL FCU

ALT ACQ
ALT*

EXP DES

ALT
___

ALT

FPA

SPD/MACH

ALT ACQ

ALT

V/S

ALT HOLD

V/S

FMS CONSTRAINT
V/S SEL FCU

ALT MEMO

FPA SEL FCU

ALT MEMO

TARGET FMS

ALT SEL FCU

ALT MEMO

0 Ft/mn

NOTE : MODES OR TARGETS NOT IN BOXES


ARE CHOSEN OR COMPUTED BY NAV/PERF
N_MM_221200_0_AYR0_01_00

AES

FIGURE 22-12-00-16800-A SHEET 1


AP/FD Longitudinal Modes Active

22-12-00 PB001

Page 30
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SPD

HDG
V/S
ALT
(CYAN)

AP1
FD1
A/THR

SPD

ALT*

HDG

AP1
FD1
A/THR

SPD

ALT

HDG

AP1
FD1
A/THR

ZSEL = 10.000 Ft

TRACK

CAPTURE

ALT ACQ MODE IS DISENGAGED


ALT MODE IS ENGAGED

V/S MODE IS DISENGAGED


ALT ACQ MODE IS ENGAGED

N_MM_221200_0_BAR0_01_00

AES

FIGURE 22-12-00-17200-B SHEET 1


ALT ACQ Mode

22-12-00 PB001

Page 31
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

29000 FT
ALT*

HDG

AP1
FD1
A/THR

15000 FT

SPD

V/S
ALT

HDG

(CYAN)

END OF ALTITUDE SETTING : IF ALT ACQ CONDITIONS ARE


MET AP/FD CHANGES TO ALT*

AP1
FD1
A/THR

NEW ALTITUDE SETTING

INITIAL CONDITIONS

ALT ACQ IS ARMED


ALT SEL=29000 FT

N_MM_221200_0_BCR0_01_00

AES

FIGURE 22-12-00-17300-B SHEET 1


ALT ACQ Mode - Change of Selected Altitude During the
Arming Phase

22-12-00 PB001

Page 32
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SPD

SPD

ALT*

HDG

V/S
ALT
(CYAN)

AP1
FD1
A/THR

HDG

SPD

ALT*

HDG

AP1
FD1
A/THR

AP1
FD1
A/THR

30000FT

NEW CAPTURE POINT


V/S IS DISENGAGED
ALT ACQ CAPT IS ENGAGED

INITIAL CONDITIONS

15000FT
NEW ALTITUDE SETTING
IF ALT ACQ CONDITIONS
ARE LOST:AP/FD CHANGES TO V/S
V/S TARGET=CURRENT AIRCRAFT V/S

N_MM_221200_0_BER0_01_00

AES

FIGURE 22-12-00-17400-B SHEET 1


ALT ACQ Mode - Change of Selected Altitude During the
Capture Phase

22-12-00 PB001

Page 33
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

BARO

BARO

ln Hg

ln Hg

hPa

hPa

PULL
STD

FD

ILS

ILS

FCU ARINC BUS

PULL
BARO
CORRECTIONS

FCU ARINC BUS


BARO
CORRECTIONS

ADC 1

PUSH

BARO
CORRECTIONS

ADC 3

ADC 2

FOR

FOR

RECONFIGURATION

RECONFIGURATION

STANDARD
SELECTION

BARO
SELECTION
STANDARD ALT

STANDARD ALT
BARO ALT

FD

COMPUTED
Zp

FMGC 1

COMPUTED
Zp

BARO ALT

FMGC 2

N_MM_221200_0_BGP0_01_00

AES

FIGURE 22-12-00-17500-A SHEET 1


Barometric Correction

22-12-00 PB001

Page 34
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

= 40 Ft

Zc

GAIN

MACH

LEVEL
DETECTOR

COMPARATOR

ALT COND
TO LOGIC

ALT ACQ COND


TO LOGIC

** On A/C ALL

+
Zo

100

Fvz
V/S BI (ADIRS)

ALT ACQ COND

MEMORY

+
Z (ADIRS)
FM

Z SEL FCU
1000

LVL/CH
ALT

FM ALT CONS TRAINT

Z TARGET

N_MM_221200_0_BJV0_01_00

AES

FIGURE 22-12-00-17600-A SHEET 1


ALT ACQ Control Law

22-12-00 PB001

Page 35
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

MACH

HDG

MACH

HDG

ALT

MACH

AP1
FD1
A/THR

FD1
A/THR

340

340
20

20

10

10

290

300
280

10

20
00
80

20

10

10

190

780
0

10

20

10

10

780
35

ALT

HDG

20

20

10

10

AP1
FD1
A/THR

200

320
288

280

190
STD

780

35

20
00
80

290

300
280

10

10

260

STD

MACH

340

300

190

20
00
80

10

260

STD
35

288

280

260

20

AP1
FD1
A/THR

320

300

10

HDG

340
20

320

320

ALT

20
00
80

10

10

190

260

STD

780

35

NOTE :

MANUAL
ALTITUDE CHANGE

IF I
l 250 Ft AP ACQUIRES THEN
HOLDS PRESELECTED ALTITUDE

IF I
l 250 Ft AP HOLDS THE
NEW ALTITUDE ACQUIRED AFTER
V/S CANCELLATION

1
SELECTED ALTITUDE
29000 F
250 ft

1
2

AP ENGAGEMENT

HDG

LAT

LVL/CH

ALT

HDG V/S

MACH

V/S

HDG

LAT

LVL/CH

ALT

HDG V/S

V/S

MACH
V/S
FPA

HDG
TRK

UP

1000

100

PUSH
TO
LEVEL
OFF

METRIC
ALT

SPD
MACH
AP1

AP2

HDG
TRK

V/S
FPA

100

PUSH
TO
LEVEL
OFF

METRIC
ALT

SPD
MACH

ALT

HDG

20

20

10

10

AP1
FD1
A/THR

UP

1000

AP2

340

DN

DN

320
LOC

A/THR

EXPED

APPR

LOC

A/THR

EXPED

APPR

286

300
280

20
00
80

10

10

190

260

STD

780
35

N_MM_221200_0_BLR0_01_00

AES

FIGURE 22-12-00-17800-B SHEET 1


AP Engagement with FD in ALT Mode

22-12-00 PB001

Page 36
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

A/THR ACTIVE

MACH HOLD

CRUISE PHASE
GAIN

GAIN

VC

ZBI (IRS)

ZBI (IRS)

ALT MODE

MEMO

V/S BI (IRS)

XG

LIMIT

FILTER
+WASH

GAIN

MACH

** On A/C ALL

N_MM_221200_0_BNR0_01_00

AES

FIGURE 22-12-00-17900-A SHEET 1


ALT HOLD Control Law

22-12-00 PB001

Page 37
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SPEED
SPD

HDG

LVL/CH

ALT

LAT

FPA TRACK

V/S

30

TRK FPA

220

PUSH
V/S
FPA

HDG
TRK

100

UP

1000

SPD
MACH

PUSH
TO
LEVEL
OFF

METRIC
ALT
AP1

AP2

A/THR

LOC

FD1
A/THR

200

20

25 00
80

DN

EXPED

15

180

APPR

20

160

STD

ENGAGEMENT OF FPA MODE

16

17

18

19

INITIAL STATE OF V/S MODE


HDG

SPD

LAT

ALT

HDG V/S

HDG
TRK

100

V/S
FPA

LVL/CH

V/S

UP

1000

SPD
MACH

PUSH
TO
LEVEL
OFF

METRIC
ALT
AP1

AP2

DN

A/THR

LOC

SPEED

V/S

EXPED

HDG

APPR

FD1
A/THR
35

220

200

20

30 00
80

15

180
25

160

STD

16

17

18

NEW SETTING OF FPA TARGET

19

SPD

HDG

LAT

ALT

LVL/CH

V/S

TRK FPA

TURN
HDG
TRK

V/S
FPA

100

UP

1000

SPD
MACH

PUSH
TO
LEVEL
OFF

METRIC
ALT
AP1

AP2

DN

LOC

A/THR

EXPED

APPR

N_MM_221200_0_BQR0_01_00

AES

FIGURE 22-12-00-18600-B SHEET 1


V/S FPA Mode Selection

22-12-00 PB001

Page 38
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

PULL

TURN

FIRST CUP
SYNCHRONIZATION
TO V/S ACTUAL

V/S MODE
ENGAGEMENT

V/S SELECTION

N_MM_221200_0_BSR0_01_00

AES

FIGURE 22-12-00-18700-B SHEET 1


V/S Mode Engagement Using (Turn and Pull) V/S FPA
Selector Knob

22-12-00 PB001

Page 39
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SPD

AP1

V/S

HDG

AP1
FD1
A/THR

SPD

ALT

HDG

AP1
FD1
A/THR

AP2

ALTITUDE HOLD

NEW VERTICAL SPEED SETTING


SPD

V/S
ALT

HDG

AP1
FD1
A/THR

V/S SETTING : 0 FT/MN

INITIAL CONDITION
V/S MODE
V/S SETTING = 2500 FT/MN

AP1

AP2

PUSH

N_MM_221200_0_BUR0_01_00

AES

FIGURE 22-12-00-18800-B SHEET 1


Altitude Hold Through V/S FPA Mode

22-12-00 PB001

Page 40
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

V/S TARGET

LIM

V/S BI (ADIRS)

GAIN

MACH

a) VERTICAL SPEED CONTROL LAW

FPA TARGET

+
+

LIM

GAIN

FRA (IRS)

GROUND SPEED (IRS)

MACH

b) FLIGHT PATH ANGLE CONTROL LAW

N_MM_221200_0_BYR0_01_00

AES

FIGURE 22-12-00-18900-A SHEET 1


V/S FPA Control Laws

22-12-00 PB001

Page 41
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

CLB

AP1
FD1
A/THR

HDG

OP CLB
ALT
(CYAN)

30000 FT

ALT ACQ CAPTURE POINT


SPD MACH

HDG

LAT

ALT

HDG V/S

LVL/CH

TURN THEN PULL


HDG
TRK

SPD
MACH

V/S
FPA

100

1000

V/S

UP
PUSH
TO
LEVEL
OFF

METRIC
ALT
AP1

AP2

MACH

DN

LOC

A/THR

EXPED

CROSSOVER ALTITUDE

ALT *

HDG

AP1
FD1
A/THR

APPR

CAS TO MACH CONTROL


SWITCHING
FCU
SPD

HDG

LAT

LVL/CH

100

HDG

LAT

LVL/CH

ALT

HDG V/S

PUSH
TO
LEVEL
OFF

AP2

V/S
FPA

HDG
TRK

UP

1000
METRIC
ALT

AP1

MACH

V/S

SPD
MACH

100

A/THR

EXPED

UP

1000

PUSH
TO
LEVEL
OFF

METRIC
ALT
AP1

AP2
DN

DN

LOC

V/S

TRK FPA

V/S
FPA

HDG
TRK

SPD
MACH

ALT

HDG V/S

A/THR

LOC

APPR

APPR

EXPED

INITIAL A/C CONFIGURATION

15000 FT
SELECTION OF A NEW ALTITUDE
(GREATER THAN ACTUAL ALTITUDE)
AND ENGAGEMENT OF OPEN CLB MODE

SPD

ALT

HDG

WHEN THE CROSSOVER ALTITUDE IS REACHED


THE FM SECTION COMMANDS THE SWITCHING
FROM CAS CONTROL TO MACH CONTROL.
THE MACH VALUE CORRESPONDING TO THE CAS AT
THE CROSS OVER ALTITUDE AND DISPLAYED ON THE
MCDU IS SYNCHRONIZED IN THE SPD/MACH
WINDOW OF THE FCU AND IS TAKEN INTO ACCOUNT
AS THE NEW MACH TARGET.

CLB
ACT MODE
SPD 280
SPD/MACH
280/.80

AP1
FD1
A/THR

PHASE
BRT

F
A
I
L
F
M
G
C

DIR

PROG

PERF

INIT

FPLN

RAD
NAV

FUEL
PRED

SEC
FPLN

DATA
MCDU
MENU

AIR
PORT

NEXT
PAGE

X
OVFY

M
C
D
U
M
E
N
U

CLR

MCDU

N_MM_221200_0_CAR0_01_00

AES

FIGURE 22-12-00-19200-B SHEET 1


OPEN CLB Mode - Mode Selection When ALT SEL >
Current Altitude

22-12-00 PB001

Page 42
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

Z SEL = 29000 Ft

SPD

HDG

LAT

ALT

LVL/CH

AP2
FD1

HDG

V/S

V/S

HDG V/S

V/S
FPA

HDG
TRK

100

UP

1000

SPD
MACH

PUSH
TO
LEVEL
OFF

METRIC
ALT
AP2

AP1

DN

LOC

OP CLB
ALT
(CYAN)

A/THR

HDG

EXPED

APPR

AP2
FD1

NEW ALTITUDE
SETTING
LOWER THAN A/C ALTITUDE
V/S ENGAGEMENT WITH
CURRENT V/S AS TARGET

SPD

HDG

LAT

ALT

HDG V/S

LVL/CH

V/S

TRK FPA

HDG
TRK

V/S
FPA

1000

100

SPD
MACH

UP
PUSH
TO
LEVEL
OFF

METRIC
ALT
AP2

AP1

DN

LOC

INITIAL CONDITIONS

A/THR

EXPED

APPR

TURN

ALT ACQ IS ARMED


ALT SEL = 29000 FT
OP CLB IS ENGAGED

N_MM_221200_0_CCT0_01_00

AES

FIGURE 22-12-00-19300-B SHEET 1


IN OPEN CLB Mode - V/S Mode Selection When ALT SEL
< Current Altitude

22-12-00 PB001

Page 43
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

OP DES HDG
ALT
(CYAN)

IDLE
SELECTION OF A NEW ALTITUDE (LOWER THAN ACTUAL ALTITUDE)
AND ENGAGEMENT OF OPEN DES MODE

SPD

HDG

AP1
FD1
A/THR

LAT

INITIAL A/C CONFIGURATION


SPD
MACH

CHANGES
MACH TO SPEED CONTROL
ABOVE CROSSOVER
ALTITUDE

30000 Ft

LOC

AIRCRAFT SPEED IS SYNCHRONIZED


IN FCU SPD/MACH WINDOW

CROSSOVER ALTITUDE

MACH

ALT

AP1
FD1
A/THR

HDG

ALT
ACQ CAPTURE POINT
15000 Ft

MACH

HDG

LAT

V/S
FPA

HDG
TRK

LVL/CH

ALT

HDG V/S

100

AP1

TURN THEN PULL

AP2

A/THR

EXPED

100

1000

SPEED ALT*

METRIC
ALT
AP1

DN

LOC

V/S
FPA

HDG
TRK

PUSH
TO
LEVEL
OFF

METRIC
ALT

LVL/CH

ALT

HDG V/S

UP

1000

SPD
MACH

V/S

APPR

AP1
FD1
A/THR

HDG

AP2

A/THR

IDLE OP DES
ALT

HDG

(CYAN)

AP1
FD1
A/THR

SPD

HDG

LAT

ALT

HDG V/S

V/S
FPA

HDG
TRK

100

LVL/CH

UP

1000

SPD
MACH

V/S

PUSH
TO
LEVEL
OFF

METRIC
ALT
AP1

AP2
DN

LOC

A/THR

EXPED

APPR

N_MM_221200_0_CER0_01_00

AES

FIGURE 22-12-00-19400-B SHEET 1


OPEN DES Mode - Mode Selection When ALT SEL <
Current Alitude

22-12-00 PB001

Page 44
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

MACH

HDG

V/S

340

10

280

80
1500

F.F
KG/H

10

10

EGT
C
N2
%

320
200

60. 1

10

350

300

20
00
80

10

355

20

10

10

AP1
FD1
A/THR

.
.

1550

280

180

190

500

STD
35

MACH TARGET IS NOT HELD


Vc = VLS + 5 kts

SPD

HDG

LAT

LVL/CH

ALT

HDG V/S

V/S
FPA

100

20

20

10

10

300

300
10

20
00
80

10

190

260

STD

780
35

MACH TARGET IS HELD

V/S

UP

1000

PUSH
TO
LEVEL
OFF

METRIC
ALT

SPD
MACH
AP1

AP1
FD1
A/THR

TRK FPA

HDG
TRK

HDG

200

280

160

20
00
80

10

10

OP CLB

320

200

.
.

CLB

340

200

220
FLAP

80. 2

STD
35

20

FOB : 18000 KG

190

780

HDG

90. 9%

CL

10

260

V/S

240
5

20

10

MACH

10

N1
%

60

200
20

AP1
FD1
A/THR

AP2
DN

LOC

A/THR

EXPED

APPR

TURN AND
PULL
AUTOMATIC SWITCHING
TO OPEN CLB MODE
IN ORDER TO CONTROL
THE MACH

V/S SELECTION = 3000 FT/MN

N_MM_221200_0_CET0_01_00

AES

FIGURE 22-12-00-19500-B SHEET 1


OPEN CLB Mode - V/S Demand Above Performance
Capability

22-12-00 PB001

Page 45
May 01/12
Revision n: 40

AES

FIGURE 22-12-00-19600-A SHEET 1


SPD/Mach Control Law
VLS (FAC)

VOTER

TARGET

SPEED

a (FA)

T (FAC)

FM SPEED TARGET

MACH
CONTROL

V MAX OP (FAC)

FCU SELECTED SPEED

MANUAL SPEED CONTROL

FM MACH TARGET

FCU SELECTED MACH

(ADC) MACH

(ADC) CAS

GAIN

GAIN

GAIN

FILTER

LIMIT

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_221200_0_CGR0_01_00

22-12-00 PB001

Page 46
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SPEED

AP1
FD1
A/THR

HDG

ALT

ALTITUDE 29000 Ft

ALT ACQ CAPTURE


POINT

AP1
FD1
A/THR

CLB EXP CLB HDG


ALT
(CYAN)

HDG

ALT

SPEED

AP1
FD1
A/THR

INITIAL CONDITIONS
15000 Ft
EXPEDITE MODE SELECTION

NEW ALTITUDE SELECTION

SPEED AUTO CONTROL


IS AUTOMATICALLY SELECTED

SPD

HDG

LAT

LVL/CH

ALT

HDG V/S

TURN

HDG
TRK

V/S
FPA

100

1000

SPD
MACH

V/S

HDG

LAT

PUSH
TO
LEVEL
OFF

AP2

HDG
TRK

SPD
MACH

LVL/CH

ALT

HDG V/S

UP

METRIC
ALT
AP1

SPD

V/S
FPA

100

1000

LOC

EXPED

APPR

LAT

HDG
TRK

SPD
MACH

LVL/CH

ALT

HDG V/S

PUSH
TO
LEVEL
OFF

AP2

DN

A/THR

HDG

UP

METRIC
ALT
AP1

SPD

V/S

V/S
FPA

100

1000

LOC

EXPED

APPR

UP
PUSH
TO
LEVEL
OFF

METRIC
ALT
AP1

AP2

DN

DN

A/THR

V/S

LOC

A/THR

EXPED

APPR

N_MM_221200_0_CJR0_01_00

AES

FIGURE 22-12-00-19800-B SHEET 1


EXP Mode - EXP CLB When Aircraft Altitude < Selected
Altitude

22-12-00 PB001

Page 47
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SPEED

V/S

HDG

AP1
FD1
A/THR
SPEED

ALT*

HDG

AP1
FD1
A/THR

EXPEDITE MODE
SELECTION

IDLE

EXP DES HDG


ALT
(CYAN)

AP1
FD1
A/THR

INITIAL CONDITIONS :
A/C IN V/S
A/C ALT > ALT SELECTED
ALT ACQ CAPTURE
POINT

10 000 Ft
FCU LEVEL

N_MM_221200_0_CLR0_01_00

AES

FIGURE 22-12-00-19900-B SHEET 1


EXP Mode - EXP DES When Aircraft Altitude > Selected
Altitude

22-12-00 PB001

Page 48
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

TURN/PULL

N_MM_221200_0_CNR0_01_00

AES

FIGURE 22-12-00-20000-B SHEET 1


EXPED Mode - Disengagement by Selected Speed Selection

22-12-00 PB001

Page 49
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SPEED

ALT *

AP1
FD1
A/THR

SPEED

ALTITUDE HOLD

CRUISE LEVEL

AP1
FD1
A/THR

ALTITUDE 29000 Ft

ALTITUDE ACQUIRE
POINT

CLB

SPEED

ALT

CLB
ALT
(CYAN)

AP1
FD1
A/THR

AP1
FD1
A/THR

INITIAL CONDITIONS
15000 Ft
CLB MODE SELECTION
NEW ALTITUDE SELECTION
MANAGED LEVEL CHANGE
GREEN LIGHT IS ON

MANAGED LEVEL CHANGE


GREEN LIGHT IS OFF

TURN

PUSH

N_MM_221200_0_CQT0_01_00

AES

FIGURE 22-12-00-20700-B SHEET 1


Managed Level Change When A/C Altitude < Selected
Altitude

22-12-00 PB001

Page 50
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

IDLE

SPD

AP1
FD1
A/THR

DES
ALT
(MAGENTA)

HDG

LAT

V/S
FPA

HDG
TRK

SPD
MACH

ALT

HDG V/S

100

LVL/CH

1000

V/S

UP
PUSH
TO
LEVEL
OFF

METRIC
ALT

AP2

AP1

DN

A/THR

LOC

(MAGENTA)
SPEED

ALT
DES
(CYAN)

AP1
FD1
A/THR

APPR

INITIAL STATE:
MANAGED LEVEL CHANGE
WITH FCU LEVEL BELOW
A/C LEVEL

IDLE

DES
ALT
(CYAN)

AP1
FD1
A/THR

AUTOMATIC RESUMPTION OF
THE DESCENT CONTROLLED BY FM
DES MODE IS ENGAGED
NO CHANGE ON FCU
SPD

HDG

LAT

ALT

HDG V/S

LVL/CH

V/S

(MAGENTA)
SPEED

ALT*

AP1
FD1
A/THR

DES
320

300
280
18 00
260

. 80

15

16

17

18

19

MAGENTA

ALT ACQ MODE ACTIVATION


CAUSED BY THE CAPTURE
OF THE ALTITUDE CONSTRAINT
DISPLAYED IN MAGENTA ON
THE ALTITUDE SCALE OF THE PFD
DES MODE IS ARMED

FCU LEVEL

N_MM_221200_0_CUT0_01_00

AES

FIGURE 22-12-00-20800-B SHEET 1


Managed Level Change - Leveling Off Caused by an Altitude
Constraint

22-12-00 PB001

Page 51
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

CLB

CLB
ALT
(CYAN)

AP1
FD1
A/THR
UNSUCCESSFULL ATTEMPTS TO REVERT
IN MANAGED LEVEL CHANGE

INITIAL STATE : MANAGED LEVEL


CHANGE WITH CLB MODE

CLB

OP CLB
ALT
(CYAN)

HDG

AP1
FDA1
A/THR

TURN & PULL

SELECTION OF HDG MODE RESULTING IN OPEN CLB MODE ENGAGEMENT

N_MM_221200_0_CWT0_01_00

AES

FIGURE 22-12-00-20900-B SHEET 1


Loss of Managed Level Change Prompted by Loss of
Managed Lateral Control

22-12-00 PB001

Page 52
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

___

___
ALT

___

AP1
FD1
A/THR

INITIAL STATE:
MANAGED LEVEL CHANGE
WITH FCU LEVEL BELOW
A/C LEVEL

SPEED

V/S
ALT

___

AP1
FD1
A/THR

LOSS OF DES MODE CAUSED BY CLIMB


PHASE ACTIVATION REVERSION TO V/S MODE
LAT REV FROM PPOS

ACTIVATION OF THE
ALTERNATE FLIGHT PLAN
WITH NEW DESTINATION
THE CLIMB PHASE IS
ACTIVATED BY FM SECTION

CLB OP CLB _ _ _
ALT
(CYAN)

AP1
FD1
A/THR

NEW SETTING
OF ALTITUDE
TURN AND PULL TARGET ABOVE
A/C ALTITUDE
OPEN CLB MODE
IS ENGAGED AFTER
A PULL ACTION

N_MM_221200_0_CYR0_01_00

AES

FIGURE 22-12-00-21000-B SHEET 1


DES Mode Disengagement When Climb Phase is Activated

22-12-00 PB001

Page 53
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
INITIAL STATE : ON GROUND
THE FLIGHT PLAN IS AVAILABLE CLB MODE IS ARMED
SPEED AUTO CONTROL IS SELECTED
THE HEADING PRESET IS SELECTED IN THE LAT WINDOW OF THE FCU
OPEN CLB MODE IS ENGAGED WHEN HDG MODE IS ACTIVE

CLB250

FD1
CLB OP CLB HDG
ALT
(CYAN)

AP1
FD1
A/THR

CLB MODE IS ENGAGED WHEN NAV MODE IS ACTIVE

CLB

TAKE OFF
V2
148
THR RED/ACC
1500/3000

AP1
FD1
A/THR

CLB
ALT
(CYAN)

THE PRESET OF SPEED FOR THE CLIMB PHASE


IS TAKEN INTO ACCOUNT THROUGH AUTOMATIC
SELECTION OF MANUAL SPEED CONTROL

CLB

3000 Ft ACCELERATION ALTITUDE

SPD/MACH
250/67

1500 Ft THRUST REDUCTION ALTITUDE

AP/FD ARE ENGAGED


IN TAKE OFF MODE
TAKE OFF DATA FOR THE
TAKE OFF PHASE

TO GA

PRESET OF SPEED FOR


THE CLB PHASE

TO GA

SRS
CLB250
(CYAN)

SRS
CLB250 HDG
(CYAN)

AP1
FD1
A/THR

AP1
FD1
A/THR

HDG MODE IS ENGAGED WITH


THE HEADING PRESET VALUE AS TARGET

OR THE HDG PRESET IS CANCELLED AND


THE NAV MODE IS ACTIVATED

N_MM_221200_0_DAR0_01_00

AES

FIGURE 22-12-00-21200-B SHEET 1


CLB Mode in Takeoff Phase

22-12-00 PB001

Page 54
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

GAIN

MACH

** On A/C ALL

VERTICAL SPEED BI (ADIRS)

FM VERTICAL SPEED TARGET

+
PRESSURE ALTITUDE (ADIRS)

FM ALTITUDE TARGET

GAIN

N_MM_221200_0_DCP0_01_00

AES

FIGURE 22-12-00-21600-A SHEET 1


Vertical Path Control Law

22-12-00 PB001

Page 55
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

COMMON MODES - DESCRIPTION AND OPERATION


** On A/C ALL
1.

General
The AP/FD modes common to the longitudinal and lateral axes are:
. TAKEOFF (TO)
. ILS approach (LAND) or FMS approach (AREA.NAV)
. GO AROUND (GA).
These modes are engaged simultaneously on both axes.
However, it is possible to leave TO and GA modes one axis after the other.
The selection of the LAND or GA mode authorizes the engagement of both APs.
The engagement of the lateral and the longitudinal cruise modes is impossible as long as the AP or the FD is
engaged in LAND TRACK or GO AROUND mode below 100 ft RA.

AES

22-13-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

System Description
A.

TAKEOFF Mode (TO)


(1) Principle
This mode provides lateral guidance function, at takeoff, on the runway centerline by means of the LOC
beam and by following an optimum longitudinal flight path after rotation.
This mode is available:
. for the FD during takeoff run and in flight
. for the AP 5 seconds after lift-off.
The mode is engaged when the pilot selects the takeoff thrust by positioning the throttle control levers
beyond the MCT/FLX TO gate.
Engagement of the mode is shown by the green SRS and RWY indications in the FMA columns
corresponding to the longitudinal and lateral modes.
(2) Pitch Axis
(a) Operational use
(Ref. Fig. 22-13-00-12600-B - Takeoff with NAV Armed)
The pitch guidance law enables holding of V2 + 10 kts in dual-engine configuration.
Prior to mode engagement, the pilot must select speed V2 on the TAKEOFF page of the MCDU.
With V2 selected, the managed speed control is activated and the TO longitudinal mode (PITCH
TAKEOFF) can be engaged. Without V2 selection on the MCDU, the mode is not engaged on this
axis.
Engagement of the PITCH TO mode results in managed thrust control (A/THR (aotothrust)). The
A/THR is not active as long as the throttle control levers are positioned beyond the CLB gate.
(b) Engage logic
(Ref. Fig. 22-13-00-12700-A - PITCH TAKEOFF Mode - Logic)
The engagement conditions of the PITCH TAKEOFF mode are shown in figure.
The engagement condition on the position of the throttle control levers takes into account the
following facts:
. if a FLEX limit has been selected, the mode is engaged as soon as the MCT/FLX TO gate is
reached
. if no FLEX limit has been selected, the mode is engaged as soon as at least one throttle control
lever is positioned beyond the MCT/FLX TO gate.
It is possible to disengage the PITCH TO mode only by engaging another longitudinal mode. The
mode will be lost further to selection of selected speed control for engagement of the OPEN CLB mode
(Ref. 22-12-00-00).
(c) Guidance law
(Ref. Fig. 22-13-00-12800-A - SRS Control Law)
The SRS guidance law called when the PITCH TO mode is engaged, is shown in figure.
This law enables to hold V2 + 10 kts in dual-engine configuration (V2 is memorized in the guidance
part at engagement of the PITCH TO mode).
In single-engine operation, the law enables to hold:
. the aircraft speed if it is greater than V2 when the engine failure occurs.
. V2 if aircraft speed is lower than V2 when the engine failure occurs.
In addition, the guidance law includes:
. an attitude protection to reduce the A/C nose-up attitude during this phase
. a vertical speed protection to ensure a minimum climbing rate
. an attitude pre-command to initialize the aircraft rotation when the mode is engaged (this precommand is active in PITCH GA mode only which calls the same control law, Ref. Para.3.C.).

AES

22-13-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(3) Lateral Axis
(a) Operational use
(Ref. Fig. 22-13-00-12600-B - Takeoff with NAV Armed)
The guidance law on the lateral axis provides guidance of the aircraft on the runway centerline by
means of the LOC beam. The pilot makes this possible by selecting the ILS frequency associated with
the takeoff runway.
This selection can be made :
. implicitly by selecting the takeoff runway or departure procedure on the MCDU
. expressly, by selecting the frequency on the RMP or the MCDU.
The lateral TO (RUNWAY) mode can be engaged when the aircraft is at the end of the runway and
receives the LOC deviation signals.
If the ILS is not available or if the ILS frequency is not selected, the TO mode is not engaged on this
axis.
(b) Engage logic
(Ref. Fig. 22-13-00-13000-A - RUNWAY Mode Logic)
This logic takes into account certain protections:
. possible modification of the takeoff runway ILS (through the RMP) when an implicit selection has
been made through a takeoff procedure
. engagement of the mode when not yet aligned
. takeoff on a parallel runway.
The RUNWAY mode includes two sub-modes:
. RUNWAY LOC to 30 ft.; the FD law provides guidance of the aircraft on the runway centerline
. RUNWAY TRACK from 30 ft. when the NAV mode is not armed (Ref. Para. 2.A.(3)(d)). The
guidance law provides hold of the aircraft track memorized at engagement of the sub-mode.
The RUNWAY mode can be disengaged:
. by engaging another lateral mode
. when the LOC signal is lost before 30 ft.
. if a difference between COM and MON channels greater than 12 deg. is detected on yaw FD bars.
(c) Guidance law
(Ref. Fig. 22-13-00-13100-A - RUNWAY Control Law)
The RUNWAY guidance law called when the RUNWAY LOC sub-mode is engaged is shown in figure.
The TRACK guidance law called when the RUNWAY TRACK sub-mode is engaged is described in
22-12-00.
(d) Heading/track preset at takeoff
(Ref. Fig. 22-13-00-13200-B - Takeoff with Heading Preset)
During takeoff, when the aircraft is on the ground or at an altitude less than 30 ft., the pilot can select
a heading/track preset value in the HDG/TRK display on the FCU (by action on the heading/track
selector knob) provided that one of the following modes is engaged : LOC CPT, LOC TRACK, LAND
TRACK, FINAL DES, GO AROUND.
The NAV mode is disarmed when the preset is activated and the FCU HDG TRK window is
synchronized with the aircraft heading or track. As a result, the RUNWAY mode remains engaged at
30 ft. in the RUNWAY TRACK sub-mode.
The heading preset value is cancelled by:
. acceptance of the preset value when the HDG or TRACK mode is engaged (pull action on the
heading/track selector knob)
. engagement of the NAV mode (direct TO)
. push action on the heading/track selector knob
. AP/FD disengagement.
B.

AES

APPROACH Mode
The automatic flight control system installed enables two types of approach to be considered :

22-13-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
. ILS approach (LAND mode) : guidance is performed on the ILS beam (LOC and GLIDE)
. FMS approach : guidance is performed from a theoretical path computed by the FMS.
The type of approach is selected by means of the MCDU.
The selection of an ILS frequency on the RMP forces the selection of the ILS approach whatever the selection
made on the MCDU.
The APPROACH mode (ILS or FMS) is engaged when you push the APPR pushbutton switch on the FCU.
(1) ILS Approach
(a) Characteristics
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 the AP and FD. It enables landings to be performed in Cat. III operation.
Therefore, the selection of the LAND mode authorizes the engagement of a second AP.
(Ref. Fig. 22-13-00-13700-B - ILS Approach)
(b) Operational use
The ILS approach can be selected:
. implicitly, through the flight plan definition. In this case, the frequency of the ILS/MMR receivers
is adjusted automatically on the value read in FM memory.
. expressly, by selecting a frequency and a runway heading by means of the MCDU or the RMP.
In these conditions, the LAND mode can be armed by action on the APPR pushbutton switch on the
FCU.
The arming of this mode enables the LOC and GLIDE modes to be armed on the lateral and
longitudinal axes. The support modes, active on these axes, remain engaged until the LOC and GLIDE
beams are captured.
Switching to the G/S CPT and LOC CPT modes occurs when the capture conditions are met.
When the aircraft is stabilized on the LOC and GLIDE beams:
. the LOC TRACK and GLIDE TRACK modes are activated
. the AP/FD guides the aircraft along the ILS beam to 30 ft.
At this altitude, the LAND mode provides the alignment on the runway centerline on the yaw axis
and flare on the pitch axis. When the A/THR is engaged, the thrust reduction (RETARD) is
activated.
The ROLL OUT sub-mode is engaged at touchdown and provides guidance on the runway
centerline.
As the LAND mode is latched below 400 ft. (switching to LAND TRACK), it can be de-activated
only by engaging the GO AROUND mode. Actions on the FCU are no longer taken into account.
NOTE :

The GLIDE mode can only be captured after LOC mode capture. However the GLIDE capture
can be independent from the LOC capture (option activated by pin programming).

(c) Engage logic


1

LAND mode arming


(Ref. Fig. 22-13-00-13800-A - LAND Mode Arm - Logic)
The arming of the LAND mode enables arming of the LOC and GLIDE modes.

LAND mode disarming


The LAND mode is disarmed in the following conditions:
a

AES

Arming phase (LOC and GLIDE modes armed)


The LAND mode is disarmed by:
. action on the APPR pushbutton switch
. arming another mode : NAV (push action on the heading/track selector knob) or LOC
(action on the LOC pushbutton switch) on the lateral axis
. engagement of the GO AROUND mode.

22-13-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The support modes previously engaged remain active. The LOC and GLIDE modes are
disarmed except when the LOC mode is armed by means of the LOC pushbutton switch.
b

Active phase (LOC and GLIDE modes active)


The LAND mode is disarmed by:
. action on the APPR pushbutton switch which engages the V/S mode if the GLIDE mode
was active, and the HDG/TRACK mode if the LOC mode was active.
. action on the LOC pushbutton switch which engages the V/S-FPA mode if the GLIDE
mode was active or causes loss of GLIDE mode arming if this mode was armed.
. pull action on the V/S-FPA selector knob when the GLIDE mode is active. Engagement
of the V/S or FPA mode engages the HDG/TRACK mode on the lateral mode on the
lateral axis.
. pull action on the heading/track selector knob which engages the HDG/TRACK mode.
Engagement of this mode engages the V/S-FPA mode if the GLIDE mode was active.
. engagement of the GO AROUND, EXP, OPEN and NAV modes.
NOTE :

The disengagement of the LAND mode below 400 ft. will be possible by action on
the APPR pushbutton switch provided the aircraft has been on the ground for 10 s
and the AP is disengaged.

GLIDE and LOC capture


(Ref. Fig. 22-13-00-13900-A - Active LOC and GLIDE Modes - Capture Conditions)
Switching to G/S CPT and LOC CPT modes occurs when the capture conditions are met and
provided the LOC and GLIDE modes have been armed. Switching to G/S TRACK and LOC
TRACK modes occurs when associated conditions are met. All the switching conditions are given
in figure.
The term delta psi is the deviation between the aircraft track (IR) and the runway heading (ILS).

LAND TRACK capture


(Ref. Fig. 22-13-00-14000-A - LAND TRACK Logic)
The mode engage logic is shown in figure.
The LAND TRACK mode includes two sub-modes:
. ALIGN which engages at 50 ft. provided the FACs are armed (below 100 ft. loss of the FACs
does not cause AP/FD disengagement or loss of LAND TRACK mode).
. ROLL OUT which is activated (only below 50 ft.) using:
. wheelspeed data if the BSCU is healthy
. landing-gear shock-absorber compressed data if the BSCU has failed.

Flare phase
(Ref. Fig. 22-13-00-13900-A - Active LOC and GLIDE Modes - Capture Conditions)
The flare phase is initiated when the flare condition is activated.

(d) Display
(Ref. Fig. 22-13-00-14100-A - FMA Displays)
The selection of the LAND mode is indicated by:
. illumination of the APPR pushbutton switch on the FCU
. illumination of various indications on the flight mode annunciator (FMA) section of the PFD.
These indications are:
. during the arming phase:
. cyan G/S indication in the lower part of the section corresponding to the longitudinal modes
. cyan LOC indication in the lower part of the section corresponding to the lateral modes.
In addition, the active support mode indication remains visible (in green) until the LOC or GLIDE
capture is effective.
. during the capture phase, the indications are changed into:
green LOC* indication : the lateral support mode is disengaged and the corresponding mode
indication is cancelled.
AES

22-13-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
Green G/S* indication : the longitudinal support mode is disengaged and the corresponding mode
indication is cancelled.
The LOC* indication can be displayed at the same time as the cyan G/S indication (G/S mode
armed) but the G/S capture phase can start only after the LOC capture phase except when the
GLIDE BEFORE LOC pin program is activated.
. during the track phase and above 400 ft. the indications are replaced by:
LOC (green)
G/S (green)
. during the track phase and below 400 ft. the green LOC and G/S indications are replaced by the
green LAND indication across the line dividing the two sections corresponding to the longitudinal
and lateral mode annunciations.
. in flare phase, the green LAND indication is replaced by the green FLARE indication.
. in ground roll out phase, the FLARE indication is replaced by the green ROLL OUT indication.
In addition, the landing capability is displayed on the PFD, as soon as the LAND mode is selected, by
the following indications:
CAT 1
CAT 2
CAT 3 SINGLE
CAT 3 DUAL
(e) Command generation
1

Lateral axis
(Ref. Fig. 22-13-00-14200-A - LOC Law - Computation Principle)
The following figure gives the computation principle in the various phases associated with LOC
axis capture and track, alignment and roll out. These computations are characterized by:
. filtering of the metric deviation from the ILS receiver and the estimated lateral speed. This
enables to obtain a guidance signal which partly cancels the LOC noises and the data
derivatives coming from the IRS.
. utilization for computation of the distance to the runway threshold, of estimated distance to
LOC transmitter delivered by the FM part.
a

LOC capture phase


(Ref. Fig. 22-13-00-14300-A - LOC CPT Control Law)
The computation principle of the guidance law is given in figure.

LOC track phase


(Ref. Fig. 22-13-00-14400-A - LOC TRACK and ALIGN Control Law)
The computation principle of the law in the LOC TRACK phase is given in figure.

Align phase
(Ref. Fig. 22-13-00-14400-A - LOC TRACK and ALIGN Control Law)
The computation principle of the guidance law is given in figure.
The deviation between the aircraft heading and the runway heading (d PSI) is used to place
the aircraft parallel to the runway centerline before touchdown. This law is also characterized
by the acquisition of an estimated skidding term.

Roll out phase


(Ref. Fig. 22-13-00-14500-A - ROLL OUT Control Law)
The computation principle of the guidance law is given in figure.

Longitudinal axis
a

AES

GLIDE capture and track phase


(Ref. Fig. 22-13-00-14700-A - GLIDE Capture and Track Phase)
The principle of the guidance law is given in figure.

22-13-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
b

FLARE phase
(Ref. Fig. 22-13-00-14600-A - FLARE Control Law)
The principle of the guidance law is given in figure.

(f) Speed control in LAND mode


During automatic landing, speed hold is ensured by the autothrust (A/THR) system.
At landing, speed control can be:
. manual : reference speed = speed selected on the FCU
. automatic : reference speed = speed delivered by the FM part.
This reference speed is memorized at 700 ft. (radio altimeter) in automatic approach to continue
approach below this altitude independently of loss of the FM part. Above this altitude, loss of the FM
part switches speed control to manual mode.
In the case of approaches with head wind, and in order to take precautions against wind shear, a term
is added to the VAPP ; this term allows the aircraft to have a ground speed during approach at least
equal to the speed it will have at the runway threshold. This term, which takes into account the
difference between the wind speed provided by the control tower displayed on the MCDU and the
actual wind speed, will be added in automatic speed control as soon as the approach phase of the FM
part is active. In these conditions, the speed bug is magenta and is controlled by this reference on the
PFD speed scale.
(g) Landing capabilities
Each FMGC computes its own automatic landing category according to the availability of the various
sensors and functions.
LAND 2 category:
. at least 1 AP engaged with the LAND mode armed or LAND TRACK mode active
. at least 1 FWC valid
. 2 PFDs valid
. 2 ILS/MMR receivers valid.
LAND 3 FAIL PASSIVE category:
. LAND 2 conditions
. At least one A/THR function engaged
. 2 radio-altimeters valid.
LAND 3 FAIL OPERATIONAL category:
. 2 APs engaged with the LAND mode armed or the LAND TRACK mode active
. at least one A/THR function engaged
. 2 FWCs valid
. FMGCs must be supplied by two separate electrical power supply systems
. 2 PFDs valid
. 2 ELACs valid
. 2 ILS/MMR receivers valid
. 2 radio-altimeters valid
. 3 IRS valid
. 3 ADCs valid
. BSCU valid
. 2 FACs valid
. No IRS or ADC failures detected by FAC 1 or 2
. 2 yaw dampers engaged
. 2 rudder trims engaged.
Each FMGC computes the landing capability of the system made up of the two FMGCs:
. when the AP and FD are disengaged for one FMGC, the landing capability corresponds to the
category of the only FMGC likely to provide automatic landing.
. when the AP or FD is engaged for the two FMGCs, the landing capability corresponds to the
lowest category coming from the 2 FMGCs.
The landing capability is sent to the EFIS for display on the FMAs.

AES

22-13-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The LAND 3 FAIL OPERATIONAL capability is obtained when the two FMGCs have the LAND 3
FAIL OPERATIONAL category.
In this configuration, the objective is to continue automatic landing in spite of the simple failures which
might affect the various systems used during this phase.
NOTE :

Below 100 ft. (radio altimeter), LAND 3 FAIL PASSIVE and LAND 3 FAIL OPERATIONAL
categories are memorized until the LAND TRACK mode is disengaged or the 2 APs are
disengaged.
A failure occuring below 100 ft. will thus not cause any capability downgrading.

The CAT1, CAT2, CAT3 SINGLE and CAT3 DUAL messages are displayed on the FMA according to
the landing capabilities sent by the FMGCs.
------------------------------------------------------------------!
CAPABILITY
!
FMA
!
------------------------------------------------------------------! LAND 3 FAIL OPERATIONAL (FO)
! CAT 3 DUAL
!
!------------------------------------!----------------------------!
! LAND 3 FAIL PASSIVE (FP)
! CAT 3 SINGLE
!
!------------------------------------!----------------------------!
! LAND 2
! CAT 2
!
!------------------------------------!----------------------------!
! LAND ARM or LAND TRACK
! CAT 1
!
------------------------------------------------------------------(h) Controls and warnings associated with automatic landing
1

ILS TUNE INHIBIT


When the LAND mode is armed with radio height below 700 feet or LAND TRACK mode or
RUNWAY mode, the FMGC sends an ILS TUNE INHIBIT signal which allows the value and
validity of the selected frequency to be frozen in the ILS/MMR receivers and the runway heading
to be memorized in the FMGC.

Removal of FD bars
. the pitch FD bar is removed when the ROLL OUT mode is active and no longitudinal mode is
active.
. the roll FD bar is removed when the ROLL OUT mode is active and no lateral mode is active.
. the yaw FD bar is removed as long as the ROLL OUT or ALIGN mode is not active.

Availability of landing categories


Whatever the flight phase, each FMGC computes the following three items of information
according to the validity of sensors and the AP availability:
. LAND 2 INOP
. LAND 3 FAIL PASSIVE INOP
. LAND 3 FAIL OPERATIONAL INOP.
On the ECAM, loss of availability of the various landing categories is displayed according to a
logic which primarily takes into account loss of validity of the lowest landing category provided by
the two FMGCs.

Warnings
a

AES

Excessive deviations
This warning is activated if the position of the aircraft with respect to the ILS beam exceeds:
. 75 microamperes for the GLIDE axis (above 100 ft. RA)
. 20 microamperes for the LOC axis (above 15 ft. RA).
This warning makes the LOC and GLIDE scales flash on the PFD.

22-13-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
b

AUTOLAND warning
This warning covers several warnings:
. excessive deviations
. loss of both APs.
The AUTOLAND warning is only activated below 200 ft. (illumination of the AUTOLAND
warning light on the CAPT glareshield panel 131VU).

Capability downgrading
A triple click aural warning is generated in the event of landing capability downgrading.

FD bar flashing
The FMGC computes a command to make the longitudinal FD bar flash in the following
conditions:
. with the G/S CPT, G/S TRACK, LAND TRACK and above 100 ft. RA when the ground
transmission of the GLIDE is interrupted.
The FMGC computes a command to make the lateral FD bar flash in the following
conditions:
. with the LOC CPT, LOC TRACK, LAND TRACK and above 15 ft. RA when the ground
transmission of the LOC is interrupted.

(2) FMS Approach (AREA NAV or R.NAV)


(a) Characteristics
This mode provides lateral and longitudinal guidance of the aircraft along a theoretical profile defined
by the flight plan
** On A/C 003-007
(Ref. 22-73-00-00)
** On A/C 008-099
(Ref. 22-73-00-00-02).
Guidance is ensured down to the MDA (Minimum Descent Altitude), altitude at which the pilot
regains control of the aircraft. This mode is available on the AP and FD.
(b) Operational use
** On A/C ALL
(Ref. Fig. 22-13-00-14900-B - AREA NAV Approach)
The AREA NAV 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
switch on the FCU. If the NAV mode was already active, the mode will remain engaged.
(c) Engage logic

AES

Arming of FINAL DES and NAV modes


(Ref. Fig. 22-13-00-15000-A - FINAL DES Mode - Logic)
The arming logic of the FINAL DES mode is shown in figure.
The arming logic of the NAV mode is described in 22-12-00.

Disarming of NAV and FINAL DES modes


This is commanded by:
. action on the APPR pushbutton switch
. action on the LOC pushbutton switch with the ILS signal available (the LOC mode is armed)
. engagement of the GO AROUND mode.

De-activation of active NAV and/or FINAL DES modes


The de-activation is commanded by:
. action on the APPR pushbutton switch which engages the V/S-FPA mode if the FINAL DES
mode is active and the HDG/TRACK mode if the NAV mode is active.

22-13-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.

push action on the LOC pushbutton switch if the ILS is available which arms the LOC mode
and activates the HDG/TRACK mode if the NAV mode is active and the V/S-FPA mode if
the FINAL DES mode is active.
. with the FINAL DES mode active as a result of V/S-FPA, OP CLB, OP DES or EXP mode
engagement, engagement of this mode engages the HDG/TRACK mode on the lateral axis if
the NAV mode is active.
.
with the NAV mode active as a result of HDG/TRACK mode engagement, engagement of
this mode engages the V/S-FPA mode if the FINAL DES mode is active.
.
engagement of the GO AROUND mode.
When the aircraft goes down to the minimum descent altitude (MDA), the pilot can continue the
AREA NAV approach if the visibility conditions are correct. If not, the pilot must interrupt the
approach phase. This phase does not ensure landing.
(d) Displays
Selection of the AREA NAV approach is indicated by:
. illumination of the APPR pushbutton switch on the FCU
. display of various indications on the FMA section of the PFD, as follows:
. in the arming phase:
cyan FINAL indication in the lower part of the PFD section corresponding to the longitudinal
modes,
cyan APP NAV indication in the lower part of the PFD section corresponding to the lateral modes.
. in the active phase:
green FINAL indication on the 1st line of the section corresponding to the longitudinal modes,
green APP NAV indication on the 1st line of the section corresponding to the lateral modes.
C.

GO AROUND Mode
(1) Principle
(Ref. Fig. 22-13-00-15400-B - GO AROUND Mode)
On the lateral axis, this mode enables to hold the path followed by the aircraft when the mode was
engaged.
On the longitudinal 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 the FD. It is engaged when the pilot selects the maximum thrust by
positioning the throttle control levers in the TO/GA gate.
Engagement is indicated by the green SRS and GA TRK indications displayed in the FMA sections
corresponding to the longitudinal and lateral modes.
(2) Engage Logic
(Ref. Fig. 22-13-00-15600-A - GO AROUND Logic (Pitch and Roll Axes))
Engagement of the GO AROUND mode results in:
. engagement of the PITCH GO AROUND mode on the pitch axis
. engagement of the ROLL GO AROUND mode on the roll axis.
The PITCH GO AROUND mode can only be disengaged by engaging another longitudinal mode.
The ROLL GO AROUND mode can only be disengaged by engaging another lateral mode.
When in PITCH GO AROUND mode, engagement of a cruise mode is possible only above 100 ft RA.
In dual-AP configuration, disengagement of the GO AROUND mode on one axis causes disconnection of
the AP2.
(3) Command Generation
(a) Pitch axis
Engagement of the PITCH GO AROUND mode calls the SRS guidance law described in Para.
2.A.(2)(c). The speed reference is the aircraft speed memorized when the GA mode was engaged.
However this reference speed cannot be lower than the approach speed memorized at 700 ft. during
approach.

AES

22-13-00 PB001

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(b) Roll axis
Engagement of the ROLL GO AROUND mode calls the TRACK guidance law (Ref. Para. 2.A.(3)(c)).
The path reference of the guidance law is the path followed by the aircraft when the ROLL GO
AROUND mode is engaged.
(4) Heading/Track Preset
The heading/track preset function is available in LOC CPT, LOC TRACK, LAND TRACK and ROLL GO
AROUND modes if the pilot selects a heading/track value on the FCU.
In ROLL GO AROUND mode, the NAV mode can be armed only by push action on the heading/track
selector knob on the FCU. The preset function can be cancelled as described in Para. 2.A.(3)(d).
D. Display of Common Modes
(1) Flight Mode Annunciator (FMA)
(a) General rules
The common modes are always displayed in plain language. The first line indicates the active mode in
green.
The second line indicates the armed mode in cyan.
In automatic landing configuration, when LAND TRACK is engaged, the message is displayed in the
section common to the lateral and longitudinal modes.
(b) List of messages
. Lateral mode section:
1st line : RWY, LOC*, LOC, APP NAV, GA TRK, RWY TRK
2nd line : LOC, APP NAV, NAV
. Longitudinal mode section:
1st line : SRS, G/S*, G/S, FINAL
2nd line : G/S, FINAL
. Common section:
LAND, FLARE, ROLL OUT
. Landing category section:
CAT1, CAT2, CAT3,
CAT3
SINGLE
DUAL
(2) Automatic - Control Indicator Lights on FCU
(a) Lateral control
The associated indicator light comes on in the following cases:
. lateral guidance is managed, i.e. the following modes are active:
RUNWAY
LOC CPT
LOC TRACK
LAND TRACK
NAV
GO AROUND.
. managed lateral guidance is armed, i.e. the following modes are armed:
LOC
NAV.
(b) Longitudinal control
The associated indicator light comes on in the following cases:
. longitudinal guidance is managed, i.e. the following modes are active:
TAKEOFF
G/S CPT
G/S TRACK
LAND TRACK

AES

22-13-00 PB001

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AES

FINAL DESCENT
GO AROUND.
managed longitudinal guidance is armed, i.e. the following modes are armed:
GLIDE
FINAL DESCENT.

22-13-00 PB001

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

ACCELERATION ALTITUDE
CLB MODE IS ACTIVE

PUSH THROTTLE CTL LEVERS


TO TO/GA GATE

8
7
6
(WHITE)
2

1
CO RTE IS SELECTED : ILS IS AUTOTUNED
NAV IS ARMED
ACCELERATION ALTITUDE IS SELECTED : CLB IS ARMED
V2 IS SELECTED : SPEED AUTO CONTROL

TAKEOFF
LIFT OFF
ENGAGEMENT
A/THR IS ENGAGED

THROTTLE CTL LEVERS ARE ON CLB GATE


A/THR BECOMES ACTIVE

30 Ft ROLL MODE
RWY IS CANCELLED
NAV IS ENGAGED
YAW BAR IS CANCELLED
ROLL BAR APPEARS

(CYAN)
AP ENGAGEMENT
THRUST REDUCTION ALTITUDE
THROTTLE CTL LEVERS MUST BE SET TO CLB GATE

INITIAL STATE : ENGINES STARTED


FD IS ENGAGED WITH NO MODE ACTIVE OR ARMED

N_MM_221300_0_AAR0_01_00

AES

FIGURE 22-13-00-12600-B SHEET 1


Takeoff with NAV Armed

22-13-00 PB001

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

FM V2 AVAILABLE
PITCH TO MODE OPP
FMGC OPP PRIORITY
BOTH AP ENGD

PITCH GA MODE

MAIN LANDING GEAR

SET PITCH TO MODE

CONF
30s

PITCH TO MODE

PITCH TO MODE

FLAPS/SLATS LEVER > 2

FM V2 AVAILABLE

TLA OWN SUP MCT/FLX


TLA OWN=MCT/FLX
FLEX LIMIT OWN
TLA OPP SUP MCT/FLX

PULSE
SRS RWY COND

TLA OPP=MCT/FLX
FLEX LIMIT OPP

ENGAGEMENT OF ANOTHER
LONGITUDINAL MODE

AES

FIGURE 22-13-00-12700-A SHEET 1


PITCH TAKEOFF Mode - Logic

N_MM_221300_0_ACP0_01_00

22-13-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

TO/GA ENGAGEMENT

+
_

FILTER

0
K2

FROM IR

Vc

K4

FILTER

V2
ENGINE FAIL
VLS
FROM FAC

V2 + 10

SPEED TARGET

V2

VC MEMO

FILTER

K3

LIMIT

VMAX OP
FROM FAC

Vc

LIMIT
FROM ADR

FILTER
VERTICAL
SPEED

+
_

K1
C1
VZ0

C2

MLGP

N_MM_221300_0_AEP0_01_00

AES

FIGURE 22-13-00-12800-A SHEET 1


SRS Control Law

22-13-00 PB001

Page 15
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
SET RUNWAY MODE
RUNWAY MODE OPP
FMGC OPP PRIORITY
S
BOTH AP ENGD
RUNWAY MODE

RUNWAY MODE

F/S = 2
SRS RWY COND

MTRIG
0.9s

PSI (IR SEL)= RWY HDG (ILS SEL)


LOC DEV

30 MICRO A
RUNWAY LOC COND

QFU (ILS SEL)=QFU (CDU OWN)


FM RUNWAY HDG NOT VALID
NCD LOC
BOTH ILS LOST
MAIN LANDING GEAR

CONF
30s

YAW FD BARS MONITORING


RUNWAY MODE

LATERAL MODE RESET


SET RUNWAY MODE
GEN ILS F/W
NCD LOC
NAV ALT COND

N_MM_221300_0_AGP0_01_00

AES

FIGURE 22-13-00-13000-A SHEET 1


RUNWAY Mode Logic

22-13-00 PB001

Page 16
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

f (GND SPD)

K
R1 (BODY YAW RATE)

f (GND SPD)

K
FILTERED RUNWAY LAT SPD

f (GND SPD)

K
RUNWAY LAT SPD

ERROR

RUNWAY HDG

FILTER

FD RUNWAY

** On A/C ALL

N_MM_221300_0_AJP0_01_00

AES

FIGURE 22-13-00-13100-A SHEET 1


RUNWAY Control Law

22-13-00 PB001

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

TO/GA
CLB

FD1

TURN

V/S
FPA

HDG
TRLK
SPD
MACH

METRIC
ALT

RWY

SRS
CLB

V/S
FPA

HDG
TRLK

PUSH
TO
LEVEL
OFF

TO/GA
FD1
A/THR

SPD
MACH

SRS
CLB

RWY TRK
FD1
A/THR

PUSH
TO
LEVEL
OFF

METRIC
ALT

2 HEADING PRESET IS SELECTED


NAV IS DISARMED
LAT GREEN LIGHT GOES OFF

LOC BEAM

3 TAKE OFF MODE


ENGAGEMENT

LIFT OFF

5
30FT

6
ACCEPTANCE OF THE PRESET VALUE
ENGAGEMENT OF HDG MODE

RUNWAY TRACK SUBMODE


IS ACTIVE

TO/GA
CLB

NAV

SID

FD1

HDG

SRS
CLB

FD1
A/THR

PULL
HDG
TRLK

V/S
FPA

SPD
MACH

METRIC
ALT

HDG
TRLK

PUSH
TO
LEVEL
OFF

SPD
MACH

V/S
FPA
METRIC
ALT

PUSH
TO
LEVEL
OFF

1 INITIAL STATE NAV IS ARMED

N_MM_221300_0_ALP0_01_00

AES

FIGURE 22-13-00-13200-B SHEET 1


Takeoff with Heading Preset

22-13-00 PB001

Page 18
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
APPROACH SPEED AVAILABLE
APPR
RADIO NAV
IDLE

SPD

HDG

LAT

HDG V/S

HDG
TRK

LVL/CH

ALT

V/S
FPA

100

AP1

AP2

A/THR

DIR

PROG

PERF

INIT

FPLN

RAD
NAV

FUEL
PRED

SEC
FPLN

AIR
PORT

F
A
I
L
F
M
G
C

DN

LOC

DIR

PROG

PERF

INIT

FPLN

RAD
NAV

FUEL
PRED

SEC
FPLN

BRT

PUSH
TO
LEVEL
OFF

METRIC
ALT

EXPED

NEXT
PAGE

DATA
MCDU
MENU

OVFY

F
A
I
L
F
M
G
C

ACTION ON APPR
P/B SW
AND
AP2 ENGAGEMENT

CAT3
DUAL

AP1+2
FD1
A/THR

BRT

V/S

UP

1000

SPD
MACH

VAPP
135

ILS/FREQ
OLN/110.30
CRS
022

SET ILS FREQUENCY AND RUNWAY HEADING

ROLL OUT

M
C
D
U
M
E
N
U

DATA
MCDU
MENU

AIR
PORT

NEXT
PAGE

C
INITIAL
A/C CONFIGURATION
D
U

M
E
N
U

SPEED
CLR

OVFY

LAT

AP1
FD1
A/THR

_ _ _

CLR

CAT3
DUAL

ROLL OUT

ARM LAND
MODE AND ENGAGE SECOND AP

AP1+2
FD1
A/THR

HDG V/S

SPEED

ALT
G/S

_ _ _
LOC

CAT3
DUAL

IDLE

AP1+2
FD1
A/THR

FLARE

V/S
FPA

HDG
TRK
AP1

CAT3
DUAL

AP1+2
FD1
A/THR

SPD

HDG

LAT

LVL/CH

ALT

HDG V/S

V/S

AP2

A/THR

LOC CAPTURE

V/S
FPA

HDG
TRK

SPD
MACH

100

UP

1000

PUSH
TO
LEVEL
OFF

METRIC
ALT
AP1

AP2
DN

LOC TRACK

SPEED

ALT
G/S

LOC *

CAT3
DUAL

G/S CAPTURE
G/S TRACK
400FT LAND TRACK

AP1+2
FD1
A/THR

LOC

50 FT
FLARE
30 Ft.
ALIGN

THRUST
RETARD
30FT

A/THR

EXPED

APPR

THROTTLE CTL LEVERS IN REVERSE


A/THR IS DISENGAGED
TOUCH DOWN

SPEED

ALT
G/S

LOC

CAT3
DUAL

AP1+2
FD1
A/THR

SPEED

G/S *

LOC

CAT3
DUAL

AP1+2
FD1
A/THR

SPEED

SPEED

G/S

LOC

CATS 3 AP1+2
FD1
DUAL
A/THR

SPEED

LAND

CAT3
DUAL

FLARE

CAT3
DUAL

AP1+2
FD1
A/THR

SPEED

FLARE

CAT3
DUAL

AP1+2
FD1
A/THR

AP1+2
FD1
A/THR

N_MM_221300_0_ANP0_01_00

AES

FIGURE 22-13-00-13700-B SHEET 1


ILS Approach

22-13-00 PB001

Page 19
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

LAND TRACK MODE


LAND MODE ARM OPP
FMGC OPP PRIORITY
BOTH AP ENGAGED

CONF
0.9s

FM ILS APPROACH SELECT


GEN ILS F/W
ENGINES STOPPED
ZRA

400 FT

GEN RA F/W

APPR P/BSW

LAND MODE ARM

PULSE

CONF
0.45s

SET LAND MODE ARM

F.DES MODE
F.DES MODE ARM

PITCH TO MODE

LAND MODE ARM

PITCH GA MODE

ROLL GA MODE

RUNWAY MODE

RUNWAY HDG FAIL


FREQ FAIL
FREQ(ILS OWN)=FREQ(ILS OPP)
QFU(ILS OWN)=QFU(ILS OPP)
ILS OWN FAIL
ILS OPP FAIL
RESET LAND MODE ARM

N_MM_221300_0_AQP0_01_00

AES

FIGURE 22-13-00-13800-A SHEET 1


LAND Mode Arm - Logic

22-13-00 PB001

Page 20
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

LOC

115

DEG

180

A
LOC CAPTURE COND

5DEG

CONVERGENT TOWARDS BEAM

15 DEG
LOC

100

LOC

15

LOC TRACK COND

A FOR 10s

GLIDE
150 A
CONVERGENT TOWARDS BEAM

GLIDE

25

G/S CAPTURE COND

A
G/S TRACK COND

G/S CAPTURE MODE

CONF
15s

RA NOT NO
ZRA

FLARE COND

LD
CONF
0.36s

f (GROUND SPD)
FLARE

LAND TRACK MODE

R*

ZRA
LOC
GLIDE

: A/C HEADING
: A/C PITCH ANGLE
: A/C BANK ANGLE
: RADIO ALTITUDE IN FEET
: LOCALIZER DEVIATION ( A)
: GLIDE SLOPE DEVIATION ( A)

LOC

: ABSOLUTE VALUE OF LOC DEVIATION

GLIDE

: ABSOLUTE VALUE OF GLIDE DEVIATION


: ABSOLUTE VALUE OF A/C HEADING MINUS RUNWAY HEADING

FLARE : DIFFERENCE BETWEEN COMPUTED A/C PITCH ATTITUDE


AND ACTUAL A/C PITCH ATTITUDE
N_MM_221300_0_ASP0_01_00

AES

FIGURE 22-13-00-13900-A SHEET 1


Active LOC and GLIDE Modes - Capture Conditions

22-13-00 PB001

Page 21
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

LAND TRACK MODE OPP


FMGC OPP PRIORITY
BOTH AP ENGD
SET LAND TRACK MODE
G/S TRACK MODE
S

LOC TRACK MODE


ZRA

400 FT

CONF
1.2s

LAND TRACK MODE

CONF
0.72s

LAND TRACK MODE

R*

ENGAGEMENT OF ANOTHER
LAT OR LONG MODE
SET LAND TRACK MODE
SET PITCH GA MODE

CONF
0.72s

AP ENGD
AP ENGD OPP

APPR P/BSW

MTRIG
0.54s

MAIN LANDING GEAR

CONF
10s

N_MM_221300_0_AUP0_01_00

AES

FIGURE 22-13-00-14000-A SHEET 1


LAND TRACK Logic

22-13-00 PB001

Page 22
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
SPEED

V/S
G/S

HDG
LOC

CAT3
SINGLE

AP1
FD2
A/THR

LAND MODE ARM : ARMING PHASE

SPEED

G/S *

LOC

CAT3
SINGLE

AP1
FD1
A/THR

LAND MODE ARM : ACTIVE PHASE

SPEED

LAND

CAT3
SINGLE

AP1
FD1
A/THR

LAND TRACK MODE

N_MM_221300_0_AWM0_01_00

AES

FIGURE 22-13-00-14100-A SHEET 1


FMA Displays

22-13-00 PB001

Page 23
May 01/12
Revision n: 40

AES

FIGURE 22-13-00-14200-A SHEET 1


LOC Law - Computation Principle
LOC TRK
ERROR

LOC POS

LOC POS
AND
LOC LAT
SPD
FILTERING

FILTERED GND SPD

FILTERED
LOC LAT
SPD

LOC POS

LOC TRK
ERROR

FILTERED
GND SPD

FILTERED
LOC POS

LOC
SENSIBILITY

K AND A
METRIC
GAIN

LOC HDG ERROR

DISTANCE TO
THRESHOLD

LOC POS
AND
LOC LAT
LOC LAT SPD
SPD
COMPUTATION

D LOC
ESTIMATED
DISTANCE
AT
RUNWAY
THRESHOLD

BODY YAW RATE (IR)

(IR)

SET (ILS)

GND SPD (IR)

LOC (ILS)

ZRA

DISTANCE TO LOC (FMS)

ROLL
OUT

ALIGN

LOC
TRACK

LOC
CPT

r ROLL OUT

CAPTURE

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_221300_0_AYM0_01_00

22-13-00 PB001

Page 24
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ABS
O.

GND SPD

LOC POS ERROR

COR LOC TRACK ERROR

A VALUE

ABS

IF A < 0

f (GND SPD)

CAPTURE

** On A/C ALL

N_MM_221300_0_BAM0_01_00

AES

FIGURE 22-13-00-14300-A SHEET 1


LOC CPT Control Law

22-13-00 PB001

Page 25
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

LOC TRACK
ALIGNMENT

SLIN
+

FILTER

+
K

K
LOC HDG ERROR

+
K

f(Vc)

+
K

f(hRA)

+
K
K
FILTERED
LOC LAT SPD

FILTERED LOC POS

f(hRA)

SLIN

LOC ONLY

LIM

** On A/C ALL

N_MM_221300_0_BCP0_01_00

AES

FIGURE 22-13-00-14400-A SHEET 1


LOC TRACK and ALIGN Control Law

22-13-00 PB001

Page 26
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FILTERED LOC POSITION ERROR

FILTERED LOC LAT SPD

BODY YAM RATE

FILTER

f (GND SPD)

+
K

f (GND SPD)

K
FILTER

f (GND SPD)

r ROLL OUT

** On A/C ALL

N_MM_221300_0_BEP0_01_00

AES

FIGURE 22-13-00-14500-A SHEET 1


ROLL OUT Control Law

22-13-00 PB001

Page 27
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

K
TO FLARE COND LOGIC

0
0
GND SPD

WASH

NOSE DOWN
CONDITION

XG
+

(IR)
V TAS
F

f (GND SPD)

GND SPD
+
+

LIM

+
K

+
f (GND SPD)

0
WASH

LIM

R LIM

FLARE

FILT

ZRA

FILT

NZC FLARE

H1

GND SPD (IR)

..
Z (IR)

WASH

WASH

+
K
+
N_MM_221300_0_BGP0_01_00

AES

FIGURE 22-13-00-14600-A SHEET 1


FLARE Control Law

22-13-00 PB001

Page 28
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

DELTA Q FMGC
DELTA Q FMGC OPP

INT

EQUALIZATION

+
GLIDE DEV (ILS)

AVERAGE

+
FILT

f(hRA)

GND SPD (IR)

f(hRA)

+
K
+
G/S TRACK MODE

VZBI (IR)

WASH

+
f(ZRA)
0
FLARE

Z (IR)

+
K

DECEL

COMPENSATION TERM

CONF COMPENSATION

XG

K
+

NZC GLIDE

NZC FLARE
N_MM_221300_0_BJP0_01_00

AES

FIGURE 22-13-00-14700-A SHEET 1


GLIDE Capture and Track Phase

22-13-00 PB001

Page 29
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

APPR
MDA
650

SELECT MDA ON
APPROACH PAGE

BAT

HDG
TRLK

V/S
FPA
METRIC
ALT

SPD
MACH

PUSH
TO
LEVEL
OFF

F
A
I
L

DIR

PROG

PERF

INIT

FPLN

RAD
NAV

FUEL
PRED

SEC
FPLN

AIR
PORT

NEXT
PAGE

DATA

INITIAL A/C CONFIGURATION

F
M
G

SPEED

ALT

AP1
FD1
A/THR

ARM FINAL DES


MODE
NAV MODE BECOMES APP NAV

SPEED ALT
APP NAV
FINAL

SPEED FINAL APP NAV


FD1
A/THR

AP1
FD1
A/THR

FINAL DESCENT STARTS

TOUCH DOWN
MDA:APPROACH SHOULD BE CONTINUED MANUALLY
AP DISENGAGEMENT

N_MM_221300_0_BLP0_01_00

AES

FIGURE 22-13-00-14900-B SHEET 1


AREA NAV Approach

22-13-00 PB001

Page 30
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

LAND TRACK MODE

F.DES MODE ARM OPP


FMGC OPP PRIORITY
SET F.DES MODE ARM

FM PROFILE VALIDITY
S
FM FPLAN VALIDITY
FM RNAV APPROACH SELECT

F.DES MODE ARM

ENGINES STOPPED
ZRA

400 FT

R*

GEN RA F/W
LAND MODE ARM

PITCH TO MODE

RUNWAY MODE

PITCH GA MODE

ROLL GA MODE

F.DES MODE

F.DES MODE ARM

APPR P/BSW

CONF
0.72s

PULSE

RESET F.DES MODE ARM

N_MM_221300_0_BNP0_01_00

AES

FIGURE 22-13-00-15000-A SHEET 1


FINAL DES Mode - Logic

22-13-00 PB001

Page 31
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

TURN THEN PULL

AP2 DISENGAGES

5
V/S MODE
ENGAGEMENT

PUSH THROTTLE CTL LEVERS


TO TO/GA GATE

HDG MODE
ENGAGEMENT
4
THROTTLE CTL LEVERS ON
CLB GATE
3

INITIAL A/C CONFIGURATION


SLATS EXTENDED

THRUST REDUCTION 2
ALTITUDE
1

(WHITE)
BECOMES ACTIVE

GO AROUND
ENGAGEMENT

(CYAN)
CLB FLASHING : THROTTLE CTL LEVERS MUST BE SET ON CLB GATE

N_MM_221300_0_BQP0_01_00

AES

FIGURE 22-13-00-15400-B SHEET 1


GO AROUND Mode

22-13-00 PB001

Page 32
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
PITCH GA MODE OPP

FMGC OPP PRIORITY


SET PITCH GA MODE
BOTH AP ENGD

S
PITCH GA MODE
PITCH GA MODE
PITCH TO MODE

MAIN LANDING GEAR

F/S

CONF
30s

R*

TLA OWN=TO/GA
MTRIG
0.9s

TLA OPP=TO/GA

LONG MODE RESET

SET PITCH GA MODE

CONF
0.72s
SET ROLL GA MODE

a) PITCH GO AROUND
ROLL GA MODE
S
PITCH GA MODE

PULSE
ROLL GA MODE

LATERAL MODE RESET

SET ROLL GA MODE

R*

CONF
0.72s

b) ROLL GO AROUND
N_MM_221300_0_BSP0_01_00

AES

FIGURE 22-13-00-15600-A SHEET 1


GO AROUND Logic (Pitch and Roll Axes)

22-13-00 PB001

Page 33
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AUTOTHRUST - DESCRIPTION AND OPERATION


** On A/C ALL
1.

General
The autothrust (A/THR) system is part of the auto flight system (Ref. 22-00-00 AUTO FLIGHT - GENERAL).
The autothrust system ensures the functions below through the control of the thrust:
. speed hold (pilot selection i.e. manual control or FMS computed i.e. auto control)
. Mach hold (pilot selection i.e. manual control or FMS computed i.e. auto control)
. thrust hold
. thrust reduction during flare-out (RETARD)
. protection against excessive angle of attack (ALPHA FLOOR function).
The A/THR is integrated in the Flight Management and Guidance System (FMGS).
The Engine Interface Units (EIUs) and the Electronic Control Units (ECUs)/ Electronic Engine Control (EECs)
ensure the link between this system and the engines.
The use of digital engine control units simplify the autothrust system through:
. the deletion of the autothrottle actuator (use of a digital link between the FMGC and the ECUs/EECs)
. the deletion of the limit thrust computation (already performed by the ECUs/EECs)
. the deletion of the limit thrust panel (the ECUs/EECs make this selection automatically depending on the
position of the throttle control levers)
. the deletion of the TO/GA levers (the engagement of these modes is made through push action on the throttle
control levers).

AES

22-30-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

Component Location
(Ref. Fig. 22-30-00-12400-A - Cockpit - Location of Controls and Indications)
(Ref. Fig. 22-30-00-12500-A - Electronics Rack - Location of Computers)
FIN

1CA1
1CA2
2CA
3CA1
3CA2
7CA1

FMGC-1
FMGC-2
FCU
MCDU-1
MCDU-2
P/BSW-A/THR INST DISC, CAPT

83VU
84VU
13VU
11VU
11VU
211VU

ZONE ACCESS
DOOR
127
128
210
210
210
210

7CA2

P/BSW-A/THR INST DISC, F/O

210VU

210

22-31-00

1CC1
1CC2
1KS1
1KS2

FAC-1
FAC-2
EIU-1
EIU-2

83VU
84VU
85VU
86VU

127
128
127
128

22-66-34
22-66-34
73-25-34
73-25-34

AES

FUNCTIONAL DESIGNATION

PANEL

22-30-00 PB001

ATA REF.
22-83-34
22-83-34
22-81-12
22-82-12
22-82-12
22-31-00

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

System Description
A.

Autothrust System
(Ref. Fig. 22-30-00-13900-A - Autothrust System - Block Diagram)

B.

Engine Thrust Control Modes


(Ref. Fig. 22-30-00-14400-A - Thrust Setting)
(1) Manual thrust control
In this mode, the thrust is dependent on the position of the throttle control levers.
(a) Throttle definition
(Ref. Fig. 22-30-00-14500-A - Throttle Definition)
1

The throttle control levers move over a sector divided into three separate sections:
. rear section : application of reverse thrust
. center section : normal throttle control levers displacement in flight from idle to max. climb
(CL) thrust. The forward position of this section corresponds to the selection of the CL thrust
limit (gate).
. forward section : it has two mechanical devices which allow to select thrust limit modes below
MCT/FLX TO (gate) and TO/GA (stop).

Each ECU/EEC (one per engine) associates a thrust (N1/EPR CMD) with the position of the
corresponding throttle control lever.

(b) Selection of the limit thrust modes

AES

Principle
The selection of the limit thrust modes (CL, MCT, FLX TO, TO/GA) is made when the throttle
control levers are placed in one of the gates (or stops) below:
. CL (gate)
. MCT/FLX TO (gate)
. TO/GA (stop).
When the throttle control levers are between two positions, the limit thrust mode selected is the
one which corresponds to the most advanced position.

Initialization on the ground


On the ground, with engines stopped, the computation of the limit thrust is initialized on the
mode which corresponds to the position of the throttle control levers.
On the ground, with engines running, the computation of the limit thrust is made in the TO/GA
mode.

Specific case of FLX TO mode - FLX TO/MCT switching


As the gates for the FLX TO/MCT modes correspond to a same position, a specific logic has been
adopted for the selection of these modes:
. On the ground
If a fictitious temperature (FLX TO temperature) higher than the TAT is entered on the
MCDU (TAKEOFF page), the limit thrust computation is made in FLX TO mode.
The fictitious temperature is shown on the ECAM display unit together with the engine
parameters as long as the FLX TO mode is engaged.
For safety reasons, the fictitious temperature is frozen at takeoff as soon as a throttle control
lever reaches the CL position.
. In flight

22-30-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The FLX TO-to-MCT switching is made when the throttle control levers are moved from the
FLX TO/MCT position to another position (TO/GA or CL) and returned to the FLX
TO/MCT position.
(2) Autothrust control
In this mode, the thrust is computed by the autothrust (A/THR) system.
The A/THR function engaged can be:
(a) Active
Two cases are considered:
1

Case 1 : Alpha floor protection inactive:


With the two throttle control levers between IDLE and CL, the engines are controlled by the
A/THR function. However, the ECU/EEC limits the control of each engine to a max. rate
depending on the position of the throttle control lever.
NOTE :

When the A/THR function is engaged, the normal position of the throttle control levers is
the CL gate (two-engine operation) or the MCT gate (in the event of an engine failure).
The throttle control levers shall be positioned outside the gates only if the pilot wishes to
limit the max. thrust.

Case 2 : Alpha floor protection active


The A/THR-controlled thrust is equal to the TO/GA thrust for any control lever position.
For safety reasons, each ECU/EEC gives a low limit to the controlled thrust, according to the rate
which corresponds to the position of the throttle control lever.

(b) Not active


As soon as one throttle control lever is placed outside the IDLE-MCT zone, the two engines are
controlled by the position of the throttle control levers.
This lasts as long as the Alpha floor protection is not activated and if at least one throttle control lever
stays beyond the IDLE-MCT zone.
(3) Memothrust control
In this mode, the thrust is frozen at the loss of the autothrust control.
Upon the disengagement of the A/THR function (which occurs in its active phase), the thrust is frozen for
the engines on which the associated throttle control lever is in the CL or MCT gate.
NOTE :

If a throttle control lever is not in one of the CL or MCT gates, there is a return to the manual
thrust control on the corresponding engine.

The controlled thrust of each engine becomes again dependent on the position of the throttle control lever
as soon as the associated lever is outside the CL or MCT gates.

AES

22-30-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

E A

A
B

AP 2

AP 1

A/THR

FCU (PART)
A/THR P/BSW

B
4

10

10

10

10

10

6 8

PFDCAPT (F/O)

8
10

10

0
4

6 8
10

2
0

DUECAM UPPER

P/B SW.
A/THR INST DISC, CAPT & F/O
(7CA1 & 7CA2)
DIR

PROG

PERF

INIT

FPLN

T/O
APPR

FUEL
PRED

SEC
FPLN

DATA
MCDU
MENU

AIR
PORT

NEXT
PAGE

MCDU 1(2)

OVFY CLR

CTL UNITTHROTTLE ENG 1 & 2


N_MM_223000_0_AAM0_01_00

AES

FIGURE 22-30-00-12400-A SHEET 1


Cockpit - Location of Controls and Indications

22-30-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
80VU

81VU

82VU

FMGC
2

FAC
2

FAC
1

FMGC
1
83VU

EIU1

EIU2

84VU

85VU

86VU

88VU

87VU

N_MM_223000_0_AEM0_01_00

AES

FIGURE 22-30-00-12500-A SHEET 1


Electronics Rack - Location of Computers

22-30-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

ECU(EEC)1
CL

MCT
TO/GA

TLA

THRUST ACTUAL
SAME AS
ECU (EEC)2
CHANNEL A

EIU
1

TLA

CHANNEL A

POWER CNTRL

ENGINE 1

CHANNEL B

SAME AS
ECU (EEC)2
CHANNEL B

THRUST ACTUAL

ECU(EEC)2
THRUST REF
THRUST REF = f (TLA)
TLA
FMGC
2

FMGC2

FCU1

MAN
IDLE THRUST

EIU
2

LIMIT
&
MEMO
THRUST

THRUST TARGET

THRUST
MODE
SEL
= f (TLA)

FMGC
1

THRUST
LIMIT
COMP
= f (MOD)

FCU2

THRUST ACTUAL

TO/GA LIMIT THRUST


THRUST ACTUAL
POWER

CHANNEL A
GA

ENGINE 2
CNTRL
(FUEL)

CHANNEL B
CL

FCU

XXX

THRUST MAX

TO
FMGC1

A/THR

SAME AS
CHANNEL A
MCT

THRUST ACTUAL

FLX
CL

MCT
TO/GA

XXX

XXX

NOTE : CMD THRUST IS


DISPLAYED ON ECAM WHEN
A/THR IS ACTIVE.
N_MM_223000_0_AGM0_01_00

AES

FIGURE 22-30-00-13900-A SHEET 1


Autothrust System - Block Diagram

22-30-00 PB001

Page 7
May 01/12
Revision n: 40

AES

FIGURE 22-30-00-14400-A SHEET 1


Thrust Setting
TLA = CL
TLA = MCT

THRUST
ACTUAL

THRUST REF
= f (TLA)

IDLE
THRUST

TO/GA THRUST
(THR MAX)

A/C IN FLIGHT

FLOOR MODE

A/THR ENGD

THRUST
TARGET

22-30-00 PB001
A/THR ACTIVE

A/THR ENGD
THRUST TARGET
VALID
FLOOR MODE
TLA
MCT

INST DISC (5CA2)

INST DISC (5CA1)

FROM
FMGC

MEMO

UPPER
LIMIT

MEMO THRUST
CONTROL

LOWER
LIMIT

MANUAL THRUST CONTROL

N1/EPR COMMAND

AUTO THRUST CONTROL

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_223000_0_AJM0_01_00

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

THROTTLE
CONTROL
LEVER

REVERSE
UNLOCK

A/THR ACTIVE
(NORMAL OPERATION)

T.O.
G.A.

FLX T.O.
CL
MCT

IDLE

REVERSE

N_MM_223000_0_ALM0_01_00

AES

FIGURE 22-30-00-14500-A SHEET 1


Throttle Definition

22-30-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AUTOTHRUST - DEACTIVATION/REACTIVATION
** On A/C ALL
Task 22-30-00-040-004-A
Check of the Throttle Control Units
FIN 8KS1, 8KS2
Task Summary
MMEL OR CDL TITLE

ACCESS

TEST

SPECIFIC
TOOLS

MHR

E/T

NB MEN

MMEL 22-30-01A
1.

Reason for the Job


MMEL 22-30-01A
Autothrust (A/THR) (FAA only)

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
B.

QTY
1
WARNING NOTICE(S)

DESIGNATION

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

31-60-00-860-001-A
31-60-00-860-002-A

EIS Start Procedure


EIS Stop Procedure

3.

Job Set-up
Subtask 22-30-00-860-059-A
A.

AES

Aircraft Maintenance Configuration


(1)

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).

(2)

Do the EIS start procedure (Upper ECAM DU and lower ECAM DU only)
(Ref. TASK 31-60-00-860-001-A)

(3)

On the center pedestal, make sure that all the throttle control levers are set to IDLE (0 degree TLA).

22-30-00 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(4)

On the maintenance panel 50VU:


. release the ENG FADEC GND PWR 1 and 2 pushbutton switches (The ON legend of these
pushbutton switches comes on).

Subtask 22-30-00-865-062-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
ENGINE/2/FADEC A/AND EIU 2

2KS2

A05

49VU

ENGINE/1/FADEC A/AND EIU 1

2KS1

A04

121VU

ENGINE/IGN/ENG2/SYS B

3JH2

P42

121VU

ENGINE/IGN/ENG1/SYS B

3JH1

P41

121VU

ENGINE/IGN/ENG2/SYS A BAT

2JH2

P40

121VU

ENGINE/IGN/ENG1/SYS A BAT

2JH1

P39

121VU

ENGINE/ENG2/FADEC B

4KS2

Q40

121VU

ENGINE/ENG1/FADEC B/AND EIU 1

4KS1

R41

4.

FIN

LOCATION

Procedure
Subtask 22-30-00-710-059-B
WARNING : MAKE SURE THAT YOU OPEN THE CIRCUIT BREAKERS AS FOLLOWS:
1JH, 2JH1 AND 3JH1 BEFORE 2KS1
1JH, 2JH2 AND 3JH2 BEFORE 2KS2.
IF YOU DO NOT OBEY THIS SEQUENCE, THERE IS A RISK OF ELECTROCUTION. THIS IS
BECAUSE YOU WILL START CONTINUOUS IGNITION IF YOU OPEN CIRCUIT BREAKER 2KS1 OR
2KS2 FIRST.
A.

Operational Test of the Throttle Control Units

ACTION
1.On the panel 121VU:
. open circuit breakers 2JH1, 3JH1, 2JH2 and 3JH2.
2.On the panel 49VU:
. open circuit breakers 1JH, 2KS1 and 2KS2.
3.On the center pedestal:
. move the ENG1 and 2 throttle control levers.

RESULT

On the upper ECAM display unit:


. the thrust limit mode indication and the EPR value
limit follow the position of the throttle control levers.

. move the throttle control levers to IDLE position.


4.Close circuit breakers 2KS1, 2KS2.
5.Open circuit breakers 4KS1, 4KS2.
6.On the center pedestal:
. move the ENG1 and 2 throttle control levers.

On the upper ECAM display unit:


. the small circles on EPR indications follow the position
of the throttle control levers.

. move the throttle control levers to IDLE position.


7.Close circuit breakers 4KS1, 4KS2 and then close circuit
breakers 1JH, 2JH1, 3JH1, 2JH2 and 3JH2.

AES

22-30-00 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
5.

Close-up
Subtask 22-30-00-860-060-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

On the maintenance panel 50VU:


. push the ENG FADEC GND PWR 1 and 2 pushbutton switches (The ON legend of these
pushbutton switches goes off).

(2)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(3)

Put a WARNING NOTICE(S) in the cockpit to tell the crew that the autothrust function does not
operate.

(4)

Make an entry in the logbook.

(5)

De-energize the aircraft electrical circuits


(Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-A-01) or (Ref. TASK
24-41-00-862-002-A-02).

22-30-00 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AUTOTHRUST - ADJUSTMENT/TEST
** On A/C ALL
Task 22-30-00-710-003-A
Operational Test of the Engine / Autothrust System Isolation (with AIDS)
1.

Reason for the Job


(Ref. MPD 22-30-00-01-)
OPERATIONAL CHECK OF ENGINE/AUTOTHRUST SYSTEM ISOLATION

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

ZONE DESCRIPTION

210

CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD


B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

34-10-00-860-004-A

IR Alignment Procedure

3.

Job Set-up
Subtask 22-30-00-860-056-A
A.

Aircraft Maintenance Configuration


(1)

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).

(2)

Make sure that the ventilation of the electronics racks operates correctly.

(3)

Align the IRs.


NOTE :

AES

Two ADIRSs are necessary to do this test (Ref. TASK 34-10-00-860-004-A).

(4)

On the maintenance panel 50VU, release the ENG/FADEC GND PWR 1 and 2 pushbutton switches
(ON legends on).

(5)

Check that the throttle control levers are in the IDLE STOP position.

(6)

On the glareshield, on the FCU, push the FD pushbutton switches to disengage the FDs (the legends
are off).

22-30-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
Subtask 22-30-00-865-061-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:


PANEL

49VU

DESIGNATION
ENGINE/2/FADEC A/AND EIU 2

2KS2

A05

49VU

ENGINE/1/FADEC A/AND EIU 1

2KS1

A04

49VU

AUTO FLT/FCU/1

9CA1

B05

49VU

AUTO FLT/FMGC/1

10CA1

B02

121VU

AUTO FLT/FCU/2

9CA2

M21

121VU

AUTO FLT/FMGC/2

10CA2

M17

121VU

ENGINE/ENG2/FADEC B

4KS2

Q40

121VU

ENGINE/ENG1/FADEC B/AND EIU 1

4KS1

R41

4.

FIN

LOCATION

Procedure
Subtask 22-30-00-710-060-D
A.

Do this test:

ACTION
1.On the MCDU menu:
. push the line key adjacent to AIDS indication.

RESULT
The AIDS menu comes into view.

2.On the AIDS menu:


. push the line key adjacent to the CALL-UP PARAM
indication.
3.On the AIDS PARAM CALL-UP page:
. push the line key adjacent to the PARAM LABEL
CALL-UP indication.
4.On the MCDU scratchpad:
. enter the parameter:
7C/1/146/01.

The AIDS PARAM CALL-UP page comes into view.

5.On the AIDS PAR LAB CALL-UP page:


. push the line key 1L.

7C, 1, 146, 01 come into view in their associated boxes with


label 146 bits status.

The AIDS PAR LAB CALL-UP page comes into view.

6.On the MCDU scratchpad:


. enter the parameter:
7C/2/146/10.
7.On the AIDS PAR LAB CALL-UP page:
. push the line key 4L.

7C, 2, 146, 10 come into view in their associated boxes with


label 146 bits status.

8.On the overhead C/B panel 49VU:


. open the circuit breaker 10CA1.
9.On the glareshield, on the FCU:
. push the A/THR pushbutton switch.

On
On
.
.

the FCU, the A/THR pushbutton switch comes on.


the PFDs:
green SPEED comes into view,
white A/THR comes into view.

On the MCDU, on the AIDS PAR LAB CALL-UP page,


check that the bit 23 of the label 146 is set to 0.

AES

22-30-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
10.On the right throttle lever:
. push the A/THR instinctive disconnect pushbutton
switch.

On
On
.
.

RESULT
the FCU, the A/THR pushbutton switch goes off.
the PFDs:
green SPEED goes out of view,
white A/THR goes out of view.

11.On the glareshield, on the FCU:


. push the A/THR pushbutton switch.

On the MCDU, on the AIDS PAR LAB CALL-UP page


check that bit 23 of label 146 remains to 0.
On the FCU, the A/THR pushbutton switch comes on.
On the PFDs:
. green SPEED comes into view,
. white A/THR comes into view.

12.On the right throttle lever:


. push the A/THR instinctive disconnect pushbutton
switch.
Keep it pushed for more than 15 seconds.

The A/THR pushbutton switch goes off.


On the PFDs:
. green SPEED goes out of view,
. white A/THR goes out of view.

13.On the rear C/B panel 121VU:


. open and close the circuit breaker 10CA2 (wait for
safety tests).

14.On the panel 115VU:


. move the ENG 1&2 MASTER switch from OFF to
ON then back to OFF to reset the EEC.
15.On the glareshield, on the FCU:
. push the A/THR pushbutton switch.

16.On the left throttle lever:


. push the A/THR instinctive disconnect pushbutton
switch.

On the MCDU, on the AIDS PAR LAB CALL-UP page,


check that bit 23 of label 146 is set to 1.
At the end of the safety test, the triple click aural warning
sounds.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that bit 23 of label 146 remains to 1.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that the bit 23 of label 146 is set to 0.
On
On
.
.

the FCU, the A/THR pushbutton switch comes on.


the PFDs:
green SPEED comes into view,
white A/THR comes into view.

On the MCDU, on the AIDS PAR LAB CALL-UP page,


check that the bit 23 of the label 146 remains to 0.
On the FCU, the A/THR pushbutton switch goes off.
On the PFDs:
. green SPEED goes out of view,
. white A/THR goes out of view.

17.On the glareshield, on the FCU:


. push the A/THR pushbutton switch.

On the MCDU, on the AIDS PAR LAB CALL-UP page


check that bit 23 of label 146 remains to 0.
On the FCU, the A/THR pushbutton switch comes on.
On the PFDs:
. green SPEED comes into view,
. white A/THR comes into view.

18.On the left throttle lever:


. push the A/THR instinctive disconnect pushbutton
switch.
Keep it pushed for more than 15 seconds.

The A/THR pushbutton switch goes off.


On the PFDs:
. green SPEED goes out of view,
. white A/THR goes out of view.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that bit 23 of label 146 is set to 1.

AES

22-30-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
19.On the rear C/B panel 121VU:
. open and close the circuit breaker 10CA2 (wait for
safety tests).

20.On the panel 115VU:


. move the ENG 1&2 MASTER switch from OFF to
ON then back to OFF to reset the EEC.
21.On the overhead C/B panel 49VU:
. close the circuit breaker 10CA1 (wait for safety test).

RESULT
At the end of the safety test, the triple click aural warning
sounds.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that bit 23 of label 146 remains to 1.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that the bit 23 of label 146 is set to 0.
At the end of the safety test, the triple click aural warning
sounds

22.On the rear C/B panel 121VU:


. open the circuit breaker 10CA2.
23.On the glareshield, on the FCU:
. push the A/THR pushbutton switch.

24.On the right throttle lever:


. push the A/THR instinctive disconnect pushbutton
switch.

On
On
.
.

the FCU, the A/THR pushbutton switch comes on.


the PFDs:
green SPEED comes into view,
white A/THR comes into view.

On the MCDU, on the AIDS PAR LAB CALL-UP page,


check that the bit 23 of the label 146 is set to 0.
On the FCU, the A/THR pushbutton switch goes off.
On the PFDs:
. green SPEED goes out of view,
. white A/THR goes out of view.

25.On the glareshield, on the FCU:


. push the A/THR pushbutton switch.

On the MCDU, on the AIDS PAR LAB CALL-UP page


check that bit 23 of label 146 remains to 0.
On the FCU, the A/THR pushbutton switch comes on.
On the PFDs:
. green SPEED comes into view,
. white A/THR comes into view.

26.On the right throttle lever:


. push the A/THR instinctive disconnect pushbutton
switch.
Keep it pushed for more than 15 seconds.

The A/THR pushbutton switch goes off.


On the PFDs:
. green SPEED goes out of view,
. white A/THR goes out of view.

27.On the overhead C/B panel 49VU:


. open and close the circuit breaker 10CA1 (wait for
safety tests).

28.On the panel 115VU:


. move the ENG 1&2 MASTER switch from OFF to
ON then back to OFF to reset the EEC.
29.On the glareshield, on the FCU:
. push the A/THR pushbutton switch.

AES

On the MCDU, on the AIDS PAR LAB CALL-UP page,


check that bit 23 of label 146 is set to 1.
At the end of the safety test, the triple click aural warning
sounds.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that bit 23 of label 146 remains to 1.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that the bit 23 of label 146 is set to 0.
On
On
.
.

the FCU, the A/THR pushbutton switch comes on.


the PFDs:
green SPEED comes into view,
white A/THR comes into view.

22-30-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION

30.On the left throttle lever:


. push the A/THR instinctive disconnect pushbutton
switch.

RESULT
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that the bit 23 of the label 146 remains to 0.
On the FCU, the A/THR pushbutton switch goes off.
On the PFDs:
. green SPEED goes out of view,
. white A/THR goes out of view.

31.On the glareshield, on the FCU:


. push the A/THR pushbutton switch.

On the MCDU, on the AIDS PAR LAB CALL-UP page


check that bit 23 of label 146 remains to 0.
On the FCU, the A/THR pushbutton switch comes on.
On the PFDs:
. green SPEED comes into view,
. white A/THR comes into view.

32.On the left throttle lever:


. push the A/THR instinctive disconnect pushbutton
switch.
Keep it pushed for more than 15 seconds.

The A/THR pushbutton switch goes off.


On the PFDs:
. green SPEED goes out of view,
. white A/THR goes out of view.

33.On the overhead C/B panel 49VU:


. open and close the circuit breaker 10CA1 (wait for
safety tests).

34.On the panel 115VU:


. move the ENG 1&2 MASTER switch from OFF to
ON then back to OFF to reset the EEC.
35.On the overhead C/B panel 49VU:
. close the circuit breaker 10CA2.
5.

On the MCDU, on the AIDS PAR LAB CALL-UP page,


check that bit 23 of label 146 is set to 1.
At the end of the safety test, the triple click aural warning
sounds.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that bit 23 of label 146 remains to 1.
On the MCDU, on the AIDS PAR LAB CALL-UP page,
check that the bit 23 of label 146 is set to 0.

Close-up
Subtask 22-30-00-860-057-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

On the maintenance panel 50VU, push the ENG/FADEC GND PWR 1 and 2 pushbutton switches (ON
legends go off).

(2)

De-energize the aircraft electrical circuits


(Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002-A-01) or (Ref. TASK
24-41-00-862-002-A-02).

22-30-00 PB501

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AUTOTHRUST ENGAGEMENT - DESCRIPTION AND OPERATION


** On A/C ALL
1.

General
The A/THR function can be engaged in three different ways:
. When the A/THR pushbutton switch on the FCU is pushed in, with aircraft on the ground and engines stopped
or in flight at an altitude higher than 100 feet (except in LAND TRACK phase)
. Automatically further to the engagement of the AP/FD TAKE OFF or GO AROUND modes
. Automatically if the ALPHA FLOOR condition elaborated in the FAC is present and if the altitude is higher than
100 feet.
The engagement logic is explained in Para. 2.C.

AES

22-31-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

System Description
A.

FMGC Priorities at FCU Level


The FMGC which has priority, depending on the AP/FD and the A/THR engagement, controls the engine
thrust.
The logic below defines the FMGC which has priority:
------------------------------------------------------------------------------!
AP engagement
!
FD engagement
!
A/THR engagement !
FMGC
!
!--------------------!---------------------!---------------------!
having
!
! FMGC1 !
FMGC2 !
FMGC1 !
FMGC2 !
FMGC1 !
FMGC2 ! priority !
!---------!----------!----------!----------!----------!----------!------------!
!
1
!
!
!
!
!
!
1
!
!
0
!
1
!
!
!
!
!
2
!
!
0
!
0
!
1
!
!
!
!
1
!
!
0
!
0
!
0
!
1
!
!
!
2
!
!
0
!
0
!
0
!
0
!
1
!
!
1
!
!
0
!
0
!
0
!
0
!
0
!
1
!
2
!
------------------------------------------------------------------------------. : indifferent
B.

Autothrust Control States


(Ref. Fig. 22-31-00-13000-A - A/THR Engage Logic)
The different states of the A/THR can be:
(1) Disengaged
In this case:
. the engines are controlled by the throttle control levers,
. on the FCU, the A/THR pushbutton switch is off,
. the FMA does not display the A/THR engagement status and the A/THR modes.
(2) Engaged
When the A/THR engage logic conditions are present, the A/THR can be engaged.
The A/THR engaged can be:
(a) Active when the two throttle control levers are in the A/THR active area.
In this case:
. the autothrust system controls the engines,
. on the FCU, the A/THR pushbutton switch is on,
. the FMA displays A/THR in white in the right column and one A/THR mode in the left column.
(b) Not active, if both throttle control levers are above CL gate or one throttle control lever above MCT
gate.
In this case:
. the throttle control levers control the two engines,
. the A/THR pushbutton switch is on,
. the FMA displays A/THR in cyan in the right column and the thrust setting in the left column.

C.

A/THR Engage and Disengage Logic


(Ref. Fig. 22-31-00-13000-A - A/THR Engage Logic)
The A/THR can only be engaged when all the necessary conditions are present and if there is a request for
engagement (pilot action or automatic).
(1) Required engagement conditions
Two conditions are required to make the engagement possible:

AES

22-31-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(a) AP/FD/A/THR common condition
This condition results from the monitoring functions below:
. monitoring of the validity of the ADIRS input parameters (two ADIRS must be valid). This
monitoring consists in a check of the SSM and refreshment period.
The monitoring of the main parameters is made by vote or comparison.
. monitoring of LGCIUs parameters. This monitoring is made in the FAC which informs the FMGC
of the validity of the LGCIU parameters. One LGCIU at least must be healthy. This condition is
not required at landing or during go around.
. internal monitoring of the guidance portion healthy.
. internal monitoring of the management portion healthy. This condition is not required at landing
or during go around.
NOTE :

The monitoring functions common to the AP/FD and A/THR are described in 22-11-00
AP/FD Engagement.

(b) A/THR specific condition


This condition specific to A/THR includes the conditions below:
. A/THR must be either in the manual speed or in the auto speed control mode (Ref. 22-10-00
AP/FD)
. the two ECUs/EECs must be healthy
. the FCU must be healthy
. no discrepancy between the N1/EPR target computed in the FMGC and the N1/EPR feedback
from each ECU/EEC when the A/THR is active
. the various parameters used in the flight envelope protection such as VLS, VMAX, etc. must be
healthy
. no action on one of the two A/THR instinctive disconnect pushbutton switches lasts more than
15s.
(2) Disengagement conditions
The presence of one of the conditions below causes the disengagement of the A/THR:
(a) Loss of one common or specific condition described above
(loss of the ADIRS or FAC parameter validity does not cause A/THR disengagement as long as the
Alpha floor protection is active).
(b) Synchronization between FMGC condition.
This condition forces the disengagement if the A/THR function on the opposite FMGC is disengaged
and on condition that this FMGC has priority.
(c) Action on the A/THR pushbutton switch, with the A/THR function already engaged. This action has
no effect in LAND TRACK mode.
(d) Action on one of the A/THR instinctive disconnect pushbutton switches.
(e) AP/FD loss condition i.e. total loss of AP/FD below 100ft with the RETARD mode not engaged.
(f) Go around condition i.e. one throttle control lever is placed in the non active area (> MCT) below
100ft without engagement of the GO AROUND mode on the AP/FD.
(g) One engine start on the ground.
(h) Both throttle control levers placed in the IDLE position.
(i) ECU/EEC autothrust control feedback i.e. the A/THR being active at level of the FMGCs, one of the
two ECUs/EECs indicates that it is not in autothrust control mode.
(j) both throttle control levers placed in the REVERSE position.

AES

22-31-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(3) A/THR ACTIVE logic
After engagement, the A/THR is active if:
. the two throttle control levers are between IDLE and CL (CL included)
. one throttle control lever is between IDLE and CL (including CL), and the other is between IDLE and
MCT (including MCT) with FLEX TO limit mode not selected
. the Alpha floor protection is active whatever the position of the throttle control levers.
D. Realization of the Engage or Disengage Logic
(Ref. Fig. 22-31-00-13800-A - Realization of the Engage or Disengage Logic)
The engagement of the A/THR function is duplicated in each FMGC at level of the guidance, command and
monitoring channels.
The A/THR ENGD signal that the ECUs/EECs receive via the FCU and the EIUs comes from the command
channel. The A/THR ENGD C and M discrete outputs used in the A/THR instinctive disconnect circuit (Ref.
Para. 2.E.) take into account the result of computation of the command and monitoring channels.
The Alpha floor condition from the FACs is used in the command and monitoring processors for the elaboration
of the Alpha floor protection. This causes the automatic engagement of the A/THR.
When both FACs are healthy, the logic condition makes engagement of the Alpha floor protection only when
both FACs deliver the Alpha floor condition.
If one FAC is not healty and the Alpha Floor condition is present, the protection is achieved by the other healty
FAC.
A comparison between the command and monitoring channels at level of this protection is performed.
If there is a difference between these channels, the A/THR function is disengaged.
The comparison between the computed N1/EPR target and the N1/EPR target feedback sent by each
ECU/EEC is performed at level of the command and monitoring channels of each FMGC.
Any excessive deviation is taken into account at level of the A/THR engage logic of the command and
monitoring channels.
E.

Isolation of the Engines from the A/THR System


(Ref. Fig. 22-31-00-14200-A - Isolation of the Engines)
The engine control is no longer dependent on the throttle control levers when the conditions below (elaborated
by the FMGC and transmitted to the ECU) are met:
. A/THR ENGD
. A/THR ACT
. TARGET N1/EPR VALID
. throttle control lever in the area which authorizes the autothrust control or Alpha floor protection active.
Action on one of the two A/THR instinctive disconnect pushbutton switches or the disengagement of the
A/THR function detected by the FMGCs on the command or monitoring channels forces the thrust control
function of the throttle control lever position.
This is done through the wired discretes that the ECU receives directly.
This device permits to get rid of any failure downstream of the FMGC which might cause an untimely
engagement of the A/THR function.
At level of the A/THR engage logic performed by the FMGC, an action on one of the two A/THR instinctive
disconnect pushbutton switches for more than 15 s. inhibits any engagement of the A/THR function, whatever
the reason (A/THR pushbutton switch on the FCU, Alpha floor protection etc.) (Ref. Para. 2.B.).
A similar protection is available at level of each ECU/EEC. Action on one of the two A/THR instinctive
disconnect pushbutton switches for more than 15 s. inhibits operation of each ECU/EEC in autothrust control
mode.

F.

A/THR Warnings
(Ref. Fig. 22-31-00-14700-A - A/THR Warnings)
(1) Presentation
Upon disengagement of the A/THR and in certain flight phases, the FWCs elaborate the warnings below:
(a) Illumination of the MASTER CAUT lights in amber on the glareshield.

AES

22-31-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(b) Display of A/THR OFF amber message in the memo area of the upper display unit of the ECAM
system when the disengagement is due to use of the instinctive disconnect pushbutton switch,
display of AUTO FLT-A/THR OFF amber message in the warning area of the upper display unit of
the ECAM system when the disengagement is not due to use of the instinctive disconnect pushbutton
switch.
(c) Aural warning (single chime).
(d) THR LK message flashing on the two PFDs if, upon disengagement, the thrust is frozen on at least
one engine (THR LK = thrust lock).
In addition, the A/THR engage pushbutton switch goes off on the FCU and the A/THR indication
(white or cyan) disappears on the PFD.
If energy management functions are activated, memothrust situation is indicated by:
. amber ENGINE THRUST LOCKED flashing message on Upper ECAM DU
. repetitive single chime and MASTER CAUT light on.
THR LEVERS ..... MOVE message is repeated on upper ECAM DU.
(e) Throttle control levers below CL warning
If energy management functions are activated, if both throttle control levers are set below the CL gate
(or one throttle control lever below MCT gate in case of engine failure), the following warnings are
provided:
. amber AUTO FLT A/THR LIMITED flashing message on upper ECAM DU
. repetitive single chime
. MASTER CAUT light on.
THR LEVERS ..... MOVE message is repeated on upper ECAM DU.
(2) Conditions for clearing of A/THR warnings
There are several causes of A/THR disengagement (Ref. Para. 2.C. (2)).
(a) Upon disengagement of the A/THR through the throttle control levers in the IDLE position below 50
ft., the FWC generates no warning.
(b) Upon intentional disengagement of the A/THR through action on one of the two instinctive disconnect
pushbutton switches or through the throttle control levers in the IDLE position above 50 ft., the
warnings are automatically cancelled:
. the MASTER CAUT light goes off after 3s
. the A/THR OFF message disappears after 9s.
NOTE :

The two warnings above can be cancelled faster by pilot through action on the MASTER
CAUT light or on one of the two instinctive disconnect pushbutton switches.

(c) Upon disengagement of the A/THR due to one of the other causes, the two visual warnings can be
cancelled:
. through action on one of the CLR keys located on the ECAM control panel
. through action on the MASTER CAUT light
. through action on one of the two instinctive disconnect pushbutton switches.
(3) Elaboration of A/THR warning
(Ref. Fig. 22-31-00-14800-A - A/THR Warnings Computation and Display)
Each FWC elaborates the A/THR warning and uses the signals below:
. A/THR engagement (boolean from the FMGC via the FCU)
. position of the throttle control levers from the ECUs/EECs.
The warning cancellation is made by the input discretes from the instinctive disconnect pushbutton
switches.
The 3 DMCs convert these codes into specific codes which are sent to the PFDs and to the upper display
unit of the ECAM system through the DSDL bus.
In normal operation:

AES

22-31-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.
.

AES

the DMC1 drives the PFD1 and the upper display unit of the ECAM system,
the DMC2 drives the PFD2.
In case of DMC1 or DMC2 failure, the crew can switch over to the DMC3 through the use of the EIS
DMC selector switch.
The DMC3 replaces totally the failed DMC.

22-31-00 PB001

Page 6
May 01/12
Revision n: 40

AES

FIGURE 22-31-00-13000-A SHEET 1


A/THR Engage Logic

22-31-00 PB001
IDLE COND

ENGINE/GROUND COND

LOSS OF AP/FD COND

INST DISCONNECT
A/THR ACTIVE FEEDBACK COND
GA COND

A/THR P.B COND

OR

OR

A/THR P.B.
TO/GA COND
ALPHA FLOOR COND

A/THR OPP COND

AND

AP/FD/A/THR COMMON COND


A/THR SPECIFIC COND

S
ENGD

A/THR

A/THR

AP2

ALPHA FLOOR
CONDITION

OR

2 THROTTLE CTL LEVERS


BETWEEN IDLE/MCT GATES

AND

FCU

AP1

AND

AND

FMGC

A/THR ACTIVE

(WHITE)

(CYAN)

A/THR

A/THR

PFD

PFD

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_223100_0_AAR0_01_00

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

FMGC1

THRUST
PRECOMMAND
FM

FCU

FLOOR
MODE
CMD

THRUST
TARGET
COMPUTATION

THRUST TARGET FEEDBACK (ECU1/EEC1)

THRUST
TARGET

FAC 1

(
FLOOR
COND
FLOOR
COND
CMD

FLOOR
MODE
LOGIC

S
A/THR
ENGD
(CMD)

FLOOR
MODE
(MON)

CMD

FCU2
FAIL
FROM
FMGC2
CMD

THRUST
TARGET
FLOOR MODE

FLOOR
COND
FLOOR
COND

A/THR

CHANGE
OVER

FLOOR
MODE
(CMD)

THRUST
TARGET
FEEDBACK
(ECU1/EEC1)

FAC2 SEL

LIM

FCU1
FAIL

ARINC BUS CMD TO MON (EXTERNAL)

FAC HLTHY

THR
TGT

AP/FD
A/THR
ENGD
STATUS

ARINC BUS MON TO CMD (INTERNAL)

FAC HLTHY
MON

FMGC
SEL

FCU1
INTL
MON

FAC HLTHY
MON
FAC HLTHY

THR
TGT
FDBK
FROM
FMGC
2

ENG 1

ENG 2
FCU2
INTL
MON
ECU (EEC)2

(MON)
A/THR
ENGD
C

FLOOR
MODE
LOGIC

EIU2

FAC 2
(

ECU (EEC)1

A/THR
ENGD

C
THRUST
TARGET
FEEDBACK
(ECU2/EEC2)

FAC1 SEL

A/THR
ACTIVE

EIU1

FMGC
SEL
SAME
AS
FCU1

SAME
AS
ABOVE

THRUST TARGET FEEDBACK (ECU2/EEC2)


(

) COMPARISON OF EACH THRUST TARGET FEEDBACK WITH THRUST TARGET LIMITED


(SAME LIMIT COMPUTATION AS ECU S /EEC S)

N_MM_223100_0_ACN0_01_00

AES

FIGURE 22-31-00-13800-A SHEET 1


Realization of the Engage or Disengage Logic

22-31-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

7CA1

A/THR ENGD
THRUST TARGET
VALID

7CA2

CONF
15S

S
R

ECU(EEC) RESET

A/THR 2 ENGD

A/THR INSTINCTIVE DISCONNECT CAPT OR F/O


5CA1
5CA2

A/THR INSTINCTIVE DISCONNECT CAPT OR F/O

A/THR ACTIVE
FLOOR
TLA
MCT
THRUST REF
(= f (TLA))
THRUST TARGET
(FMGC)

A/THR ENGD

ECU(EEC)1

S.AS CMD CHANNEL


+28VDC
FMGC1

MON CHANNEL
CMD CHANNEL
18CA1

17CA1

A/THR 2 ENGD
(18CA2/17CA2)

A/THR ENGD

SAME AS ABOVE

ECU(EEC)2

S
DLY
15

FMGC POWER UP

FMGC 1
N_MM_223100_0_AET0_01_00

AES

FIGURE 22-31-00-14200-A SHEET 1


Isolation of the Engines

22-31-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
FLIGHT CONTROL UNIT (PART)

AP 1

AP 2

A/THR

F/O MASTER CAUT LIGHT

CAPT MASTER CAUT LIGHT


A/THR P/B SW LIGHT GOES OFF

CAPT AND F/O PRIMARY FLIGHT DISPLAY


MASTER
CAUT

MASTER
CAUT

D
COCKPIT
LOUDSPEAKERS

A/THR WHITE
INDICATION
DISAPEEARS

PUSH
FOR WARNING
CANCELLATION

SINGLE
CHIME

C
G

F
A/THR INSTINCTIVE DISCONNECT
P/BSW
7CA2
7CA1

UPPER ECAM DISPLAY UNIT

E
ECAM CONTROL PANEL
ECAM
UPPER DISPLAY

T.O
CONFIG

CANC

ENG

BLEED

PRESS

ELEC

HYD

APU

COND

DOOR

WHEEL

F/CTL

FUEL

AUTO FLT:A/THR OFF


OFF

BRT

LOWER DISPLAY

CLR
OFF

STS

ALL

RCL

CLR

BRT

PUSH
FOR WARNING
CANCELLATION

AES

FIGURE 22-31-00-14700-A SHEET 1


A/THR Warnings

22-31-00 PB001

Page 10
May 01/12
Revision n: 40

N_MM_223100_0_AGM0_01_00

AES

FIGURE 22-31-00-14800-A SHEET 1


A/THR Warnings Computation and Display

A/THR INS DISC


TLA OPPOSITE POSITION
TLA OWN POSITION

FMGC 2

A/THR ENGD

FMGC OWN A

FCU

FMGC BUS
CHOICE
LOGIC

FMGC OWN A

A/THR ACTIVE

FMGC 1

A/THR ENGD

A/THR ACTIVE

TLA OWN POSITION


TLA OPPOSITE POSITION
A/THR INS DISC

FCU 1B

FCU 2

FCU 2B

FCU PROCES
SELECTION
LOGIC

FCU 1

FWC 2

A/THR WARNING
LOGIC

FWC 1

A/THR WARNING
LOGIC

DMC 2

EIS DMC
SELECTOR
SWITCH

SWITCHING

ECAM CHAN

PFD CHAN

ECAM CHAN

PFD CHAN

ECAM CHAN

PFD CHAN

SINGLE
CHIME

ACQUISI
TION

DMC 3

ACQUISI
TION

DMC 1

ACQUISI
TION

SINGLE
CHIME

CAPT MASTER
LIGHT

22-31-00 PB001

PFD

F/O MASTER CAUT


LIGHT

MASTER
CAUT

F/O

UPPER ECAM DISPLAY UNIT

CAPT PFD

MASTER
CAUT

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_223100_0_AHM0_01_00

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AUTOTHRUST MODES - DESCRIPTION AND OPERATION


** On A/C ALL
1.

General
The A/THR modes which enable to perform the automatic thrust control are SPD/MACH, THRUST and RETARD.
These modes are activated automatically as a function of the AP or FD - selected longitudinal modes.

AES

22-32-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

System Description
A.

Engage Logic of A/THR Modes


(Ref. Fig. 22-32-00-12500-A - Activation of A/THR Mode according to AP/FD Modes)
The choice of A/THR mode according to the AP/FD active mode or sub-mode is shown in the table below:
------------------------------------------------------------------------------!
AP/FD
!
A/THR Mode
!
Remarks
!
!
Mode
!
Sub-Mode
!
!
!
!------------------!------------------!------------------!--------------------!
! Takeoff-Go Around!
!
Thrust
! If A/THR is not
!
!
!
!
! active the takeoff !
!
!
!
! or go-around thrust!
!
!
!
! is directly
!
!
!
!
! controlled by the !
!
!
!
! ECUs/EECs.
!
!------------------!------------------!------------------!--------------------!
! V/S-FPA
!
V/S-FPA
!
SPD/MACH
!
!
!
!------------------!------------------!--------------------!
!
!
ALT
!
SPD/MACH
!
!
!------------------!------------------!------------------!--------------------!
! ALT ACQUIRE
!
!
SPD/MACH
!
!
!------------------!------------------!------------------!--------------------!
! ALT
!
ALT
!
SPD/MACH
!
!
!
!------------------!------------------!--------------------!
!
!
V/S
!
SPD/MACH
!
!
!------------------!------------------!------------------!--------------------!
! CLB-DES
!
SPEED/THRUST
!
THRUST
!
!
!
!
V.PATH/SPEED
!
SPD/MACH
!
!
!
!
FPA/SPEED
!
SPD/MACH
!
!
!
!
V/S/SPEED
!
SPD/MACH
!
!
!
!
V. PATH/THRUST !
THRUST
!
!
!------------------!------------------!------------------!--------------------!
! EXPEDITE
!
!
THRUST
!
!
!------------------!------------------!------------------!--------------------!
! OPEN CLB
!
!
THRUST
!
!
! OPEN DES
!
!
!
!
!------------------!------------------!------------------!--------------------!
!
!
!
! _
!
! FINAL DESCENT
!
!
SPD
! _! R.NAV APPROACH !
! GLIDE CAPT
!
!
SPD
! !
!
! GLIDE TRACK
!
!
SPD
! ! ILS APPROACH
!
! LAND TRACK
!
!
SPD
! _!
!
------------------------------------------------------------------------------The RETARD mode is available only in automatic landing i.e. the AP is engaged in LAND TRACK mode. Then
the RETARD mode is engaged when the radio altitude becomes lower than 40 ft.
If the AP is disengaged during flare-out before touchdown, the RETARD mode is replaced by the SPD/MACH
mode.
On ground, this logic is not active and the RETARD mode is kept.
In automatic landing, the FWC auto call out delivers a RETARD message at 10 ft.. The pilot then moves the
throttle control levers to the IDLE position to take manual control of the thrust for the landing. With the
A/THR engaged but not in the automatic landing conditions, this message is delivered at 20 ft.
If no longitudinal mode is active on the AP/FD, the A/THR mode selected is SPD/MACH.

AES

22-32-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
When the AP and FD are not engaged, the A/THR mode selected is SPD/MACH on condition that the
RETARD mode is not already active.
The RETARD mode is kept if the AP/FD is disengaged.
As for the AP/FD modes, the A/THR modes of the FMGC which has no priority are synchronized on the
A/THR modes of the FMGC which has priority.
B.

Alpha Floor Protection


(Ref. Fig. 22-32-00-12900-A - Alpha Floor Protection)
When the angle of attack reaches a limit value dependent on the configuration and longitudinal wind gradient,
the FAC sends an order to the FMGC.
This order is taken into account in the FMGC as soon as the landing gear shock absorbers are extended at
takeoff and up 100 ft at landing.
This causes:
. the engagement of the A/THR function
. the activation of the Alpha FLoor Protection of the A/THR which commands max. thrust to the engines
whatever the AP/FD mode engaged.
The activation logic of the Alpha Floor Protection is not synchronized between the two FMGCs.
The Alpha Floor can only be cancelled through the disengagement of the A/THR function.

C.

A/THR Control Laws and Associated Reference Data


The A/THR laws available are:
. fixed thrust hold (THRUST law)
. speed or MACH hold (SPD/MACH law of A/THR).
(1) THRUST law
This law is selected when the A/THR operates in THRUST or RETARD mode or when the Alpha floor
protection is active.
The THRUST law permits to command to the two engines a fixed thrust which can be:
. N1/EPR LIM: limit thrust (calculated by the FADECs according to the throttle control levers position)
when the AP/FD mode gives a climb order
. N1/EPR IDLE: reduced thrust when AP/FD mode gives a descent order or RETARD mode engaged
. N1/EPR MAX : max. thrust whatever the position of the throttle control levers when the Alpha Floor
Protection is active.
This thrust corresponds to the thrust that would be obtained when the two throttle control levers are in
TO/GA position.
. FM N1/EPR target: thrust that the flight management section calculates when it ensures the
longitudinal guidance of the aircraft.
(2) SPD/MACH law
(Ref. Fig. 22-32-00-13400-B - SPD/MACH Law)
This law is selected when the A/THR operates in SPD/MACH mode on condition that the Alpha Floor
Protection is not active.
Depending on the logic for MACH control selection and selected or managed speed control (Ref. 22-10-00AP/FD), the SPD/MACH law enables to acquire and hold:
. either the speed displayed on the FCU when the selected control of the speed is active
. or the Mach on the FCU when the Mach control is selected and the selected speed control is active
. or a speed chosen by the managed speed control
. or a Mach chosen by the managed speed control when the Mach control is active.
Depending on the target speed or Mach, a precommand N1/EPR is calculated:
. from an aerodynamic model
. from a simplified engine model independent from the flight management section.
A direct channel and an integrated channel permit to hold the speed or Mach and compensate the
computation error of the precommand N1/EPR
The VLS and VMAX limit the target speed and Mach.

AES

22-32-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
A load factor precommand in V/S and ALT ACQ mode permits to minimize the speed variation during
dynamic maneuvers which involve climb or descent at constant speed.
(3) Elaboration of N1/EPR controlled by the A/THR
(Ref. Fig. 22-32-00-13500-A - A/THR Basic Loop)
To perform the automatic thrust control, the A/THR transmits to the FADECs the rate which must be
commanded to the engines: N1/EPR target.
The N1/EPR target is elaborated in the basic loop of the A/THR.
When the A/THR is not active, the N1/EPR target which is transmitted is the recopy of the N1
corresponding to the throttle control lever in the most advanced position.
When the A/THR is activated, the basic loop permits to pass smoothly from N1/EPR TLA to the N1/EPR
elaborated by the THRUST or SPD/MACH control laws.
D. Realization of Control Laws and Modes (Ref. 22-31-00)
(Ref. Fig. 22-32-00-13400-B - SPD/MACH Law)
The processors on the command side of the FMGC calculate the mode logic, control laws, the A/THR basic
loop and the precommand of the SPEED/MACH mode.
The command and monitor sides calculate the Alpha Floor Protection logic.
The comparison of the results is taken into account at level of the FMGC internal monitoring.
E.

Indications on the FMA


(Ref. Fig. 22-32-00-14300-B - A/THR Indications)
During A/THR operation, different messages are displayed on the FMA. The FMA is located on the upper
section of the Primary Flight Display (PFD).
This area is divided into 5 columns of 3 lines each, on which several FMGC operations are displayed.
The right column shows the engagement status.
The left column shows different A/THR modes and actions required.
(1) A/THR engagement status
The A/THR of message is displayed on the 3rd line of the right column in one of the two colors below.
(a) White
When the A/THR is engaged and active: the autothrust system controls the engines.
(b) Cyan
When the A/THR is engaged but not active: the two engines are controlled by the position of the
throttle control levers and by the ECUs/EECs.
(2) A/THR modes
The A/THR modes are displayed on the left column if the A/THR is engaged.
Two different types of indications are displayed with appropriate colors.
(a) On
.
.
.

the first line and second line, green and white messages indicate A/THR mode when:
the A/THR function is override by a throttle control lever set beyond the MCT position
the AP/FD active modes are: takeoff, landing go around, V/S or FPA, OPEN CLB, OPEN DES
the thrust is not consistent with the engine configuration (engine failure or not).

(b) On the third line, white flashing messages for action to be taken by the crew on the throttle control
levers and amber messages for indication which requires special attention.
(3) Message meaning
(a) On the first line and second line:
. MAN TOGA: A/THR is engaged, not active one throttle lever at least in TO/GA position, the
thrust is under the control of the ECUs/EECs.
. MAN FLX 50: A/THR is engaged not active . The takeoff is performed in FLX TO with a FLEX
TO temperature (50 deg. C for example), selected on the MCDUs. One throttle control lever at
least is in FLX TO/MCT position, the other one is in the same position or below.

AES

22-32-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.
.
.

.
.
.
.
.
.

MAN MCT: A/THR is engaged, not active. All throttles in MCT position.
THR MCT: A/THR is active in thrust mode and the most advanced throttle lever is in the MCT
position (single-engine configuration).
THR CLB: A/THR is active in thrust mode and the most advanced throttle control lever is in the
CLB position.
THR LVR: A/THR is active in thrust mode. The throttle control levers are neither in the CLB nor
in the MCT position.
MAN THR: A/THR is engaged and not active and the most advanced throttle control lever is
between FLX TO/MCT and TO/GA position or between CL and FLX TO/MCT.
THR IDLE: A/THR is active in minimum thrust.
SPEED: A/THR is active in SPEED mode.
MACH: A/THR is active in MACH mode.
A. FLOOR: A/THR is active with the Alpha Floor protection is active.
TOGA LK: A/THR is active with the Alpha Floor protection active but the Alpha Floor detection
from the FAC is no longer present (TOGA LK = TOGA LOCK).

(b) On the FMA third line:


. LVR CLB: this white message flashes to inform the crew to set the throttle levers to the CLB
position to permit normal A/THR in dual-engine configuration.
. LVR MCT: this white message flashes to inform the crew to set the throttle to the MCT position
to permit normal A/THR in single-engine configuration.
. LVR ASYM : only one throttle control lever is in the MCT or CLB gate, resulting in asymmetrical
thrust.
The figures which show the display of AP/FD-A/THR messages according to the various typical
flight cases are given in 22-10-00 AP/FD.
(4) Principle of messages displayed
All the messages are generated in the FMGCs and sent to the DMCs through discrete data, by the FCU on
ARINC 429 bus.
The 3 DMCs acquire these discrete data to generate specific codes which correspond to the messages to be
displayed on the PFDs.

AES

22-32-00 PB001

Page 5
May 01/12
Revision n: 40

AES

FIGURE 22-32-00-12500-A SHEET 1


Activation of A/THR Mode according to AP/FD Modes

22-32-00 PB001

A/THR CTL LAWS


TARGETS

A/THR CTL LAWS


TARGETS
A/THR MODES
(ALPHA FLOOR ACT)

A/THR MODES
(ALPHA FLOOR INOP)

SUB MODES

AP/FD MODES

TARGETS

A/THR CTL LAWS

A/THR MODES
(ALPHA FLOOR ACT)

TARGETS

A/THR CTL LAWS

A/THR MODES
(ALPHA FLOOR INOP)

SUB MODES

AP/FD MODES
G/A

A/THR
NOT ACTIVE

T/O

SPD/MACH

SPD/MACH

FPA/SPEED

FINAL DES

FPA

V/S

V/S

VSEL FCU
MACH SEL FCU

SPD/MACH
FM TARGET

SPD/MACH

ALT

ALT

SPD/MACH
VSEL FCU
MACH SEL FCU

SPD/MACH

AP/FD
DISENGAGED

THRUST
MAX TO
NOTE : NOT SURROUNDED SUBMODES ARE CHOSEN BY FLIGHT
MANAGEMENT SECTION.

A. FLOOR

THRUST
THRUST
N1/EPR LIM
IDLE
FM TARGET
VSEL FCU
MACH SEL FCU

SPD/MACH

THRUST

THRUST

ALT

EXP OPCLB OPDES

IDLE

THRUST

RETARD

LAND TRACK

FM TARGET
VSEL FCU
VAPP MEMO

SPD/MACH

FM TARGET

THRUST

THRUST

G/S

SPD/MACH

G/S CAPT

V PATH/THRUST

SPD/MACH

ALT

FPA

V/S

MAX TO

THRUST

A.FLOOR

LVL/CH
MANAGED
MODES
DES

V/S/SPEED

FM TARGET
FM TARGET VSEC FCU
MACH SEL FCU

THRUST

THRUST

LVL/CH
SELECTED
MODES

MAX TO

THRUST

THRUST

SPEED/THRUST
V PATH/SPEED

CLB

A/THR AND AP/FD LONGITUDINAL ACTIVE MODES

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_223200_0_AAM0_01_00

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

WINDSHEAR
COMPENSATION

IRS1 OR
3 OK
ADC1 OR
3 OK

CLEAN
CONFIG
OWN
(OR 3)

SFCC1
OR 2 OK

LEVEL
DET
=
f(F/S)

FLOOR
COND

TO/GALK
THR MAX
ECU(EEC)1

274
BIT
29

THR MAX
ECU(EEC)2
THR TARGET

ALPHA FLOOR
COND NOT PRESENT

MAX

ALPHA FLOOR
COND
PRESENT

ALPHA FLOOR MODE

F/S POS

THR
MAX
COMP

A FLOOR

FAC HEALTY

SIDE STICK COND


FROM ELAC

FLOOR
MODE

THRUST
VIA DMCS

TARGET
THRUST
COMPUT.

TARGET

LIMIT

A/THR
ENGINE 1

THRUST REF
MAN

TO/GA
LK
ALPHA
FLOOR CONDITION

FLOOR

EIU1

FAC 1
A/THR
ACTIVE
A/THR
ENGD

FCU

EIU2
ECU (EEC)2

TLA MCT
FLOOR MODE
A/THR ACTIVE

A/THR ENGD

A/THR ENGD CMD (OWN)


A/THR ENGD MON (OWN)

S
TARGET THRUST
HLTHY
18CA1 17CA1

FAC 2

OPPOSIT
R

FMGC
18CA2 17CA2
FMGC
CONF
15S
INSTINCTIVE
DISC

ECU/EEC
RESET

R
ECU (EEC)1

N_MM_223200_0_ABM0_01_00

AES

FIGURE 22-32-00-12900-A SHEET 1


Alpha Floor Protection

22-32-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

Vc

N1/EPR
Z = N1/EPR (LOAD FACTOR)

WASH

t a

FILTER

DERIV

Vc
VOTE
VLS

SPEED TARGET

V MAX

MACH TARGET

Vc

N1/EPR
PRECOMMAND

WEIGHT

CONF PS

SOL Pt Tt

5 Kts

Vc

N1/EPR SPD/MACH

** On A/C ALL

N_MM_223200_0_ACP0_01_00

AES

FIGURE 22-32-00-13400-B SHEET 1


SPD/MACH Law

22-32-00 PB001

Page 8
May 01/12
Revision n: 40

AES

FIGURE 22-32-00-13500-A SHEET 1


A/THR Basic Loop
THRUST CONTROL LAW

RATE LIM

NOTE : N1/EPR TLA : N1/EPR VALUE CORRESPONDING TO THROTTLE POSITION

N1/EPR THRUST

N1/EPR SPD/MACH

SPD/MACH CONTROL LAW

MAX (N1/EPR TLA 1, N1/EPR TLA 2)

SYNCHRO
ACTIVATION
A/THR

N1/EPR TARGET

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_223200_0_AEM0_01_00

22-32-00 PB001

Page 9
May 01/12
Revision n: 40

AES

FIGURE 22-32-00-14300-B SHEET 1


A/THR Indications

22-32-00 PB001

TOGA LK

(AMBER
BOX
FLASHING)

GREEN MESSAGES
SPEED
MACH
THR LVR
THR MCT
THR CLB
THR IDLE

A FLOOR

FCU

FMGC OWN A

B
AND

MAN
MCT

FCU 2A

MESSAGES

FCU2

(WHITE)

(WHITE WITH
AMBER BOX)

MAN
FLX50 (WHITE)
MAN
THR

FCU 1A
FCU PROCES
SELECTION
LOGIC

FCU1

MAN
TOGA (WHITE)

FMGC BUS
CHOICE
LOGIC

FMGC OWN A

A/THR (WHITE OR CYAN)

FMGC 2

MESSAGES
LOGIC
COMPUTATION

FMGC 1

MESSAGES
LOGIC
COMPUTATION

DMC 2

PFD CHANNEL

PFD CHANNEL

PFD CHANNEL

MESSAGES
LVR ASYM (AMBER)
LVR CLB
(WHITE
LVR MCT
WORDING FLASHING)

ACQUISITION

DMC 3

ACQUISITION

DMC 1

ACQUISITION

EIS DMC
SELECTOR
SWITCH

CAPT PRIMARY
FLIGHT DISPLA

F/O PFD

SAME DISPLAY

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_223200_0_AGP0_01_00

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FLIGHT AUGMENTATION (FAC) - DESCRIPTION AND


OPERATION
** On A/C ALL
1.

General
The Flight Augmentation Computer (FAC) fulfills the functions given below:
A.

Yaw Damper
The yaw damper function ensures:
. In manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC)
(stabilization and manual turn coordination). It also provides a yaw-damping degraded law in the event of
ELAC failure (alternate law).
. In automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance
Computer (FMGC) for:
. Turn coordination (ILS approach mode and roll out).
. Guidance (align and roll out).
It also ensures in automatic flight:
. Engine failure recovery.
. Yaw stability.
. Turn coordination (cruise).

B.

Rudder Trim
The rudder trim function ensures:
. In manual control:
. The accomplishment of the pilot trim orders from the manual trim control (control and reset)
. In automatic control:
. The accomplishment of the autopilot orders (autotrim on the yaw axis)
. The generation and the accomplishment of the engine failure recovery function.

C.

Rudder Travel Limiting


The rudder travel limiting function ensures:
. The limitation of the rudder travel as a function of a predetermined law
. The return to low speed limitation in case of loss of function as soon as the slats are extended.

D. Calculation of Characteristic Speeds and Protection of Flight Envelope


The FAC generates, independently of the engage status of the pushbutton switches, different functions necessary
to:
. The control of the speed scale on the PFDs
. The adaptation of gains for the FMGC and ELAC
. The distribution of signals necessary to the FMGC control laws
. The flight envelope protection in automatic flight (speed limits for the FMGC, alpha floor for the
autothrust)
. The display of the rudder trim order and the rudder travel limiter position if available
. The windshear detection (option activated by pin program)
. The low energy detection (option activated by pin program).
E.

AES

Maintenance
The Centralized Fault-Display System (CFDS) has two modes of operation (Ref. 22-90-00):

22-60-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(1) Normal mode
In this mode, the system FIDS (BITE concentrator) stores all the analysis results of the various BITE. It
may perform a crosscheck to determine the faulty LRU. It transmits the reference of the LRUs which have
failed during the current flight to the Centralized Fault-Display Interface-unit (CFDIU).
(2) Menu mode
In this mode:
. It is possible to activate the various AFS tests and to display maintenance snapshots.

AES

22-60-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

Component Location
(Ref. Fig. 22-60-00-14000-A - FAC - Component Location (Cockpit))
(Ref. Fig. 22-60-00-14100-A - FAC - Component Location (Electronics Rack))
FIN

1CC1
1CC2
8CC

FAC-1
FAC-2
P/BSW-RUD TRIM/RESET

83VU
84VU
110VU

ZONE ACCESS
DOOR
127
128
210

9CC
12CC1

CTL SW-RUDDER TRIM


P/BSW-FLT CTL/FAC1

110VU
23VU

210
211

22-62-11
22-62-00

12CC2

P/BSW-FLT CTL/FAC2

24VU

212

22-62-00

17CC

IND-RUDDER TRIM

110VU

210

22-62-21

AES

FUNCTIONAL DESIGNATION

PANEL

22-60-00 PB001

ATA REF.
22-66-34
22-66-34
22-62-12

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

System Description
(Ref. Fig. 22-60-00-15400-A - FAC - Component Layout)
The system comprises:
. Two computers
. Two yaw damper servo-actuators
. A rudder trim actuator assembly with two actuators and associated relays
. A rudder travel-limitation unit with two motors and associated relays
. Two FLT CTL/FAC 1 and FAC 2 engage pushbutton switches
. Two self-locking relays integrated in the aircraft wiring
. A RUD TRIM Control Panel
. Indications and warnings on the ECAM display units related to the position of the control surfaces.

AES

22-60-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

C
C

110VU

17CC

RUD TRIM

NOSE
L

20

NOSE
R

9CC

RESET

23VU

ELAC 1

SEC 1

FAC 1

FAULT

FAULT

FAULT

OFF

OFF

OFF

8CC
RUD TRIM PANEL

12CC1

B
24VU

ELAC 2

SEC 2

SEC 3

FAC 2

FAULT

FAULT

FAULT

FAULT

OFF

OFF

OFF

OFF

FLIGHT CONTROL
PANELS
12CC2

N_MM_226000_0_AAM0_01_00

AES

FIGURE 22-60-00-14000-A SHEET 1


FAC - Component Location (Cockpit)

22-60-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
ELECTRONICS RACK 80VU

82
VU

81VU

1CC2
(FAC 2)

84
VU

1CC1
(FAC1)
83VU

86
VU

85VU

88VU

87VU

N_MM_226000_0_ABM0_01_00

AES

FIGURE 22-60-00-14100-A SHEET 1


FAC - Component Location (Electronics Rack)

22-60-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
FLT CTL PANELS

FLT

FLT CTL PANELS

ELAC

UPPER
ECAM
DISPLAY
UNIT

CTL

FLT

23VU

SEC 1

FAC 1

ELAC

FAULT

FAULT

FAULT

FAULT

OFF

OFF

OFF

OFF

SEC

CTL

24VU

SEC 3

FAC 2

FAULT

FAULT

FAULT

OFF

OFF

OFF

ECAM

AUTO FLT:
FAC 1 FAULT

FAC PUSHBUTTON SWITCHES

FAC 1

F/CTL

RUDDER TRAVEL
LIMITATION UNIT

FAC 2

COCKPIT
CONTROL
& INDICATING

UPPER
ECAM
DISPLAY
UNIT

110VU

TO PEDALS

RUDDER TRIM
ACTUATOR

RUD TRIM
+

NOSE

NOSE

20

RESET

YAW DAMPER
SERVO ACTUATORS

PARKING BRN
OFF

ON

RUD TRIM/PARKING BRK


PANEL

N_MM_226000_0_AJM0_01_00

AES

FIGURE 22-60-00-15400-A SHEET 1


FAC - Component Layout

22-60-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FLIGHT AUGMENTATION (FAC) - ADJUSTMENT/TEST


** On A/C ALL
Task 22-60-00-710-001-A
Operational Test of the FAC 2 Functions
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
WARNING : OPEN CIRCUIT BREAKER 7XE. THIS WILL PREVENT A POSSIBLE DEPLOYMENT OF THE RAT IF THE
MAIN AC BUSBARS 1XP AND 2XP BECOME ISOLATED.
1.

Reason for the Job


(Ref. MPD 22-60-00-02-)
OPERATIONAL CHECK OF FAC 2 FUNCTIONS
To make sure that the Rudder Travel Limiting, Rudder Trim and Yaw Damper functions operate correctly with the
FAC 2.

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
B.

QTY
DESIGNATION
AR SAFETY CLIP - CIRCUIT BREAKER

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

29-10-00-863-003-A

Pressurize the Blue Hydraulic System with a Ground Power Supply

29-10-00-863-003-A-01

Pressurize the Blue Hydraulic System with the Blue Electric Pump

29-10-00-864-003-A

Depressurize the Blue Hydraulic System

29-23-00-863-001-A

Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump

29-23-00-864-001-A

Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU

AES

22-60-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
31-32-00-860-010-A

DESIGNATION
Procedure to Get Access to the SYSTEM REPORT/TEST NAV Page

31-60-00-860-001-A
31-60-00-860-002-A
34-13-00-740-002-A
34-14-00-740-001-A

EIS Start Procedure


EIS Stop Procedure
INTERFACE TEST of the ADR
Interface Test of the IR

3.

Job Set-up
Subtask 22-60-00-860-050-A
A.

Aircraft Maintenance Configuration


(1)

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).

(2)

On
.
.
.

(3)

On the center pedestal, on the SWITCHING panel 8VU:


. set the AIR DATA selector switch to CAPT 3,
. set the ATT HDG selector switch to CAPT 3.

(4)

On the overhead panel, on the FLT CTL panel 23VU:


. release the FAC1 pushbutton switch, the OFF legend of this pushbutton switch is on.

(5)

Do the EIS start procedure (Ref. TASK 31-60-00-860-001-A).

(6)

On the center pedestal, on the ECAM control panel:


. get the F/CTL page.

(7)

Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-001-A) (Ref. TASK
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).

(8)

Make sure that the aircraft is in the clean configuration (On the FLAPS panel 114VU, the lever is in the
0 notch position).

the overhead panel, on the ADIRS CDU:


set the OFF/NAV/ATT selector switch related to IR3 to NAV,
make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are to OFF,
make sure that the OFF legend on the ADR 3 pushbutton switch is off.

Subtask 22-60-00-865-050-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:


PANEL

49VU

DESIGNATION
AUTO FLT/FAC1/28VDC

FIN

LOCATION

5CC1

B04

49VU

AUTO FLT/FAC1/26VAC

14CC1

B03

49VU

CAPT/LOUD/SPKR

5WW

F10

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

AUTO FLT/FAC2/26VAC

14CC2

M18

121VU

EIS/F/O/LOUD/SPKR

4WW

P08

Subtask 22-60-00-865-060-A
C.

Open, safety and tag this(these) circuit breaker(s):


PANEL

105VU

AES

DESIGNATION
ELEC/CSM/G /EV AUTO/SPLY

FIN
7XE

LOCATION
C01

22-60-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
4.

Procedure
Subtask 22-60-00-710-050-A
A.

Operational Test of the FAC 2 Functions

ACTION
1.On the center pedestal, on the panel 110VU:
. The rudder trim indicator is energized.
.
.

RESULT
.

Set and hold the RUD TRIM switch in the NOSE L


.
position to get the maximum movement of the rudder. .
Release the switch.
.
.

Push and release the RUD TRIM/RESET pushbutton


switch.

.
.

.
.

Set and hold the RUD TRIM switch in the NOSE R


.
position to get the maximum movement of the rudder. .
Release the switch.
.
.

Push and release the RUD TRIM/RESET pushbutton


switch.

.
.

The indicator shows approximately 0.


The rudder moves smoothly to the left.
The rudder trim indicator shows approximately the
maximum left (L) threshold engraved on panel.
On the lower ECAM DU, on the F/CTL, the rudder
trim indicator and the rudder move to the left.
The left pedal moves forward.
The rudder trim indicator and the rudder go to zero
position.
The rudder trim indicator shows approximately 0.
The rudder moves smoothly to the right.
The rudder trim indicator shows approximately the
maximum right (R) threshold engraved on panel.
On the lower ECAM DU, on the F/CTL, the rudder
trim indicator and the rudder move to the right.
The right pedal moves forward.
The rudder trim indicator and the rudder go to zero
position.
The rudder trim indicator shows approximately 0.

2.On the center pedestal, on the MCDU:


.

Get the SYSTEM REPORT/TEST NAV page (Ref.


TASK 31-32-00-860-010-A).

Push the line key adjacent to the ADR3 indication.

Get access to the INTERFACE TEST of the ADR3


(Ref. TASK 34-13-00-740-002-A).

Push the line key adjacent to the START TEST


indication.

NOTE :

AES

On the Captain PFDs, the speed scale moves up and


stops at 367.7 KTS (and altitude increases to 10000 ft).

Ignore the RETARD (and associated) warning.


To stop it, release the ENG/FADEC GND PWR
1 and 2 pushbutton switches on the maintenance
panel 50VU, and/or open the circuit breakers
5WW and 4WW (for sound inhibition).

Wait 25 seconds approximately before you move the


pedals.

3.On the Captain or First Officer side:


.

The ADR3 page comes into view.

On the lower ECAM DU, on the F/CTL page:

Move the rudder pedals to do a maximum right turn


.
and a maximum left turn until you find the hard point
of the rudder.
Release the rudder pedals.

The rudder moves a small distance to the right and to


the left from the neutral.

22-60-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
4.On the center pedestal, on the MCDU:
. Push the line key adjacent to the RETURN (TEST
STOP) indication until SYSTEM REPORT/TEST
NAV page comes into view.
5.After 25 seconds:
. Do step 3 again.

6.On the MCDU, on the SYSTEM REPORT/TEST NAV


page:
. push the line key adjacent to the IR3 indication.
.

RESULT

On the lower ECAM DU, on the F/CTL page:


. The rudder moves a long distance to the right and to
the left from the neutral.
The IR3 page comes into view.

Get access to the INTERFACE TEST of the IR3 (Ref.


TASK 34-14-00-740-001-A).

NOTE :

For the test below, ignore the warnings and the


attitude changes.

7.Push the line key adjacent to the START TEST


indication.
8.Push the line key adjacent to the RETURN (TEST
STOP) indication.

On the lower ECAM DU, on the F/CTL page:


. The rudder moves to the left then slowly moves back to
zero.
. The rudder moves to the right then slowly moves back
to zero.

9.Push the line key adjacent to the RETURN indication


until the CFDS menu page comes into view.

On the MCDU:
. The CFDS menu page comes into view.

5.

Close-up
Subtask 22-60-00-865-061-A
A.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):
PANEL

105VU

DESIGNATION
ELEC/CSM/G /EV AUTO/SPLY

FIN
7XE

LOCATION
C01

Subtask 22-60-00-860-051-A
B.

AES

Put the aircraft back to its initial configuration.


(1)

Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-001-A) (Ref. TASK
29-10-00-864-003-A).

(2)

On the maintenance panel 50VU, release the ENG/FADEC GND PWR pushbutton switches

(3)

Close the circuit breakers 5WW and 4WW (if opened).

(4)

On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switch related to IR3 to
OFF.

(5)

On the overhead panel 23VU:


. push the FLT CTL/FAC1 pushbutton switch, the OFF legend goes off.

(6)

On the SWITCHING panel 8VU, set the AIR DATA and ATT HDG selector switches to NORM.

(7)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

22-60-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(8)

AES

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-60-00 PB501

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-60-00-710-002-A
Operational Test of the Automatic Change-Over Function
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1.

Reason for the Job


(Ref. MPD 22-60-00-01-)
OPERATIONAL CHECK OF AUTOMATIC CHANGEOVER (AFS TEST)
To do the check of the engagement discrete of the Yaw Damper, the Rudder Trim and the Rudder Travel Limiting.
It comes from one FAC to the opposite and permits the change-over if a function disengages.

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

29-10-00-863-003-A

Pressurize the Blue Hydraulic System with a Ground Power Supply

29-10-00-863-003-A-01

Pressurize the Blue Hydraulic System with the Blue Electric Pump

29-10-00-864-003-A

Depressurize the Blue Hydraulic System

29-23-00-863-001-A

Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump

29-23-00-864-001-A
31-32-00-860-001-A

Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU
Procedure to Get Access to the SYSTEM REPORT/TEST Menu Page

31-60-00-860-001-A
31-60-00-860-002-A
34-10-00-860-004-A

EIS Start Procedure


EIS Stop Procedure
IR Alignment Procedure

3.

Job Set-up
Subtask 22-60-00-860-052-A
A.

AES

Aircraft Maintenance Configuration


(1)

Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).

(2)

On the center pedestal, on the MCDU:


. Get the SYSTEM REPORT/TEST AFS page (Ref. TASK 31-32-00-860-001-A).

22-60-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(3)

Do the EIS start procedure (Upper ECAM only) (Ref. TASK 31-60-00-860-001-A).

(4)

On the overhead panel, on the ADIRS CDU:


. set the OFF/NAV/ATT switch related to IR3 to NAV and align the IR3, (Ref. TASK
34-10-00-860-004-A)
. make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off.

(5)

On the overhead panel, on the FLT CTL panels 23VU and 24VU:
. make sure that the FAC1 and the FAC2 pushbutton switches are pushed (in) (FAULT and OFF
legends are off).

(6)

Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-001-A) (Ref. TASK
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).

Subtask 22-60-00-865-052-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

49VU

AUTO FLT/FAC1/26VAC

14CC1

B03

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

AUTO FLT/FAC2/26VAC

14CC2

M18

4.

FIN

LOCATION

Procedure
Subtask 22-60-00-710-052-A
A.

Operational Test of the Automatic Change-Over Function


NOTE :

Ignore the related warnings during the test.

ACTION
1.On the FLT CTL panels 23VU and 24VU (on the
overhead panel):
.

Release the FAC 2 pushbutton switch.

RESULT

On this pushbutton switch, the OFF legend comes on.

2.On the MCDU, on the AFS/MAIN MENU page:

On the MCDU:

Push the line key adjacent to the AFS TEST


indication (Line key 5L).

3.On the MCDU:


. See if the FAC 1(2) is defective (PRESS LINE KEY
indication in view).

The AFS TEST IS RUNNING indication comes into


view.
On the MCDU, at the end of the test, after
approximately 40 seconds:
. The AFS TEST COMPLETED indication comes into
view.
On the MCDU:

If yes:
.

AES

Push the line key adjacent to the defective FAC.

The AFS/TEST REPORT page comes into view. Make


sure that these failure indications are not in view:
FAC/YD ENGD CHG OV or FAC/RT ENGD CHG OV
or FAC/RTL ENGD CHG OV.

22-60-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION

RESULT
NOTE: If the FAC 1(2) is defective, with CFDS indications
in view on the AFS/TEST REPORT other than:
- FAC/YD ENGD CHG OV
- FAC/RT ENGD CHG OV
- FAC/RTL ENGD CHG OV,
do trouble-shooting of the FAC system before you continue
the test.

4.On the MCDU:


. Push the line key adjacent to the RETURN indication
until the AFS/MAIN MENU page comes into view.
5.On the FLT CTL panels 23VU and 24VU:
. Release the FAC 1 pushbutton switch.

On this pushbutton switch, the OFF legend comes on.

On this pushbutton switch, the FAULT and OFF


legends goes off.
(refer to the note in step 3.).

6.Do the steps 2 to 3:


. Use the indications between the parentheses.

You must get the same results step by step.

7.On the MCDU:


- Push the MCDU MENU mode key.

On the MCDU:
- The MENU page comes into view.

Push the FAC 2 pushbutton switch.

8.On the FLT CTL panels 24VU:


.

Release the FAC 2 pushbutton switch.

5.

Close-up

On this pushbutton switch, the OFF legend comes on.

Subtask 22-60-00-860-053-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-001-A) (Ref. TASK
29-10-00-864-003-A).

(2)

On the overhead panel, on the FLT CTL panel 23VU:


. push the FAC1 pushbutton switch, the FAULT and the OFF legends go off.

(3)

On the overhead panel, on the FLT CTL panel 24VU:


. push the FAC2 pushbutton switch, the FAULT and the OFF legends go off.

(4)

On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switch related to IR3 to
OFF.

(5)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(6)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-60-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-60-00-710-003-A
Operational Test of the Return to Low Speed Function
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
WARNING : OPEN CIRCUIT BREAKER 7XE. THIS WILL PREVENT A POSSIBLE DEPLOYMENT OF THE RAT IF THE
MAIN AC BUSBARS 1XP AND 2XP BECOME ISOLATED.
1.

Reason for the Job


(Ref. MPD 22-60-00-03-)
OPERATIONAL CHECK OF RETURN TO LOWSPEED FUNCTION

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
B.

QTY
DESIGNATION
AR SAFETY CLIP - CIRCUIT BREAKER

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

29-10-00-863-003-A

Pressurize the Blue Hydraulic System with a Ground Power Supply

29-10-00-863-003-A-01

Pressurize the Blue Hydraulic System with the Blue Electric Pump

29-10-00-864-003-A

Depressurize the Blue Hydraulic System

29-23-00-863-001-A

Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump

29-23-00-864-001-A
31-32-00-860-010-A

Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU
Procedure to Get Access to the SYSTEM REPORT/TEST NAV Page

31-60-00-860-001-A
31-60-00-860-002-A

EIS Start Procedure


EIS Stop Procedure

34-13-00-740-002-A

INTERFACE TEST of the ADR

AES

22-60-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
3.

Job Set-up
Subtask 22-60-00-860-054-A
A.

Aircraft Maintenance Configuration


(1)

Energize the aircraft electric cicuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002A-01) or (Ref. TASK 24-41-00-861-002-A-02).

(2)

On
.
.
.

(3)

On the center pedestal, on the SWITCHING panel 8VU:


. set the AIR DATA selector switch to CAPT 3.

(4)

On the overhead panel, on the FLT CTL panels 23VU and 24VU:
. make sure that the FAC 1 and FAC 2 pushbutton switches are pushed (on the pushbutton switches,
the FAULT and OFF legends are off).

(5)

Do the EIS start procedure (Ref. TASK 31-60-00-860-001-A).

(6)

On the center pedestal, on the ECAM control panel:


. get the F/CTL page.

(7)

Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-001-A) (Ref. TASK
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).

(8)

Make sure that the aircraft is in the clean configuration (on the FLAPS panel 114VU, the lever is in the
0 notch position).

the overhead panel, on the ADIRS CDU:


set the OFF/NAV/ATT selector switch related to IR3 to NAV,
make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off,
make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are set to OFF.

Subtask 22-60-00-865-051-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

FIN
B04

LOCATION

49VU

AUTO FLT/FAC1/26VAC

14CC1

B03

49VU

CAPT/LOUD/SPKR

5WW

F10

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

AUTO FLT/FAC2/26VAC

14CC2

M18

121VU

EIS/F/O/LOUD/SPKR

4WW

P08

Subtask 22-60-00-865-062-A
C.

Open, safety and tag this(these) circuit breaker(s):


PANEL

105VU
4.

DESIGNATION
ELEC/CSM/G /EV AUTO/SPLY

FIN
7XE

LOCATION
C01

Procedure
Subtask 22-60-00-710-051-A
A.

Operational Test of the Return to Low Speed Function

ACTION
1.On the center pedestal, on one MCDU:

AES

RESULT
On the MCDU:

22-60-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ACTION
Get the SYSTEM REPORT/TEST NAV page (Ref.
TASK 31-32-00-860-010-A).

Push the line key adjacent to the ADR3 indication.

Get access to the INTERFACE TEST of the ADR3


(Ref. TASK 34-13-00-740-002-A).

Push the line key adjacent to the START TEST


indication.

NOTE :

RESULT

The ADR3 page comes into view.

On the Captain PFD, the speed scale moves up and stops


at 367.7 KTS (and altitude increases to 10000ft).

Ignore the RETARD (and associated) warning.


To stop it, release the ENG/FADEC GND PWR
1 and 2 pushbutton switches on the maintenance
panel 50VU, and/or open the circuit breakers
5WW and 4WW (for sound inhibition).

Wait 25 sec. approximately before you move the


pedals.

2.On the Captain or First Officer side:

On the lower ECAM DU, on the F/CTL page:

Move the rudder pedals to do a maximum right turn


and a maximum left turn. Do this until you find the
hard point of the rudder.
Release the rudder pedals.

The rudder moves a small distance to the right and to


the left from the neutral.

3.On the FLT CTL panels 23VU and 24VU:


. Release the FAC1 and the FAC2 pushbutton switches. .
4.Do step 2 again.

On these pushbutton switches the OFF legend comes


on.
You must get the same results as in step 2.

5.On the panel 49VU:


. Open the circuit breaker 14CC1.
6.On the FLAPS panel 114VU:
. Operate the slats. To do this, move the lever to notch
1.
7.After 25 sec. :
. Do step 2 again.
On the lower ECAM DU, on the F/CTL page:
. The rudder moves a long distance to the right and to
the left from the neutral.
8.On the FLAPS panel 114VU:
. Retract the slats. To do this, move the lever to notch
O.
9.Do step 2 again.
You must get the same results as in step 7.
10.On the FLT CTL panel 24VU:
. Push the FAC2 pushbutton switch.

11.After 25 sec. :
. Do step 2 again.

You must get the same results as in step 2.

On this pushbutton switch, the OFF legend goes off and


the FAULT legend stays off.

12.On the panel 49VU:


. Close the circuit breaker 14CC1.
13.On the FLT CTL panel 24VU:

AES

22-60-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
Release the FAC2 pushbutton switch.

14.On the panel 121VU:


. Open the circuit breaker 14CC2.
15.Do step 2 again.

RESULT
On this pushbutton switch, the OFF legend comes on.

You must get the same results as in step 2.

16.On the FLAPS panel 114VU:


. Operate the slats. To do this, move the lever to notch
1.
17.After 25 sec. :
. Do step 2 again.
You must get the same results as in step 7.
18.On the FLAPS panel 114VU:
. Retract the slats. To do this, move the lever to notch
0.
19.Do step 2 again.

You must get the same results as in step 7.

20.On the FLT CTL panel 23VU:


. Push the FAC1 pushbutton switch.

21.After 25 sec. :
. Do step 2 again.

You must get the same results as in step 2.

22.On the panel 121VU:


. Close the circuit breaker 14CC2.
23.On the FLT CTL panel 24VU:
. Push the FAC2 pushbutton switch.

On this pushbutton switch, the OFF legend goes off and


the FAULT legend stays off.

The MCDU MENU page comes into view.

On this pushbutton switch, the OFF legend goes off and


the FAULT legend stays off.

24.On the center pedestal, on the MCDU:


. Push the line key adjacent to the RETURN indication
until the CFDS menu page comes into view.
.

Push the MCDU MENU mode key.

5.

Close-up
Subtask 22-60-00-865-063-A
A.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):
PANEL

105VU

DESIGNATION
ELEC/CSM/G /EV AUTO/SPLY

FIN
7XE

LOCATION
C01

Subtask 22-60-00-860-055-A
B.

AES

Put the aircraft back to its initial configuration.


(1)

Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-001-A) (Ref. TASK
29-10-00-864-003-A).

(2)

On the maintenance panel 50VU, release the ENG/FADEC GND PWR pushbuttons switches.

(3)

Close the circuits breakers 5WW and 4WW (if opened).

(4)

On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switch related to IR3 to
OFF.

(5)

On the SWITCHING panel 8VU, set the AIR DATA selector switch to NORM.

22-60-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AES

(6)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(7)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-60-00 PB501

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-60-00-710-004-A
Operational Test of the Windshear Function
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

31-32-00-860-001-A

Procedure to Get Access to the SYSTEM REPORT/TEST Menu Page

31-60-00-860-001-A
31-60-00-860-002-A

EIS Start Procedure


EIS Stop Procedure

(Ref. Fig. 22-60-00-991-00100-A - Procedure Test)


3.

Job Set-up
Subtask 22-60-00-860-056-A
A.

AES

Aircraft Maintenance Configuration


(1)

Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).

(2)

Make sure that the ventilation of the electronics racks operates correctly.

(3)

On the overhead panel, on the ADIRS CDU:


. set the OFF/NAV/ATT selector switches to NAV.

(4)

On the center pedestal, on the SWITCHING panel 8VU:


. set the AIR DATA switch to CAPT/3, F/0/3 then NORM position (this action is mandatory to do
the test correctly).

(5)

On the overhead panel, on the FLT CTL panels 23VU and 24VU:
. make sure that the FAC 1 and FAC 2 pushbutton switches are pushed (the FAULT and OFF
legends are off).

(6)

Do the EIS start procedure (Ref. TASK 31-60-00-860-001-A).

22-60-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
4.

Procedure
Subtask 22-60-00-710-053-A
A.

Operational Test of the Windshear Function


(Ref. Fig. 22-60-00-991-00100-A - Procedure Test)
NOTE :

You can stop the windshear test when it is necessary. To stop the test, push the line key adjacent to
the END OF TEST indication, (the AFS MAIN MENU page comes into view).

NOTE :

To engage or disengage the FAC 1(2), push the FAC1(2) pushbutton switch on the panel
23VU(24VU).

ACTION
1.On the center pedestal, on the MCDU:
.

get the SYSTEM REPORT/TEST page (Ref. TASK


31-32-00-860-001-A).

RESULT
The SYSTEM REPORT/TEST page comes into view.

2.On the SYSTEM REPORT/TEST page:


.

push the line key adjacent to the AFS indication.

The AFS MAIN MENU page comes into view.

3.On the AFS MAIN MENU page:


.

push the line key adjacent to the WINDSHEAR TEST The AFS/WINDSHEAR TEST-1 page comes into view.
indication.
4.On the AFS/WINDSHEAR TEST-1 page:
. obey the instructions given on the MCDU.
NOTE :
.

Make sure that you do this step in less than 2.5


minutes. If not, start the windshear test again.

then, push the NEXT PAGE function key.

The AFS/WINDSHEAR TEST-2 page comes into view.

5.On the AFS/WINDSHEAR TEST-2 page:


. obey the instructions given on the MCDU.
.

then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-3 page comes into view.
if the result of the visual and aural checks are correct.
6.On the AFS/WINDSHEAR TEST-3 page:
. obey the instructions given on the MCDU.
NOTE :

When the predictive windshear function is active:


. on the EWD, make sure that the REAC
W/S DET FAULT message (and not the
WINDSHEAR DET FAULT message) is
shown.
. On the STATUS page, make sure that the
REAC W/S DET message (and not the
WINDSHEAR DET FAULT message) is
shown.
. then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-4 page comes into view.
if the result of the visual checks are correct.
7.On the AFS/WINDSHEAR TEST-4 page:
. obey the instructions given on the MCDU.
.

AES

then, push the NEXT PAGE function key.

The AFS/WINDSHEAR TEST-5 page comes into view.

22-60-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
8.On the AFS/WINDSHEAR TEST-5 page:
. obey the instructions given on the MCDU.

RESULT

then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-6 page comes into view.
if the result of the visual and aural checks are correct.
9.On the AFS/WINDSHEAR TEST-6 page:
. obey the instructions given on the MCDU.
NOTE :

When the predictive windshear function is active:


. on the EWD, make sure that the REAC
W/S DET FAULT message (and not the
WINDSHEAR DET FAULT message) is
shown.
. On the STATUS page, make sure that the
REAC W/S DET message (and not the
WINDSHEAR DET FAULT message) is
shown.
. then, push the line key adjacent to the YES indication The AFS/WINDSHEAR TEST-7 page comes into view.
if the result of the visual checks are correct.
10.On the AFS/WINDSHEAR TEST-7 page:
.

obey the instructions given on the MCDU.

The WINDSHEAR TEST OK indication comes into view.

11.On the MCDU:


. push the line key adjacent to the RETURN indication.
5.

Close-up
Subtask 22-60-00-860-057-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

On the MCDU, push the line key adjacent to the RETURN indication until the CFDS menu page comes
into view.

(2)

On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switches to OFF.

(3)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(4)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-60-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

1L

AFS
M A I N MENU
L AS T LEG REPORT

1R

2L

PRE V I OUS LEGS REPORT

2R

3L

TROUBLE SHOOT I N G DATA

3R

4L

GROUND SCAN / LRU I DEN T

4R

5L

AFS TEST

LAND TEST

5R

6L

RE TURN /WI NDSHE AR TEST

6R

1L
2L
3L
4L
5L
6L

AFS /WI NDSHE AR TEST 1


ACT I ON
BOTH ENG I NES S TOPPED
ALL BRE AKERS ON
FAC1 ENGAGED
FAC2 OFF
ON THE SWI TCH I NG PNL 8VU
SELECT A I R DAT A CAPT 3
THEN A I R DATA F /O 3 THEN
A I R DATA NORM
PRESS NEXT PAGE
END OF TEST

1R
2R
3R
4R

NEXT
PAGE

5R
6R

1L
2L
3L

NOTE: FOR AFS/WINDSHEAR TEST 3 & 6 PAGES.


1

4L

WHEN THE PREDICTIVE WINDSHEAR


FUNCTION IS ACTIVE, MAKE SURE THAT
THE REAC W/S DET FAULT MESSAGE
(AND NOT THE WINDSHEAR DET FAULT
MESSAGE) SHOWS ON THE EWD.

5L
6L

WHEN THE PREDICTIVE WINDSHEAR


FUNCTION IS ACTIVE, MAKE SURE THAT
THE REAC W/S DET MESSAGE (AND
NOT THE WINDSHEAR DET MESSAGE)
SHOWS ON THE EWD (IN THE INOP
SYS SECTION OF THE STATUS PAGE).

1L
2L
3L

AFS /WI NDSHE AR TEST 2


ACT I ON ON 1 ST MCDU
PRESS T ES T L I NE KEY
CHECK ON PFD1
RED WI NDSHE AR MESSAGE
DUR I NG 1 5 SEC
AUD I O CHECK
WINDSHE AR 3 T I MES
TEST
YES

PRESS

NO

END OF TEST

5L
6L

2R
3R
4R
5R
6R

AFS /WI NDSHE AR TEST 3


CHECK ON ECAM
WI NDSHE AR DET FAUL T
ACT I ON
SELECT STATUS PAGE
ON ECAM
CHECK ON ECAM
WI NDSHE AR DET

4L

1R

1R
2R
3R
4R

YES

PRESS

NO

END OF TEST

5R
6R

N_MM_226000_5_AEM0_01_00

AES

FIGURE 22-60-00-991-00100-A SHEET 1


Procedure Test

22-60-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

1L

A F S / W I NDSHE AR T E S T 4
A C T I ON
F AC 2 E N G A G E D
F AC 1 OF F

1R

2L

2R

3L

3R

4L

4R

(SEE NOTE SHEET 1)


P RE S S NEX T P AGE

5L
6L

E ND OF

5R

TE S T

6R

NEXT
PAGE

1L

1L
2L
3L

A F S / W I NDS HE AR T E S T 6
CHE CK ON EC AM
W I NDSHE AR D E T F A U L T
A C T I ON
S E L EC T S T A T U S P AG E
ON EC AM
CHE CK ON EC AM
W I NDSHE AR DE T

4L
5L
6L

1L

2L
1R
2R
3R
4R

YES

P RE S S

NO

E ND OF T E S T

A F S / W I NDS HE AR T E S T 7
A C T I ON
F A C1 E N G A G E D

2L

3L
4L
5L
6L

A F S / W I NDSHE AR T E S T 5
A C T I ON ON 1 S T M C D U
P RE S S T E S T L I NE K E Y
CHE CK ON P F D 2
R ED W I NDSHE AR ME S S AG E
D UR I NG 1 5 SE C
AUD I O CHECK
W I NDS HE AR 3 T I ME S
T ES T
YES

P RE S S

NO

E ND OF T E S T

1R
2R
3R
4R
5R
6R

5R
6R

1R
2R

3L

3R

W I ND SHE AR T E S T OK
4L

4R

5L

5R

6L

R E T URN

6R

N_MM_226000_5_AEM0_02_00

AES

FIGURE 22-60-00-991-00100-A SHEET 2


Procedure Test

22-60-00 PB501

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING


COMPUTATION - DESCRIPTION AND OPERATION
** On A/C ALL
1.

General
The rudder travel-limiting function provides:
. The limitation of the rudder travel through a control law function of Vc
. The return to the low speed limitation in case of failure
The rudder travel limiting actuation is described in 27-23-00.

AES

22-61-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

AES

System Description
A.

Composition
The system consists of:
. Two engagement pushbutton switches common to the yaw damper and rudder trim functions
. Two Flight Augmentation Computers (FAC 1 and FAC 2)
. An electro-mechanical rudder travel-limitation unit with two motors
. Two position transducers integrated in the unit.

B.

Architecture
The rudder travel-limiting system operates using the changeover technique i.e when both sides are engaged the
side 1 has priority, the side 2 is in standby. The side 2 is active when the side 1 is disengaged (case of failure).
The motor of the standby side is not supplied (the FAC which has no priority does not deliver the enable
signal).
A synchronization is achieved on the rudder position prior to engagement
Amplitude and speed limitations are introduced:
. The amplitude limitation is such that the travel remains compatible with the limits on the aircraft structure
. The speed limitation prevents saturation of the limitation unit.
Upon total loss of the rudder travel-limiting function, a control enables to bring back the stops to the low
speed conditions to restore maximum rudder deflection as soon as slats are extended.

22-61-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

Power Supply
A.

AES

Power Supply of the Rudder Travel-Limitation Unit


The 26 V/400 Hz power is applied to the primary windings of the position transducers directly from the busbars
via the FAC circuit breakers.
The emergency control of the motor operates on the same power supply.
The 28VDC power is applied to the power electronic set from the FAC circuit breakers through a cut-off relay.
This relay is controlled by the monitoring logic of the FAC.

22-61-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
4.

Interface
A.

Interface Signals
For each side:
(1) Control signal (2 wires)
The control order signal is transmitted through a two-wire twisted lead (high point and low point).
(2) Position transducer signal (4 wires)
Two voltages : V1 and V2 (2 wires each).
(3) Enable signal (1 wire)
This signal is transmitted by the FAC control logic and controls the coil of a relay inside the rudder travellimitation unit (+28VDC = motor activated ; open circuit = motor not activated).
(4) Return to low speed signal (2 wires)
This signal controls the coil of a relay inside the rudder travel-limitation unit.
+28VDC = return to low speed order (delivered by the FAC control logic command).
Ground = return to low speed order (delivered by the FAC control logics monitor)
The FAC provides the coil with the electrical ground.
(5) Monitoring signal (1 wire)
This signal which is transmitted by the rudder travel-limitation unit to the FAC is used during the test
procedure of the rudder travel-limitation unit:
Ground = rudder travel-limitation unit declared good.
Open circuit = rudder travel-limitation unit failed.

AES

22-61-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
5.

Operation
A.

Principle
(Ref. Fig. 22-61-00-16800-A - Rudder Travel-Limitation Unit - Block Diagram)
There are two modes of operation:
(1) Normal operation
The active system controls the limitation unit through its motor.
It limits the rudder travel according to a parameter specific to the flight envelope ie the corrected airspeed
(VC).
This parameter which is delivered by the ADIRS (Air Data/Inertial Reference System) is monitored by the
FAC (Ref. 22-65-00-00).
Each motor has its own power electronic set. A FAC logic interrupts the power of the electronic set on the
side which is not active and thus de-activates the associated motor (Ref. para. C).
Two position transducers enable slaving and monitoring of the channel.
(2) Return to low speed conditions
This mode, which is the emergency mode, serves in case of failure of the FAC or of the power electronic set
(when the failure prevents the normal operation of the rudder travel-limitation unit). This mode which is
independent from the normal control, is only initiated at low speed (in slats extended configuration).
A FAC internal logic (Ref. para. C) controls a relay which switches the limitation unit to a control order
called emergency control order (independent 26 V/400 Hz power supply).

B.

Structure of the Control Law


(Ref. Fig. 22-61-00-17400-A - Rudder Travel-Limitation Unit - Control Law)
The control law generates a deflection order.
A synchronization is achieved for the channel in standby mode or not engaged, from the position of the motor
position feedback.

C.

Operating Logic
(1) Normal operation
(Ref. Fig. 22-61-00-17800-A - Rudder Travel-Limitation - Changeover Logic)
The rudder travel-limitating system operates using the changeover technique when a channel is detected
faulty. The priority is given to the side 1 through the aircraft wiring (side 1 signal).
In normal operation the RTL (Rudder Travel-Limiting) channel No. 1 is active and drives the associated
motor.
The other channel is in standby (synchronization mode) and the power electronic set of the associated
motor is not supplied.
This changeover is accomplished through hard-wired logic as follows:
. A logic signal C (+28VDC = motor activated) controls a relay inside the motor
. A logic signal M (+28VDC = motor activated) controls an intermediary relay 13CC1(2) which supplies
(+28VDC via the circuit breaker 5CC1 (2)) the power electronic set of the associated servomotor.
The logic is identical (on command and monitoring channels) and uses:
. The hard-wired signal on side 1
. The hard-wired signal of the active opposite RTL function
. The general monitoring of the FAC
. The RTL specific logic.
This logic validates the associated power channel according to the considered side.
(2) Return to low speed logic
(Ref. Fig. 22-61-00-17900-A - Return to Low Speed Logic)
This logic controls the motor in emergency mode when the normal control is not possible (FAC or motor
electronic failure).
It controls a relay inside the rudder travel-limitation unit.

AES

22-61-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
This relay switches the motor on a supply independent from the power electronic set of the limitation unit.
This supply is delivered from the 26VAC busbar through the circuit breaker 14CC1(2).
The switching relay is activated upon slat extension:
. In case of dual failure of the rudder travel-limitation function, and
. During a fixed time corresponding to the acquisition of the maximum stop.
The signal C (+28VDC = return to low speed order) energizes the switching relay inside the unit.
The FAC provides the relay ground (signal M) from the monitoring side.
The logic is identical for both sides.
D. Monitoring of Rudder Travel-Limiting Function
(Ref. Fig. 22-61-00-18100-A - Monitoring of Rudder Travel-Limiting Function)
This function has three types of monitoring.
(1) Monitoring of acquisition
The VC parameters from the ADIRS are monitored by a two-by-two comparison (Ref. 22-65-00).
(2) Monitoring of computation
After amplitude and speed limiting, the C and M computation orders are compared (C and M duplicated C1
comparators).
Activation of this monitoring function causes the loss of the rudder travel limiting function on the
considered side.
(3) Power monitoring
Two position transducers are used for slaving and monitoring.
This monitoring is based on:
. The monitoring of the acquisition of the transducer (cut wire, short circuits, variation of the power
supply voltage)
. A comparator C2 between the order and the rudder feedback on the sides C and M.
Activation of these monitoring functions causes the loss of the rudder travel-limiting function on the
considered side.
(4) Warnings
The loss of the rudder travel-limiting function is indicated by the warnings given below:
(a) Loss of a rudder travel-limiting channel
The amber message: AUTO FLT RUD TRV LIM 1(2) appears on the upper display unit of the ECAM
system.
(b) Loss of two rudder travel-limiting channels
The amber message: AUTO FLT RUD TRV LIM SYS appears on the upper display unit of the ECAM
system and the single chime sounds.
After action on the CLR pushbutton switch on the ECAM control panel this message appears:
SYSTEM INOP : RUD TRV LIM.

AES

22-61-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
6.

Test Procedure
A.

Test of Rudder Travel-Limitation Unit


A test procedure is initiated at FAC energization to check the integrity of the standby channel.
This procedure permits to check:
. The triggering capability of the internal monitoring of the rudder travel-limitation unit
. The slaving of the rudder travel-limitation unit without motion of the rudder.
The test sequence is as follows:
(1) Monitoring triggered at fault status
The enable order is not sent : the motor order is fed back on the test circuit of the rudder travel-limitation
unit.
A null order lower than the programmed threshold is sent and the monitoring must be triggered (open
circuit to the FAC).
(2) Monitoring triggered at good status
The enable order is not sent.
The rudder travel-limitation unit receives a slaving order (equal to half of the travel) and the monitoring
must return to good status (ground to the FAC).
(3) Test of slaving
The enable order is sent as well as a null order. The stage of the switching relay of the enable order must
be tested. The monitoring must be forced to the good status.

AES

B.

Test of Return to Low Speed Function


The test of the return to low speed function is not automatic. It can be performed on the ground by
maintenance personnel in the conditions given below:
. FAC 1 and FAC 2 pushbutton switches set to OFF
. Slats extended.

C.

Test of Cutoff Relays


The test of the RTL SYS1 and SYS2 relays 13CC1 and 13CC2 (cutoff of the 28 V of the rudder travellimitation unit) is performed automatically during these tests (capability to open).

22-61-00 PB001

Page 7
May 01/12
Revision n: 40

AES

FIGURE 22-61-00-16800-A SHEET 1


Rudder Travel-Limitation Unit - Block Diagram

28VDC

Vc3

Vc2

OFF

FAULT

FAC 2

28VDC

Vc 3

Vc 1

OFF

FAULT

FAC 1

5CC2

Vc3

Vc1

5CC1

22-61-00 PB001
FAC 2

CMD
MON

FAC 1

Vc
Sel

CMD
MON

Vc
SEL

RTL
LAW

RTL
LAW

SAME AS
FAC 1

LIMITS

LIMITATION
AMPLITUDE
SPEED

IMAGE
CHANNEL

POWER
CHANNEL

CHANGE OVER
LOGIC

RETURN TO
LOW SPEED
LOGIC

EMERGENCY
CONTROL ORDER

EMERGENCY
CONTROL ORDER

NORMAL
CONTROL ORDER

ENABLING
SIGNAL

RETURN TO
LOW SPEED SIGNAL

TRANSDUCER

RUDDER TRAVEL LIMITATION UNIT

POSITION
TRANSDUCER

TRANSDUCER

MOTOR 1
MOTOR 2

POSITION
TRANSDUCER

POWER
ELECTRONIC
SET

OUTPUT
LEVER

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226100_0_AAM0_01_00

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

RUDDER TRAVEL LIMITATION UNIT POSITION

25

Vc

35

Vc

160kts

410kts

STOP

SYNCHRO

LIMITS

RTL DEMAND

** On A/C ALL

N_MM_226100_0_ACM0_01_00

AES

FIGURE 22-61-00-17400-A SHEET 1


Rudder Travel-Limitation Unit - Control Law

22-61-00 PB001

Page 9
May 01/12
Revision n: 40

AES

FIGURE 22-61-00-17800-A SHEET 1


Rudder Travel-Limitation - Changeover Logic

22-61-00 PB001

+ 28VDC

OFF

FAULT

FAC 2

+ 28VDC

5CC2

5CC1

SIDE 1 = 1
IF GROUND

OFF

FAULT

FAC 1

OR

FAC 2

RTL ENGD
OWN
CMD
MON

AND

+ 28VDC

+ 28VDC

RTL ENG
OWN
CMD
MON

AND

13CC2

ORDER

SYNCHRONIZATION

13CC1

ORDER

NORMAL COMMAND

LEVER

TEST PROCEDURE

OUTPUT

SIDE 1
SIDE 2

TEST PROCEDURE

RUDDER TRAVEL LIMITATION UNIT

POWER
ELECTRONIC
SET

POWER
ELECTRONIC
SET

ENABLING SIGNAL

NOTE : ONLY CHANGE OVER FROM SIDE 1 TO SIDE 2 IS SHOWN

+ 28VDC

CHANGE OVER LOGIC

AND

CHANGE OVER LOGIC

RUDDER TRAVEL

SAME AS CMD SIDE


RUDDER TRAVEL

RTL ENGD
OPP
SIDE 1

FAC 1

AND

CHANGE OVER LOGIC

OR

DELAY

SAME AS CMD SIDE


RUDDER TRAVEL

SIDE 1
RTL ENGD
OPP

RTL LOGIC

FAC GENERAL
MONITORING

RUDDER TRAVEL + 28VDC


CHANGE OVER
LOGIC
LOCKOUT

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226100_0_AEM0_01_00

Page 10
May 01/12
Revision n: 40

AES

FIGURE 22-61-00-17900-A SHEET 1


Return to Low Speed Logic

22-61-00 PB001

5CC1

5CC2

DISCRETE

HARDWIRED

DISCRETE

HARDWIRED

+28VDC

SFCC 2

SFCC 1

+28VDC

FAC 2

RTL ENGD OWN

RTL ENGD OWN

RETURN TO LOW SPEED


LOGIC
SAME AS FAC 1

+28VDC

AND

26VAC

26VAC

14CC2

14CC1

LEVER

RUDDER TRAVEL LIMITATION UNIT

POWER
ELECTRONIC
SET

OUTPUT
SIDE 2

SIDE 1

POWER
ELECTRONIC
SET

NOTE : ONLY CHANGE OVER FROM CHANNEL 1 TO CHANNEL 2 IS SHOWN

SLATS OUT

RTL ENGD OPP

FAC 1

RTL CHANGE OVER


LOGIC

RTL ENGD OPP

SLATS OUT

+28VDC

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226100_0_AGM0_01_00

Page 11
May 01/12
Revision n: 40

AES

FIGURE 22-61-00-18100-A SHEET 1


Monitoring of Rudder Travel-Limiting Function
ADIRS OWN
ADIRS 3

ADC OPP

ADC 3

ADC OWN

LOGIC

COMP
VC
2 BY 2

ACQUISITION

LAWS

LAWS

LIMITS

LIMITS

C1

C1

RTL MONITG 26VAC

COMPUTATION

RTL
IMAGE

C2

RETURN TO
LOW SPEEDS
POSITION

RTL VXCOM

RTL VRCOM

22-61-00 PB001

FAC

MON

COM

RTL VXCOM

RETURN TO
LOW SPEEDS
POSITION

SOFT HARD

RTL MONITG 26VAC

C2

RTL VRCOM

POWER

RTL
UNIT

RVDT

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226100_0_AJM0_01_00

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ARTIFICIAL FEEL AND RUDDER TRAVEL LIMITING


COMPUTATION - ADJUSTMENT/TEST
** On A/C ALL
Task 22-61-00-710-001-A
Operational Test of the Rudder Travel Limiting Function
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
WARNING : OPEN CIRCUIT BREAKER 7XE. THIS WILL PREVENT A POSSIBLE DEPLOYMENT OF THE RAT IF THE
MAIN AC BUSBARS 1XP AND 2XP BECOME ISOLATED.
1.

Reason for the Job


To make sure that the rudder travel limiting system 1 (2) operates correctly.
NOTE :

2.

You must do this test with the both engines installed.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
B.

QTY
DESIGNATION
AR SAFETY CLIP - CIRCUIT BREAKER

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

29-10-00-863-003-A

Pressurize the Blue Hydraulic System with a Ground Power Supply

29-10-00-863-003-A-01

Pressurize the Blue Hydraulic System with the Blue Electric Pump

29-10-00-864-003-A

Depressurize the Blue Hydraulic System

29-23-00-863-001-A

Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump

29-23-00-864-001-A

Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU

AES

22-61-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
REFERENCE
31-32-00-860-010-A

DESIGNATION
Procedure to Get Access to the SYSTEM REPORT/TEST NAV Page

31-60-00-860-001-A
31-60-00-860-002-A

EIS Start Procedure


EIS Stop Procedure

3.

Job Set-up
Subtask 22-61-00-860-050-A
A.

Aircraft Maintenance Configuration


(1)

Energize the aircraft electrical circuits


(Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002-A-01) or (Ref. TASK
24-41-00-861-002-A-02).

(2)

On
.
.
.

(3)

On the center pedestal, on the SWITCHING panel 8VU:


. set the AIR DATA selector switch to CAPT 3.

(4)

On the overhead panel, on the FLT CTL panels 23VU and 24VU:
. make sure that the FAC1 and the FAC2 pushbutton switches are pushed (in) (FAULT and OFF
legends off).

(5)

Do the EIS start procedure (Ref. TASK 31-60-00-860-001-A).

(6)

On the center pedestal, on the ECAM control panel:


. get the F/CTL page.

(7)

Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-001-A) (Ref. TASK
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).

(8)

Make sure that the aircraft is in the clean configuration (on the FLAPS panel 114VU, the lever is in the
0 notch position).

the overhead panel, on the ADIRS CDU:


set the OFF/NAV/ATT selector switch related to IR3 to NAV
make sure that the OFF and FAULT legends on the ADR3 pushbutton switch are off
make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are set to OFF.

Subtask 22-61-00-865-050-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

FIN
B04

LOCATION

49VU

AUTO FLT/FAC1/26VAC

14CC1

B03

49VU

CAPT/LOUD/SPKR

5WW

F10

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

AUTO FLT/FAC2/26VAC

14CC2

M18

121VU

EIS/F/O/LOUD/SPKR

4WW

P08

Subtask 22-61-00-865-058-A
C.

Open, safety and tag this(these) circuit breaker(s):


PANEL

105VU

AES

DESIGNATION
ELEC/CSM/G /EV AUTO/SPLY

FIN
7XE

LOCATION
C01

22-61-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
4.

Procedure
Subtask 22-61-00-710-054-C
A.

Operational Test of the Rudder Travel Limiting Function


NOTE :

This test is for the system 1. For the system 2, use the indications between the parentheses.

ACTION
1.On the center pedestal, on the MCDU:

RESULT
On the MCDU:

Get the SYSTEM REPORT TEST/NAV page (Ref.


TASK 31-32-00-860-010-A).

Push the line key adjacent to the ADR3 indication.

The ADR3 page comes into view.

Push the line key adjacent to the OUTPUT TESTS


indication.
Push the line key adjacent to the INTERFACE TEST
indication.
On the keyboard push the NEXT PAGE function key.

The ADR3 OUTPUT TESTS page comes into view.

The ADR3 INTERFACE TEST 1/2 page comes into


view.
The ADR3 INTERFACE TEST 2/2 page comes into
view.
On the Captains PFD, the speed scale moves up and
stops at 367.7 KTS.

.
.
.

Push the line key adjacent to the START TEST


indication.

NOTE :

.
.

Ignore the RETARD (and associated) warning.


To stop it, release the ENG/FADEC GND PWR
1 and 2 pushbutton switches on the maintenance
panel 50VU, and/or open the circuit breakers
5WW and 4WW (for sound inhibition).

Wait 25 sec. approximately before you move the


pedals.

2.On the FLT CTL panel 24VU (23VU):


.

Release the FAC2 (FAC1) pushbutton switch.

3.On the Captain or the First Officer side:


.

On this pushbutton switch, the OFF legend comes on.

On the lower ECAM DU, on the F/CTL page:

Move the rudder pedals to do a maximum right turn


.
and a maximum left turn until you find the hard point
of the rudder.
Release the rudder pedals.

The rudder moves a small distance to the right and to


the left from the neutral.

4.On the FLT CTL panel 23VU (24VU):


.

Release the FAC1 (FAC2) pushbutton switch.

On this pushbutton switch, the OFF legend comes on.

5.Do step 3 again.

You must get the same results as in step 3.

6.On the FLAPS panel 114VU:


. Extend the slats. To do this, move the lever to notch
1.
7.After 25 sec. :
. Do step 3 again.

On the lower ECAM DU, on the F/CTL page:


.

The rudder moves a long distance to the right and to


the left from the neutral.

8.On the FLAPS panel 114VU:


. Retract the slats. To do this, move the lever to notch
0.

AES

22-61-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
9.Do step 3 again.

RESULT
You must get the same results as in step 7.

10.On the FLT CTL panel 23VU (24VU):


.

Push the FAC1 (FAC2) pushbutton switch.

11.After 25 sec. :
. Do step 3 again.

On this pushbutton switch, the OFF legend goes off and


the FAULT legend stays off.

You must get the same results as in step 3.

12.On the FLT CTL panel 24VU (23VU):


.

Push the FAC2 (FAC1) pushbutton switch.

On this pushbutton switch, the OFF legend goes off and


the FAULT legend stays off.

13.Do the test again (step 2 to 12) with the informations


between the parentheses.
14.On the center pedestal, on the MCDU:

On the MCDU:

Push the line key adjacent to the RETURN indication


until the CFDS menu page comes into view.

5.

Close-up

The CFDS menu page comes into view.

Subtask 22-61-00-865-059-A
A.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):
PANEL

105VU

DESIGNATION
ELEC/CSM/G /EV AUTO/SPLY

FIN
7XE

LOCATION
C01

Subtask 22-61-00-860-051-A
B.

AES

Put the aircraft back to its initial configuration.


(1)

Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-001-A) (Ref. TASK
29-10-00-864-003-A).

(2)

On the maintenance panel 50VU, push the ENG/FADEC GND PWR pushbutton switches if you
released them before in Para.4.A.1. .

(3)

Close the circuit breakers 5WW and 4WW (if opened).

(4)

On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switch related to IR3 to
OFF.

(5)

On the center pedestal, on the SWITCHING panel 8VU:


. Set the AIR DATA selector switch to NORM.

(6)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(7)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02)

22-61-00 PB501

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

RUDDER TRIM COMPUTATION - DESCRIPTION AND


OPERATION
** On A/C ALL
1.

General
(Ref. Fig. 22-62-00-11200-A - Rudder Trim Function)
The rudder trim function ensures:
. In manual control:
. The accomplishment of the pilot trim orders from the manual trim control (control and reset)
. The accomplishment of the deflection orders from the ELACs (engine failure recovery) (Provision only).
. In automatic control:
. The accomplishment of the autopilot orders (autotrim on the yaw axis)
. The generation and the accomplishment of the engine failure recovery function.
The rudder trim actuation is described in 27-22-00.

AES

22-62-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

AES

System Description
A.

Composition
The system consists of:
. An electro-mechanical actuator which comprises two three-phase asynchronous motors connected to a
reduction gear by rigid linkage.
. Two Flight Augmentation Computers (FAC 1 and FAC 2).
. Four transducer units (RVDT) configured in such a way that a single failure would not affect all the units at
the same time.
. Two engage FLT CTL/FAC pushbutton switches (with FAULT/OFF legend) common to the yaw damper
and to the rudder trim (one per FAC).
. A rudder-trim control switch located on the RUD TRIM control panel on the center pedestal for manual
trim control.
. A RUD TRIM/RESET pushbutton switch (this pushbutton switch is not mechanically held), on the RUD
TRIM control panel.
. A rudder trim indicator with liquid-crystal display located on the left of the rudder-trim control switch.

B.

Architecture
(Ref. Fig. 22-62-00-12600-A - Rudder Trim Architecture)
The system operates using the changeover technique.
When the two channels are engaged:
. The channel 1 has priority
. The channel 2 is synchronized on the position of the actuator through the mechanical linkage.
The standby channel is not energized (no enable signal, no power-enable signal).
The control order is not interrupted.
Each channel is duplicated and monitored:
. The COMMAND side of the FAC slaves the position of the system
. The MONITOR side monitors the system.
The monitoring orders are equalized on the command orders to reduce dispersions due to the use of integrators
in the loop.

22-62-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

Operation
A.

Principle
(Ref. Fig. 22-62-00-14300-A - Rudder Trim Changeover - Logic)
The rudder trim function ensures a trimmed value of the rudder. This value is reproduced at the rudder pedals.
This trim is obtained either manually or automatically.
The value appears:
. On the rudder trim indicator
. On the display unit of the ECAM system.
The resulting deflection is maintained even in case of total loss of the function. This permits to have a stabilized
value, for example in the event of AP loss when an engine failure occurs.
When the changeover principle is retained:
. The side 1 has priority through the side 1 signal
. Interruption of the actuator enable signals on the standby channel
. Automatic engagement of the standby channel upon loss or disengagement of the channel 1.

B.

Structure of Rudder Trim Control-Law


(Ref. Fig. 22-62-00-14700-A - Rudder Trim Actuator - Generation of the Control Order)
The control law generates a deflection order to control the rudder trim actuator through an integrator which
memorizes the required position.
This order is generated:
. From the position of the position feedback in synchronization
. From the control order of the pilot trim (the reset is obtained through the unloading of the trim integrator)
. From the ELAC deflection order (Provision only)
. From the long-term turn-coordination order for autotrim on the yaw axis
. From the generation of an engine failure detection and its accomplishment.
The engine failure is detected from the lateral acceleration and from the yaw rate through a given threshold.
This detection is confirmed by the engine thrust information.
Detection is performed by the command and monitoring sides. The first side which is triggered sends a signal to
the opposite side in order to lower its threshold and thus ensure synchronized detection.
The correction signal (fixed deflection values) is then applied, depending on engine failed.
As soon as the engine failure compensation reaches a predetermined threshold, the control law is modified:
. The engine failure compensation is performed directly by the FG command order and the delta p
compensation is boostered.
The monitoring side is equalized on the command side to reduce the dispersion of the integrators.

C.

Operating Logic
(1) General
The operation of the rudder trim function depends on:
. The engagement status of the FAC pushbutton switch
. The status of the engaged AP signal for the automatic mode
. The monitoring specific to the function:
. Computation comparators
. Power comparators
. The global monitoring of the computer.
There are two modes of operation:
. The manual mode
. The automatic mode.
As the automatic mode has priority, the pilot trim is not possible in AP-engaged configuration.
(2) Manual mode
As this mode is not under the control of the ADIRS, it remains available for the pilot trim part even in case
of total failure of these peripherals.

AES

22-62-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
Specific operating logics are introduced:
(a) Control order
This order operates if:
. The normally closed position of a contact, and
. The normally open position of the other contact are activated simultaneously.
If this is not the case the trim order is inhibited. This provides a means of avoiding contact failure or
mechanical jamming.
(b) Reset order
This order operates if:
. The normally closed position of a contact, and
. The normally open position of the other contact are activated simultaneously.
If this is not the case, the signal is not validated.
This signal is processed as a pulse signal : even when no longer applied, the order is taken into account
until its accomplishment on condition that the reset order has been validated.
A priority logic is included between the command and the reset orders to avoid any possible jamming:
1

When a control order is applied after the introduction or the non-accomplishment of a reset order,
the control order has priority.

When a reset order is applied after a control order and even if the latter is being executed, the
reset order has priority.

(c) ELAC order (provision only)


In case of loss of the roll normal mode from the ELAC, the accomplishment of the order by the rudder
trim is interrupted.
(3) Automatic mode
There is loss of the automatic mode:
. If the AP engaged signal is not validated
. Or if the status of the peripherals does not allow the achievement of the function.
In addition to this loss:
. The AP disconnects
. The system returns to the manual mode without FAC disconnection.
The AP also provides signals which validate the detection of engine failure as a function of the engine
rating.
(4) Warnings
The loss of the rudder trim function is indicated on the display unit of the ECAM system:
. Loss of one channel:
RUD TRIM 1 or 2 amber warning
. Total loss:
RUD TRIM SYS amber warning + chime
The RUD TRIM indication on the FLT CTL page of the ECAM system is flagged (2 crosses XX appear) if
this item of information is not available.
D. Monitoring of the Rudder Trim Function
(Ref. Fig. 22-62-00-15500-A - Monitoring of Rudder Trim - Block Diagram)
The block diagram given below shows the organization of this function and the various types of monitoring
which are integrated.
These are:
. Monitoring of ADCs on Vc parameter compared two by two (Ref. 22-65-00-00)
This ensures the availability of the automatic function in the event of a single detected or undetected failure.
The manual law is independent of the ADC function
. Monitoring of the acquisitions of the ELAC and FMGC peripherals

AES

22-62-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.
.
.
.
.
.

AES

Limitation in amplitude (+ or - 20 deg. of rudder) and in speed (1 deg./s in manual control and
approximately 1.7 deg./s in automatic control)
Equalization of the monitoring channel on the command channel to reduce permanent deviations
Monitoring of the computation through a comparator between the command and the monitoring integrator
(C1 comparator)
Monitoring of the power channel through C2 comparator between the deflection order and the position
feedback
Monitoring of the transducers (Ref. 22-65-00-00)
Monitoring of the manual trim by the priority logics.

22-62-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
4.

Interface with Controls


A.

Interface with Rudder-Trim Control Switch


(Ref. Fig. 22-62-00-17100-A - Rudder-Trim Control Switch)
(Ref. Fig. 22-62-00-17200-A - Interconnections between FAC and Rudder-Trim Control Switch)
The rudder-trim control switch located on the center pedestal enables manual control of the rudder trim.
On the RUD TRIM control panel, an arrow and a placard indicate the direction (L or R).
The signals given below are used:
. Ground on the normally open contact = control
. Open circuit on the normally closed contact = control.
Each FAC receives:
. Two signals (ground and open circuit) for trim control to the left
. Two signals (ground and open circuit) for trim control to the right.

B.

Interface with RUD TRIM/RESET Pushbutton Switch


(Ref. Fig. 22-62-00-17600-A - Interconnections between FAC and RUD TRIM/RESET Pushbutton Switch)
The RUD TRIM/RESET pushbutton switch located on the center pedestal enables the pilot to move the rudder
to the neutral position.
This pushbutton switch is not mechanically held. While operated (pushed in), it closes two contact stages. The
FAC memorizes this action and then achieves the reset (even after the pushbutton switch is released).
Each FAC receives two reset signals:
. One signal of the normally closed contact from one stage
. One signal of the normally open contact from the other stage.
Reset signal active:
. Normally closed contact : open circuit
. Normally open contact : ground.

C.

Interface with Rudder Trim Actuator


(1) Description of rudder trim actuator
(Ref. Fig. 22-62-00-17700-A - Rudder Trim Actuator - Principle)
The rudder trim actuator which comprises two motors enables the accomplishment of the rudder trim
order.
These motors are squirrel-cage, three-phase asynchronous motors. They are supplied with variable voltage
and frequency according to the position error signal delivered by the FAC.
A power electronic set in the actuator permits to achieve this transformation.
It allows to obtain torque/speed characteristics equivalent to those obtained with a DC motor.
The actuator is power supplied with 26 V/400 Hz and 28 V directly from the FAC circuit breakers.
A control relay controlled by the FAC command logic can isolate the windings of the motor. In addition, an
external relay cuts off the power to the motor through the FAC monitoring logic. This disables the motor in
the event of a failure.
The slaving feedback units are brushless inductive potentiometers with Rotary Variable Differential
Transformers (RVDT).
The output shaft of the actuator drives an irreversible screw through a torque shaft.
(2) Interface
(Ref. Fig. 22-62-00-18100-A - Interconnections between FAC and Rudder Trim Actuator)
The figure given below shows the interconnections between the FAC and the rudder trim actuator.

AES

22-62-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
5.

Test Procedure
When the FAC initiates the self-test upon energization, an actuator internal monitoring enables to check:
. The capability of the actuator electronic set for correct slaving according to a predetermined order
. The triggering capability of the monitoring if this slaving is not achieved
. The correct reception of the enable signal.
To this end the FAC delivers stimuli during the test procedure.
The monitoring logic utilizes a specific stage of the winding isolation relay to test the enable signal.
The result of the monitoring is available on the test output. It is to be noted that during the test no inputs are
applied to displace the rudder.
The test therefore uses:
. The inactive stage of the winding isolation relays which send back the actuator control orders to the monitoring
circuits
. Another stage of the relay to check that the control relay moves to the working position
. Monitoring circuits which take into account the slaving order compared to a predetermined threshold.
The test procedure is as follows:
. PHASE 1: The FAC sends a null advisory value and does not validate the activation signal.
As the input value does not correspond to the fixed threshold value, the monitoring function must be triggered.
The test signal changes to an open circuit (= warning). This validates the non-blocked status of the monitoring.
. PHASE 2: The FAC sends an advisory value which is the one expected by the actuator and the activation signal
is not valid. This advisory value is set to half the travel.
If the control order is generated correctly, the monitoring must not be trigged (feedback value equal to the
threshold) and the test signal returns to good status (ground).
This validates the electronic section which ensures the slaving and tapping of the monitoring signals.
. PHASE 3: The FAC sends again a null advisory value but validates the activation signal. This puts the actuator
into service without displacement of the rudder.
A specific stage detects the closing of the control motor. Its signal serves for forcing the monitoring logic to the
good status.
During this procedure initiated at FAC energization, the activation signal of the monitoring logic which puts into
service the actuator 28 V power, must always be validated.
This relay is tested to check its capability to open, in a specific phase of the automatic test.

AES

22-62-00 PB001

Page 7
May 01/12
Revision n: 40

AES
RESET

FIGURE 22-62-00-11200-A SHEET 1


Rudder Trim Function

SAME AS
FAC 1

FMGC OPP

FMGC OWN

ELAC OPP

ELAC OWN

TRIM LEFT
OR RIGHT

ELAC OPP SEL

+
+

FAC 2

FAC 1

AP OPP
SEL

SYNCHRO

RESET AUTO

RESET

AUTO
MODE SYNCHRO

AUTO MODE

+
+

LIMITS

+
RESET

LIMITS

RUDDER POSITION

LIMIT INTEGRATOR
F (VC)

RESET

TRIM
INTEGRATOR

RESET

AUTOMATIC
RUDDER TRIM

MANUAL
RUDDER TRIM

ENGINE
FAILURE
RECOVERY
AUTO

DELTA P OPP

DELTA P OWN

AUTOMATIC RUDDER TRIM

DELTA R OPP

DELTA R OWN

MANUAL RUDDER
TRIM

NOSE

RUD TRIM
NOSE

RUDDER TRIM
PANEL

+
20

TRIM ORDER

POSITION
TRANSDUCER

POSITION
TRANSDUCER

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226200_0_AAP0_01_00

22-62-00 PB001

Page 8
May 01/12
Revision n: 40

AES

FIGURE 22-62-00-12600-A SHEET 1


Rudder Trim Architecture
P/N
FAC2

P/N
FAC1

RUDDER TRIM/
PARKING BAR PANNEL

RUDDER TRIM/
PARKING BAR PANNEL

FAC 2

FAC 1

POWER
SUPPLY
ENABLE

+ 28VDC
POWER
SUPPLY
ENABLE

ENABLE

MONITOR

COMMAND ENABLE

+ 28V

ENABLE

MONITOR

COMMAND ENABLE

RUDDER TRIM ACTUATOR

EC

MOTOR 2

MOTOR 1

EC

STAB

RUDDER
PEDALS

RUDDER

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226200_0_ACP0_01_00

22-62-00 PB001

Page 9
May 01/12
Revision n: 40

AES

FIGURE 22-62-00-14300-A SHEET 1


Rudder Trim Changeover - Logic

22-62-00 PB001

+ 28VDC

OFF

FAULT

FAC 2

+ 28VDC

5CC2

5CC1

SIDE 1 = 1
IF GROUND

OFF

FAULT

FAC 1

+ 28VDC

+ 28VDC

AND

RUD ENGD
OWN
CMD
MON

AND

CHANGE OVER LOGIC

RUDDER TRIM
OR

RUD ENGD
OWN
CMD
MON

AND

FAC 2

7CC2

ORDER

SYNCHRONIZATION

7CC1

ORDER

NORMAL COMMAND

LEVER

TEST PROCEDURE

OUTPUT

SIDE 1
SIDE 2

TEST PROCEDURE

RUDDER TRIM UNIT

POWER
ELECTRONIC
SET

POWER
ELECTRONIC
SET

ENABLING SIGNAL

NOTE : ONLY CHANGE OVER FROM SIDE 1 TO SIDE 2 IS SHOWN

+ 28VDC

SAME AS CMD SIDE


RUDDER TRIM CHANGE OVER LOGIC

RUD ENG
OPP
SIDE 1

FAC 1

AND

CHANGE OVER
LOGIC

CHANGE OVER LOGIC

OR

DELAY

LOCKOUT

SAME AS CMD SIDE


RUDDER TRIM

SIDE 1
RUD ENGD
OPP

RUD LOGIC

FAC GENERAL
MONITORING

RUDDER TRIM

+ 28VDC

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226200_0_AEM0_01_00

Page 10
May 01/12
Revision n: 40

AES

FIGURE 22-62-00-14700-A SHEET 1


Rudder Trim Actuator - Generation of the Control Order
r1

Ay

K4

K5

(FROM ACTUATOR)

RT ACTUATOR POSITION

EQUALIZATION (MONITOR)

r RT ELAC (FROM ELAC)

MANUAL TRIM (FROM RUDDER TRIM CTL SW)

K2

ENG 1 OR 2 FAILURE
FAILED
ORDER

DELTA FMGC (FROM FMGC)

Co

Co

ENGINE FAILURE
FIXED ORDER

FILTRE

K3

AUTOTRIM

K1

Vc

WASH

AP ENGD

THRESHOLD

RATE
LIM

r TRIM

FAILURE ORDER

ENGINE FAILURE RECOVERY

DETECTION OF ENGINE FAILED

SYNCHRO

1
s

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226200_0_AGM0_01_00

22-62-00 PB001

Page 11
May 01/12
Revision n: 40

AES

FIGURE 22-62-00-15500-A SHEET 1


Monitoring of Rudder Trim - Block Diagram

22-62-00 PB001
ADIRS 3

ADIRS OWN

PILOT

ELAC

FMGC

ADC OPP

ADC 3

ADC OWN

PILOT

ELAC

FMGC

LOGIC

2 BY 2
Vc
COMP

LAWS

LAWS

LIMITS

LIMITS

C1

RUD MONG 26VAC

SOFT HARD

RUD VXCOM

RT
IMAGE

C2

RUD VXMON

RUD MONG 26VAC RUD VR MON

C1

RUD INTEG COM

C2

RUD VRCOM

RUD
ACTUATOR

LVDT
RVDT

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226200_0_AJP0_01_00

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
110VU

RUD TRIM
NOSE

NOSE

20

RESET

PARKING BRK

OFF

ON

N_MM_226200_0_ALP0_01_00

AES

FIGURE 22-62-00-17100-A SHEET 1


Rudder-Trim Control Switch

22-62-00 PB001

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

TO FAC 2
SAME LOGIC
AS FAC 1

9CC RUDDER TRIM


CTL SW

R
L

NOSE
L

NOSE
R

TO FAC 1
RUD TRIM LEFT
LOGIC
(SAME LOGIC
AS RIGHT)

FAC 1

RUD TRIM LEFT

MONITOR

COMMAND

RUD TRIM RIGHT

** On A/C ALL

N_MM_226200_0_ANM0_01_00

AES

FIGURE 22-62-00-17200-A SHEET 1


Interconnections between FAC and Rudder-Trim Control
Switch

22-62-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FAC 2

COMMAND
MONITOR

RESET

8CC RUD TRIM/RESET


P/BSW

RESET

FAC 1

RESET

COMMAND
MONITOR

** On A/C ALL

N_MM_226200_0_AQM0_01_00

AES

FIGURE 22-62-00-17600-A SHEET 1


Interconnections between FAC and RUD TRIM/RESET
Pushbutton Switch

22-62-00 PB001

Page 15
May 01/12
Revision n: 40

AES

FIGURE 22-62-00-17700-A SHEET 1


Rudder Trim Actuator - Principle
ENABLE SIGNAL
(FAC LOGIC)

ACTUATOR
TO FAC
TEST

CURRENT
CONTROL
SIGNAL

A/C 28V

FAC LOGIC

A/C
GROUND

PROGRAM
THRESHOLD

AQUISITION

FILTERING

TEST

TEST

FREQUENCY
CONTROL

VOLTAGE
CONTROL

+15V POWER

SWITCHING

RUDDER TRIM ACTUATOR

WINDING
FREQUENCY/VOLTAGE
MEASUREMENT

COMPUTATION
OF PWR CTL
SIGNALS

ACTR

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226200_0_ASM0_01_00

22-62-00 PB001

Page 16
May 01/12
Revision n: 40

AES
MONITOR

COMMAND

COMPUTATION

FAC

C1 : TRANSDUCER TO FAC 1 COMMAND


C2 : TRANSDUCER TO FAC 2 COMMAND
S1 : TRANSDUCER TO FAC 1 MONITORING
S2 : TRANSDUCER TO FAC 2 MONITORING

FIGURE 22-62-00-18100-A SHEET 1


Interconnections between FAC and Rudder Trim Actuator
ACTR
HEALTHY

M2

M1

RUDDER TRIM ACTUATOR

M2 CTL
A/C GROUND ELECTRONIC

28V POWER

A/C GROUND
A/C RELAY

POWER VALIDATION

28V DISPLAY

VALIDATION

M1 CTL
ELECTRONIC

S1

C2

S2

C1

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226200_0_AUM0_01_00

22-62-00 PB001

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

RUDDER TRIM COMPUTATION - ADJUSTMENT/TEST


** On A/C ALL
Task 22-62-00-710-001-A
Operational Test of the Rudder Trim Function
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
1.

Reason for the Job


Make sure that the rudder trim system No.1 (No.2) operates correctly.

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

29-10-00-863-003-A

Pressurize the Blue Hydraulic System with a Ground Power Supply

29-10-00-863-003-A-01

Pressurize the Blue Hydraulic System with the Blue Electric Pump

29-10-00-864-003-A

Depressurize the Blue Hydraulic System

29-23-00-863-001-A

Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump

29-23-00-864-001-A

Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU
EIS Start Procedure
EIS Stop Procedure

31-60-00-860-001-A
31-60-00-860-002-A
3.

Job Set-up
Subtask 22-62-00-860-050-A
A.

Aircraft Maintenance Configuration


(1)

AES

Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).

22-62-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(2)

On the overhead panel, on the FLT CTL panel 23VU and 24VU:
. Make sure that the FAC1 and FAC2 pushbutton switches are pushed (the FAULT and OFF legends
are off).

(3)

Do the EIS start procedure (ECAM only) (Ref. TASK 31-60-00-860-001-A).

(4)

On the center pedestal, on the ECAM control panel:


. Get the F/CTL page.

(5)

Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-001-A) (Ref. TASK
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).

Subtask 22-62-00-865-050-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

49VU

AUTO FLT/FAC1/26VAC

14CC1

B03

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

AUTO FLT/FAC2/26VAC

14CC2

M18

4.

FIN

LOCATION

Procedure
Subtask 22-62-00-710-050-A
A.

Operational Test of the Rudder Trim Function


NOTE :

This test is for the system 1. For the system 2, use the indications between the parentheses.

ACTION
1.On the FLT CTL panel 24VU (23VU):
.

Release the FAC2 (FAC1) pushbutton switch.

RESULT
.

On the FAC2 (FAC1) pushbutton switch, the OFF


legend comes on and the FAULT legend stays off.

2.On the center pedestal, on the RUD TRIM/PARKING


BRK panel:
. Make sure that the rudder trim indicator is energized.

The indicator shows approximately 0.

On the F/CTL page on the lower ECAM display unit,


the rudder trim and the rudder move to the left.
The left pedal moves forward.
The rudder trim indicator shows approximately the
maximum threshold engraved on panel.

Hold the RUD TRIM switch in the NOSE L position


to get the maximum movement of the rudder.

.
.
.
.

Release the switch.


Push and release the RUD TRIM/RESET pushbutton
switch.

Hold the RUD TRIM switch in the NOSE R position


to get the maximum movement of the rudder.

.
.

The rudder trim and the rudder go to the zero position.


The rudder trim indicator shows approximately 0.

On the F/CTL page on the lower ECAM display unit,


the rudder trim and the rudder move to the right.
The right pedal moves forward.
The rudder trim indicator shows approximately the
maximum threshold engraved on panel.

.
.
.

AES

Release the switch.

22-62-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ACTION
Push and release the RUD TRIM/RESET pushbutton
switch.

.
.

RESULT
The rudder trim and the rudder go to the zero position.
The rudder trim indicator shows approximately 0.

3.On the FLT CTL panel 24VU (23VU):


.

5.

Push the FAC2 (FAC1) pushbutton switch.

On this pushbutton switch, the OFF legend goes off and


the FAULT legend stays off.

Close-up
Subtask 22-62-00-860-051-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-001-A) (Ref. TASK
29-10-00-864-003-A).

(2)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(3)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-62-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

CONTROL SWITCH - RUDDER TRIM REMOVAL/INSTALLATION


** On A/C ALL
Task 22-62-11-000-001-A
Removal of the RUD TRIM Control Switch
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A
TASK ON OR NEAR:
THE FLIGHT CONTROLS
THE FLIGHT CONTROL SURFACES
THE LANDING GEAR AND THE RELATED DOORS
COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
FIN 9CC
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
No specific
DMC519
B.

QTY
DESIGNATION
AR CAP - BLANKING
AR SAFETY CLIP - CIRCUIT BREAKER
1
ELECTRICIAN SERVICE TOOL KIT

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
(Ref. Fig. 22-62-11-991-00200-A - RUD TRIM Control Switch)
3.

DESIGNATION

Job Set-up
Subtask 22-62-11-865-050-A
A.

Open, safety and tag this(these) circuit breaker(s):

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

AES

FIN

LOCATION

22-62-11 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

121VU

PANEL

DESIGNATION
HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

121VU

HYDRAULIC/PARK BRK/CTL/NORM

70GG

N36

122VU

LIGHTING/INSTL LT/MAIN INST/PNL


AND/PED

4LF

Y04

4.

FIN

LOCATION

Procedure
Subtask 22-62-11-020-050-A
A.

Removal of the Panel 110VU


(Ref. Fig. 22-62-11-991-00200-A - RUD TRIM Control Switch)
(1)

Loosen the four quarter-turn fasteners (8) to release the panel 110VU (11).

(2)

Carefully lift the panel 110VU (11) to get access to the electrical connectors (10).

(3)

Disconnect the four electrical connectors (10).

(4)

Put blanking caps on the disconnected electrical connector(s).

(5)

Remove the panel 110VU (11).

Subtask 22-62-11-020-051-A
B.

AES

Removal of the RUD TRIM Control Switch (9CC)


(Ref. Fig. 22-62-11-991-00200-A - RUD TRIM Control Switch)
(1)

Loosen the two screws (3) of the knob (2).

(2)

Remove the knob (2) from the shaft of the control switch (12).

(3)

Remove the screw (5), the pin (6) and the knob (4).

(4)

Loosen the four screws (1) that attach the plate (7) to the structure of the panel 110VU (11).

(5)

Remove the plate (7).

(6)

Remove the nut (13) from the control switch (12).

(7)

Remove the control switch (12) from the structure of the panel 110VU (11).

(8)

With an ELECTRICIAN SERVICE TOOL KIT (DMC519) disconnect and make a mark on each wire of
the control switch connector. If necessary, cut the tie wraps of the control switch harness or remove the
rear of the panel 110VU.

(9)

Remove the control switch (12).

22-62-11 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
2
3
1

4
4
5
6
7

13

9CC

12
11

10
9

N_MM_226211_4_AAM0_01_00

AES

FIGURE 22-62-11-991-00200-A SHEET 1


RUD TRIM Control Switch

22-62-11 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-62-11-400-001-A
Installation of the RUD TRIM Control Switch
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A
TASK ON OR NEAR:
THE FLIGHT CONTROLS
THE FLIGHT CONTROL SURFACES
THE LANDING GEAR AND THE RELATED DOORS
COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
FIN 9CC
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific

QTY

DESIGNATION
Torque wrench: range to between 0.20 and 3.60 M.DAN (2.00 and 26.00
LBF.FT)

DMC519

ELECTRICIAN SERVICE TOOL KIT

B.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
22-62-00-710-001-A

DESIGNATION
Operational Test of the Rudder Trim Function

22-97-00-710-001-A

Operational Test of the LAND CAT III Capability

32-45-00-710-001-A

Operational Check of the Parking Brake System Using Individual Motors in


Turn
(Ref. Fig. 22-62-11-991-00200-A - RUD TRIM Control Switch)
3.

Job Set-up
Subtask 22-62-11-865-051-A
A.

Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:
PANEL

49VU

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

AES

FIN

LOCATION

22-62-11 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
PANEL
121VU
122VU

4.

DESIGNATION
HYDRAULIC/PARK BRK/CTL/NORM
LIGHTING/INSTL LT/MAIN INST/PNL
AND/PED

FIN

LOCATION

70GG

N36

4LF

Y04

Procedure
Subtask 22-62-11-420-050-A
A.

Installation of the RUD TRIM Control Switch (9CC)


(Ref. Fig. 22-62-11-991-00200-A - RUD TRIM Control Switch)
(1)

Clean the component interface and/or the adjacent area.

(2)

Do an inspection of the component interface and/or the adjacent area.

(3)

On the rear of the control switch (12) with the ELECTRICIAN SERVICE TOOL KIT (DMC519)
connect each wire in its initial position (refer to the marks).

(4)

Install the control switch (12) on the structure of the panel 110VU (11).
NOTE: Make sure that the equipment locating pin goes in its housing.

(5)

Attach the control switch (12) to the structure of the panel 110VU (11) with the nut (13).

(6)

Torque the nut (13) between to to 0.8 M.DAN (70.80 LBF.IN) and to 1 M.DAN (88.50 LBF.IN).

(7)

Put the plate (7) in the correct position on the structure of the panel 110VU (11).

(8)

Install the four screws (1).

(9)

Install the knob (2) on the shaft of the control switch (12).

(10) Lock the knob (2) with the two screws (3).
(11) Install the knob (4) (in the OFF position), the pin (6) and the screw (5).
Subtask 22-62-11-420-051-A
B.

Installation of the Panel 110VU


(Ref. Fig. 22-62-11-991-00200-A - RUD TRIM Control Switch)
(1)

Remove the blanking caps from the electrical connector(s).

(2)

Make sure that the electrical connectors are clean and in the correct condition.

(3)

Connect the four electrical connectors (10).

(4)

Install the panel 110VU (11) on the support bracket (9).

(5)

Lock the panel 110VU (11) with the four quarter-turn fasteners (8).

Subtask 22-62-11-865-052-A
C.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):
PANEL

49VU

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

121VU

HYDRAULIC/PARK BRK/CTL/NORM

70GG

N36

122VU

LIGHTING/INSTL LT/MAIN INST/PNL


AND/PED

4LF

Y04

AES

FIN

LOCATION

22-62-11 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
Subtask 22-62-11-710-050-A
D.

Operational Tests
(1)

Do the operational test of the rudder trim function on the two systems (Ref. TASK 22-62-00-710-001A).
NOTE :

(2)
5.

If the aircraft is operated in CAT 3 conditions, you must also do the test below:
Land CAT 3 Capapility Test (Ref. TASK 22-97-00-710-001-A).

Do the operational test of the parking brake system (Ref. TASK 32-45-00-710-001-A).

Close-up
Subtask 22-62-11-860-050-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

Remove the warning notice(s).

(2)

Make sure that the work area is clean and clear of tool(s) and other items.

22-62-11 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

PUSHBUTTON SWITCH - RUDDER TRIM/ RESET REMOVAL/INSTALLATION


** On A/C ALL
Task 22-62-12-000-001-A
Removal of the RUD TRIM/RESET Pushbutton Switch
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A
TASK ON OR NEAR:
THE FLIGHT CONTROLS
THE FLIGHT CONTROL SURFACES
THE LANDING GEAR AND THE RELATED DOORS
COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
FIN 8CC
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
No specific
B.

QTY
DESIGNATION
AR CAP - BLANKING
AR SAFETY CLIP - CIRCUIT BREAKER

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
DESIGNATION
(Ref. Fig. 22-62-12-991-00100-A - RUD TRIM/RESET Pushbutton Switch)
3.

Job Set-up
Subtask 22-62-12-865-050-A
A.

Open, safety and tag this(these) circuit breaker(s):

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

AES

FIN

LOCATION

22-62-12 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
PANEL
121VU
122VU

4.

DESIGNATION
HYDRAULIC/PARK BRK/CTL/NORM
LIGHTING/INSTL LT/MAIN INST/PNL
AND/PED

FIN

LOCATION

70GG

N36

4LF

Y04

Procedure
Subtask 22-62-12-020-050-A
A.

Removal of the Panel 110VU


(Ref. Fig. 22-62-12-991-00100-A - RUD TRIM/RESET Pushbutton Switch)
(1)

Loosen the four quarter-turn fasteners (11) to release the panel 110VU (16).

(2)

Carefully lift the panel 110VU (16) to get access to the electrical connectors (13).

(3)

Disconnect the four electrical connectors (13).

(4)

Put blanking caps on the disconnected electrical connector(s).

(5)

Remove the panel 110VU (16).

Subtask 22-62-12-020-051-A
B.

AES

Removal of the RUD TRIM/RESET Pushbutton Switch (8CC)


(Ref. Fig. 22-62-12-991-00100-A - RUD TRIM/RESET Pushbutton Switch)
(1)

Loosen the two screws (6) of the knob (5).

(2)

Remove the knob (5) from the shaft of the control switch (15).

(3)

Remove the screw (8), the pin (9) and the knob (7).

(4)

Loosen the four screws (4) that attach the plate (10) to the structure of the panel 110VU (16).

(5)

Remove the plate (10).

(6)

Remove the nut (3), the lockwasher (2) and the washer (1) from the RUD TRIM/ RESET pushbutton
switch (14).

(7)

Remove the RUD TRIM/RESET pushbutton switch (14) from the structure of the panel 110VU (16).

(8)

Loosen the screws of the terminals at the rear of the RUD TRIM/RESET pushbutton switch (14) to
disconnect the electrical wires and make a mark on each wire.

(9)

Remove the RUD TRIM/RESET pushbutton switch (14).

22-62-12 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
5
6
4

7
4
3
8

2
9

10

4
16
15

8CC

11

14

13

12

N_MM_226212_4_AAM0_01_00

AES

FIGURE 22-62-12-991-00100-A SHEET 1


RUD TRIM/RESET Pushbutton Switch

22-62-12 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-62-12-400-001-A
Installation of the RUD TRIM/RESET Pushbutton Switch
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A
TASK ON OR NEAR:
THE FLIGHT CONTROLS
THE FLIGHT CONTROL SURFACES
THE LANDING GEAR AND THE RELATED DOORS
COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
FIN 8CC
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
22-62-00-710-001-A
22-97-00-710-001-A

DESIGNATION
Operational Test of the Rudder Trim Function
Operational Test of the LAND CAT III Capability

32-45-00-710-001-A

Operational Check of the Parking Brake System Using Individual Motors in


Turn
(Ref. Fig. 22-62-12-991-00100-A - RUD TRIM/RESET Pushbutton Switch)
3.

Job Set-up
Subtask 22-62-12-865-052-A
A.

Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

121VU

HYDRAULIC/PARK BRK/CTL/NORM

70GG

N36

122VU

LIGHTING/INSTL LT/MAIN INST/PNL


AND/PED

4LF

Y04

AES

FIN

LOCATION

22-62-12 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
4.

Procedure
Subtask 22-62-12-420-052-A
A.

Installation of the RUD TRIM/RESET Pushbutton Switch (8CC)


(Ref. Fig. 22-62-12-991-00100-A - RUD TRIM/RESET Pushbutton Switch)
(1)

Clean the component interface and/or the adjacent area.

(2)

Do an inspection of the component interface and/or the adjacent area.

(3)

On the rear of the RUD TRIM/RESET pushbutton switch (14) install each electrical wire in its initial
position (refer to the marks) and tighten the screws.

(4)

Install the RUD TRIM/RESET pushbutton switch (14) on the structure of the panel 110VU (16).

(5)

Install the washer (1), the lockwasher (2) and the nut (3).

(6)

Put the plate (10) in the correct position on the structure of the panel 110VU (16).

(7)

Install the four screws (4).

(8)

Install the knob (5) on the shaft of the control switch (15).

(9)

Lock the knob (5) with the two screws (6).

(10) Install the knob (7) (in the OFF position), the pin (9) and the screw (8).
Subtask 22-62-12-420-053-A
B.

Installation of the Panel 110VU


(Ref. Fig. 22-62-12-991-00100-A - RUD TRIM/RESET Pushbutton Switch)
(1)

Remove the blanking caps from the electrical connector(s).

(2)

Make sure that the electrical connectors are clean and in the correct condition.

(3)

Connect the four electrical connectors (13).

(4)

Install the panel 110VU (16) on the support bracket (12).

(5)

Lock the panel 110VU (16) with the four quarter-turn fasteners (11).

Subtask 22-62-12-865-053-A
C.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

FIN
B04

LOCATION

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

121VU

HYDRAULIC/PARK BRK/CTL/NORM

70GG

N36

122VU

LIGHTING/INSTL LT/MAIN INST/PNL


AND/PED

4LF

Y04

Subtask 22-62-12-710-051-A
D.

Operational tests
(1)

Do the operational test of the rudder trim function on the two systems (Ref. TASK 22-62-00-710-001A).
NOTE :

AES

If the aircraft is operated in CAT 3 conditions, you must also do the test below:

22-62-12 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
Land CAT 3 Capapility Test (Ref. TASK 22-97-00-710-001-A).
(2)
5.

Do the operational test of the parking brake system (Ref. TASK 32-45-00-710-001-A).

Close-up
Subtask 22-62-12-860-051-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

Remove the warning notice(s).

(2)

Make sure that the work area is clean and clear of tool(s) and other items.

22-62-12 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

INDICATOR - RUDDER TRIM - REMOVAL/INSTALLATION


** On A/C ALL
Task 22-62-21-000-001-A
Removal of the Rudder Trim Indicator
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A
TASK ON OR NEAR:
THE FLIGHT CONTROLS
THE FLIGHT CONTROL SURFACES
THE LANDING GEAR AND THE RELATED DOORS
COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
FIN 17CC
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
No specific
DMC519
B.

QTY
DESIGNATION
AR CAP - BLANKING
AR SAFETY CLIP - CIRCUIT BREAKER
1
ELECTRICIAN SERVICE TOOL KIT

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
(Ref. Fig. 22-62-21-991-00200-A - Rudder Trim Indicator)
3.

DESIGNATION

Job Set-up
Subtask 22-62-21-865-050-A
A.

Open, safety and tag this(these) circuit breaker(s):


PANEL

49VU

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

AES

FIN

LOCATION

22-62-21 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
PANEL
121VU
122VU

4.

DESIGNATION
HYDRAULIC/PARK BRK/CTL/NORM

FIN

LIGHTING/INSTL LT/MAIN INST/PNL


AND/PED

LOCATION

70GG

N36

4LF

Y04

Procedure
Subtask 22-62-21-020-050-A
A.

Removal of the Panel 110VU


(Ref. Fig. 22-62-21-991-00200-A - Rudder Trim Indicator)
(1)

Loosen the four quarter-turn fasteners (8) to release the panel 110VU (13).

(2)

Carefully lift the panel 110VU (13) to get access to the electrical connectors (11).

(3)

Disconnect the four electrical connectors (11).

(4)

Put blanking caps on the disconnected electrical connector(s).

(5)

Remove the panel 110VU (13).

Subtask 22-62-21-020-051-A
B.

AES

Removal of the Rudder Trim Indicator (17CC)


(Ref. Fig. 22-62-21-991-00200-A - Rudder Trim Indicator)
(1)

Loosen the two screws (3) of the knob (2).

(2)

Remove the knob (2) from the shaft of the control switch (9).

(3)

Remove the screw (5), the pin (6) and the knob (4).

(4)

Loosen the four screws (1) that attach the plate (7) to the structure of the panel 110VU (13).

(5)

Remove the front plate (7).

(6)

Loosen the two screws (14) that attach the indicator (12) to the structure of the panel 110VU (13).

(7)

Remove the indicator (12) from the panel 110VU (13).

(8)

With an ELECTRICIAN SERVICE TOOL KIT (DMC519) disconnect and make a mark on each wire of
the indicator connector. If necessary, cut the tie wraps of the control switch harness or remove the rear
of the panel 110VU.

(9)

Remove the indicator (12).

22-62-21 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
2
3
1

4
1
5
6
7

14
13

8
9

17CC

12

11
10

N_MM_226221_4_AAM0_01_00

AES

FIGURE 22-62-21-991-00200-A SHEET 1


Rudder Trim Indicator

22-62-21 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-62-21-400-001-A
Installation of the Rudder Trim Indicator
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A
TASK ON OR NEAR:
THE FLIGHT CONTROLS
THE FLIGHT CONTROL SURFACES
THE LANDING GEAR AND THE RELATED DOORS
COMPONENTS THAT MOVE.
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
FIN 17CC
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment


REFERENCE

QTY
DESIGNATION
1
ELECTRICIAN SERVICE TOOL KIT

DMC519
B.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
22-62-00-710-001-A
22-97-00-710-001-A

DESIGNATION
Operational Test of the Rudder Trim Function
Operational Test of the LAND CAT III Capability

32-45-00-710-001-A

Operational Check of the Parking Brake System Using Individual Motors in


Turn
(Ref. Fig. 22-62-21-991-00200-A - Rudder Trim Indicator)
3.

Job Set-up
Subtask 22-62-21-865-051-A
A.

Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:
PANEL

49VU

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

121VU

HYDRAULIC/PARK BRK/CTL/NORM

70GG

N36

AES

FIN

LOCATION

22-62-21 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
PANEL
122VU

4.

DESIGNATION
LIGHTING/INSTL LT/MAIN INST/PNL
AND/PED

FIN
4LF

LOCATION
Y04

Procedure
Subtask 22-62-21-420-050-A
A.

Installation of the Rudder Trim Indicator (17CC)


(Ref. Fig. 22-62-21-991-00200-A - Rudder Trim Indicator)
(1)

Clean the component interface and/or the adjacent area.

(2)

Do an inspection of the component interface and/or the adjacent area.

(3)

On the rear of the indicator (12) with the ELECTRICIAN SERVICE TOOL KIT (DMC519) connect
each wire in its initial position (refer to the marks).

(4)

Put the indicator (12) in the correct position on the structure of the panel 110VU (13).

(5)

Install the two screws (14).

(6)

Put the plate (7) in the correct position on the structure of the panel 110VU (13).

(7)

Install the four screws (1).

(8)

Install the knob (2) on the shaft of the control switch (9).

(9)

Lock the knob (2) with the two screws (3).

(10) Install the knob (4) (in the OFF position), the pin (6) and the screw (5).
Subtask 22-62-21-420-051-A
B.

Installation of the Panel 110VU


(1)

Remove the blanking caps from the electrical connector(s).

(2)

Make sure that the electrical connectors are clean and in the correct condition.

(3)

Connect the four electrical connectors (11).

(4)

Install the panel 110VU (13) on the support bracket (10).

(5)

Lock the panel 110VU (13) with the four quarter-turn fasteners (8).

Subtask 22-62-21-865-052-A
C.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

121VU

AUTO FLT/RUDDER/TRIM/IND

15CC

M20

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

HYDRAULIC/PARK BRK/CTL/STBY

71GG

N37

121VU

HYDRAULIC/PARK BRK/CTL/NORM

70GG

N36

122VU

LIGHTING/INSTL LT/MAIN INST/PNL


AND/PED

4LF

Y04

AES

FIN

LOCATION

22-62-21 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
Subtask 22-62-21-710-050-A
D.

Operational Tests
(1)

Do the operational test of the rudder trim function on the two systems (Ref. TASK 22-62-00-710-001A).
NOTE :

(2)
5.

If the aircraft is operated in CAT 3 conditions, you must also do the test below:
Land CAT 3 Capapility Test (Ref. TASK 22-97-00-710-001-A).

Do the operational test of the parking brake system (Ref. TASK 32-45-00-710-001-A).

Close-up
Subtask 22-62-21-860-050-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

Remove the warning notice(s).

(2)

Make sure that the work area is clean and clear of tool(s) and other items.

22-62-21 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

YAW DAMPER COMPUTATION - DESCRIPTION AND


OPERATION
** On A/C ALL
1.

General
(Ref. Fig. 22-63-00-11200-A - Yaw Damper Function)
The yaw damper function ensures:
. In manual control, the accomplishment of the yaw orders from the elevator aileron computer (ELAC)
(stabilization and manual turn coordination).
It also provides a yaw-damping degraded law in the event of ELAC failure (alternate law).
. In automatic control, the accomplishment of the autopilot orders from the Flight Management and Guidance
Computer (FMGC) for turn coordination and guidance (align and roll out).
It also ensures, in automatic flight, assistance in engine failure recovery and yaw stability.
The yaw damper actuation is described in 27-26-00.

AES

22-63-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

AES

System Description
A.

Composition
The system consists of:
. Two electro-hydraulic servo-actuators (1 per FAC) centered to the neutral position by an external spring
device. Each servo-actuator includes a feedback position transducer (Linear Variable Differential Transducer:
LVDT)
. Two Flight Augmentation Computers (FAC 1 and FAC 2)
. A feedback position transducer unit located on the output shaft common to both servo-actuators (Two
Rotary Variable Differential Transducers: RVDT)
. Two FLT CTL/FAC pushbutton switches common to the RUD TRIM and RTL functions (for FAC
engagement).

B.

Architecture
(Ref. Fig. 22-63-00-12600-A - FAC - Architecture of Yaw Damper)
All the computations specific to this function (laws, logic and engagement) are duplicated in each FAC.
The system operates using the changeover technique : when both the yaw damper 1 and the yaw damper 2 are
engaged, the channel 1 has priority.
The channel 2 is synchronized on the position of the other channel and its associated servo-actuator is
depressurized. This depressurization is performed by two solenoid valves. Each solenoid valve drives a by-pass
valve. Only one solenoid valve is required to depressurize the servo-actuator. A pressure switch monitors the
status of the solenoid valves.
If the two servo-actuators are not pressurized, the rudder is centered to the neutral position (zero or the
trimmed value).
The rudder receives the yaw damper orders but these are not reproduced at the rudder pedals.
The Green hydraulic system supplies the servo-actuator No. 1 associated with the FAC 1.
The Yellow hydraulic system supplies the servo-actuator No. 2 associated with the FAC 2.
A current amplifier in the FAC delivers the orders to slave the servo-actuator in position. A servovalve then
executes these orders.
The slaving order is never interrupted even when a failure is detected :
the servo-actuator is neutralized through action on the electrovalves.
Each solenoid valve is under the control of an independent logic (C and M).
The C1 and C2 transducers (LVDT) serve for the slaving. The S1 and S2 transducers (RVDT) permit to
monitor this slaving.
Each FAC generates the priority order in the form of a hard-wired discrete. The fluctuations of the 26 V/400 Hz
power are compensated.

22-63-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

Interface
(Ref. Fig. 22-63-00-14100-A - Interconnections between FAC and Yaw Damper Servo-Actuator)
The figure given below shows the interconnections between the FAC and the yaw damper servo-actuator.

AES

22-63-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
4.

Operation
A.

Principle
(1) Manual mode
In AP-disengaged configuration, the yaw damper function is linked to the ELAC.
. In normal mode, on the roll axis:
The ELAC generates a lateral deflection law which integrates the control of the rudder (stabilization
and turn coordination).
The yaw damper carries out this law and indicates the correct achievement of this function through a
hard-wired discrete.
If necessary, the ELAC must operate in degraded law on the roll axis.
. In degraded mode indicated by the ELAC:
The FAC computes the yaw damper function and generates a simplified law of Dutch roll damping
(alternate law).
This law, which has a fixed and limited authority plus or minus 5 deg., only uses gains function of the
selected positions of the flaps and slats.
(2) Automatic mode
As soon as the AP is engaged, the yaw damper operates in the mode given below:
. Dutch roll damping except in approach phase
. Turn coordination to reduce the sideslip in turn.
These two orders are inhibited during the landing phase and accomplished directly in the AP guidance
orders.
. Assistance in engine failure recovery from a lateral acceleration signal through a threshold
. Accomplishment of the guidance orders : align and roll out.

AES

B.

Structure of Yaw Damper Control-Law


(Ref. Fig. 22-63-00-15800-A - Yaw Damper Control-Law)
The control law generates a deflection order to control the yaw damper servo-actuator:
. From the position of the position feedback in synchronization
. From the ELAC deflection order
. From an alternate law based on a wash-out yaw-rate term with a gain function of the flap and slat
configuration. The whole law is limited to a safety value (plus or minus 5 deg.).
. From the aileron deflection order on the AP for turn coordination
. From the landing guidance order on the yaw axis delivered by the AP
. From a Dutch-roll damping law. This law uses a wash-out yaw-rate term and a phase advance term applied
in clean configuration.
. From a term of assistance in engine failure recovery. This term uses a lateral acceleration term through a
threshold.
All these control orders are limited in speed and in amplitude.

C.

Operating Logic
The activation of the yaw damper function depends on:
. The engagement status of the FLT CTL/FAC pushbutton switch
. The logic of the modes (AP engaged or not, ELAC in normal mode or not, status of the ADIRS etc.)
. The monitoring specific to the function:
computation comparators and power comparators
. The global monitoring of the computer.
The correct operation of the mode is checked:
. For the ELAC: if the normal law is not executed. The ELAC then turns to the standby law on the roll axis.
. For the AP:
if the acquisition of the AP-engaged signal is not correct

22-63-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
or if the status of the peripherals does not allow the achievement of the function (dual failure of the
ADIRS).
The AP disconnects and the system returns to the manual mode without FAC disconnection.
The loss of the yaw damper function is indicated on the display unit of the ECAM system:
. Loss of one channel:
YAW DAMPER 1 or 2 amber warning
. Total loss:
YAW DAMPER 1 + 2 amber warning + chime.
D. Monitoring of Yaw Damper Function
(Ref. Fig. 22-63-00-16300-A - Monitoring of Yaw Damper - Block Diagram)
The block diagram given below shows the organization of this function and the various types of monitoring
which are integrated.
These are:
. Monitoring of the IRS function through a vote on the yaw rate and lateral acceleration parameters (Ref.
22-65-00-00).
This ensures the availability of the manual and automatic functions in the event of a single detected or
undetected failure. It also ensures the availability of the alternate law upon a second detected failure.
. Monitoring of the ELAC and FMGC peripherals at the level of the ARINC buses and the hard-wired discretes
of engagement of these peripherals
. Limitation in amplitude (+ or - 20 deg.) and in speed (40 deg./s in manual control and 30 deg./s in AP).
. Monitoring of the computation through duplication and vote of the mid value of the deflection order among
three values:
. command deflection order
. monitoring deflection order
. null order (stability order).
This ensures the passivation of any erratic value and its elimination from the vote.
The voter circuit includes comparators:
. C3 comparator between the deflection order generated by one channel and the value finally voted. This
identifies the faulty channel.
. C1 comparator between the command and the monitoring voter. This comparator monitors the digital
section of the computer.
. Monitoring of the power channel through comparison (C2) between the deflection order and the position
feedback.
. In-flight monitoring of the pressurization status of the hydraulic systems.
. Monitoring of the transducers (Ref. 22-65-00-00).

AES

22-63-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
5.

AES

Test Procedure
A.

Computer
At power rise, during the safety tests, the sections specific to the yaw damper and mainly the hard-wired engage
logic, are validated.

B.

Servo-Actuator
This test is introduced to minimize the time of risk of hidden failures which can affect the standby channel.
This test is used to check:
. The electrical continuity of the current amplifier up to the servovalve by introduction of a non-executed
fixed order (servo-actuator not validated)
. The pressure switch between the electrovalves (capability to trigger) (which can be tested only with the
hydraulic pressure applied).

22-63-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ENGINE FAILURE
ENGINE
FAILURE
RECOVERY

APPROACH
YAW
DAMPER

TURN COORDINATION
COMPU
TATION
p ORDER

FMGC

ELAC

r ORDER

r ORDER

ALTERNATE
LAW

ELAC FAIL

AP ENGAGED OR ELAC FAIL

AP ENGAGED

YAM DAMPER
ORDER

** On A/C ALL

N_MM_226300_0_AAP0_01_00

AES

FIGURE 22-63-00-11200-A SHEET 1


Yaw Damper Function

22-63-00 PB001

Page 7
May 01/12
Revision n: 40

AES

FIGURE 22-63-00-12600-A SHEET 1


FAC - Architecture of Yaw Damper
OFF

FAULT

FAC 2

OFF

FAULT

FAC 1

FAC 2

PRIORITY
ORDER

FAC 1

22-63-00 PB001
SLAVING MONITORING (TO MON)

MONITORING LOGIC

COMMAND LOGIC

EV1

PRESSURE
SWITCH

BY PASS
DEVICE

(TO COM)

PRESSURE
SWITCH

BY PASS
DEVICE

SERVO ACTR 2

(TO COM)

SERVOVALVE

POSITION FEEDBACK (TO COM)

SLAVING MONITORING (TO MON)

MONITORING LOGIC

COMMAND LOGIC

EV1

SERVOVALVE

SERVO ACTR 1

POSITION FEEDBACK (TO COM)

EV2

LVDT

CENTERING

EV2

LVDT

RVDT

S2

S1

RUDDER PEDALS

RUDDER

RUDDER
TRIM

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226300_0_ACP0_01_00

Page 8
May 01/12
Revision n: 40

AES

A/C GROUND

28V/400Hz

FIGURE 22-63-00-14100-A SHEET 1


Interconnections between FAC and Yaw Damper ServoActuator
FAC

22-63-00 PB001

LVDT FEEDBACK

YAW DAMPER SERVO ACTR

Y2
LVDT SIGNAL

SERVOVALVE

BY PASS PRESSURE SW

ELECTROVALVE 2

ELECTROVALVE 1

Y1

CHASSIS GROUND

A/C GROUND

A/C GROUND

A/C GROUND

LVDT PWR SPLY

RVDT

RVDT FEEDBACK

LVDT SIGNAL

PRESSURE SW
FAC GROUND
COMMAND SERVOVALVE
CONTROL

EV2 CONTROL

EV1 CONTROL

RVDT SIGNAL

RVDT SIGNAL

A/C GROUND

RVDT PWR SPLY

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226300_0_AJM0_01_00

Page 9
May 01/12
Revision n: 40

AES

FIGURE 22-63-00-15800-A SHEET 1


Yaw Damper Control-Law
LIMIT

FILTER

WASH

22-63-00 PB001
WASH

K4

K3

Vc

WASH

FILTER

K2

LIMIT

r ALTERNATE

pf TO RUDDER TRIM

CLEAN
CONFIG

T/O OR GA
OR RUNWAY

GROUND POSITION

CONFIG

ELAC
FAILURE

THRESHOLD

K1

YD OP SERVO ACTR POSITION

r1

r ALTERNATE

r ELAC

r FMGC

PPA

Ay

r1

Vc

LAND

AP ENGD

SYNCHRO

SYNCHRO

LIMIT

RATE
LIMIT

rsm

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226300_0_AEM0_01_00

Page 10
May 01/12
Revision n: 40

AES

FIGURE 22-63-00-16300-A SHEET 1


Monitoring of Yaw Damper - Block Diagram
ELAC

FMGC

ADIRS 3

ADIRS OWN

ELAC

FMGC

ADIRS 3

ADIRS 2

ADIRS 1

LOGIC

C3

VOTER

C1

C2

LAWS

LAWS

LIMITS

LIMITS

VOTER

C3

YAW DMD MON

YAW DMD CMD

VOTER

C3

C1

YAW MONG 26 VAC


YAW VXCOM

C1

YD
IMAGE

C2

YAW VXCOM

YAM MONG 26VAC YAM VRCOM

SOFT HARD

YAW VOTED

C2

YAW VRCOM

YAW
ACTUATOR

LVDT
RVDT

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226300_0_AGM0_01_00

22-63-00 PB001

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

YAW DAMPER COMPUTATION - ADJUSTMENT/TEST


** On A/C ALL
Task 22-63-00-710-001-A
Operational Test of the Yaw Damper Function
WARNING : MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY
ELECTRICAL POWER TO THE AIRCRAFT.
WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE
YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
1.

Reason for the Job


Make sure that the Yaw Damper System N1 (N2) operates correctly.

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

29-10-00-863-003-A

Pressurize the Blue Hydraulic System with a Ground Power Supply

29-10-00-863-003-A-01

Pressurize the Blue Hydraulic System with the Blue Electric Pump

29-10-00-864-003-A

Depressurize the Blue Hydraulic System

29-23-00-863-001-A

Pressurize the Green Hydraulic System from the Yellow Hydraulic System
through the PTU with the Electric Pump

29-23-00-864-001-A
31-32-00-860-010-A

Depressurize the Green and Yellow Hydraulic Systems after Operation of the
PTU
Procedure to Get Access to the SYSTEM REPORT/TEST NAV Page

31-60-00-860-001-A
31-60-00-860-002-A

EIS Start Procedure


EIS Stop Procedure

34-14-00-740-001-A

Interface Test of the IR

3.

Job Set-up
Subtask 22-63-00-860-050-A
A.

Aircraft Maintenance Configuration


(1)

AES

Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK
24-41-00-861-002-A-01) or (Ref. TASK 24-41-00-861-002-A-02).

22-63-00 PB501

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(2)

Do the EIS start procedure (ECAM system only) (Ref. TASK 31-60-00-860-001-A).

(3)

Pressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-863-001-A) (Ref. TASK
29-10-00-863-003-A) or (Ref. TASK 29-10-00-863-003-A-01).

(4)

On the center pedestal, on the ECAM control panel:


. Get the F/CTL page.

(5)

On the overhead panel, on the ADIRS CDU:


. Set the OFF/NAV/ATT selector switch related to IR3 to NAV.
. Make sure that the OFF/NAV/ATT selector switches related to IR1 and IR2 are in the OFF
position.

(6)

On the overhead panel, on the FLT CTL panels 23VU and 24VU:
. Make sure that the FAC1 and the FAC2 pushbutton switches are pushed (the FAULT and OFF
legends are off).

Subtask 22-63-00-865-050-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:

49VU

PANEL

DESIGNATION
AUTO FLT/FAC1/28VDC

5CC1

B04

49VU

AUTO FLT/FAC1/26VAC

14CC1

B03

121VU

AUTO FLT/FAC2/28VDC

5CC2

M19

121VU

AUTO FLT/FAC2/26VAC

14CC2

M18

4.

FIN

LOCATION

Procedure
Subtask 22-63-00-710-050-A
A.

Operational Test of the Yaw Damper Function


NOTE :

This test is for the system 1. For the system 2, use the indications between the parentheses.

ACTION
1.On the FLT CTL panel 24VU(23VU):
.

Release the FAC2(FAC1) pushbutton switch.

RESULT
.

On this pushbutton switch, the OFF legend comes on.

2.On the center pedestal, on one MCDU:


. Get the SYSTEM REPORT/TEST NAV page (Ref.
TASK 31-32-00-860-010-A).
.

Push the line key adjacent to the IR3 indication.

Get acces to the INTERFACE TEST of the IR3 (Ref.


TASK 34-14-00-740-001-A).

For the test below, ignore the warnings and the


attitude changes.
3.Push the line key adjacent to the START TEST
indication.
4.Push the line key adjacent to the RETURN (TEST
STOP) indication.

The IR3 page comes into view.

NOTE :

.
.

The rudder moves to the left, then slowly moves back


to zero.
The rudder moves to the right, then slowly moves back
to zero.

5.On the MCDU:


On the MCDU:
. Push the the line key adjacent to the RETURN
. The CFDS MENU page comes into view.
indication until the CFDS menu page comes into view.

AES

22-63-00 PB501

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
ACTION
6.On the FLT CTL panel 24VU(23VU):
.
5.

Push the FAC2(FAC1) pushbutton switch.

RESULT
.

On this pushbutton switch, the OFF legend goes off.

Close-up
Subtask 22-63-00-860-051-A
A.

AES

Put the aircraft back to its initial configuration.


(1)

Depressurize the aircraft hydraulic systems (Ref. TASK 29-23-00-864-001-A) (Ref. TASK
29-10-00-864-003-A).

(2)

On the overhead panel, on the ADIRS CDU, set the OFF/NAV/ATT selector switch related to IR3 to
OFF.

(3)

Do the EIS stop procedure (Ref. TASK 31-60-00-860-002-A).

(4)

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK
24-41-00-862-002-A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-63-00 PB501

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

CONFIGURATION AND OPERATIONAL SPEED COMPUTATION DESCRIPTION AND OPERATION


** On A/C ALL
1.

General
The Flight Augmentation Computer (FAC) fulfills several functions independently of the engagement status of the
FLT CTL/FAC pushbutton switches.
These functions are necessary for:
. The control of the speed scale on the Primary Flight Displays (PFDs).
. The adaptation of gains of the Flight Management and Guidance Computer (FMGC) and Elevator Aileron
Computer (ELAC).
. The distribution of signals for the FMGC control laws
. The protection of the flight envelope in automatic flight (speed limits for the FMGC, alpha-floor for the
autothrust)
. The display of the flap/slat maneuver speed
. The windshear warning (pin program activation)
. The low energy warning
. The display of the positions of the control surfaces.
The FAC therefore computes:
. The weight and the center of gravity
. The characteristic speed data
. The aerodynamic flight-path angle and the potential flight-path angle
. The alpha-floor protection
. The position of the rudder trim for the ECAM system.

AES

22-64-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

System Description
A.

Presentation of Characteristic Speed Data


(Ref. Fig. 22-64-00-11200-A - Interconnections Between FAC and Users)
The characteristic speed data are presented on the PFDs through the Display Management Computers (DMC).
In normal operation:
. The FAC1 transmits data to Captains PFD
. The FAC2 transmits data to First Officers PFD.
The transmitted data are validated from:
. The status matrices of the transmitted labels
. The FAC HEALTHY hard-wired discrete.
If a failure affects at least one label or the computer itself, the associated DMC is automatically switched to the
opposite FAC.
In the event of a DMC failure, the associated PFD is switched to the DMC3.
In addition to that, the indication ADC DISAGREE appears on the display unit of the ECAM system when the
ADC source used in the FAC is not the one selected by the pilot.
Since the FAC specifically processes ADIRS data (Ref. 22-65-00-00), this ensures that the characteristic speed
data remain displayed:
. At first detected or undetected failure of the ADIRS by the same FAC
. At second detected failure of the ADIRS by the FAC associated with the remaining ADIRS.
The FAC processes the display logic of the various speed data mainly through the positioning of the label status
matrices:
. F/W : source-change order
. NCD : cancellation order for the considered label.
The information transmitted to the FMGC (speed data, weight, center of gravity, flight-path angle, alpha-floor)
is processed from:
. The validity of the status matrices
. The FAC HEALTHY hard-wired discretes.

B.

Definition and Symbols

(1) Definition and presentation of speed data on PFD


(Ref. Fig. 22-64-00-12900-A - FAC Data on the Speed Scale of the PFD (Sheet 1/2))
(Ref. Fig. 22-64-00-13000-A - FAC Data on the Speed Scale of the PFD (Sheet 2/2))
------------------------------------------------------------------------------! SPEED !
DEFINITION
!
PRESENTATION
!
PRESENTATION ON PFD
!
!--------!---------------------!------------------!---------------------------!
! VSW
! According to ELAC
! After lift-off
! Red checkered tape at
!
!
! Alpha Protection
! in direct law
! the bottom of the scale
!
!
!
! only
!
!
!--------!---------------------!------------------!---------------------------!
!VALPHA ! Speed corresponding ! After lift-off
! Amber and black strip at !
!PROT
! to ELAC Alpha
! in Normal Law
! the bottom of the scale
!
!
! Protection
!
!
!
!--------!---------------------!------------------!---------------------------!
!VALPHA ! Minimum Speed
! After lift-off
! Red strip at the bottom
!
!LIM
! corresponding to
! in Normal Law
! of the scale
!
!
! ELAC Alpha
!
!
!
!
! Protection
!
!
!
!--------!---------------------!------------------!---------------------------!
!
! 1.13 Vs 1g takeoff !
! Amber strip at the
!
! VLS
! 1.23 Vs 1g elsewhere! Ditto
! bottom of the scale
!
!
! 0.2 g/buffeting
!
!
!

AES

22-64-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
! 1.28 Vs 1g in clean !
!
!
!
! configuration
!
!
!
!--------!---------------------!------------------!---------------------------!
!
! Drift Down Speed
! Clean configura- !
O
!
! VMAN !
! tion
!
Green dot
!
!--------!---------------------!------------------!---------------------------!
! V3
! 1.18 Vs 1g of 18/10 ! Flaps extended
!
F
!
!
!
! except full
!
!
! V4
! 1.18 Vs 1g of 0/0
! Only slats
!
S
!
!
!
! extended
!
!
!--------!---------------------!------------------!---------------------------!
! VFE
! Max flap and slat
! Flaps or slats
! Red checkered tape at the !
!
! extended speed
! extended
! top of the scale
!
! VLE
! Max landing gear
! Landing gear
!
!
!
! extended speed
! extended
!
!
!--------!---------------------!------------------!---------------------------!
! VC
! Airspeed tendency
! After
! Pointer initiating in
!
! TREND !
! lift-off
! computed airspeed symbol !
!--------!---------------------!------------------!---------------------------!
! VM0
! VM0 + MM0
! Ditto
! Red checkered tape at the !
!
!
!
! top of the scale
!
!--------!---------------------!------------------!---------------------------!
! VMAXOP ! 0.2 g with respect ! Ditto except if ! Not presented
!
!
! to buffeting
! VMAX OPP<VM0
!
!
!--------!---------------------!------------------!---------------------------!
!
! Predictive VFE at
! Z<20,000 ft.
! Two amber strips
!
! VFEN ! next flap/slat
! Not presented in !
!
!
! position
! full position
!
!
------------------------------------------------------------------------------The signification of the different speed data is given below:
. VSW : stall warning speed
. VALPHA PROT : speed corresponding to angle-of-attack reached when ELAC Alpha Protection is
triggered.
. VALPHA LIM : minimum speed which can be reached in ELAC Alpha Protection
. VLS : lower selectable speed for a given configuration
. VMAN (Green dot) : maneuvering speed:
This speed represents the drift down speed which corresponds to the optimum speed (max. lift-to-drag
ratio) in the event of engine failure.
. V3 and V4 : minimum flap and slat retraction speed
V3(F) = minimum flap RETRACTION speed
V4(S) = minimum slat RETRACTION speed
. VMAX : maximum allowable speed
It determines a maximum value not to be exceeded. It represents, depending on the configuration, the
smallest value of the following:
VFE = maximum flap and slat extended speed
VLE = maximum landing gear extended speed in clean configuration
VM0/MM0 = maximum operating limit speed
. VMAXOP : maximum selectable speed
. VC TREND : airspeed tendency.
It corresponds to the speed increment in 10s with the actual acceleration of the aircraft
. VFEN : in landing phase, it corresponds to the VFE at next flap/slat position.

AES

22-64-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

Operation
A.

Speed Computation Principle


(Ref. Fig. 22-64-00-14400-A - Speed Computations - General Architecture)
The computation principle is based on the fact that most of the presented speed data are function of the
weight.
As the weight changes slowly, this parameter is frozen upon modification of the configuration (e.g. : speedbrakes
or control surfaces extended, deceleration, turn) to avoid transients on the speed presentation.
On the ground, weight and XG initializations are made through the FMS.
In cruise phase (Zp >15,000 ft and Vc >250 kts), updating computations are performed by engine consumption
laws approximated in the FAC.
The sequence of the computations (which lead to generation of characteristic speed data) and the parameters is
shown in the figure.
The computation is initiated from the curves Cz max and from the conditions of equilibrium of the aircraft with
thrust and balance correction. This permits to obtain the stall warning speed Vs 1g.
From Vs 1g, the FAC computes the aircraft weight taking into account:
. The equilibrium incidence
. The equilibrium speed
. The thrust
. The center of gravity
. The altitude.
Beyond the computation range, the computation of the weight is frozen.
The weight is re-aligned through a correcting fuel-used term previously defined in the FAC.
The following is deduced from the weight computation:
. Computation of the center of gravity according to the stability plane, altitude, configuration and speed.
The FAC uses the FM weight and CG to compute characteristic speeds (VLS, green dot, S, F).
(Ref. Fig. 22-64-00-14700-A - Speed Computation - Use of FM Weight/CG)

List of Abbrevations:
Az1 = Vertical acceleration with respect to aircraft centerline
AOA = Voted angle-of-attack
Vc = Corrected airspeed
N1R and N1L = Left or right engine thrust
Phi = Bank angle with respect to aircraft centerline
Teta = Pitch attitude
Z = Vertical acceleration with respect to reference
VZBI = Baro inertial vertical speed
M = Mach number
S/F = Slat/flap position
XG = Center of gravity
Z = altitude
AB = Speedbrakes
mFMS = Weight given by FMS
t(s) = Time
MLGS = Landing gear shock absorber compressed
Delta N1 = Delta between N1 command and N1 actual
m(t) = Weight as a function of time (consumption law)
iH = THS position
PS = Static pressure

AES

22-64-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
B.

Computation of Aerodynamic Flight-Path Angle (Gamma-a) and Potential Flight-Path Angle (Gamma-T)
(Ref. Fig. 22-64-00-15100-A - FAC - Computation of Aerodynamic Flight-Path Angle (Gamma-a) and Potential
Flight-Path Angle (Gamma-T))
These data which are necessary for the FMGC control laws are calculated and duplicated in the FAC.

C.

Computation of Alpha Floor Protection


(Ref. Fig. 22-64-00-15500-A - Alpha Floor _ Computation and Interface)
(Ref. Fig. 22-64-00-15600-A - FAC - Alpha Floor)
The alpha floor protection is calculated in the FAC but not duplicated.
This function permits:
. To protect the aircraft against excessive angle-of-attack.
To do this, a comparison is made between the aircraft angle-of-attack and predetermined thresholds
function of configuration.
Beyond the thresholds, the FAC transmits a command signal to the autothrust which will apply full thrust.
. To protect the aircraft against longitudinal wind variations in approach by determining a wind acceleration
(deduced from the difference between ground acceleration and air acceleration).
At the second detected or undetected failure of the ADIRS, the alpha-floor signal is no longer available.
The ELAC direct computation of the alpha floor protection is taken into account directly as soon as the first
detection is made either by the FAC or by the ELAC.

D. Rudder Trim Position


(Ref. Fig. 22-64-00-15700-A - ECAM - Rudder Trim Position)
The actual position of the rudder trim (rudder position) is sent to:
. The rudder trim indicator
. The ECAM system
. On the label 313.
This position is validated by:
. The status matrix which turns to:
. NCD if the RUD TRIM function is not available
. F/W in the event of a computer failure.
. The FAC HEALTHY hard-wired discrete.
A flag appears if the signal is not available.
E.

Windshear Warning
(1) General
The windshear is a sudden change in wind direction and/or speed over a relatively short distance in the
atmosphere. This can have an effect on aircraft performance during takeoff and landing phases.
In windshear conditions, the principle is to reduce the detection threshold according to the detected
windshear in order to get the possibility of performing a go around maneuver sooner.
(Ref. Fig. 22-64-00-16700-A - Windshear Detection Principle)
(2) Warning
(Ref. Fig. 22-64-00-16900-A - Windshear Architecture)
The FAC which fulfills detection function generates the signals necessary to output the windshear warning.
This warning is activated on condition that:
. The windshear function is activated through pin programming
. A windshear condition is detected
. The aircraft is in takeoff or landing phase (altitude and flaps/slats configuration conditions)
. Specific monitoring functions do not detect any windshear function defect.
Crew is aware of the windshear warning through:
. The red WINDSHEAR message which comes into view on the PFDs above the horizon line (sky area)
. The windshear aural warning which is broadcast three times.
When the parameters which elaborate this warning are no longer valid, the windshear warning is
inhibited in associated FACs.

AES

22-64-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
When both FACs cannot generate this warning (double inhibit), associated amber level 2 warning
message is triggered by the FWC upon slat extension and displayed on the upper ECAM DU.
(3) Computation
It consists in making a comparison between the instantaneous energy situation of the aircraft or its short
term predictable situation, and the minimum energy situation for aircraft security.
To do so, it is necessary:
. To detect longitudinal winds (head wind or tail wind) combined or not with a down draft.
. To generate a warning, independent from alpha floor, on the basis of existing structure of the same
alpha floor by incrementing the angle of attack value of the aircraft with equivalent angles of attack
due to wind detections. This allows a certain anticipation with respect to a normal alpha floor law
mainly based on the aircraft angle of attack.
. To display this warning and possibly to indicate that it is not available.
. Through FD or AP takeoff or go around (SRS law) modes, to follow a safe path in case of windshear
detection.
(4) Test
This test permits to check that the system transmits and presents:
. visual and aural indications of the WINDSHEAR warning
. messages to indicate the loss of the function.
It is performed through the Centralized Fault Display System (CFDS) by means of the MCDU (aircraft on
ground with engines stopped).
It is activated by selecting the following functions on the MCDU:
. CFDS
. SYSTEM REPORT/TEST
. AFS.
Then it is necessary to scroll the various MCDU pages.
(Ref. Fig. 22-64-00-17100-A - MCDU - AFS/Windshear Test)
NOTE :

F.

For AFS/WINDSHEAR TEST-3 & -6 pages, when the predictive windshear function is active:
. on the EWD, make sure that the REAC W/S DET FAULT message (and not the WINDSHEAR
DET FAULT message) is shown.
. on the STATUS page, make sure that the REAC W/S DET message (and not the
WINDSHEAR DET FAULT message) is shown.

Low Energy Warning


(1) General
The Low Energy Function is to prevent the A/C from entering a low energy situation by alerting the pilot
through an audio warning: SPEED...SPEED...SPEED.
Pilot has to increase thrust and low energy warning disappears as soon as:
. Thrust level is high enough or
. Alpha floor protection is triggered or
. Pitch go around mode is triggered.
Low energy warning is available in configuration 2, 3 and FULL and between 100 ft and 2000 ft RA.
(Ref. Fig. 22-64-00-17500-A - Low Energy Warning Principle)
(2) Warning
(Ref. Fig. 22-64-00-17600-A - Low Energy Warning Architecture)
A combination of angle-of-attack, flight-path angle and deceleration is computed and compared to a
threshold, depending on slat/flap configuration, typically 0.4 deg. to 1 deg. lower than alpha floor
threshold.
When the result of the combination is above this threshold for more than 0.5 sec, low energy condition is
triggered for at least 3 sec and sent to the FWC that elaborates the audio warning.

AES

22-64-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(3) System aspects
The low energy detection is not duplicated.

AES

22-64-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
FAC BUS SELECTION
COMPUTATION

FMGC 1
BUS GENERAL 1
COMPUTATION
CMD

ADIRU 1

ARINC

PFD CHAN.
AUTOMATIC
INPUT RECONFIG

FAC 1 HEALTHY
CMD
MON

HARDWIRED DISCRETE

SPEED SCALE FAC 1

DMC 1

PFD CHAN.

COMPUTATION
MON

CAPT PFD

FAC 1
DMC 3
ADIRU 3
SPEED SCALE FAC 2

BUS GENERAL 2
COMPUTATION
CMD

PFD CHAN.

ARINC
DMC 2

F/O PFD

FAC 2 HEALTHY
C

CMD
MON

HARDWIRED DISCRETE

COMPUTATION
ADIRU 2

COMPUTATION
MON

FAC BUS SELECTION

FAC 2
FMGC 2

SWITCHING
EIS DMC
NORM
CAPT
F/O
3
3

EIS DMC
SELECTOR
SWITCH
N_MM_226400_0_AAM0_01_00

AES

FIGURE 22-64-00-11200-A SHEET 1


Interconnections Between FAC and Users

22-64-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

SPEED
SCALE

PFD

180

MAXIMUM SPEED (V MAX)

160
GREEN DOT

MANEUVERING SPEED (V MAN)

AIRSPEED TENDENCY (Vc TREND)

140

MINIMUM SLAT RETRACTION SPEED (V4)

MINIMUM FLAP RETRACTION SPEED (V3)

AMBER STRIP

120

LOWER SELECTABLE SPEED (VLS)


STALL WARNING SPEED (VSW)

N_MM_226400_0_ADM0_01_00

AES

FIGURE 22-64-00-12900-A SHEET 1


FAC Data on the Speed Scale of the PFD (Sheet 1/2)

22-64-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

VMO/MMO
VFE

180

160

140
V ALPHAPROT

120

V ALPHALIM

N_MM_226400_0_AFM0_01_00

AES

FIGURE 22-64-00-13000-A SHEET 1


FAC Data on the Speed Scale of the PFD (Sheet 2/2)

22-64-00 PB001

Page 10
May 01/12
Revision n: 40

AES

FIGURE 22-64-00-14400-A SHEET 1


Speed Computations - General Architecture
S/F

AOA SEL

Vc

Az1
Ax1
VZBI
M
Vc

PHI 1
AOAV
TETA

N1 L

Vsn

(GAMMA T
GAMMA A)Vc
M

PHI 1
AB
VZBI
Z

mFMS
S/F
M
Z
VS

INIT WEIGHT

FLOOR

ALPHA
ALPHA FLOOR

GAMMA TGAMMA A

GAMMA T

GAMMA A

VSN

Vc
N1 R

VS

S/F

AOAV

Az1

Xg

22-64-00 PB001

t (0)

Vc

VSN

m (t)

S/F

MLGO

AB
S/F
VMO
PS
M
Z
MLGS

Vc
m (t)

IH
S/F

Z
DELTA N1
Vc
m (t)

APPROACH SPEED TARGET

WEIGHT

MLGS

VScal

VC TREND

VMAN

V4

V3

VSW

VLS
VMAX
VMAX OP
VFEN. VScal

XGcal

XG

VSW V3. V4. VMAN. VCTREND

VLS. VMAX, VMAX OP, VFEN

XG FMS

S/F

XG cal

DELTA q

MLGS

INIT XG

Xg

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226400_0_AEP0_01_00

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

CHECK GW
VLS, GD, S, F
F(FMS WEIGHT)
MCDU
CHECK
GW

INIT WEIGHT/CG

SPEEDS

FM
FAC WEIGHT/CG
CONTROL LAWS
SPEED TARGET
OPER. LOGIC
FG

SPEED PROT

FM WEIGHT/CG
ELAC

INIT

AERODYNAMIC
WEIGHT/CG

CONTROL LAWS

FAC

VLS, GD, S, F

DMC

PFD

N_MM_226400_0_AEM0_01_00

AES

FIGURE 22-64-00-14700-A SHEET 1


Speed Computation - Use of FM Weight/CG

22-64-00 PB001

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

Vc

K3

K2
Vzbi

ax 1

(1 + az1)

K1

FILTER

FILTER

** On A/C ALL

N_MM_226400_0_AJM0_01_00

AES

FIGURE 22-64-00-15100-A SHEET 1


FAC - Computation of Aerodynamic Flight-Path Angle
(Gamma-a) and Potential Flight-Path Angle (Gamma-T)

22-64-00 PB001

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

C1
1 OK
C2
C3
1
2
3

VOTER

VOTED
FULL THRUST
274
LD
=
F(F/S)

1 OK

FLOOR
DETECTION

FAC OWN
SEL

TARGET THRUST
FLOOR
MODE LOGIC

BIT 29

WINDSHEAR
COMPENSATION

A/THR ENGD
LOGIC

CLEAR
CONFIGUATION

p1

F/S POSITION
ELAC DETECTION

A/THR ACT
LOGIC
ALTERNATE
LAW

FMGC
BUS
CHOICE
LOGIC

FMGC 1

FAC 1

EIU1

ENGINE 1
ECU1

SIDE
SELECTION
LOGIC

p2
EIU2

ENGINE 2
ECU2

FLOOR DETECTION
SAME AS FAC 1

SAME AS
FMGC 1

FMGC2
FAC 2

N_MM_226400_0_ALP0_01_00

AES

FIGURE 22-64-00-15500-A SHEET 1


Alpha Floor _ Computation and Interface

22-64-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FLOOR DETECTION

0
LIMIT
K2

REF

COMPARISON

B
B

FILTER

CONF

Vc

DEV

K1

LIMIT

FILTER

COMP
A

WASH

CLEAN
CONFIGURATION

0
FILTER

LIMIT

AIRBRAKES
OUT

** On A/C ALL

N_MM_226400_0_ANP0_01_00

AES

FIGURE 22-64-00-15600-A SHEET 1


FAC - Alpha Floor

22-64-00 PB001

Page 15
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

2
RUD

GBY

1
1 FIXED INDICATION : RTL STOP 30
2 RUDDER TRIM POSITION

N_MM_226400_0_AQM0_01_00

AES

FIGURE 22-64-00-15700-A SHEET 1


ECAM - Rudder Trim Position

22-64-00 PB001

Page 16
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

1 + 3s

COMP

WINDSHEAR
DETECTION

SEUIL

S/F POSITION

N_MM_226400_0_AAP0_01_00

AES

FIGURE 22-64-00-16700-A SHEET 1


Windshear Detection Principle

22-64-00 PB001

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

C1

1 OK
C2
C3
SAME AS FAC 1

1
2
3

VOTER

1 OK

VOTED

LD
=
F(F/S)

L146 BIT29
CONF LISSE

WINDSHEAR DETECTION

WINDSHEAR
COMPENSATION

F/S POSITION

ADL OK
IRS OK
R/A OK

WINDSHEAR AVAILABLE
L146 BIT28

CLEAN
CONFIGURATION

PFD 1

PFD 2

DMC 1

FAC 2

DMC 2

FWC 1

FWC 2

ECAM
DISPLAY
AURAL WARNING

AES

FIGURE 22-64-00-16900-A SHEET 1


Windshear Architecture

22-64-00 PB001

AURAL WARNING

Page 18
May 01/12
Revision n: 40

N_MM_226400_0_AGP0_01_00

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
1L

A FS
M A I N MENU
L AS T LEG REPORT

1R

2L

PRE V I OUS LEGS REPORT

2R

TROUBLE SHOOT I NG DATA

3R

3L
4L

GROUND SCAN / L RU

I DEN T

NEXT
PAGE
AFS /WI NDSHE AR TEST 5
ACT I ON ON 1 ST MCDU
PRESS T E S T L I N E KEY
CHECK ON PFD2
RED WI NDSHE AR MES SAGE
DUR I NG 1 5 SEC
AUD I O CHECK
WI NDSHE AR 3 T I MES
TEST

4R
1L

5L

AFS TEST

L AND TEST

5R
2L

6L

RE TURN /WI NDSHE AR TEST

6R
3L
4L

YES

5L

1L
2L
3L
4L
5L
6L

AFS /WI NDSHE AR TEST 1


ACT I ON
BOTH EN G I NES S TOPPED
ALL BRE AKERS ON
FAC1 ENG AGED
FAC2 OFF
ON THE SWI TCH I NG PNL 8VU
SELECT A I R DAT A CAPT 3
THEN A I R DAT A F /O 3 THEN
A I R DATA NORM
PRESS NEXT PAGE
END OF TEST

2R
3R

1L

4R

2L

5R

3L

6R

4L

NEXT
PAGE

2L
3L
4L
5L
6L

1L
2L
3L

YES

PRESS

NO

END OF TEST

AFS /WI NDSHE AR TEST 6


CHECK ON ECAM
WI NDSHE AR D E T FAUL T
ACT I ON
SELECT ST A TUS P AGE
ON ECAM
CHECK ON ECAM
WI NDSHE AR D E T

5L
6L

1R
1L

PRESS

NO

END OF TEST

PRESS

NO

END OF TEST

5R
6R

1R
2R
3R

5R

1R

2R
2L

2R

3R
3L

3R

WI NDSHE AR TEST OK

4R
4L

4R

5R
5L

5R

END OF TEST

6R

1L

AFS /WI NDSHE AR TEST


ACT I ON
FAC 1 ( 1 , 2 ) ENG AGED

1R

2L

2R

3L

3R

1R
2R
4L
3R
5L
4R

YES

4R

6R

AFS /WI NDSHE AR TEST 7


ACT I ON
FAC 1 ENG AGED

6L

4L

3R

4R

YES

6R

AFS /WI NDSHE AR TEST 3


CHECK ON ECAM
WI NDSHE AR D E T FAUL T
ACT I ON
SELECT ST ATUS P AGE
ON ECAM
CHECK ON ECAM
WI NDSHE AR D E T

2R

1R

6L

AFS /WI NDSHE AR TEST 2


ACT I ON ON 1 ST MCDU
PRESS T E S T L I N E KEY
CHECK ON PFD1
RED WI NDSHE AR MES SAGE
DU R I NG 1 5 SEC
AUD I O CHECK
WI NDSHE AR 3 T I MES
TEST

NO

END OF TEST

6L

5L

1L

PRESS

1R

6L
5R

4R

WI NDSHE AR TEST
NOT COMPLETE D
END OF TEST

5R
6R

6R

NOTE: FOR AFS/WINDSHEAR TEST 3 & 6 PAGES.

1L

AFS /WI NDSHE AR TEST 4


ACT I ON
FAC2 ENG AGED
FAC 1 OFF

2L

2R

3L

3R

4L
5L
6L

WHEN THE PREDICTIVE WINDSHEAR


FUNCTION IS ACTIVE, MAKE SURE THAT
THE REAC W/S DET MESSAGE (AND
NOT THE WINDSHEAR DET MESSAGE)
SHOWS ON THE EWD (IN THE INOP
SYS SECTION OF THE STATUS PAGE).

WHEN THE PREDICTIVE WINDSHEAR


FUNCTION IS ACTIVE, MAKE SURE THAT
THE REAC W/S DET FAULT MESSAGE
(AND NOT THE WINDSHEAR DET FAULT
MESSAGE) SHOWS ON THE EWD.

1R

4R

PRESS NEXT PAGE


END OF TEST

5R
6R

N_MM_226400_0_ACN0_01_00

AES

FIGURE 22-64-00-17100-A SHEET 1


MCDU - AFS/Windshear Test

22-64-00 PB001

Page 19
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

Z RA
100

MTRIG
4s

2000

FLOOR

S/F

COMPUTED
AOA

V GROUND

V ZBI

+
T

FILTERS
AND
GAINS

PITCH G/A MODE

FILTERED AOA

GROUND

2
S/F

B
LOW ENERGY AOA

+
GAINS
AND
LIMITS

+
DT

DV

COMP
A
B

CONF
0.5s

MTRIG
3s

LOW
ENERGY
WARNING

** On A/C ALL

N_MM_226400_0_AHP0_01_00

AES

FIGURE 22-64-00-17500-A SHEET 1


Low Energy Warning Principle

22-64-00 PB001

Page 20
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FAC 2

LOW ENERGY DETECTION


FAC 1

LOW ENERGY DETECTION

FWC 1

FWC 2

"SPEED"

** On A/C ALL

N_MM_226400_0_AKP0_01_00

AES

FIGURE 22-64-00-17600-A SHEET 1


Low Energy Warning Architecture

22-64-00 PB001

Page 21
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

ENGAGEMENT AND INTERNAL MONITORING - DESCRIPTION


AND OPERATION
** On A/C ALL
1.

General
Each Flight Augmentation Computer (FAC) includes two independent computation channels with digital processors.
The engagement and monitoring principles ensure:
. Safe operation through the failure detectors
. Maximum availability through the reconfigurations further to failures.
These principles are:
. Duplication of the monitoring circuits (engage and monitoring logic)
. Utilization of hard-wired logic for the sensible parts of the system (engage circuit, actuator control circuit, circuit
of global internal monitoring)
. Monitoring of the peripherals by the FAC:
. Failures detected by self-test through monitoring of the parameter status matrix. These failures are not latched.
. Failures not detected by self-test which deal with critical information through comparison of different sensors
(two-by-two comparison or passivation through voters) or validation of a data bus by a hard-wired discrete.
. Monitoring of the computer by self-monitoring of the computation channels (comparison) specific monitoring:
. Aircraft 28V power-supply application software (real-time monitor)
. Watchdog
. ARINC sequencers
. Oscillation detectors transmission monitoring.

AES

22-65-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

System Description
Each FAC comprises these devices for function monitoring:
. An engagement device per FLT CTL/FAC pushbutton switch common to the yaw damper, rudder trim and
rudder travel limiting functions.
. Global internal monitoring of the computer in software (real-time monitor) and hard-wired circuitry (FAC
HEALTHY, watchdog)
. Monitoring specific to the functions fulfilled:
. In the software
. In the hard-wired circuitry for the actuator controls, the changeover
signals and the warnings.
. Monitoring of reconfiguration of certain peripherals
. Monitoring of sensors.
Each monitoring circuit is duplicated (one logic in the command channel and another one in the monitoring channel).
Some signals are exchanged between the two channels in the hardware and software parts
(watchdog, power supply monitoring).
The logic circuits specific to the functions lead to the loss of the considered function without illumination of the
FAULT legend. The result of the failure is memorized in flight only (engine-running signal to allow or not allow the
reset).
The logic circuits common to all the functions lead to the total loss of the FAC with illumination of the FAULT
legend. The result of the failure is memorized in a material flip-flop.
The reset will be possible only upon manual action by the pilot on the FLT CTL/FAC pushbutton switch. This action
reactivates the watchdog and the microprocessor.
The whole computer can be disengaged through action on the pushbutton switches.

AES

22-65-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

Operation
A.

Connection with FLT CTL/FAC Pushbutton Switches


(Ref. Fig. 22-65-00-12300-A - FAC Engagement Principle)
Each FAC is associated with an engagement pushbutton switch located on the FLT CTL panel, on the overhead
panel.
This pushbutton switch serves for:
. The engagement or the disengagement of all the FAC functions:
. Engagement status : no indication on the pushbutton switch
. Disengagement status : the OFF legend is on
. The indication of FAC failures with the FAULT legend. This authorizes a pilot action (FAULT/OFF) to
reset the digital section of the FAC.
If the action is operative, the FAULT legend goes off and the system can be re-engaged.
Therefore, in normal operation the legends are off.
In abnormal operation, these indications are given:
. Computer not energized or not installed:
. FAULT legend on ; ECAM warning.
. FAC failures specific to one function:
. FAULT legend off ; ECAM warning.
. Common FAC failures which can be reset:
. FAULT legend on with possible reset by the pilot ECAM warning.
. Power-supply transient failures:
. FAULT legend on with possible reset by the pilot.
. FAC failures on the ground with engines shut down:
. FAULT legend with automatic reset at failure suppression.

B.

Global Internal Monitoring of the Computer


(Ref. Fig. 22-65-00-14000-A - Monitoring of the Computer)
The correct operation of the computer (acquisition, digital section, correct running of the program, transmission,
etc.) is checked from:
. A boolean signal INTERNAL MONITORING generated by the software. This signal takes into account all
the monitoring functions of the channel
. A FAC HEALTHY discrete signal used as a condition necessary for:
. The effective engagement of the FAC functions,
. The validation of the FAC data for the users.
(1) INTERNAL MONITORING signal
This signal is generated from the signals given below:
. Internal power-supply monitoring
. Monitoring of the correct execution of the safety test of the digital section.
. Monitoring of the ARINC transmission:
. Through wrap-around of the main bus on the monitoring channel by comparison of the received
discrete word 274 with the discrete word 274 generated in the monitoring channel
(Ref. Fig. 22-65-00-14100-A - Verification of FAC ARINC Transmissions)
. Monitoring of the ARINC acquisition through verification of the automaton which organizes the
management of the acquisition
. Verification of the digital section by taking into account:
. The comparator between voters of the yaw damper
. The comparator between speed computations.
As these comparators monitor the command and the monitoring algorithms, a dissymmetry between
these computations implies a failure in the digital section.

AES

22-65-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(2) FAC HEALTHY signal
This hard-wired signal is used to:
. Illuminate the FAULT legend of the FLT CTL/FAC pushbutton switches
. Validate the information of the main bus of the FAC:
. Through the acquisition of this discrete by the users. Through setting of the transmitted labels to
F/W
. Authorize the engagement of the functions (use of the FAC HEALTHY signal wrapped around to
generate the changeover signals).
This signal is dependent upon:
. The INTERNAL MONITORING signal
. The nosewheel signal to avoid latching of possible failures on the ground
. The watchdog signal which monitors the correct execution of the software operations
. The REAL TIME HLTY signal which is the real-time monitoring signal of the application software (Ref.
para. (3)a.)
. The EXPT signal which is an exception procedure signal (Ref. para. (3)b.)
The FAC HEALTHY signal is latched in flight only.
It is activated as follows:
(a) Activation to fault status
This is achieved by:
. The watchdog signal
. The exception signal
. The FAC HEALTHY signal generated by the opposite side (C or M)
. The LPF signal : this signal is activated by the power supply block upon long cutoff (t more than
or equal to 200 ms)
. The INTERNAL MONITORING signal either directly or through an oscillation detector to take
into account the oscillations of the software which cause switching from good to bad status
alternately.
(b) Activation to good status
This is achieved:
. At power rise of the computer if the watchdog, EXPT and INTERNAL MONITORING signals are
good
. Through unlatching by action on the engagement pushbutton switch in flight.
The latter action resets:
. The watchdog
. The microprocessor.
The action which is taken into account is the disengagement of the FAC. Therefore, when the FAULT
legend on the FLT CTL/FAC pushbutton switch comes on, the pilot will attempt to re-initiate the
computation by disengaging the system.
At re-engagement, the system will be at the ON status if the reset has been effective.
(3) Monitoring of the digital section
The real-time monitor ensures the correct operation of the program through the execution of tasks. A
watchdog hardware circuit monitors this real-time monitor.
The content of the program is checked during the tests at power rise (check sum, signature).
(a) Real-time monitor
This monitor ensures the real-time monitoring of the program execution. To do this, it initiates the
application through the activation of tasks. It checks each task for discrepancies (exceeded calculatingtime limit):
. By confirmation upon n consecutive discrepancies
. Through oscillation detectors within a determined time.
The monitoring of all the tasks is grouped on an AND logic which acts on the FAC HEALTHY
hardware logic (boolean BRLTIME) through a watchdog.

AES

22-65-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(b) Monitoring of the exceptions
An exception results from an instruction which cannot be performed normally for these reasons:
. Either it does not follow the rules of the memory protection (protected mode of the CPU 80286)
. Or it leads to an erratic result
. Or the instruction itself is garbled (for example : dividing by zero)
All the types of exceptions (fifteen approximately) are grouped in every task.
The boolean BEXPT gathers all the exception monitoring functions.
This boolean acts on the FAC HEALTHY logic at the level of:
. The watchdog for its activation
. The logic.
C.

Monitoring of Peripherals
(1) Monitoring of ADIRS data
(a) General
Some data from the ADIRS have a critical role in the architecture of the FAC.
Specific monitoring functions are integrated for these parameters:
. Yaw rate (yaw damper and engine failure recovery)
. Lateral acceleration (engine failure recovery)
. Corrected airspeed (rudder travel limiting)
. Angle-of-attack (calculation of characteristic speeds).
(b) Principle
The monitoring functions performed on the ADC and IRS labels must permit the elimination of the
affected source.
1

Failures detected from the processing of the status matrices:


These failures are not latched.

Failures not detected by self-test from:


. A 3 IRS-source vote for the yaw rate and the lateral acceleration
. A two-by-two comparison for the corrected airspeed
. A 3 ADC-source vote for the angle-of-attack.
These failures are latched.
The table given below
(Ref. Fig. 22-65-00-14800-A - Reconfiguration Table)
gives the consequences of the ADIRS failures on the FAC functions.
NOTE :

AES

In order to get a correct cross comparison of angle-of-attack in case of important side-slip,


angle-of-attack No.3 is corrected by side-slip compensation. The principle of recognition
and elimination of the source is:
. Corrected airspeed
(Ref. Fig. 22-65-00-14900-A - ADC Processing)
(Ref. Fig. 22-65-00-15000-A - Vc Monitoring Principle)
The three sources are compared two by two. When a source is involved in the tripping
of comparators (OWN source and source 3, OWN source and OPPOSITE source,
source 3 and OPPOSITE source), it is eliminated and the reconfiguration source can
be chosen (source 3). This result is sent to the monitoring channel to change the
computation source if required.

22-65-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

At the second failure : the gains which depend on Vc are frozen and the behaviour of
the system is contingent on the type of the second failure (detected or not)
(Ref. Fig. 22-65-00-15100-A - IRS Processing)
(Ref. Fig. 22-65-00-15200-A - Yaw Rate and Lateral Acceleration - Monitoring
Principle)
(Ref. Fig. 22-65-00-15300-A - Angle-of-Attack - Monitoring Principle)
Yaw rate, lateral acceleration and angle-of-attack
The three sources are voted in the command channel. The source which is far enough
from the retained mid value is eliminated and replaced by a null value at the voter
input.
The result of the source elimination is used in the command and monitoring channels.
In the event of a second failure, the vote principle is no longer used. Reconfigurations
are shown in reconfiguration Table
(Ref. Fig. 22-65-00-14800-A - Reconfiguration Table)

(2) Monitoring of landing gear (LGCIU) and flap/slat (SFCC) data


(Ref. Fig. 22-65-00-15400-A - SFCC and LGCIU - Principle of Acquisition)
The FACs utilize the landing gear and flap/slat data in their computations. These data are used by the
FMGC.
Each FAC only receives one SFCC or LGCIU source. The computer utilizes these data after validation and
then transmits them.
In the event of non-validation of these data, the opposite source is retained.
Its information is transmitted through the bus of the opposite FAC.
If no source is available, fixed values are retained and transmitted.
(a) Data validation
Connection between the FAC and the sources is accomplished through:
. An ARINC 429 bus
. A hard-wired discrete.
The correct transmission of the bus is validated through a comparison of the same information
between a specific ARINC boolean and the value of the hard-wired discrete.
These values are used:
. For the SFCC: slats extended
. For the LGCIU: nosewheel compressed.
Particular validations are also used:
. Bit-by-bit check of the lever data for the SFCC
. Check of the surface jamming for the SFCC
. Check of consistency between the landing gears for the LGCIU.
(b) Fixed values
In case of total lack of data, these values are retained:
. position Full in landing gear extended configuration (dual SFCC failure)
. position 0/0 in landing gear retracted configuration (dual SFCC failure)
. position in landing gear retracted configuration (dual LGCIU failure).
(3) Specific monitoring of FMGCs and ELACs
The FMGCs and the ELACs generate the deflection orders which will be accomplished by the FAC.
Particular monitoring functions are integrated to ensure that the slaving is active.
(a) FMGC:
. Check for correct reception of the AP-engaged signals
. Transmission to the FMGC of a signal which indicates that the FAC no longer executes automatic
orders (AUTO MODE signal by boolean).
This signal disconnects the AP.

AES

22-65-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(b) ELAC:
. Transmission to the ELAC of a hard-wired discrete signal (YAW IN NORMAL LAW) which
indicates the correct execution of the order.
This order serves to switch the ELAC to the roll direct law as necessary.
. Change to the alternate law controlled only by the ELAC to ensure synchronism of operation with
the SEC (Spoiler Elevator Computer).
D. Monitoring of Internal Power Supplies
(Ref. Fig. 22-65-00-15700-A - Monitoring of Internal Power Supplies)
Each processor has an independent power supply which delivers the +5V, -15V and +15V and the emergency
voltages for the safeguards.
Each processor monitors the normal voltages in a cross pattern. This ensures detection of 5 or 15V powervariation greater than 5 % for more than 0.5 second.
To this end, the algebraic sum of the power supplies is acquired and compared to an expected value stored in
memory.
Beyond the defined threshold the internal monitoring is activated.
E.

Monitoring of Sensors
(Ref. Fig. 22-65-00-16100-A - Sensors - Principle)
The analog inputs serve for the acquisition of 400 Hz signals of LVDT and RVDT sensors (these sensors give
the position feedback of the yaw damper, rudder trim and RTL actuators).
Each sensor delivers two analog voltages V1 and V2.
The principle of the sensor is such that the ratio
VX
V1 - V2
-- = ------VR
V1 + V2
is proportional to the position X of the actuator.
The voltage VR is proportional to the supply voltage of the 26V sensor.
The ratio VX/VR is always strictly inferior to value 1 in normal operation. Each channel integrates a software
monitoring which compares VX/VR to a theoretical value function of the type of sensor (LVDT or RVDT). This
monitoring function therefore detects the cutoff of wiring inside and outside the sensor. It serves to eliminate the
channel related to this sensor.
(Ref. Fig. 22-65-00-16500-A - 26V/400 Hz Monitoring)
A 26V compensation is introduced by a comparison in the software between value VR (V1 + V2) and the
theoretical VR value obtained for a nominal 26V/400 Hz.
For a difference lower than 25 %, a compensation value is added.
For a difference greater than 25 %, a logic of behaviour under short cutoffs is used (Ref. 22-67-00-00).
This logic ensures:
. For short cutoffs (less than 200 ms) : the inhibition of the system without disconnection
. For long cutoffs : the disconnection of the system.
A specific software has been implemented in order to detect any jamming of rudder position transducer unit.

F.

Safety Tests
(1) General
These tests permit to check the correct operation of the digital section and safety devices.
These tests are activated on the ground (nosewheel shock absorber compressed and both engines shut
down) after power cut-off greater than 4 seconds. Hardware inhibitions are provided (nosewheel signals to
avoid any untimely activation in flight).
These tests are automatic and last for 1 mn approximately. They are initiated in sequence in the command
and monitoring channels.
All the sequences must be present to validate the final result and enable the engagement of the system and
functions.
The test results are stored in non-volatile EEPROM and used in:
. The global logic of the FAC (common part test)

AES

22-65-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
.

The logic specific to the function (yaw, rudder trim, rudder travel).

(2) General organisation


These tests check:
. The digital section
. The synchronization between command and monitoring channels
. the safety hardware devices (hard-wired logic, watchdog, etc.)
(3) Components tested
These tests deal with:
. The memory module (recognition of the memory modules and acknowledgement of their consistency
with the computer and the expected software version)
. The CPU RAM (bit-by-bit test of data and addresses)
. The ARINC RAM (same as above)
. The ARINC EEPROM (test of ARINC label conformity)
. The watchdog (tripping)
. Power monitoring (activation)
. The FAC HEALTHY signals (FAC internal monitoring)
. The engage hard-wired logics of the yaw, rudder trim and RTL systems
. The return-to-low speed logic of the rudder travel limitation unit
. The memory module (OBRM): soft identification, checksum
. The pin programming with parity check (odd parity).

AES

22-65-00 PB001

Page 8
May 01/12
Revision n: 40

AES
5V/400Hz

FIGURE 22-65-00-12300-A SHEET 1


FAC Engagement Principle
LIGHT TEST (LCU)

OFF/R

FAULT

FAC GND

+28VDC

ON

FLT CTL/FAC
ENGAGEMENT
PUSHBUTTON SWITCH

A/C RELAY

A/C GND

MON

CMD

FAC

INTERNAL
MONITORING MON

ENGAGEMENT REQUEST

INTERNAL
MONITORING CMD

ENGAGEMENT REQUEST

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226500_0_AAM0_01_00

22-65-00 PB001

Page 9
May 01/12
Revision n: 40

AES

FIGURE 22-65-00-14000-A SHEET 1


Monitoring of the Computer
DELAY

COMP YAW
C/M
FAC

DELAY
YDC1

COMP SPEED HLTY


(MON SIDE ONLY)

ARINC HLTY

ARINC F.B.HLTY

REAL TIME HLTY


EXPT

0.5 s
ARINC BOARD
MON

COMP VS
FPA, DVFPA
C/M

+5V
+15V

DELAY

DELAY

DELAY

SSM DATA
FAC COM

LABEL 274
C/M

DELAY

SSM DATA
FAC COM

RESET

HARD

EXPT

WATCH DOG

WD

DETECTION
OSCILLATION

DELAY

NGEAR P

WD ACTIV

INTERNAL
MON

SOFT

FAC HLTY MON

LPF
(200ms)

LOCK

S Q

+ 5VS

MON

CMD

FAC HLTY
(FAC ENGD)

FACP/BSW OFF/ON

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226500_0_ACM0_01_00

22-65-00 PB001

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

TEST

TRANSMISSION

LOGIC

LABEL 274
RECEIVER

CMD
MON

ARINC

M COMPUTATION

LABEL 274

INTERNAL BUS

TEST
RECEPTION

C COMPUTATION

LABEL 274

LABEL 274

ARINC

TRANSMITTER

LOGIC

FAC

MAIN BUS

** On A/C ALL

N_MM_226500_0_AEM0_01_00

AES

FIGURE 22-65-00-14100-A SHEET 1


Verification of FAC ARINC Transmissions

22-65-00 PB001

Page 11
May 01/12
Revision n: 40

AES

FIGURE 22-65-00-14800-A SHEET 1


Reconfiguration Table
SAME AS CASE 6

SAME AS CASE 6

2nd UNDETECTED TOTAL LOSS


ADC FAILURE
(8)

MANUAL TRIM
AVAILABLE WITH
FIXED LIMITS

NO EFFECT

ALTERNATE LAW
AVAILABLE
WITHOUT CHANGE
OVER BUT WITH
FIXED VALUES
TOTAL LOSS

SAME AS CASE 5

2nd UNDETECTED TOTAL LOSS


ADC FAILURE
(7)

(6)

2nd DETECTED
ADC FAILURE

(5)

22-65-00 PB001

TOTAL LOSS

NO EFFECT

LOSS OF RTL
WHICH USES THE
TWO SOURCES

NO EFFECT

NO EFFECT

LOSS OF CONCERNED LOSS OF YAW


WHICH USES THE
YAW
TWO SOURCES

2nd DETECTED
IRS FAILURE

(4)

RECONFIGURATION
BY SWITCHING ON
THE OTHER SOURCE
FUNCTION OF THE
SPEED COMPARISON
USED IN C AND M

RECONFIGURATION
BY SWITCHING OF
GAINS FUNCTION
OF THE SPEED
COMPARISON USED
IN C AND M

RECONFIGURATION
BY SWITCHING OF
THE SPEED
COMPARISON ON
SIDE C AND USED
IN C AND M

1st UNDETECTED
ADC FAILURE

(3)
RECONFIGURATION
BY SWITCHING OF
GAINS FUNCTION
OF THE SPEED
COMPARISON USED
IN C AND M

SAME AS CASE 1

SAME AS CASE 1

RECONFIGURATION
BY SWITCHING
FUNCTION OF
VOTE ON SIDE C

RECONFIGURATION
BY VOTE ON SIDE C
AND BY SWITCHING
DEPENDING OF VOTE
SIDE C ON SIDE M

1st UNDETECTED
IRS FAILURE

(2)

RECONFIGURATION
BY SWITCHING ON
THE OTHER
SOURCE

RECONFIGURATION
BY SWITCHING OF
GAINS ON THE
OTHER SOURCE

WITHOUT EFFECT

RUDDER TRAVEL

RECONFIGURATION
BY SWITCHING OF
GAINS ON THE
OTHER SOURCE

RUDDER TRIM

1st DETECTED ADC SAME AS CASE 1


FAILURE

ALTERNATE LAW
RECONFIGURATION WITHOUT EFFECT
BY SWITCHING ON
THE OTHER SOURCE

YAW AUTO

1st DETECTED IRS RECONFIGURATION


FAILURE
BY VOTE ON SIDE C
AND BY SWITCHING
ON SIDE M
(1)

FAILURE

RECONFIGURATION TABLE

COMMENTS

TOTAL LOSS

TOTAL LOSS

LOSS OF THE SPEED OVERALL RECONFI


SCALE WHICH USES GURATION BY
THE TWO SOURCES CHANGE OVER
FOR RTL AND
SPEED

LOSS OF THE SPEED OVERALL RECONFI


SCALE WHICH USES GURATION BY
THE TWO SOURCES CHANGE OVER
FOR YAW AND
SPEED

RECONFIGURATION
BY SWITCHING ON
THE OTHER SOURCE
FUNCTION OF THE
SPEED COMPARISON
AND ALPHA VOTE

RECONFIGURATION
BY SWITCHING ON
THE OTHER SOURCE
FUNCTION OF THE
VOTE USED IN C
AND M

SAME AS CASE 1

RECONFIGURATION
BY SWITCHING ON
THE OTHER SOURCE

SPEED SCALE

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226500_0_AFP0_01_00

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

V MIN
WEIGHT
Vc

RTL
ADC 3 SEL M

Vc

RUD T
Vc

YAW

V MIN
WEIGHT
Vc

Vc

RUD
TRIM
Vc

ADC 3

ADC OWN

ADC OPP

OWN
3

ADC 3 SEL C

RUD. T
TRAVEL
Vc
ALPHA VOTE

COMP
Vc
2 BY 2

Vc

YAW

** On A/C ALL

N_MM_226500_0_AGM0_01_00

AES

FIGURE 22-65-00-14900-A SHEET 1


ADC Processing

22-65-00 PB001

Page 13
May 01/12
Revision n: 40

AES

ADC
OPP

ADC
3

ADC
OWN

FIGURE 22-65-00-15000-A SHEET 1


Vc Monitoring Principle
Vc 3

Vc OWN

COMP
Vc
OWNOPP

COMP
Vc
OPP3

COMP
Vc
OWN3

PILOT SELECTION OR Vc OWN FAILURE

ELIMINATION
OF FAULTY
Vc SOURCE

SPEED
COMPUTATION

RTL
COMPUTATION

COMPUTATION OF
GAINS YAW, RT

Vc OPP FAILURE

Vc 3 FAILURE

Vc OWN FAILURE

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226500_0_AJM0_01_00

22-65-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

YAW

ALT
ELAC
IRS 3

OWN
IRS OWN

IRS 3
SEL M

V MIN

YAW ALT

YAW
NORMAL

V MIN
a, T
FLOOR

OWN

IRS 3 SELC
IRS OPP

VOTE

r1
ay

YAW
NORMAL

YAW ALT

Vc

Vc

ELAC

ALT

AUTO MODE M

AUTO MODE C

YAW

Vc

Vc

** On A/C ALL

N_MM_226500_0_ALM0_01_00

AES

FIGURE 22-65-00-15100-A SHEET 1


IRS Processing

22-65-00 PB001

Page 15
May 01/12
Revision n: 40

AES

IRS 3 (r1, ay)

IRS OPP (r1, ay)

IRS OWN (r1, ay)

r1, ay

VOTE

FIGURE 22-65-00-15200-A SHEET 1


Yaw Rate and Lateral Acceleration - Monitoring Principle
FAILURE LOGIC

C3

C OPP

C OWN

ENGINE FAILURE
YAW DAMPER
COMPUTATION

ELIMINATION OF
FAULTY IRS
SOURCE

ENGINE FAILURE
YAW DAMPER
COMPUTATION

IRS OWN FAILURE


IRS 3 FAILURE
IRS OPP FAILURE

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226500_0_ANM0_01_00

22-65-00 PB001

Page 16
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

C OPP

C3

FAILURE LOGIC

COMPUTATION OF
Vc, ALPHA
FLOOR

ALPHA OPP FAILURE

ALPHA 3 FAILURE
VOTE

ELIMINATION OF
FAULTY
ALPHA SOURCE
ALPHA OWN
ALPHA 3
ALPHA OPP

C OWN

WEIGHT
COMPUTATION

ALPHA OWN FAILURE

** On A/C ALL

N_MM_226500_0_AQM0_01_00

AES

FIGURE 22-65-00-15300-A SHEET 1


Angle-of-Attack - Monitoring Principle

22-65-00 PB001

Page 17
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FAC 2

MON

FMGC2
CMD

MAIN BUS

ACQUISITION
SFCC 2
OR
LGCIU 2

INTERNAL BUS

ON SOURCE OWN
FAILURE

ACQUISITION

COMPUTATION

EMISSION

FAC 1

MON

SFCC 1
OR
LGCIU 1

INTERNAL BUS

ON SOURCE OWN
FAILURE

COMPUTATION

EMISSION

CMD

FMGC 1

MAIN BUS

** On A/C ALL

N_MM_226500_0_ASM0_01_00

AES

FIGURE 22-65-00-15400-A SHEET 1


SFCC and LGCIU - Principle of Acquisition

22-65-00 PB001

Page 18
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

INTERNAL MON
A/D
DC/DC
PWR

+5V

15V

+15V

+5V

15V

MON

CMD

DC/DC
PWR

+15V

A/D

HARD SOFT

INTERNAL MON

PWR SPLY MONITORING CMD

PWR SPLY MONITORING MON

** On A/C ALL

N_MM_226500_0_AUM0_01_00

AES

FIGURE 22-65-00-15700-A SHEET 1


Monitoring of Internal Power Supplies

22-65-00 PB001

Page 19
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

VOLTAGES V1, V2
RECEIVED BY THE FAC
k : TRANSFORMATION
RATIO

VR=k 26V

V1

Vx

ACTR
POSITION
0

Xo

+Xo
V2

USEFUL TRAVEL

N_MM_226500_0_AWM0_01_00

AES

FIGURE 22-65-00-16100-A SHEET 1


Sensors - Principle

22-65-00 PB001

Page 20
May 01/12
Revision n: 40

AES

FIGURE 22-65-00-16500-A SHEET 1


26V/400 Hz Monitoring
LD

LD

VR
VRTH
Vx
VR

VR/VRTH OTHER CHANNEL

VR/VRTH OTHER CHANNEL

HLTY SENSORS

26VAC HLTY

ENGAGE
LOGIC

INHIBITION

SOFT

V1 V2 = Vx

FORMATTING

SLAVING INHIBITION

V1 + V2 = VR

HARD

V1,V2
ACQ

ORDER

SENSOR

ACTUATOR

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226500_0_AYM0_01_00

22-65-00 PB001

Page 21
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FLIGHT AUGMENTATION COMPUTER (FAC) - DESCRIPTION


AND OPERATION
** On A/C ALL
1.

General
The Flight Augmentation Computer (FAC) is a 8MCU size case. Its dimensions conform to ARINC Characteristic
600.
The FAC is of modular design.
The computer design is based on digital and analog technologies.

AES

22-66-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

Component Location
(Ref. Fig. 22-66-00-12400-A - FAC - Component Location)

FIN
1CC1
1CC2

AES

FUNCTIONAL DESIGNATION
FAC-1
FAC-2

PANEL
83VU
84VU

ZONE ACCESS ATA REF.


DOOR
127
22-66-34
128
22-66-34

22-66-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

System Description
(Ref. Fig. 22-66-00-12500-A - General Architecture)
A.

Description
The computer is divided into three parts:
. Two virtually identical channels, the COMMAND channel and the MONITOR channel
. One independent channel which performs the FIDS functions.
The command channel receives analog data, ARINC sensor data and discrete signals in order to compute the
control laws. It then generates the flight commands used to drive the corresponding servo actuators.
The interfaces between the computer and the actuators, as well as the position feedbacks, are of the analog
type.
Similarly, the monitor channel receives the sensor data required to compute the control laws.
Its role is:
. To consolidate the computations of the command channels
. To monitor the servo loops to be able to change over to the opposite FAC.
Each channel includes a digital part and an analog part:
. The digital part is based on a 16-bit microprocessor and performs input/output system and control law
computation.
. The analog part performs sensor acquisition ; only the command channel assumes power amplification for
the three servo loops : yaw damper, rudder trim and rudder travel limiting.
The FAC performs five types of functions:
. Input management and monitoring
. Control law computation and synchronization
. Control rudder-surface servo-loop
. Engage logic
. Output management.
In addition, each channel has its own power supply.
(1) Input management and monitoring
This part, which is doubled, is responsible for the acquisition of the input parameters.
These take various forms:
. Analog AC signals from various control rudder-position sensors (inductive pick-off type)
. ARINC signals from various systems (ADIRS, LGCIU, ELAC, FMGC, SFCC) and from the opposite
FAC
. Discrete signals, from engagement pushbutton switches and landing gear data
. Analog DC signals.
These inputs are monitored and some of them are consolidated before being used by the control laws.
(2) Control law computation
The actuator position commands are computed by the CPU on the basis of the above ARINC and analog
data and the embedded control laws.
A real-time monitor supervises the sequencing of the various tasks and the activation of a watchdog to
protect the processing unit itself against incorrect program running.
(3) Control rudder-surface servo-loops
This function provides current signals for actuator control.
These signals are generated from the computed software orders and the feedback position of the sensors
(LVDT and RVDT) for the three analog power loops (yaw damper, rudder trim and rudder travel limiting).
(4) Engage logic
The function consolidates the statuses of the various monitors and makes possible to pressurize the servos if
all the required conditions have been met.
In the event of a fault, this engage logic can cut off the control signals to the servos.

AES

22-66-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(5) Output management
This part, which is doubled, is responsible for the generation of the output parameters.
These are of various types:
. To the monitoring channel to implement the various cross-monitors,
. To the other aircraft systems (FAC opp, FMGC own, FMGC opp, DMC 1, 2, 3, trim indicator).
. Analog outputs
A current amplifier provides the interface between the digital servo error and each servo after D/A
conversion.
. Discrete outputs
These make it possible to indicate the status of the computer and to command the engage relays.
(6) Power supplies
Each channel has its own power supply which, from the 28VDC aircraft network, provides the voltages used
by the channel : +5V, +15V, -15V.
Each power supply is monitored by the other channel.
B.

AES

Software Organization
The software is organized in:
. Application program contained in the memory modules
. Executive program which enables the control of the CPU, ARINC inputs/outputs and safety tests etc.
This program is resident in the computer.
Dissymetric programming is incorporated between the command and monitoring channels through:
. Different languages (PASCAL and PL/M)
. Different algorithms.
A specific methodology applied from the design phase to the programming phase ensures a safety level
compatible with the FAC functions.
Specific monitoring functions are introduced:
. In the hardware (watchdog)
. in the software (real-time monitor)
to ensure the correct execution of the software.
The software is organized in fast or slow tasks and in background tasks which can be delayed.
We therefore have:
. A fast cycle (yaw computation)
. A slow cycle (computation of other functions except weight)
. A very slow cycle (weight computation).

22-66-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

A
80VU

81VU

82VU

FAC
2

FAC
1

84VU

83VU

86VU

85VU

88VU

87VU

N_MM_226600_0_AAM0_01_00

AES

FIGURE 22-66-00-12400-A SHEET 1


FAC - Component Location

22-66-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

LVDT

ANALOG
INPUTS

FEEDBACK
POSITION
DEMOD

YAW DAMPER SERVO MOTOR


YAW SV
ORDER

ADC

HS
ARINC
SIGNALS

LS

YAW ANALOG LOOP

DATA BUS
ARINC
DEMOD

ARINC
RECEPTION
CONTROL

TRIM SERVO MOTOR


VB
RESET

CPU
REAL TIME CLOCK
RAW (16KB)
VB
EPROM (8KB)
ACTIV POWER FAIL CONTROL

RVDT

TRIM ANALOG LOOP

RTL
ORDER

RTL ANALOG LOOP

RVDT

RVDT

RTL SERVO MOTOR

DISCRETE
OUTPUTS

POWER
SUPPLY

AC +28V

RVDT

RUD TR
ORDER

DAC

DISCRETES
INPUTS

WATCH DOG
LOGIC

FU

ADDRESS BUS
MEMORY REPROM
128KB

DISCRETE
SIGNALS

SERVO
VALVE

DISCRETE SIGNALS

ENGAGE
LOGIC

FAC OWN COM

+5V+/15V

ARINC
EMISSION
CONTROL

PS
MONITORING

ARINC
MOD
FLT TEST COM

COMMAND
MONITOR

YAW TRIM
RTL ENGD
CONTROL

LS
ARINC
SIGNALS

DISCRETE SIGNALS
FAC OWN MON

SAME AS COMMAND SIDE


EXCEPT FOR DAC AND
YAW, TRIM AND RTL ANALOG LOOPS

HS

FLT TEST MON

DISCRETE
SIGNALS
COMMAND
ARINC
SIGNALS

DISCRETE
SIGNALS

LS

HS

DATA BUS
ARINC
DEMOD

ARINC
RECEPTION
CONTROL

DISCRETE
INPUTS

FIDS

ADDRESS BUS

MEMORY
REPROM
128KB

CPU
REAL TIME CLOCK
RAM (16KB)
EPROM (8KB)
POWER FAIL CONTROL

LS
ARINC
EMISSION
CONTROL

ARINC
MOD

FIDS TO CFDIU
LS
TEST

N_MM_226600_0_AUM0_01_00

AES

FIGURE 22-66-00-12500-A SHEET 1


General Architecture

22-66-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FLIGHT AUGMENTATION COMPUTER (FAC) DEACTIVATION/REACTIVATION


** On A/C ALL
Task 22-66-00-040-001-A
Deactivation of the FAC 2
FIN 1CC2
1.

Reason for the Job


NOTE :

2.

This deactivation task is not related to an AFM-CDL/MMEL item.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
B.

QTY
1
WARNING NOTICE(S)

DESIGNATION

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

C.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

3.

Job Set-up
Subtask 22-66-00-861-050-A
A.

Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002A-01) or (Ref. TASK 24-41-00-861-002-A-02).

Subtask 22-66-00-865-050-A
B.

Make sure that this(these) circuit breaker(s) is(are) closed:


PANEL

121VU

AES

DESIGNATION
AUTO FLT/FAC2/28VDC

FIN
5CC2

LOCATION
M19

22-66-00 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
4.

Procedure
Subtask 22-66-00-040-050-A
A.

5.

Deactivation of the FAC 2


(1)

On the overhead panel 24VU, release the FLT CTL/FAC 2 pushbutton switch (the OFF legend goes
on).

(2)

Open and safety tag the circuit breaker 5CC2 (ignore the related warnings).

Close-up
Subtask 22-66-00-942-050-A
A.

Safety Precautions
(1)

Put a WARNING NOTICE(S) on the FLT CTL/FAC2 pushbutton switch, to tell the crew that the FAC
2 is deactivated.
(a)

Make an entry in the log-book.

Subtask 22-66-00-862-050-A
B.

AES

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-66-00 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-66-00-440-001-A
Reactivation of the FAC 2
FIN 1CC2
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Work Zones and Access Panels


ZONE/ACCESS

210

ZONE DESCRIPTION
CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B.

Referenced Information

REFERENCE
24-41-00-861-002-A

DESIGNATION
Energize the Aircraft Electrical Circuits from the External Power

24-41-00-861-002-A-01

Energize the Aircraft Electrical Circuits from the APU

24-41-00-861-002-A-02

Energize the Aircraft Electrical Circuits from Engine 1(2)

24-41-00-862-002-A

De-energize the Aircraft Electrical Circuits Supplied from the External Power

24-41-00-862-002-A-01

De-energize the Aircraft Electrical Circuits Supplied from the APU

24-41-00-862-002-A-02

De-energize the Aircraft Electrical Circuits Supplied from the Engine 1(2)

3.

Job Set-up
Subtask 22-66-00-861-051-A
A.

Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002-A) or (Ref. TASK 24-41-00-861-002A-01) or (Ref. TASK 24-41-00-861-002-A-02).

Subtask 22-66-00-865-051-A
B.

Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:
PANEL

121VU

DESIGNATION
AUTO FLT/FAC2/28VDC

FIN
5CC2

LOCATION
M19

Subtask 22-66-00-860-053-A
C.
4.

Remove the warning notice(s).

Procedure
Subtask 22-66-00-440-050-A
A.

AES

Reactivation of the FAC 2


(1)

Push the circuit breaker 5CC2.

(2)

On the overhead panel 24VU, push the FLT CTL/FAC 2 pushbutton switch (the OFF legend goes off).

(3)

Do the trouble-shooting of the FAC 2. Make the necessary corrections.

22-66-00 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
5.

Close-up
Subtask 22-66-00-862-051-A
A.

AES

De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862-002-A) or (Ref. TASK 24-41-00-862-002A-01) or (Ref. TASK 24-41-00-862-002-A-02).

22-66-00 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

COMPUTER - FLIGHT AUGMENTATION (FAC) REMOVAL/INSTALLATION


** On A/C ALL
Task 22-66-34-000-002-A
Removal of the FAC
FIN 1CC1, 1CC2
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific

QTY
DESIGNATION
1
ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE

No specific

AR

CAP - BLANKING

No specific

AR

SAFETY CLIP - CIRCUIT BREAKER

B.

Work Zones and Access Panels


ZONE/ACCESS

127
128
824

ZONE DESCRIPTION
REAR AVIONIC COMPARTMENT
REAR AVIONIC COMPARTMENT

C.

Referenced Information

REFERENCE
31-32-00-860-001-A

DESIGNATION
Procedure to Get Access to the SYSTEM REPORT/TEST Menu Page

(Ref. Fig. 22-66-34-991-00200-A - Flight Augmentation computer (FAC))


3.

Job Set-up
Subtask 22-66-34-810-050-A
A.

AES

Trouble Shooting Data


You can print the Trouble Shooting Data (TSD) as follows:
. get access to the SYSTEM REPORT/TEST menu page (Ref. TASK 31-32-00-860-001-A),
. on this page, push the line key adjacent to the AFS indication,
. on the AFS MAIN MENU page, push the line key adjacent to the TROUBLE SHOOTING DATA
indication to get the AFS/TROUBLE SHOOTING page,
. on this page, push the line key adjacent to the BITE SELECTION (FAC1 and FAC2, COM and MON
indications to get the AFS/TROUBLE SHOOTING page(s),
. print the AFS/TROUBLE SHOOTING page(s).

22-66-34 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
Subtask 22-66-34-865-051-A
B.

Open, safety and tag this(these) circuit breaker(s):

PANEL
FOR FIN 1CC1
49VU

DESIGNATION

49VU
FOR FIN 1CC2
121VU
121VU

FIN

LOCATION

AUTO FLT/FAC1/28VDC

5CC1

B04

AUTO FLT/FAC1/26VAC

14CC1

B03

AUTO FLT/FAC2/28VDC

5CC2

M19

AUTO FLT/FAC2/26VAC

14CC2

M18

Subtask 22-66-34-010-051-A
C.

4.

Get Access
(1)

Put the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE in position at zone 128.

(2)

Open the access door 824.

Procedure
(Ref. Fig. 22-66-34-991-00200-A - Flight Augmentation computer (FAC))
Subtask 22-66-34-020-051-A
A.

Removal of the FAC


NOTE :

AES

The procedure is the same for the FACS 1CC1 and 1CC2.

(1)

Loosen the nuts (3) on the front of the rack (2).

(2)

Lower the nuts (3) to release the studs (4).

(3)

Pull the FAC (5) on its rack (2) to disconnect the electrical connectors (1).

(4)

Remove the FAC (5) from its rack (2).

(5)

Put CAP - BLANKING on the electrical connectors (1).

22-66-34 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

ACCESS
DOOR 824

A
80VU

1CC1

1CC2
FR24A
FR20

84VU

83VU

B
1

5
1

4
2
3
N_MM_226634_4_AAM0_01_00

AES

FIGURE 22-66-34-991-00200-A SHEET 1


Flight Augmentation computer (FAC)

22-66-34 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
Task 22-66-34-400-002-A
Installation of the FAC
FIN 1CC1, 1CC2
1.

Reason for the Job


Self explanatory

2.

Job Set-up Information


A.

Fixtures, Tools, Test and Support Equipment

REFERENCE
No specific
B.

QTY
DESIGNATION
1
ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE

Work Zones and Access Panels


ZONE/ACCESS

127
128
824

ZONE DESCRIPTION
REAR AVIONIC COMPARTMENT
REAR AVIONIC COMPARTMENT

C.

Referenced Information

REFERENCE
22-62-00-710-001-A
22-96-00-710-001-A

DESIGNATION
Operational Test of the Rudder Trim Function
Operational Test of the AFS

22-97-00-710-001-A

Operational Test of the LAND CAT III Capability

52-41-00-410-002-A

Close the Avionics Compartment Doors after Access

(Ref. Fig. 22-66-34-991-00200-A - Flight Augmentation computer (FAC))


3.

Job Set-up
Subtask 22-66-34-860-050-A
A.

Aircraft Maintenance Configuration


(1)

Make sure that the ACCESS PLATFORM 2M (6 FT) - ADJUSTABLE is in position at the access door
824 in zone 128.

(2)

Make sure that the access door 824 is open.

Subtask 22-66-34-865-054-A
B.

Make sure that this(these) circuit breaker(s) is(are) open, safetied and tagged:

PANEL
FOR FIN 1CC1
49VU
49VU
FOR FIN 1CC2
121VU
121VU

AES

DESIGNATION

FIN

LOCATION

AUTO FLT/FAC1/28VDC

5CC1

B04

AUTO FLT/FAC1/26VAC

14CC1

B03

AUTO FLT/FAC2/28VDC

5CC2

M19

AUTO FLT/FAC2/26VAC

14CC2

M18

22-66-34 PB401

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
4.

Procedure
(Ref. Fig. 22-66-34-991-00200-A - Flight Augmentation computer (FAC))
Subtask 22-66-34-420-052-A
A.

Installation of the FAC


NOTE :

The procedure is the same for the FACS 1CC1 and 1CC2.

(1)

Clean the component interface and/or the adjacent area.

(2)

Do an inspection of the component interface and/or the adjacent area.

(3)

Remove blanking caps from the electrical connectors (1).

(4)

Make sure that the electrical connectors are in the correct condition (1).

(5)

Install the FAC (5) on its rack (2).

(6)

Push the FAC (5) on its rack (2) to connect the electrical connectors (1).

CAUTION :

(7)

MAKE SURE THAT THE OBRM(S) IS (ARE) CORRECTLY INSTALLED. IF IT (THEY) IS(ARE)
NOT INSTALLED CORRECTLY, PUSH THE OBRM(S) UNTIL THE LOCKING DEVICES ARE
LOCKED.

Engage the nuts (3) on the studs (4) and tighten.

Subtask 22-66-34-865-055-A
B.

Remove the safety clip(s) and the tag(s) and close this(these) circuit breaker(s):

PANEL
FOR FIN 1CC1
49VU

DESIGNATION

49VU
FOR FIN 1CC2
121VU
121VU

FIN

LOCATION

AUTO FLT/FAC1/28VDC

5CC1

B04

AUTO FLT/FAC1/26VAC

14CC1

B03

AUTO FLT/FAC2/28VDC

5CC2

M19

AUTO FLT/FAC2/26VAC

14CC2

M18

Subtask 22-66-34-710-052-A
C.

5.

Do the Operational Test of the AFS (Ref. TASK 22-96-00-710-001-A).


NOTE :

If the aircraft is operated in CAT 3 conditions, you must also do the test below: Land CAT 3
Capability Test (Ref. TASK 22-97-00-710-001-A).

NOTE :

If you remove the FAC after this CFDS indication: AFS: YD ACTR 3CC1(2), you must do the test
with the hydraulic pressure available (Green for the FAC1, Yellow for the FAC2).

NOTE :

As an alternative procedure, you can do this operational test without the CFDS (Ref. TASK
22-62-00-710-001-A).

Close-up
Subtask 22-66-34-410-052-A
A.

Close Access
(1)

AES

Make sure that the work area is clean and clear of tool(s) and other items.

22-66-34 PB401

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

AES

(2)

Close the access door 824, (Ref. TASK 52-41-00-410-002-A).

(3)

Remove the access platform(s).

22-66-34 PB401

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FAC: ELECTRICAL AND HYDRAULIC POWER SUPPLY DESCRIPTION AND OPERATION


** On A/C ALL
1.

Electrical Power Supply


A.

28VDC Power Supply


(Ref. Fig. 22-67-00-11400-A - 28VDC Power Supply - Block Diagram)
The FAC1 is supplied with 28VDC:
. From the 28VDC ESS BUS 4PP through the 28VDC ESS BUS 801PP via 10A circuit breaker 5CC1.
The FAC2 is supplied with 28VDC:
. From the 28VDC BUS 2 2PP through the 28VDC BUS 2 206PP via 10A circuit breaker 5CC2.
The 28VDC power supply generates:
. All the voltages associated with internal computation (+ 5VDC, + 15VDC and - 15VDC)
. The logic processing voltages (discretes, relays, etc.).
All these voltages derived from the 28V power are monitored by the FAC in the command and monitoring
channels.

B.

26V/400 Hz Power Supply


(Ref. Fig. 22-67-00-11800-A - 26VAC Power Supply - Block Diagram)
The Rotary Variable Differential Transformers (RVDT) and the Linear Variable Differential Transformers
(LVDT) associated with the FAC1 are supplied with 26V/400 Hz:
. From the 115VAC ESS BUS 4XP through the 26VAC ESS BUS 431XP.A via 3A circuit breaker 14CC1.
The components associated with the FAC2 are supplied with 26V/400 Hz:
. From the 115VAC BUS 2 2XP through the 26VAC BUS 2 231XP-A via 3A circuit breaker 14CC2.

C.

Internal Power Supply


(Ref. Fig. 22-67-00-11900-A - FAC - Internal Power Supply)
(1) Behaviour of the FAC under 28V transients
Cutoffs of the 28V power supply may occur for periods lasting up to 200 ms especially in case of engine
failure.
The system is designed as follows (power supply and safeguard):
(a) Cutoffs less than or equal to 10 ms.
The operation remains normal, without safeguard, as the power supply absorbs this cutoff. In this case,
the solenoid valves are not energized which has no impact (de-energizing time of the solenoid valves =
35 ms).
(b) Cutoffs less than 200 ms.
The normal operation is interrupted (return to synchro mode) and the context is safeguarded
(computation, ARINC transmission and reception).
In this configuration, the changeover order is transmitted and the external validations are interrupted
(solenoid valves, validation of servo-actuator, etc.).
At power restoration, the considered system is re-activated (hence possibility of changeover) with the
safeguard context after temporary inhibition of the power comparators.
(c) Cutoffs greater than 200 ms.
1

AES

In-flight cutoffs
These are long cutoffs. Normal operation is interrupted. The context (ARINC and computation) is
lost (transmissions interrupted).
The FAULT legend is on and the changeover order is given.
At normal power restoration:

22-67-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
. The content of the computer is reset
. The system returns to synchro mode. The FAULT legend remains on.
Pilot action on the pushbutton switch is required to re-engage the system.
Cutoffs on the ground
During long cutoffs on the ground, the operation is different to avoid any re-engagement action by
the pilot.
At normal power restoration:
. The failure is cleared (FAULT legend off)
. The system takes over from a null order.
If the cutoff exceeds 5 s, the safety tests are re-initiated.
This operation is acceptable in the event of engine failure if no untimely significant movement of
control surfaces is induced.
As the FAC cannot keep the solenoid valves of the yaw damper servo-actuator energized, a
centering of the rudder to the initial position can happen for any 28V cutoff greater than 35 ms (if
only one FAC is available).
The table given below reports the FAC behaviour under 28V cutoffs:
------------------------------------------------------------------------------! 28V CUTOFFS !
FAC SAFEGUARD
!
FAC MODE
!
COMMENTS
!
!--------------!-----------------------!--------------!-----------------------!
! Less than
!- Context undisturbed !- No change- !- FAULT legend off
!
! 10 ms
!- Servo-actuator vali- ! over
!- Re-engagement not
!
!
! dation interrupted
!
! required
!
!
!
!
!- Operation in normal !
!
!
!
! function
!
!--------------!-----------------------!--------------!-----------------------!
! Less than
!- Context safeguarded !- Changeover !- FAULT legend on
!
! 200 ms
!- Servo-actuator vali- !- Synchro mode! during cutoff
!
!
! dation interrupted
! during cut- !- Re-engagement not
!
!
!- Temporary inhibition ! off
! required
!
!
! of power comparators !- Return of
!- Normal function with !
!
! at restoration
! priority at ! possible switching
!
!
!
! power res- ! from FAC1 to FAC2
!
!
!
! toration
! and return to FAC1. !
!--------------!-----------------------!--------------!-----------------------!
! IN FLIGHT
!- Context lost with
!- Changeover !- FAULT legend remains !
! Greater than ! re-activation and
!- Synchro mode! on after power res- !
! 200 ms
! reset
! at power
! toration
!
!
!- Servo-actuator vali- ! restoration !- Re-engagement possi- !
!
! dation interrupted
!- No return
! ble after power res- !
!
!
! of priority ! toration
!
!
!
!
!- The other FAC ful!
!
!
!
! fills the function
!
!
!
!
! and the pilot can
!
!
!
!
! select this FAC
!
!--------------!-----------------------!--------------!-----------------------!
! ON THE GROUND!- Context lost with
!- Changeover !- FAULT legend goes
!
! Greater than ! re-activation and
!- Synchro mode! off after power res- !
! 200 ms
! reset
! at power
! toration
!
!
!- Servo-actuator vali- ! restoration !- Re-engagement not
!
!
! dation interrupted
! and re-en- ! required
!
!
!
! gagement of !- Return to this FAC
!
!
!
! synchro per-! after synchroniza!
2

AES

22-67-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
! formed
! tion
!
------------------------------------------------------------------------------(2) Behaviour of the FAC under 26V/400 Hz cutoffs
(Ref. Fig. 22-67-00-12400-A - Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1 channel))
The 26V/400 Hz is only used to energize the position feedback transducers. Loss of the transducer 26V is
detected by monitoring the VR value through comparison with a VRTH value (theoretical VR).
This second detection also enables to monitor the 26V cutoff:
The 26V cutoff is effective when the three VR voltages (yaw damper, rudder trim and RTL) are
simultaneously lower than 75% of their theoretical values. If only one or two VR voltages are lower than
this threshold, the 26V cutoff is not considered.
. First case : 26V cutoff lower than 200 ms.
The three actuators remain engaged but the three slaving orders are inhibited by this software
monitoring (INHIBITION ORDER). This signal cancels the three current outputs of the FAC during the
cutoff. The transducer monitoring is inhibited one second after the beginning of the cutoff to avoid
untimely disconnections at 26V restoration.
. Second case : 26V cutoff greater than 200 ms.
The three actuators are disengaged and there is a changeover on the three channels.

AES

22-67-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

Hydraulic Power Supply


(Ref. Fig. 22-67-00-14000-A - Yaw Damper Servo-Actuator - Hydraulic Power Supply)
A.

AES

The electro-hydraulic yaw damper servo-actuator uses the aircraft hydraulic power supply. The servo-actuator
comprises two independent motors which can drive the output shaft and therefore the rudder.
The servo-actuator 1 associated with the FAC1 is powered by the Green hydraulic system.
The servo-actuator 2 associated with the FAC2 is powered by the Yellow hydraulic system.
As no internal pressurization contact is provided in the servo-actuator, any possible absence of pressure is
detected at the level of the consequences (non slaving).
A signal external to the servo-actuator is available.

22-67-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

28VDC
DC ESS BUS
801PP

5CC1
FAC 1
1CC1

FAC 1/RTL UNIT PWR ON

13CC1
LIMITATION UNIT
RUDDER TRAVEL

FAC 2/RTL UNIT PWR ON

13CC2

4CC

FAC 1/RUD TRIM ACTR PWR ON

7CC1
ACTUATORRUDDER
TRIM

FAC 2/RUD TRIM ACTR PWR ON

7CC2

28VDC
DC BUS 2
206PP

10CC

5CC2
FAC 2
1CC2

28VDC
DC BUS 2
206PP

15CC
INDICATORRUDDER
TRIM
17CC

N_MM_226700_0_ABM0_01_00

AES

FIGURE 22-67-00-11400-A SHEET 1


28VDC Power Supply - Block Diagram

22-67-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

26V/400 HZ
AC ESS BUS
431XPA

14CC1

SERVO ACTR
YAW DAMPER, 1
3CC1

LIMITATION UNIT
RUDDER TRAVEL
4CC

ACTUATOR
RUDDER TRIM
10CC

XDCR UNIT
YAW DAMPER POS
2CC

26V/400 HZ
AC BUS 2
231XPA

14CC2

SERVO ACTR
YAW DAMPER, 2
3CC2

N_MM_226700_0_ACM0_01_00

AES

FIGURE 22-67-00-11800-A SHEET 1


26VAC Power Supply - Block Diagram

22-67-00 PB001

Page 6
May 01/12
Revision n: 40

AES

CHASSIS GND

AC 28V GND

AC +28V

FIGURE 22-67-00-11900-A SHEET 1


FAC - Internal Power Supply
+5VS

28V GND INT

+28V INT

+5VS
FAIL
DETECTOR

28V LOSS
DETECTOR
+28V

SAME AS COM SIDE

GND 28V

+28V

POWER
FAIL
CONTROL

+28V

AC 28V GND

DIODES

GND 28V

FILTERS

AC +28V

INPUT
PROTECTION

POWER SUPPLY

+15V
15V
+5V

DC/DC
CONVERTERS +15VS
(AUXILIARY)
+5V (AUX)

INH

+15V
DC/DC
15V
CONVERTERS
+5V
(MAIN)

(RAM PS)

+5VS

SW RESET

+5VS

PS MONITORING
(TO ANALOG PART)

PS MONITORING
(TO ANALOG PART)
SW RESET

+5V

+28V

PS
MONITORING

+15V
15V
+5V

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

** On A/C ALL

N_MM_226700_0_AEM0_01_00

22-67-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

MON VALIDATION

ORDER

INHIBITION ORDER

VX/VK

SENSOR
CUTOFF
TEST

RTL DETECTION
COMPENSATION
TEST
26V/400
VR/VRTH

TRIM DETECTION

YAW DETECTION

ORDER

CTL
LOGIC

CMD VALIDATION

ACTR

SENSOR

** On A/C ALL

N_MM_226700_0_AGM0_01_00

AES

FIGURE 22-67-00-12400-A SHEET 1


Behaviour of the FAC under 26VAC/400 Hz Cutoff (on 1
channel)

22-67-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

YAW DAMPER 1
SERVO ACTR

YAW DAMPER 2
SERVO ACTR

40VU

YELLOW

BLUE

GREEN

PTU

FAULT

RAT

OFF
H
Y
D

ENG 1 PUMP

FAULT
OFF

AVAIL
ON

A
U
T
O

ELEC PUMP

FAULT
OFF

A
U
T
O

A
U
T
O

ELEC PUMP
ENG 2 PUMP

FAULT

FAULT

ON

H
Y
D

OFF

N_MM_226700_0_AJM0_01_00

AES

FIGURE 22-67-00-14000-A SHEET 1


Yaw Damper Servo-Actuator - Hydraulic Power Supply

22-67-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FAC: DISCRETE/ANALOG INTERFACES - DESCRIPTION AND


OPERATION
** On A/C ALL
1.

General
The FAC utilizes:
. Hard-wired discretes
. Analog signals
(Ref. Fig. 22-68-00-11200-A - FAC - Discretes/Analog Interfaces)

AES

22-68-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

Discrete Signals
A.

Inputs

NOTE :
The pin program inputs are not listed.
------------------------------------------------------------------------------!
NAME
! ELECTRICAL LEVEL !
FROM
!
SIGNAL STATUS
!
!----------------------!------------------!---------------!-------------------!
! AP OWN ENGD COM
!
GND/O.C.
! FMGC OWN C
! GND = ENGAGED
!
! AP OWN ENGD MON
!
GND/O.C.
! FMGC OWN M
! GND = ENGAGED
!
! AP OPP ENGD COM
!
GND/O.C.
! FMGC OPP C
! GND = ENGAGED
!
! AP OPP ENGD MON
!
GND/O.C.
! FMGC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! YAW OWN ENGD COM
!
GND/O.C.
! FAC OWN C
! GND = ENGAGED
!
! YAW OWN ENGD MON
!
GND/O.C.
! FAC OWN M
! GND = ENGAGED
!
! YAW OPP ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! YAW OPP ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! RUD TR OWN ENGD COM !
GND/O.C.
! FAC OWN C
! GND = ENGAGED
!
! RUD TR OWN ENGD MON !
GND/O.C.
! FAC OWN M
! GND = ENGAGED
!
! RUD TR OPP ENGD COM !
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! RUD TR OPP ENGD MON !
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! RTL OWN ENGD COM
!
GND/O.C.
! FAC OWN C
! GND = ENGAGED
!
! RTL OWN ENGD MON
!
GND/O.C.
! FAC OWN M
! GND = ENGAGED
!
! RTL OPP ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! RTL OPP ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! ELAC OWN HLTY MON
!
GND/O.C.
! ELAC OWN M
! GND = HEALTHY
!
! ELAC OPP HLTY COM
!
GND/O.C.
! ELAC OPP C
! GND = HEALTHY
!
!----------------------!------------------!---------------!-------------------!
! ENG OWN STP
!
GND/O.C.
! PRESS SW OWN ! GND = STOPPED
!
! ENG OPP STP
!
GND/O.C.
! PRESS SW OPP ! GND = STOPPED
!
!----------------------!------------------!---------------!-------------------!
! RUD TR R NC COM
!
GND/O.C.
! ) RUDDER
! OC = RIGHT
!
! RUD TR R NO MON
!
GND/O.C.
! ) TRIM
! GND = RIGHT
!
! RUD TR L NC COM
!
GND/O.C.
! ) COMMAND
! OC = LEFT
!
! RUD TR L NO MON
!
GND/O.C.
! ) SWITCH
! GND = LEFT
!
!----------------------!------------------!---------------!-------------------!
! RUD TR RES COM
!
GND/O.C.
! ) RUDDER TRIM ! OC = RESET
!
! RUD TR RES MON
!
GND/O.C.
! ) RESET SW
! GND = RESET
!
!----------------------!------------------!---------------!-------------------!
! YAW BYP PRESS SW
!
GND/O.C.
! ) YAW
! OC = (EV1 = EV2) !
! YAW BYP PRESS SW RET !
GND/O.C.
! ) ACTUATOR
! OC = (EV1 dif EV2)!
!----------------------!------------------!---------------!-------------------!
! FAC ENGT SW COM
!
28V/O.C.
! ) FAC
! 28V = ACTIVE
!
! FAC ENGT SW MON
!
GND/O.C.
! )ENGAGEMENT SW! GND = ACTIVE
!
!----------------------!------------------!---------------!-------------------!
! FAC OPP HLTY COM
!
GND/O.C.
! FAC OPP C
! GND = HEALTHY
!
! FAC OPP HLTY MON
!
GND/O.C.
! FAC OPP M
! GND = HEALTHY
!
!----------------------!------------------!---------------!-------------------!
! SIDE 1 COM
!
GND/O.C.
! AIRCRAFT
! GND = SIDE 1
!

AES

22-68-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
! SIDE 1 MON
!
GND/O.C.
! AIRCRAFT
! GND = SIDE 1
!
!----------------------!------------------!---------------!-------------------!
! RUD TR ACT HLTY
!
GND/O.C.
! TRIM ACTR
! GND = HEALTHY
!
! RTL ACT HLTY
!
GND/O.C.
! RTL ACTR
! GND = HEALTHY
!
!----------------------!------------------!---------------!-------------------!
! SLATS EXTD
!
GND/O.C.
! SFCC OWN
! GND = EXTD
!
! N GEAR PRESD
!
GND/O.C.
! LGCIU
! GND = PRESD
!
!----------------------!------------------!---------------!-------------------!
! ATT SW
!
GND/O.C.
! ATTITUDE SW
! GND = IRS 3
!
! AIR DATA SW
!
GND/O.C.
! AIR DATA SW
! GND = ADC 3
!
!----------------------!------------------!---------------!-------------------!
! HYD CIRC PRESS SW
!
GND/O.C.
! HYDRAULIC CKT ! GND = PRESS
!
!----------------------!------------------!---------------!-------------------!
! YAW EV COM RET
!
28V/O.C.
! ) YAW
! 28V = ACTIVE
!
! YAW EV MON RET
!
28V/O.C.
! ) ACTUATOR
! 28V = ACTIVE
!
------------------------------------------------------------------------------B. Outputs
------------------------------------------------------------------------------!
NAME
! ELECTRICAL LEVEL !
TO
!
SIGNAL STATUS
!
!----------------------!------------------!---------------!-------------------!
! FAC ENGD CMD
!
28V/O.C.
! ) FAC
! 28V = ENGAGED
!
! FAC ENGD MON
!
GND/O.C.
! ) P/B SW
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! FAC HLTY COM OWN
!
GND/O.C.
! FMGC OWN
! GND = HEALTHY
!
! FAC HLTY MON OWN
!
GND/O.C.
! FMGC OWN
! GND = HEALTHY
!
!
!
! FWC OWN
!
!
!
!
! DMC 1, 2, 3
!
!
!----------------------!------------------!---------------!-------------------!
! FAC HLTY COM OPP
!
GND/O.C.
! FMGC OPP
! GND = HEALTHY
!
!
!
! FAC OPP
!
!
! FAC HLTY MON OPP
!
GND/O.C.
! FMGC OPP
! GND = HEALTHY
!
!
!
! FAC OPP
!
!
!
!
! FWC OPP
!
!
!----------------------!------------------!---------------!-------------------!
! YAW ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! YAW ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! RUD TR ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! RUD TR ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! RTL ENGD COM
!
GND/O.C.
! FAC OPP C
! GND = ENGAGED
!
! RTL ENGD MON
!
GND/O.C.
! FAC OPP M
! GND = ENGAGED
!
!----------------------!------------------!---------------!-------------------!
! YAW EV COM
!
28V/O.C.
! ) YAW
! 28V = BYPASS
!
! YAW EV MON
!
28V/O.C.
! ) ACTUATOR
! 28V = BYPASS
!
!----------------------!------------------!---------------!-------------------!
! RUD TR ACT PWR ON
!
28V/O.C.
! RUD TRIM RLY ! 28V = POWER
!
! RUD TR ACT VALID
!
28V/O.C.
! TRIM ACTR
! 28V = VALID
!
!----------------------!------------------!---------------!-------------------!
! RTL ACT PWR ON
!
28V/O.C.
! RELAY RTL
! 28V = POWER
!
! RTL ACT VALID
!
28V/O.C.
! RTL ACTR
! 28V = VALID
!
!----------------------!------------------!---------------!-------------------!

AES

22-68-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
! RTL EMER ORDER
!
28V/O.C.
! ) RTL
! 28V = EMER
!
! RTL EMER ORDER RET
!
GND/O.C.
! ) ACTUATOR
! GND = EMER
!
!----------------------!------------------!---------------!-------------------!
! YD NLAW COM
!
GND/O.C.
! ELAC 1, 2
! GND = NLAW
!
! YD NLAW MON
!
GND/O.C.
! ELAC 1, 2
! GND = NLAW
!
-------------------------------------------------------------------------------

AES

22-68-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
3.

Analog Signals

A. Inputs
------------------------------------------------------------------------------!
Signal
!
From
! Acqn ! I/P No. ! Wire No.!
!---------------------------------!----------------!------!---------!---------!
!
YAW V1 COM H
! )
! C
! ) 1
! ) 2
!
!
YAW V1 COM C
! ) YAW
! C
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
YAW V2 COM H
! ) LVDT
! C
! ) 1
! ) 2
!
!
YAW V2 COM C
! )
! C
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
YAW V1 MON H
! )
! M
! ) 1
! ) 2
!
!
YAW V1 MON C
! ) YAW
! M
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
YAW V2 MON H
! ) RVDT
! M
! ) 1
! ) 2
!
!
YAW V2 MON C
! )
! M
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
RUD TR V1 COM H
! )
! C
! ) 1
! ) 2
!
!
RUD TR V1 COM C
! ) RUDDER TRIM ! C
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
RUD TR V2 COM H
! ) RVDT
! C
! ) 1
! ) 2
!
!
RUD TR V2 COM C
! )
! C
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
RUD TR V1 MON H
! )
! M
! ) 1
! ) 2
!
!
RUD TR V1 MON C
! ) RUDDER TRIM ! M
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
RUD TR V2 MON H
! ) RVDT
! M
! ) 1
! ) 2
!
!
RUD TR V2 MON C
! )
! M
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
RTL V1 H
! )
! C
! ) 1
! ) 2
!
!
RTL V1 C
! ) RTL
! C
! )
! )
!
!
! ) ACTUATOR
!
!
!
!
!
RTL V2 H
! ) RVDT
! C
! ) 1
! ) 2
!
!
RTL V2 C
! )
! C
! )
! )
!
!---------------------------------!----------------!------!---------!---------!
!
28V+
! ) AIRCRAFT
! C
! ) 1
! ) 2
!
!
28V GND
! ) GENERATION ! C
! )
! )
!
------------------------------------------------------------------------------B. Outputs
------------------------------------------------------------------------------!
Signal
!
To
! O/P No. ! Wire No. !
!--------------------------------!----------------------!----------!----------!
!
YAW SV ORDER H
!
YAW
!
) 1
!
) 2
!
!
YAW SV ORDER C
!
ACTUATOR
!
)
!
)
!
!--------------------------------!----------------------!----------!----------!
!
RUD TR ORDER H
!
RUD TRIM
!
) 1
!
) 2
!
!
RUD TR ORDER C
!
ACTUATOR
!
)
!
)
!
!--------------------------------!----------------------!----------!----------!
!
RTL ORDER H
!
RTL
!
) 1
!
) 2
!
!
RTL ORDER C
!
ACTUATOR
!
)
!
)
!

AES

22-68-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!--------------------------------!----------------------!----------!----------!
!
CHASSIS GND
!
AIRCRAFT
!
1
!
1
!
!--------------------------------!----------------------!----------!----------!
!
AC 28V
!
FAC
!
1
!
1
!
!
AC 28V GND
!
P/B SW
!
1
!
1
!
-------------------------------------------------------------------------------

AES

22-68-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL

IN

CMD
OUT

IN

MON

OUT

YAW DAMP
POS
ELAC OPP
SFCC OWN
ELAC OWN
FMGC OWN
FMGC OPP
FMGC OPP
FMGC OWN
FAC ENGT
SW

FWC OWN

FWC OPP

LGCIU OWN

FAC OPP

F
A
C

ATT SW

DMC 1

DMC 2

AIR DATA
SW

DMC 3

RUD TRIM R
SW

FAC OPP

RUD TRIM L
SW
YAW
ACTUATOR

RUD TRIM
RESET SW

RUD TRIM
ACTUATOR

PRESS ENG
SW OWN

RTL
ACTUATOR

PRESS ENG
SW OPP
HYD PRESS
SW
ELAC OPP

ELAC OWN

IN

OUT
CMD

IN

OUT
MON
N_MM_226800_0_AAM0_01_00

AES

FIGURE 22-68-00-11200-A SHEET 1


FAC - Discretes/Analog Interfaces

22-68-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FAC: ARINC BUS INTERFACES - DESCRIPTION AND


OPERATION
** On A/C ALL
1.

General
(Ref. Fig. 22-69-00-11200-A - FAC - ARINC Interface)
The Flight Augmentation Computer (FAC) dialogues with the other components mainly through ARINC 429 digital
information system buses.
The figure shows the FAC interconnection. It is to be noted that the FAC data, except maintenance data, are
transmitted to the other systems through the FAC main bus.

AES

22-69-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
2.

Digital Outputs

This table contains all the output parameters in the digital form. They are sorted as per the numerical order of their
output label.
The infomation busses can be different between command and monitor channels: FAC OWN COM bus and FAC
OWN MON bus.
The following table gives:
. SYS LABEL SDI: (SDAC, FWC, DMC...) output label for which the parameter is available.
. PARAMETER DEFINITION: parameter name.
. RANGE ACCURACY: measurement range. Maximum value transmitted. When the digital value changes, the
change step is equal to the accuracy.
. UNIT: unit in which the digital value is transmitted.
. SIG BIT: indicates whether a sign bit is available.
. DATA BITS: number of bits used by the parameter in the label.
. UPD/MSEC: output transmission interval. The refresh rate is given in milliseconds.
. CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code
. ALPHA CODE: indicates the parameter mnemonic code.
. SOURCE ORIGIN: parameter source computer or system.
------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.047.00
!DSCRT DATA!
!Deg !
! 19 !175 !DIS !
!SFCC
!
! 2.047.00
!WORD 1
!
!
!
!
!
!
!
!27-81 !
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
!
!SLATS POS !Bit status 1!
! 11!
!
!
!
!
!
!
!VALID
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLATS POS !Bit status 1!
! 12!
!
!
!
!
!
!
!0 DEG
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLATS POS !Bit status 1!
! 13!
!
!
!
!
!
!
!>=21 DEG !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLATS POS !Bit status 1!
! 14!
!
!
!
!
!
!
!>=26 DEG !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLATS POS !Bit status 1!
! 15!
!
!
!
!
!
!
!MAX EXTD !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLATS WTB !Bit status 1!
! 16!
!
!
!
!
!

AES

22-69-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!ENGD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLAT FAULT!Bit status 1!
! 17!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS POS !Bit status 1!
! 18!
!
!
!
!
!
!
!VALID
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS POS !Bit status 1!
! 19!
!
!
!
!
!
!
!0 DEG
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS POS !Bit status 1!
! 20!
!
!
!
!
!
!
!>=9 DEG
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS POS !Bit status 1!
! 21!
!
!
!
!
!
!
!>=19 DEG !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS POS !Bit status 1!
! 22!
!
!
!
!
!
!
!>=35 DEG !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS POS !Bit status 1!
! 23!
!
!
!
!
!
!
!MAX EXTD !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAPS WTB !Bit status 1!
! 24!
!
!
!
!
!
!
!ENGD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAP FAULT!Bit status 1!
! 25!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!NOSE GEAR !Bit status 1!
! 26!
!
!
!
!
!
!
!PRESSED
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!CSU OUT OF!Bit status 1!
! 27!
!
!
!
!
!
!
!DETENT
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SLAT JAM !Bit status 1!
! 28!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!FLAP JAM !Bit status 1!
! 29!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.070.00
!GAMMA A
!W+/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.070.00
!(TOT FPA) !R 0.0439
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.071.00
!GAMMA T
!W+/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.071.00
!(POTENTIAL!R 0.0439
!
!
!
!
!
!
!
!
!(COM)
! FPA)
!
!
!
!
!
!
!
!
!

AES

22-69-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
!
!
!
!
!
!
!
!
!
! 1.072.00
!DELTA
!W+/- 180
!Deg ! 29 ! 18 !175 !BNR !
!
!
! 2.072.00
!(GT-GA)Vc !R 0.00068
!
!
!
!
!
!
!
!
(COM)
!
!
!
!
!
!
!
!
!
!
1.073.00
!DELTA
!W+/- 180
!Deg ! 29 ! 18 !175 !BNR !
!
!
! 2.073.00
!(GT-GA)M !R 0.00068
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.074.00
!WEIGHT
!W 1310720
!Lbs !
! 15 !1400!BNR !
!FMGC
!
! 2.074.00
!
!R 40
!
!
!
!
!
!
!22-84 !
!(COM)
!
!
!
!
!
!
!
!
!075
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.076.00
!BALANCE XG!W 163849
!
!
! 14 !1400!BNR !
!FMGC
!
! 2.076.00
!
!R 0.01
!
!
!
!
!
!
!22-84 !
!(COM)
!
!
!
!
!
!
!
!
!077
!
!
!
!
!
!
!
!
!
!
!
!
! 1.077.00
!SIDESLIP !W+/- 32
!Deg ! 29 ! 15 !175 !BNR !
!
!
! 2.077.00
!TGT
!R 0.00098
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.127.00
!FAC SLAT !W+/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.127.00
!ANGLE
!R 0.0439
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
! 1.137.00
!FAC FLAP !W+/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.137.00
!ANGLE
!R 0.0439
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|

AES

22-69-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
------------------------------------------------------------------------------! 1.146.00
!DSCRT DATA!
!
!
! 19 ! 35 !DIS !
!
!
! 2.146.00
!WORD 1
!
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
!
!YAW OWN
!Bit status 1!
! 11!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!YAW OPP
!Bit status 1!
! 12!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RUD TR OWN!Bit status 1!
! 13!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RUD TR OPP!Bit status 1!
! 14!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RTL OWN
!Bit status 1!
! 15!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RTL OPP
!Bit status 1!
! 16!
!
!
!
!
!
!
!ENGD COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!ENGINE
!Bit status 1!
! 17!
!
!
!
!
!
!
!FAIL COM !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!PWR SPLY !Bit status 1!
! 18!
!
!
!
!
!
!
!26V HLTY !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!HYD ON
!Bit status 1!
! 19!
!
!
!
!
!
!
!GROUND
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!YD COMP C3!Bit status 1!
! 20!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!WINDSHEAR !Bit status 1!
! 21!
!
!
!
!
!
!
!CAUTION
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!1 ADC LOSS!Bit status 1!
! 22!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!1 IRS LOSS!Bit status 1!
! 23!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!AIR BRAKE !Bit status 1!
! 24!
!
!
!
!
!
!
!OUT
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!CONFIG ACQ!Bit status 1!
! 25!
!
!
!
!
!
!
!HLTY
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!YD VR HLTY!Bit status 1!
! 26!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!YD LVDT
!Bit status 1!
! 27!
!
!
!
!
!
!
!HLTY
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!WINDSHEAR !Bit status 1!
! 28!
!
!
!
!
!
!
!WARNING
!
!
!
!
!
!
!
!
!

AES

22-69-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
!
!
!
! 1.146.00
! 2.146.00
!(MON)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

AES

!AVAILABLE !
!
!
!WINDSHEAR !Bit
!WARNING
!
!
!
!DSCRT DATA!
!WORD 1
!
!
!
!YAW OWN
!Bit
!ENGD MON !
!
!
!YAW OPP
!Bit
!ENGD MON !
!
!
!RUD TR OWN!Bit
!ENGD MON !
!
!
!RUD TR OPP!Bit
!ENGD MON !
!
!
!RTL OWN
!Bit
!ENGD MON !
!
!
!RTL OPP
!Bit
!ENGD MON !
!
!
!ENGINE
!Bit
!FAIL MON !
!
!
!PWR SPLY !Bit
!26V HLTY !
!
!
!HYD ON
!Bit
!GROUND
!
!
!
!YD COMP C3!Bit
!
!
!WINDSHEAR !Bit
!WARNING
!
!
!
!1 ADC LOSS!Bit
!
!
!1 IRS LOSS!Bit
!
!
!SLAT/FLAP !Bit
!FAULT
!
!
!
!CONFIG ACQ!Bit
!HLTY
!
!
!
!SPDVS HLTY!Bit
!
!
!FPA HLTY !Bit

status

status

status

status

status

status

status

status

status

status

status
status

status
status
status

status

status
status

!
!
1!
!
!
!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
!
1!
!
1!
!
!
1!
!
1!
!
1!
!
!
1!
!
!
1!
!
1!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

!
!
!
!
!
!
29!
!
!
!
!
!
!
!
!
! 19 ! 35 !DIS
!
!
!
!
!
!
11!
!
!
!
!
!
!
!
!
12!
!
!
!
!
!
!
!
!
13!
!
!
!
!
!
!
!
!
14!
!
!
!
!
!
!
!
!
15!
!
!
!
!
!
!
!
!
16!
!
!
!
!
!
!
!
!
17!
!
!
!
!
!
!
!
!
18!
!
!
!
!
!
!
!
!
19!
!
!
!
!
!
!
!
!
20!
!
!
!
!
!
21!
!
!
!
!
!
!
!
!
22!
!
!
!
!
!
23!
!
!
!
!
!
24!
!
!
!
!
!
!
!
!
25!
!
!
!
!
!
!
!
!
26!
!
!
!
!
!
27!
!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

22-69-00 PB001

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
!
!
!
!
!
!
!
!
!
!
!DELTA FPA !Bit status 1!
! 28!
!
!
!
!
!
!
!HLTY
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!WINDSHEAR !Bit status 1!
! 29!
!
!
!
!
!
!
!WARNING
!
!
!
!
!
!
!
!
!
!
!AVAILABLE !
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.167.00
!RUD TRV
!W+/- 180
!Deg ! 29 ! 11 !175 !BNR !
!
!
! 2.167.00
!CMD
!R 0.088
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
! 1.171.00
!DELTA R YD!W+/- 180
!Deg ! 29 ! 11 ! 35 !BNR !
!
!
! 2.171.00
!
!R 0.088
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
! 1.172.00
!DELTA R YD!W+/- 180
!Deg ! 29 ! 11 ! 35 !BNR !
!
!
! 2.172.00
!VOTED
!R 0.088
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.207.00
!VMAX
!W 512
!Kts !
! 11 !175 !BNR !VMAX !
!
! 2.207.00
!(MAX.
!150 to 450 !
!
!
!
!
!
!
!
!(COM)
!ALLOW.
!R 0.25+/- 1 !
!
!
!
!
!
!
!
!
!AIRSPEED) !
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.226.00
!EST
!W +/- 32
!Deg ! 29 ! 15 !175 !BNR !SLP !
!
! 2.226.00
!SIDESLIP !R 0.00098
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.241.00
!AOA VOTED !W +/- 180
!Deg ! 29 ! 12 !175 !BNR !
!
!
! 2.241.00
!
!-35 to +85 !
!
!
!
!
!
!
!
!(COM)
!
!R 0.044
!
!
!
!
!
!
!
!
!
!
!+/- 0.5
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.243.00
!V ALPHA
!W 256
!Kts !
! 12 !175 !BNR !
!
!
! 2.243.00
!LIM
!R 0.0625
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.245.00
!VLS (MIN !W 512
!Kts !
! 13 !175 !BNR ! VLS !
!

AES

22-69-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
! 2.245.00
!AIRSPEED) !R 0.0625
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.246.00
!STALL
!W 512
!Kts !
! 13 !175 !BNR !
!
!
! 2.246.00
!SPEED VS !R 0.0625
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.247.00
!V ALPHA
!W 256
!Kts !
! 12 !175 !BNR !
!
!
! 2.247.00
!PROT
!R 0.0625
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.256.00
!STL WARN !W 512
!Kts !
! 11 !175 !BNR !
!
!
! 2.256.00
!SPEED VSW !R 0.25
!
!
!
!
!
!
!
!
!(COM)
!(VSS)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.262.00
!PREDICTIVE!W 256
!Kts !
! 10 !175 !BNR !
!
!
! 2.262.00
!SPEED
!R 0.25
!
!
!
!
!
!
!
!
!(COM)
!VARIATION !
!
!
!
!
!
!
!
!
!
!(Vc TREND)!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.263.00
!V3 (MIN. !W 512
!Kts !
! 11 !175 !BNR ! V3 !
!
! 2.263.00
!SPD FLAPS !R 0.25
!
!
!
!
!
!
!
!
!(COM)
!RETR.)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.264.00
!V4 (MIN. !W 512
!Kts !
! 11 !175 !BNR ! V4 !
!
! 2.264.00
!SPD SLATS !R 0.25
!
!
!
!
!
!
!
!
!(COM)
!RETR.)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.265.00
!VMAN
!W 512
!Kts !
! 11 !175 !BNR !VMAN !
!
! 2.265.00
!(MANEUVER !R 0.25
!
!
!
!
!
!
!
!
!(COM)
!ING SPEED)!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.266.00
!VMAX (
!W 512
!Kts !
! 11 !175 !BNR !
!
!
! 2.266.00
!OPERATING)!R 0.25
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
! 1.267.00
!VFEN
!W 512
!Kts !
! 11 !175 !BNR !
!
!
! 2.267.00
!(PRED. MAX!R 0.25
!
!
!
!
!
!
!
!
!(COM)
!MANEUVER !
!
!
!
!
!
!
!
!
!
!SPEED)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.271.00
!DSCRT DATA!
!
!
! 4 ! 35 !DIS !
!
!
! 2.271.00
!WORD 1
!
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
!
!SPEED
!Bit status 1!
! 11!
!
!
!
!
!
!
!WARNING
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

AES

22-69-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
!
!
!
!
!
!
!
! 1.273.00
! 2.273.00
!(COM)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

AES

!ALTERNATE !Bit
!LAW
!
!
!
!OPP ADC206!Bit
!NCD ON GND!
!
!
!OPP ADC
!Bit
!NCD ON GND!
!
!
!DSCRT DATA!
!WORD 1
!
!
!
!ADC OWN
!Bit
!ACQ HLTY !
!
!
!ADC OPP
!Bit
!ACQ HLTY !
!
!
!ADC 3
!Bit
!ACQ HLTY !
!
!
!ADC OWN
!Bit
!VOT HLTY !
!
!
!ADC OPP
!Bit
!VOT HLTY !
!
!
!ADC 3
!Bit
!VOT HLTY !
!
!
!ADC OK
!Bit
!
!
!SWITCH 5 !Bit
!
!
!YD COM C2 !Bit
!
!
!YD PWR
!Bit
!LOOP HLTY !
!
!
!IRS OWN
!Bit
!ACQ HLTY !
!
!
!IRS OPP
!Bit
!ACQ HLTY !
!
!
!IRS 3
!Bit
!ACQ HLTY !
!
!
!IRS OWN
!Bit
!VOT HLTY !
!
!
!IRS OPP
!Bit
!VOT HLTY !

status 1!
!
!
status 1!
!
!
status 1!
!
!
!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
status 1!
!
status 1!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

12!
!
!
!
!
!
!
!
!
13!
!
!
!
!
!
!
!
!
14!
!
!
!
!
!
!
!
!
! 19 ! 35 !DIS
!
!
!
!
!
!
11!
!
!
!
!
!
!
!
!
12!
!
!
!
!
!
!
!
!
13!
!
!
!
!
!
!
!
!
14!
!
!
!
!
!
!
!
!
15!
!
!
!
!
!
!
!
!
16!
!
!
!
!
!
!
!
!
17!
!
!
!
!
!
18!
!
!
!
!
!
19!
!
!
!
!
!
20!
!
!
!
!
!
!
!
!
21!
!
!
!
!
!
!
!
!
22!
!
!
!
!
!
!
!
!
23!
!
!
!
!
!
!
!
!
24!
!
!
!
!
!
!
!
!
25!
!
!
!
!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

22-69-00 PB001

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
!
!
!
!
!
!
!
!
! 1.273.00
! 2.273.00
!(MON)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

AES

!
!
!IRS 3
!Bit
!VOT HLTY !
!
!
!IRS OK
!Bit
!
!
!TR COMP C2!Bit
!
!
!RL COMP C2!Bit
!
!
!DSCRT DATA!
!WORD 1
!
!
!
!ADC OWN
!Bit
!ACQ HLTY !
!
!
!INTERNAL !Bit
!MONITORING!
!
!
!ADC 3
!Bit
!ACQ HLTY !
!
!
!PS COM
!Bit
!HLTY
!
!
!
!FAC SFTY !Bit
!TEST
!
!
!
!ARINC
!Bit
!HLTY
!
!
!
!ADC OK
!Bit
!
!
!ADC SW
!Bit
!DISAGREE !
!
!
!YD COM C2 !Bit
!
!
!YD PWR
!Bit
!LOOP HLTY !
!
!
!IRS OWN
!Bit
!ACQ HLTY !
!
!
!ARINC
!Bit
!FEEDBACK !
!HLTY
!
!
!
!IRS 3
!Bit
!ACQ HLTY !
!
!
!BUS COM
!Bit
!HLTY
!

!
status 1!
!
!
status 1!
!
status 1!
!
status 1!
!
!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
status 1!
!
!
status 1!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
!
status 1!
!
!
status 1!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

!
!
!
26!
!
!
!
!
!
!
!
!
27!
!
!
!
!
!
28!
!
!
!
!
!
29!
!
!
!
!
!
! 19 ! 35 !DIS
!
!
!
!
!
!
11!
!
!
!
!
!
!
!
!
12!
!
!
!
!
!
!
!
!
13!
!
!
!
!
!
!
!
!
14!
!
!
!
!
!
!
!
!
15!
!
!
!
!
!
!
!
!
16!
!
!
!
!
!
!
!
!
17!
!
!
!
!
!
18!
!
!
!
!
!
!
!
!
19!
!
!
!
!
!
20!
!
!
!
!
!
!
!
!
21!
!
!
!
!
!
!
!
!
22!
!
!
!
!
!
!
!
!
!
!
!
23!
!
!
!
!
!
!
!
!
24!
!
!
!
!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

22-69-00 PB001

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
!
!
!
!
!
!
!
!
!
!
!FAC DW
!Bit status 1!
! 25!
!
!
!
!
!
!
!HLTY
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!EXPT
!Bit status 1!
! 26!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!IRS OK
!Bit status 1!
! 27!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!TR COMP C2!Bit status 1!
! 28!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RL COMP C2!Bit status 1!
! 29!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.274.00
!DSCRT DATA!
!
!
! 19 ! 35 !DIS !
!
!
! 2.274.00
!WORD 1
!
!
!
!
!
!
!
!
!
!(COM)
!
!
!
!
!
!
!
!
!
!
!
!S/F POS 1 !Bit status 1!
! 11!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!S/F POS 2 !Bit status 1!
! 12!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!S/F POS 3 !Bit status 1!
! 13!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!S/F POS 4 !Bit status 1!
! 14!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!S/F POS 5 !Bit status 1!
! 15!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!LGCIU OWN !Bit status 1!
! 16!
!
!
!
!
!
!
!VALID
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!LGCIU LOSS!Bit status 1!
! 17!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!L GEAR
!Bit status 1!
! 18!
!
!
!
!
!
!
!PRESSED
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!R GEAR
!Bit status 1!
! 19!
!
!
!
!
!
!
!PRESSED
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!MAIN GEAR !Bit status 1!
! 20!
!
!
!
!
!
!
!OUT
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SFCC OWN !Bit status 1!
! 21!
!
!
!
!
!
!
!VALID
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!SFCC LOSS !Bit status 1!
! 22!
!
!
!
!
!

AES

22-69-00 PB001

Page 11
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.274.00
! 2.274.00
!(MON)
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

AES

!
!
!YAW LOG
!Bit
!COM
!
!
!
!RUDDER LOG!Bit
!COM
!
!
!
!RTL LOG
!Bit
!COM
!
!
!
!AUTO MODE !Bit
!
!
!AP OWN
!Bit
!ENGD
!
!
!
!AP OPP
!Bit
!ENGD
!
!
!
!ALPHA
!Bit
!FLOOR DET !
!
!
!DSCRT DATA!
!WORD 1
!
!
!
!S/F POS 1 !Bit
!
!
!S/F POS 2 !Bit
!
!
!S/F POS 3 !Bit
!
!
!S/F POS 4 !Bit
!
!
!S/F POS 5 !Bit
!
!
!LGCIU OWN !Bit
!VALID
!
!
!
!LGCIU LOSS!Bit
!
!
!L GEAR
!Bit
!PRESSED
!
!
!
!R GEAR
!Bit
!PRESSED
!
!
!
!MAIN GEAR !Bit
!OUT
!
!
!
!SFCC OWN !Bit
!VALID
!
!
!
!SFCC LOSS !Bit
!
!

!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
!
!
!
status 1!
!
status 1!
!
status 1!
!
status 1!
!
status 1!
!
status 1!
!
!
status 1!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!
!
status 1!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

!
!
!
23!
!
!
!
!
!
!
!
!
24!
!
!
!
!
!
!
!
!
25!
!
!
!
!
!
!
!
!
26!
!
!
!
!
!
27!
!
!
!
!
!
!
!
!
28!
!
!
!
!
!
!
!
!
29!
!
!
!
!
!
!
!
!
! 19 ! 35 !DIS
!
!
!
!
!
!
11!
!
!
!
!
!
12!
!
!
!
!
!
13!
!
!
!
!
!
14!
!
!
!
!
!
15!
!
!
!
!
!
16!
!
!
!
!
!
!
!
!
17!
!
!
!
!
!
18!
!
!
!
!
!
!
!
!
19!
!
!
!
!
!
!
!
!
20!
!
!
!
!
!
!
!
!
21!
!
!
!
!
!
!
!
!
22!
!
!
!
!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

22-69-00 PB001

!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!

Page 12
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!YAW LOG
!Bit status 1!
! 23!
!
!
!
!
!
!
!MON
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RUDDER LOG!Bit status 1!
! 24!
!
!
!
!
!
!
!MON
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!RTL LOG
!Bit status 1!
! 25!
!
!
!
!
!
!
!MON
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!AUTO MODE !Bit status 1!
! 26!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!AP OWN
!Bit status 1!
! 27!
!
!
!
!
!
!
!ENGD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!AP OPP
!Bit status 1!
! 28!
!
!
!
!
!
!
!ENGD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!WINDSHEAR !Bit status 1!
! 29!
!
!
!
!
!
!
!CAUTION
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.312.00
!DELTA R
!W +/- 180
!Deg ! 29 ! 11 ! 35 !BNR !
!
!
! 2.312.00
!RUD TR
!R 0.088
!
!
!
!
!
!
!
!
!(COM & MON)
!
!
!
!
!
!
!
!
!
!
! 1.313.00
!RUD TR
!W +/- 180
!Deg ! 29 ! 11 !175 !BNR !RUDT !
!
! 2.313.00
!
!+/- 20
!
!
!
!
!
!
!
!
!(COM)
!
!R 0.088
!
!
!
!
!
!
!
!
!
!
!1.5
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
------------------------------------------------------------------------------------------------------------------------------------------------------------|
PARAMETER LIST
PARAMETER CHARACTERISTICS (NUMERIC)
|
------------------------------------------------------------------------------|EQ.SYS.LAB.SDI|PARAMETER | WORD RANGE |UNIT|SIG |BITS|XMSN|CODE|ALPHA|SOURCE |
|
|DEFINITION| OPER RANGE |
|BIT |
|INTV|
|CODE |ORIGIN |
|
|(*=REMARK)| RESOLUTION |
|
|
|
|
|
|BUS No.|
|
|(X=NOTE) | ACCURACY |
|
|
|
|
|
|ATA REF|
|
|
|
|
|
|
|
|
|
|CONV
|
------------------------------------------------------------------------------! 1.350.00
!MAINT MSG !
!
!
!
!
!
!
!
!
!(COM & MON)
!WORD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.351.00
!MAINT MSG !
!
!
!
!
!
!
!
!
!(COM & MON)
!WORD
!
!
!
!
!
!
!
!
!

AES

22-69-00 PB001

Page 13
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
!
!
!
!
!
!
!
!
!
!
!
! 1.352.00
!MAINT MSG !
!
!
!
!
!
!
!
!
!(COM)
!WORD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.353.00
!MAINT MSG !
!
!
!
!
!
!
!
!
!(COM)
!WORD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
! 1.355.00
!MAINT MSG !
!
!
!
!
!
!
!
!
!(COM)
!WORD
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
!
-------------------------------------------------------------------------------

AES

22-69-00 PB001

Page 14
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C ALL
INTERNAL BUS

CMD

FMGC
OWN

FMGC
OPP

MON
OUT

OUT IN

IN

1
1
CFDIU

1
1
CFDIU

F
I
D
S
1

1
FAC OPP

ADC OWN
IRS OWN

FAC OPP

ADC OPP
F
A
C

IRS OPP

FM
FMGC OWN

ADC 3
IRS 3
FM
FMGC OPP

ELAC OWN

ELAC OPP

FWC 1

SFCC OWN

FWC 2

LGCIU OWN

DMC 1

DMC 2

DMC 3
IN

OUT IN
CMD

OUT
MON

DMU
(IF FITTED)

1 FAC 1 ONLY
N_MM_226900_0_ABM0_01_00

AES

FIGURE 22-69-00-11200-A SHEET 1


FAC - ARINC Interface

22-69-00 PB001

Page 15
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL

FLIGHT MANAGEMENT SYSTEM (FMS) - DESCRIPTION AND


OPERATION
** On A/C 003-007
1.

General
The Flight Management System (FMS) performs various functions to help the crew in the management of the flight.
These functions are all constructed from a lateral and a vertical flight plan. The pilot can select this flight plan from
a data base stored in the system and can modify it at any time (Ref. para 3.A.).
In the lateral plan, the FMS performs:
. navigation computation (aircraft position),
. radio navigation aids selection (automatically or by pilot selection),
. lateral guidance to maintain the aircraft along the flight plan from takeoff to approach (Ref. para. 3.B.).
In the vertical plan, it computes:
. an optimum speed at each point,
. other characteristic speeds,
. the aircraft weight and center of gravity.
Then it computes predictions along the flight plan based on these speeds and weight. It performs vertical guidance
referenced to these predictions. Other miscellaneous performance computations are also made (Ref. para. 3.C.).
The crew can insert various data or select function modes through two MCDUs (Multipurpose Control and Display
Unit) linked to the FMGCs (Flight Management and Guidance Computer).
The MCDUs, both NDs, and, for some parameters, the PFDs are also used by the system to display information
related to the above-mentioned functions (Ref. para. 3.D.).

AES

22-70-00 PB001

Page 1
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C 003-007
2.

System Description
The FMS general architecture which shows the two FMSs incorporated in the FMGCs, with the two MCDUs and the
DMCs for display is given in figure.
(Ref. Fig. 22-70-00-12300-A - FMS - General Architecture)
It has to be noted that the navigation data base must be loaded once every 28 days by a loader (type ARINC 603)
which is plugged to the FMS in the cockpit (Ref. 22-83-00-00).
The navigation data base can be loaded from one FMGC to the other FMGC through the intersystem bus. This
function is called Nav data base crossload. The conditions required to activate the crossload function are as follow:
. pin related to this function activated
. aircraft in PREFLIGHT or DONE phase
. different data base cycle in each FMGC/MCDU status.
When the three conditions are all met, the ACTIVATE CROSSLOAD indication comes into view on the aircraft
status page of both MCDUs. To transfer any nav data base, push the line key (4L) adjacent to the ACTIVATE
CROSSLOAD indication on the MCDU related to the transmitting FMGC. The CONFIRM CROSSLOAD indication
comes into view on the line adjacent to the key 4L of the transmitting MCDU. This line is blanked on the receiving
MCDU. If you push the line key adjacent to the CONFIRM CROSSLOAD indication, the NAV DATA BASE
CRASSLOAD IN PROCESS message and the percentage progress come into view on both MCDUs.
The FMS navigation, radio navigation and lateral guidance architectures are shown in the following figures.
(Ref. Fig. 22-70-00-12400-A - FMS - NAV Architecture)
(Ref. Fig. 22-70-00-12500-A - FMS - RAD NAV Architecture)
(Ref. Fig. 22-70-00-12600-A - FMS - Lateral Guidance Architecture)
(Ref. Fig. 22-70-00-12700-A - FMS - Weight Architecture)
The architecture for weight and speed calculation and for vertical guidance/ predictions is given in the following
figures.
(Ref. Fig. 22-70-00-12800-A - FMS - Predictions/Vertical Guidance Architecture)
The MCDUs are also shared between other systems : CFDIU, AIDS, ACARS.
However, the FMS has priority. This means that when the power is set up after a long-term interrupt, the MCDUs
are linked to the FMS automatically. The displayed page is the A/C STATUS page which gives the FMS
configuration. A specific procedure allows access to the other systems.
If the MCDUs are already working when the FMGCs are powered, the display is not modified. The crew has then to
press any page key (except MCDU MENU) to be coupled to the FMGC. The initialization will be briefly described in
next section.

AES

22-70-00 PB001

Page 2
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
** On A/C 003-007
3.

Operation
A.

Initialization and Flight Planning


Due to the type of the various functions that the system is performing during the flight, the crew is required to
initialize the system by inserting some data via the MCDU.
To do so, the pilot must ensure that the MCDUs are correctly coupled to the FMGCs. The first page displayed
by the FMGC, at power-up on the ground or after access through the MCDU MENU page, is the A/C status
page which allows the crew to be aware of the status of the FMS.
Then by selecting the INIT page, the pilot has the possibility to initialize the FMS (Ref. 22-71-00-00).
The initialization consists of three main functions:
. Select a flight plan which will be the real basis for all computations and displays performed by the FMS
. Align the IRSs by using the position of the airport stored in the FMS data base and called by selection of
the flight plan
. Enter the zero fuel weight (ZFW) and center of gravity for zero fuel weight (ZFWCG) which will be used for
all the various performance computations.
The last two functions being self-explanatory, the following explains what a flight plan consists of for the FMS.
A flight plan is composed of various elements which indicate the routes the aircraft must follow and the
limitations along these routes.
The lateral elements (Ref. 22-71-00-00) are:
. Origin airport and runway
. Departure procedure including optionally a RWY-SID transition, a SID and an En route transition. The
procedures are defined by the various legs and the waypoints between these legs
. En route airways and waypoints
. Arrival procedure including optionally an En route transition, a STAR, a STAR-approach transition, an
approach and a missed approach
. Alternate flight plan which is defined as the primary flight plan.
The vertical elements are:
. The takeoff altitudes (Thrust reduction and acceleration altitudes) and the go around altitudes (1)
. The altitude and flight path angle constraints at the waypoints in all the procedures
. The time speed constraints also at the waypoints in all the procedures
. The climb and descent speed limits (e.g. 250 kts below 10,000 ft.)
. The cruise flight levels and possibly step climb/descent
. The cost index for this flight plan, which permits to translate the time cost and fuel cost in the same unit.
All these lateral and vertical elements are or may be defined during initialization. They may be included in
the navigation data base which is resident in the FMS. They may also be contained in a specific record with
a specific name (Company route) and therefore can be initialized by entering the company route number in
the INIT page.
NOTE :

The whole paragraph above does not apply to these elements.

It has to be noted that the navigation data base (Ref. 22-71-00-00) includes therefore all the elements allowing
the construction of company routes.
In addition, to allow flight plan modifications by the crew, the data base contains also a set of waypoints,
navaids and airports in the region covered by the data base. Together with the airports, the departure/arrival
procedures are also defined even if not part of any company route. The file of navaids is also used for the navaid
autotune function described later.
Besides the nav data base, there is a performance data base containing various data corresponding to the
aircraft and engine models. This performance data base is used for the performance functions (Ref.
22-71-00-00).
Once introduced in the system, the flight plan may be displayed on the MCDU (F-PLN pages) and on the ND in
the ARC, ROSE-NAV and PLAN modes.
Flight plan modifications can then be performed by the crew.

AES

22-70-00 PB001

Page 3
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
Two types of F-PLN revisions exist:
. Lateral revisions: an insertion or deletion of a waypoint in the F-PLN, an insertion of a leg to fly direct to a
waypoint (2), an introduction or a modification of a departure procedure either partially or entirely, an
introduction or a modification of an arrival procedure either partially or entirely, a modification of the
destination, a modification of the alternate F-PLN, an activation of the alternate F-PLN, an insertion of an
airway from a F-PLN waypoint down to a specific waypoint, a creation of an offset path, an insertion or a
deletion of a Holding pattern, and an activation of the engine out SID.
NOTE :

All the modifications of the lateral F-PLN except DIRECT TO require the insertion of a temporary FPLN which is displayed on the MCDU and the ND.
The lateral revision rules are described in section 22-71-00.
. Vertical revisions: an insertion, a modification or a deletion of any altitude or speed constraint in the
F-PLN, the same for speed limits in climb and/or descent phase, and the same for a step climb or
descent in cruise.
In addition the crew can modify the cruise flight level, the cost index, the takeoff/go around altitudes and
insert estimated winds along the F-PLN.
The vertical revision rules are described in section 22-71-00.
A time constraint at any F-PLN waypoint can also be entered by the crew.

The crew has also the possibility to create a SECONDARY FLIGHT PLAN.
This SEC F-PLN which has exactly the same structure as the ACTIVE F-PLN may be used for several functions:
. Preparation of a second departure procedure before takeoff, when this one is defined late.
. Preparation of the next flight while in flight.
. Training.
The SEC F-PLN may be created either by copying the active F-PLN or by initialization as for the active F-PLN.
It may then be displayed on the MCDU (SEC F-PLN pages) and on the ND with a specific color. When created,
the SEC F-PLN may be activated under certain conditions. For more details, Ref. section 22-71-00.
B.

Lateral Functions
The FMS lateral functions are made up of three main items. There are:
. Navigation (aircraft position)
. Radio navigation tuning
. Lateral guidance along the flight plan.
The navigation consists in determining the best estimate of the aircraft position and to evaluating the accuracy
of this estimate. The FMS uses data from:
. ADIRSs for inertial speeds and positions
. DMEs for direct distance to various stations
. VORs for bearing to a station
. ILS for localizer update
. GPS sensors (if fitted).
These data are then mixed following various methods which are selected by accuracy preference and signal
availability. Normally, the three ADIRS data are used and mixed together to provide the inertial position.
If data from one ADIRS are not available, then each FMS computes the inertial position from only one ADIRS.
If no ADIRS data are available, then the FMS does not compute any position: A/ POSITION INVALID message
is provided.
The GPS data are used by the ADIRS to compute hybrid GPIRS positions; these GPIRS positions are
transmitted to each FMGC which selects one of them.
The data from up to 5 DME stations may be used. These data are normally transmitted by the onside DME
which is directly scanned by the FMS following an algorithm which researches the best DME station geometry
as a function of the aircraft position. When 2 DME stations at least are correctly received, then the system
computes a DME-DME position.

AES

22-70-00 PB001

Page 4
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
If only one DME station is received, the system uses the VOR bearing associated to the DME (if any) to
compute a VOR-DME position.
If no VOR is available, no radio position is computed.
The GPIRS or radio position, when present, is then mixed with the inertial position through a complementary
filter to provide the aircraft position which is used for display and guidance.
When a LOC signal is available in approach, the FMS uses this LOC signal to update the position.
The mode selection logic is described in section 22-72-00.
In addition to these computations, the FMS updates the aircraft position:
. At takeoff, on the runway threshold or intercept
. In flight, on demand by the crew.
As additional navigation data, the system provides a class of accuracy (HIGH or LOW) which depends on the
algorithm used, on the nature of the signals and the flight area (route, terminal, approach). Various warnings
are provided on the MCDU and ND when this class is modified.
Also the system computes the ground speed, the wind velocity/direction, the distance to the active waypoint
and the bearing and distance to any pilot-selected waypoint or navaid.
The second function consists of the radio navigation and tuning. The VORs, DMEs, ILSs and ADFs are normally
tuned either automatically by the system or manually by the crew on the RAD NAV page.
It has to be noted that, for manual tuning:
. In normal case, both side receivers are tuned on either MCDU
. In case of the failure of one FMGC, both side receivers are also tuned on either MCDU
. In case of the failure of one MCDU, the other MCDU allows tuning of both side receivers
. In case of the failure of two FMGCs, the crew has then to tune the frequencies on the RMPs.
Manual tuning of the navaids is performed by selecting:
. An ident or a frequency, and possibly a course for the VOR (/DME)
. An ident or a frequency, and possibly a course for the ILS (/DME)
. An ident or a frequency, and possibly the BFO for the ADF.
The autotuning selects the same data (except BFO for the ADF) following some internal logic
** On A/C 004-007
(Ref. 22-72-00-00)
** On A/C 003-003
EMB SB 22-1068 FOR A/C 003-003
(Ref. 22-72-00-00-01). It has to be noted that manual tuning always has priority over automatic tuning. For
aircraft position the FMGS autotunes the DMEs and possibly the VOR as already described. The tuning (manual
or automatic) can only be performed if no RMP is set in NAV mode.
Having an active flight plan and the aircraft position, the system is then able to perform lateral guidance along
the flight plan.
The first task computes the various geometric parameters defining the current active leg according to its type
(course, heading, great circle, arc, procedures, etc.) and the guidance parameters on this leg (desired
heading/course, desired track, leg distance...).
Then the transition path between the current active leg and the next leg is defined by the same type of
parameters and the system determines on which part of a leg the aircraft must be guided to.
The following task consists in sequencing the flight plan as long as the aircraft progresses along it. This is done
by evaluating the track distance to the termination point of the active leg (to waypoint or bisector between both
legs).Sequencing occurs when this distance becomes zero.
Then the system determines the type of control law which is required to guide the aircraft (heading, track,
lateral path) as well as the targets (desired heading or course, crosstrack error, track angle error, precomputed
roll angle).
Some of these intermediate values are displayed on the MCDU or the ND (XTK, distance to go, ...).
The control laws are located either on the FG part of the FMGC (heading and track modes) or on the FM part
(lateral path). In this last case,a roll command is transmitted to the FG part.

AES

22-70-00 PB001

Page 5
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
At last, the FMS computes, when the LAT AUTO control mode is armed, the capture zone within which NAV
will be engaged. This zone varies with the type of active leg, and is defined so that the aircraft should not
overshoot the lateral path for the geometric path case. In case of heading or course legs, the NAV mode,
assuming all conditions of signals are valid, engages immediately.
** On A/C 003-007
C.

Vertical Functions
The main vertical function is the computation of time and fuel predictions along a computed vertical flight plan
and guidance along this vertical flight plan. In order to achieve this, in addition to the vertical flight plan
elements seen in para. A. above, the FMS computes the aircraft weight and center of gravity continuously and
various speeds for flight envelope and optimization.
The weight computation starts when the crew has inserted a ZFW in the INIT page and one engine is started.
At this time, the FMS reads the fuel quantity information which is used to initialize a filter. This filter
determines the fuel on board from fuel flow indication and fuel quantity indicator. A reversion logic exists : when
one sensor fails, corresponding data are ignored.
The center of gravity is derived from the inserted ZFW CG during initialization and the fuel consumption.
Gross weight and CG are displayed on the MCDU and the ECAM.
Gross weight is also transmitted to the FAC before takeoff and above 15,000 ft./250 kts for speed envelope
computation. The FMS uses FAC envelope speeds for guidance; these are computed with the FAC gross weight.
Hence there may be discrepancies between real-time speeds and predicted speeds (which are computed according
to the FMS predicted GW) if gross weights computed by the FAC and the FMS do not match.
Various speeds are computed by the FMS for prediction. First, the speeds determining the flight envelope are
computed. They are based on stall/ buffeting limits, engine thrust limits and VMO/MMO and the configuration
assumed for the prediction point. Also, max and min operational speeds are computed; they will limit the speed
optimization research.
The optimum speeds are computed in clean configuration, in climb, cruise or descent from various parameters:
cost index, gross weight and CG, wind, altitude and temperature. The cost index is a parameter which translates
the flight time cost in fuel flow units. Minimum fuel optimization is performed with 0 cost index. Minimum time
optimization is performed with 999 cost index. This value is selected by the airlines.
The crew may manually select a speed or a Mach number on the FCU. This speed is taken into account by
predictions for the current phase. If the crew selects a speed in climb, the FMS will automatically select the
corresponding Mach number when the aircraft crosses a predetermined crossover altitude. The same occurs in
descent when the crew selects a Mach number on the FCU before crossing the crossover altitude.
In addition to this selection, the crew may preselect a speed or a Mach number on the MCDU for climb or cruise
flight phase. This preselection will become active when the considered flight phase becomes active.
The FMS also computes several characteristic speeds which are displayed on the MCDU and used for
predictions. They are :
. Takeoff speeds (F, S, VFTO) and go around speeds.
. Expedite speeds in climb and descent phase.
. Approach speeds: F, S, VFTO and VLS, VAPP according to the landing configuration preselected on the
MCDU.
NOTE :

Takeoff speeds (V1, VR and V2) are entered on the MCDU. V1 and V2 are transmitted to the PFD. V2
is used by the FG part in SRS mode during takeoff.
The landing configuration selected on the MCDU is transmitted to the GPWS for inhibition of warning in
approach.

Having defined the vertical flight plan elements as well as the inputs parameters for prediction and guidance, the
following describes shortly the prediction process.

AES

22-70-00 PB001

Page 6
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(1) Predictions
MCDU F-PLN predictions do not take the engaged autopilot mode into account. This means that the
MCDU flight plan display represents the predictions along the flight plan based on specific assumptions
described below for each flight phase.
For takeoff phase, the predicted profile starts with a first segment at V2 + 10 kts and a Max takeoff thrust
until the thrust reduction altitude is reached. This is followed by a second segment at V2 + 10 kts and
Max climb thrust up to the acceleration altitude. These predictions (time, distance, fuel) are based on
precomputed allowances.
Predictions in climb start with an acceleration segment from V2 + 10 kts until the selected climb speed or
the lower speed between :
. the optimum,
. the climb speed limit,
. any climb speed constraint
is reached.
The climb speed profile satisfies all the speed constraints and limits. The altitude profile, based on this
speed profile and max climb thrust is limited by any AT or BELOW altitude constraint (if any). The speed
profile is not modified to satisfy high altitude constraint. The constraints in climb are outlined by a star *
on the corresponding field in the F-PLN page.
The star is normally magenta but can be amber if the system predicts that the constraint will be missed.
The end of the climb phase is indicated by the pseudo waypoint T/C on the F-PLN page.
For cruise, predictions compute speed, time and fuel assuming altitude hold at the cruise flight level. A step
climb or descent may exist. The speed profile in optimum mode (ECON) varies as the weight decreases
during the flight. The T/D pseudo waypoint which terminates the cruise phase is computed by the descent
profile calculation. From takeoff to cruise phase, the predictions and the profile are recomputed periodically
or following modification of any flight plan elements or speed or weight.
In order to get predictions for the descent phase, a descent path is computed backwards from the first
approach point (DECEL) to the cruise (or step) flight level. This path is divided into 3 parts. The bottom
part is a geometric path defined by straight segments in space between the various altitude constraints so
that a minimum of pitch maneuver is required.
Above the highest restrictive descent altitude constraint, the system computes an idle path based on
holding of the descent speed and idle thrust + delta.
This segment applies up to the cruise flight level where the T/D pseudo waypoint is defined.
However, if a specified cabin rate must be reached, a repressurization segment is inserted at the top of the
idle path, and a new T/D is defined. It is based on hold of the descent speed and a vertical speed computed
from the specified cabin rate value.
The predictions compute the flight plan parameters (time/fuel) based on this path. The total descent time
is also computed and from the cruise flight level and the airport elevation, the descent cabin rate is
computed and displayed on the MCDU if it exceeds the specified cabin rate.
The descent path and the predictions are recomputed after each flight plan modification or speed selection
change or any destination parameter modification, when the aircraft is not in descent. If the aircraft is in
descent phase, the descent path is also recomputed when the aircraft reaches a holding pattern or a too
steep path. Note that an HM holding pattern is never considered as part of the descent path.
When the aircraft is offpath, the system computes predictions with specific return to path assumptions
(hold vertical speed if below the path, idle thrust and half speedbrakes extended if above the path). If the
return to path from above does not intercept the path before the next altitude constraint, then a
message requesting the extension of speedbrakes is displayed on the PFD.
It is also displayed if a deceleration is required while above path.

AES

22-70-00 PB001

Page 7
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
The approach phase starts at the DECEL point where the aircraft should start decelerating to reach VAPP
at 1000 ft. AGL. The approach profile is then also defined backwards according to approach procedure
data. Idle thrust is assumed until reaching the descent speed where the DECEL pseudo waypoint is defined.
The various flap/slat configurations are assumed to be extended at the maneuvering speed. If an altitude
constraint exists, an idle descent at constant speed is defined just after the constraint. If a speed constraint
exists, a speed hold segment is defined after this constraint until the next point where a deceleration is
required to reach the final conditions. Once the approach profile is determined, predictions on the approach
are computed and shown on the MCDU. There are no predictions for go around.
(2) Guidance
FM vertical guidance modes are CLB, DES, and FINAL.
. CLB mode can be armed or engaged only in LATERAL AUTO CONTROL, below FCU selected
altitude.
In CLIMB or CRUISE phase when CLB mode is engaged, speed is held with the elevators and maximum
available thrust is targeted. In CLIMB phase when a level off is required for an altitude constraint, ALT
ACQ mode is engaged automatically and CLB mode is armed for automatic re-engagement when the
constraint is passed.
. DES mode can be armed or engaged only in LATERAL AUTO CONTROL, above FCU selected
altitude.
In CRUISE phase, DES mode can be engaged manually to perform a step-descent or to initiate
DESCENT phase. When DES mode is engaged for a step-descent, the elevators maintain -1000 ft/mn
and speed is held with thrust.
In DESCENT or APPROACH phase, when DES mode is engaged guidance depends on aircraft position
relative to the vertical flight path and whether aircraft speed is correct.
Elevators are used to control the aircraft to the path. Thrust can be applied to prevent underspeeding
or to maintain speed. When the aircraft is above path or overspeeding, idle thrust and speed elevator
control is used. If the aircraft is below path or inside a holding pattern, vertical speed or flight path
angle elevator control is used and speed is held with thrust.
To minimize throttle movement in SPEED AUTO CONTROL, aircraft speed is allowed to vary within a
certain margin which is displayed on the PFD. In SPEED MANUAL CONTROL, there are no margins
and selected speed is maintained.
When a level off is required for an altitude constraint, ALT ACQ mode is engaged automatically and
DES mode is armed for automatic re-engagement when the constraint is passed. Altitude constraints
are ignored when flying an HM.
. FINAL mode can only be armed for a non-precision approach : VOR, NDB or RNAV.
The system can engage FINAL mode only in LATERAL AUTO CONTROL, during APPROACH phase,
when the aircraft is close enough to the lateral and vertical approach paths and beyond the DECEL
point. When FINAL mode is engaged, elevators are used to control the aircraft to the path and speed is
held with thrust. FCU selected altitude is ignored in FINAL mode.
(3) Targets
In SPEED AUTO CONTROL, the FM can provide speed targets for display and guidance.
. in EXP CLB mode: max (VMAN, VLS)
. in EXP DES mode: min (VMO-10, MMO-0.02, VMAX)
. In LATERAL AUTO CONTROL: aircraft speed will follow the predicted speed profile. Speed
constraints, limits and holding pattern speeds are observed. The aircraft will anticipate on decelerations
as required.
. In LATERAL MANUAL CONTROL: speed constraints, which are tied to the lateral path, are not taken
into account. Only speed limits are observed below their specified altitude.
In CRUISE phase beyond the top of descent and during DESCENT and APPROACH phases, the vertical
flight path altitude is displayed on the PFD altitude scale. When FINAL mode is armed or engaged, it is
displayed relative to aircraft altitude on a specific precision scale.

AES

22-70-00 PB001

Page 8
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
In LATERAL AUTO CONTROL, the corresponding vertical deviation (flight path altitude minus aircraft
altitude) is displayed on the MCDU. In LATERAL MANUAL CONTROL, the required distance to land
(minimum distance to descend and decelerate to VAPP at destination) and the direct distance to
destination (via the LOC capture or final approach point) are displayed instead.
(4) Visual cues
Specific symbols are displayed on the ND. DECEL point excepted, they are predicted according to the
modes which are actually engaged, unlike MCDU F-PLN predictions.
. The magenta DECEL (D) symbol is displayed on the flight plan at the point where the aircraft is
expected to begin decelerating to approach speed, and beyond which FINAL mode is allowed to engage.
It is identical to the MCDU (DECEL) point.
. LEVEL OFF symbols are displayed where the aircraft will level off for an altitude constraint (in
magenta colour and only in CLB, DES or FINAL mode) or to FCU selected altitude (in cyan).
. In LATERAL AUTO CONTROL, START OF CLIMB or TOP OF DESCENT symbols are displayed on
the flight plan where the aircraft should (in white) or actually will (in cyan) resume climb or descent
after a level-off.
. In LATERAL AUTO CONTROL, a path INTERCEPT symbol is displayed on the flight plan in
DESCENT or APPROACH phase at the point where the aircraft should (in white) or actually will (in
cyan) capture the vertical flight path.
. In LATERAL AUTO CONTROL, altitude constraints are highlighted with a o symbol. In V/S, FPA,
EXP, or OPEN modes, it can be displayed in white only at the TO waypoint. Otherwise, it can be
displayed at the next 2 down path constraints in amber or magenta, according to whether the
constraint predicted missed or made.
. In SPEED AUTO CONTROL (except in EXP mode), a magenta SPEED CHANGE o symbol is
displayed at the next point where the speed target will automatically step up or down to command an
acceleration or a deceleration.
(5) Engine out computation
An engine out is detected automatically by the system according to various signals transmitted by the
FADECs. During an engine out, in take-off, climb, cruise or go around phase, only the engine out maximum
altitude is computed, and no other predictions are available. SPEED AUTO CONTROL is possible, but
none of the FM vertical modes (CLB, DES, or FINAL) are available. If the engine-out occurs in descent or
approach phase, the same predictions as in twin-engine are computed and the same modes are available
(DES and FINAL). It is possible to manually override engine out detection to force the FMS to revert to
dual engine state with the EO CLR prompt.
(6) Altitude planning
This function computes the distance and time required to reach a predetermined altitude. This calculation
is made for the active speed mode (ECON or manual speed) and for the EXPEDITE mode. It is available
only in takeoff, climb and descent phase.
(7) Performance factor
In order to adjust the aircraft/engine model versus the actual aircraft performance, it is possible to define a
performance factor. This value can only be set on ground before engine start.
(8) Overview of alternate
The system provides time and fuel predictions for up to 6 alternate destinations defined in data base in the
airport file. A seventh airport may be selected by the crew and the NO ALTERNATE option is also
evaluated. Airway distance is used in this computation.
(9) Maximum altitudes
A maximum recommended altitude is computed and displayed on the MCDU.
It uses limitations from the engine max climb thrust, buffeting (0.2 g margin) and max certified altitude. An
absolute maximum altitude is computed and limits the CRZ FL entry. It is defined as the previous one
except that a 0.3 g buffet margin is used.

AES

22-70-00 PB001

Page 9
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
(10) Max holding time
When the aircraft flies in a holding pattern, the system computes the maximum time the aircraft can
remain in the holding pattern. For this computation, it uses the fuel policy, the alternate selection and
assumes 0 extra fuel.
D. Operational Use
The interface between the crew and the FMS is performed through the various CRTs in the cockpit and
particularly the MCDU and the ND. This section deals with the general rules defining the use of these
computers from an FMS standpoint. The general use with two FMGCs is also explained.
The MCDU is used to select data in the system (pilot entry) and to display most FMS information to the pilot.
Although the MCDU is used for various systems (CFDIU, AIDS, ACARS), it is coupled by priority to the FMGC.
This means in particular that a direct access to an FMGC page can be obtained by selecting the corresponding
mode key.
The MCDU keyboard is composed of an alphanumeric part used for pilot entry. When the pilot presses one of
these keys, the corresponding symbol is written on the 14th line of the MCDU screen (the scratchpad line).
When all data are entered in the scratchpad, the pilot must then press the line select key to insert the
information in the scratchpad. It is possible to clear this information partially or entirely by means of the CLR
key.
Specific rules concerning format, possible entries or clearing functions are explained in section 22-74-00.
The MCDU keyboard features several mode/page keys:
. The MCDU MENU gives access to a menu page which allows selection of the coupling of the MCDU to any
other system (Ref. 22-80-00).
. 10 page keys give access to the corresponding pages. Some pages are usually displayed according to the
flight phase: INIT and F-PLN pages before takeoff, F-PLN and PERF pages during takeoff, F-PLN and
PROG pages during climb, cruise and descent, and F-PLN and PERF pages during approach and go around.
Pages may automatically vary in data and format according to the flight conditions. For example, the FPLN page is modified each time the flight plan is sequenced.
Some pages may also give access to other pages through a hierarchy described in section 22-74-00.
. 3 mode keys are used to modify the displayed page when all the information to be displayed does not fit in
one page. These keys allow either vertical slewing or horizontal slewing.
In order to display the information, the FMGC is constrained to satisfy various rules. They are applied also to
any other computer linked to the MCDU. These rules concern:
. data format
. character size
. use of various symbols
. color use. These rules, when applicable are common with the EIS color rules.
Besides the data displayed by the system through the whole set of pages, the FMGC may also display various
messages in the scratchpad. They may be used for:
. direct answer to a pilot entry (e.g. NOT ALLOWED)
. recommendation to the crew (e.g. TUNE TOU/117.7)
. acknowledgement of a specific event (e.g. FMS 1/2 SPD TGT DIFF)
. warning of a degradation in functioning (e.g. NAV ACCUR DOWN GRADED).
Display rules vary according to their importance. The most important messages (linked to navigation or
guidance) are also displayed on EIS (ND or PFD). The list of the messages is given in 22-74-00.
The second basic instrument used for FMS operations is the Navigation Display (ND). The ND description is
given in the 31-65-00. The data transmitted by the FMS are described in 22-75-00. As a reminder, the ND
works in five different modes selected on the FCU. For three of them (ARC, PLAN, ROSE-NAV) the ND
displays the flight plan elaborated in the FMS at a scale defined by the range selected on the FCU. There is
absolute correspondence between the flight plan displayed on the MCDU and the one displayed on the ND.
When the MCDU displays the secondary F-PLN, the ND does so.
In addition to the active lateral flight plan, the ND displays various information concerning the navigation and
the lateral/vertical guidance:
. Radio nav station tuned by the FMS for display or position calculation.

AES

22-70-00 PB001

Page 10
May 01/12
Revision n: 40

@A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
They are located on the ND in accordance with the aircraft position and the flight plan.
Self-elaborated message in case of disagreement between the radio nav frequency as selected by the FMS
a