Level I - Ata 22 Auto Flight

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL I - ATA 22 Auto Flight
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL I - ATA 22 AUTO FLIGHT

Auto Flight System Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . .2
Flight Envelope Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Flight Guidance Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Flight Management Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . .18
AFS Basic Operational Principles Presentation (1) . . . . . . . . . . . . . .22
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL I - ATA 22 Auto Flight Page 1
AUTO FLIGHT SYSTEM INTRODUCTION (1)

General
The function of the Auto Flight System (AFS) is:
- To increase the flight safety.
- To reduce the crew workload induced by the control of both aircraft
trajectory and engine thrust.
- To optimize the fuel consumption.
To achieve its objectives, the AFS is composed of the three following
functional parts:
- The Flight Envelope (FE).
- The Flight Guidance (FG).
- The Flight Management (FM).
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) AUTO FLIGHT SYSTEM INTRODUCTION (1) Apr 18, 2006
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GENERAL

Principles
As a principle, when the AFS is active, the aircraft control is automatic.
The pilots interface with:
- The FG via the AFS control panel of the Flight Control Unit (FCU) for
short-term actions.
- The FM via the KCCUs and MFDs for long-term actions.
The AFS automatically controls the aircraft trajectory via the flight
controls system.
Note that, in manual operation, the flight controls system also controls
the aircraft trajectory from pilot side stick inputs. In both AFS and manual
operations, the same flight control actuators are used. There are no specific
AFS actuators.
The AFS also automatically controls the engines thrust via the Full
Authority Digital Engine Control (FADEC).
Note that, in manual operation, the FADEC also controls the engines
thrust from pilot thrust levers inputs.
During AFS operation, side sticks and thrust levers do not move
automatically.
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PRINCIPLES

Architecture
First of all, three identical PRIMary Systems (PRIMs), each composed
of two Flight Control and Guidance Units (FCGUs), fulfill the FE, FG
and flight control functions.
Therefore, the AFS shares hardware resources (six FCGUs) with the
flight controls system.
The two FCGUs within a PRIM operate in a command/monitoring
architecture: Within a PRIM, FCGU A commands the FE and FG
functions while FCGU B monitors them.
As an example, the two FCGUs within PRIM 1 are called FCGU 1A and
FCGU 1B.
In addition, the AFS is supported by:
- One FCU.
- Three Flight Management Computers (FMCs) and the related FM
function.
- Two CPIOM-Cs hosting the Weight and Balance Backup Computation
(WBBC), FCU backup and Flight Control Data Concentrator (FCDC)
applications.
The AFS particularly interfaces with the following systems:
- The flight controls system, side sticks and rudder pedals.
- The navigation system.
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- The steering control system.

- The FADEC and thrust levers.
- The Fuel Quantity and Management System (FQMS).
- The Control and Display System (CDS).
- The Onboard Maintenance System (OMS): The Central Maintenance
System (CMS), the Data Loading and Configuration System (DLCS) and
the Aircraft Condition Monitoring System (ACMS).
- The Flight Warning System (FWS).
Internal AFS communications or external communications with the
peripheral systems are done through either the Avionics Data
Communication Network (ADCN) or dedicated connections as illustrated.
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ARCHITECTURE
FLIGHT ENVELOPE PRESENTATION (1)

General
From various aircraft systems parameters acquired, the Flight Envelope
(FE) fulfills the following functions:
- The Weight and Balance Backup Computation (WBBC) functions
implemented in the CPIOM-Cs.
- The characteristic speeds computation.
- The detection of abnormal flight conditions (e.g. windshear detection).
These two last functions are implemented in the Flight Control and
Guidance Units (FCGUs).
FE information is mainly displayed on the main zone of the PFDs.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT ENVELOPE PRESENTATION (1) Apr 18, 2006
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GENERAL
FLIGHT ENVELOPE PRESENTATION (1)

which triggers the aural warning WINDSHEAR WINDSHEAR
WBBC WINDSHEAR.
The red WINDSHEAR message is also shown on the PFDs.
The WBBC functions are fulfilled by the WBBC application.
Note that the windshear warning activation has no authority on the
GW and CG Computation autothrust (A/THR) but the pilots are required to apply, as per
The FE, in parallel with the Fuel Quantity and Management System procedure manual, Takeoff/Go Around (TOGA) thrust.
(FQMS), computes the aircraft Gross Weight (GW) and Center of Low Energy
Gravity (CG).
Upon certain conditions, the FE warns the pilots when the energy of
The FE computation is used by the whole aircraft systems to
the aircraft is too low by sending through the FCDC a signal to the
consolidate FQMS data or in case of FQMS failure.
FWS, which triggers the aural warning SPEED SPEED SPEED.
Aft CG
Alphafloor
The FQMS controls the aft CG by transferring fuel to and from the
Upon certain conditions, the FE activates the protection against
trim tank to reduce drag.
excessive angle-of-attack (called alphafloor protection) by sending
The FE monitors aft CG limit overshoot by a computation fully
an alphafloor detection signal to the FG, which activates the A/THR
independent of the FQMS. In case of aft CG limit overshoot, the pilots
with TOGA thrust on all engines.
are warned and a trim tank forward transfer is asked to the FQMS.
Characteristic Speeds Computation

The FE computes the speed envelope composed of characteristic speeds,
these being the maneuvering speeds and speed limits.
The computed speeds are used either by the crew or by the Flight
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Guidance (FG) to safely fly the aircraft within the speed envelope.
They are displayed on the speed scale of the PFDs.
Abnormal Flight Conditions Detection

The FE detects the presence of several abnormal flight conditions.
Windshear
Upon certain conditions, the FE warns the pilots in case of detection
of immediate windshear by sending, through the Flight Control Data
Concentrator (FCDC), a signal to the Flight Warning System (FWS),
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WBBC ... ABNORMAL FLIGHT CONDITIONS DETECTION
FLIGHT GUIDANCE PRESENTATION (1)

General
The Flight Guidance (FG) fulfills, within the Flight Control and Guidance
Units (FCGUs), three functions related to the aircraft control: Autopilot
(AP), Flight Director (FD) and autothrust (A/THR).
The AP function computes guidance orders used for automatic surfaces
deflection.
The FD function displays orders that would be ordered by the AP if the
AP was engaged.
The A/THR function computes the thrust target for automatic engine
control. Note that, within the A/THR function, the Auto Flight System
(AFS) does not manage a throttle displacement but a thrust value.
Engagement/disengagement of the AP, FD and A/THR functions are
controlled through the AFS control panel of the Flight Control Unit
(FCU).
Disengagement of the AP and A/THR functions can also be done with
the help of the same devices (side sticks and thrust levers) as those used
to manually control the flight controls and the engines.
FG information is mainly displayed on the main zone of the PFDs.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT GUIDANCE PRESENTATION (1) Apr 18, 2006
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GENERAL
FLIGHT GUIDANCE PRESENTATION (1)

- Protection against excessive angle-of-attack (called alphafloor
AP Function protection) by ordering Takeoff/Go Around (TOGA) thrust as soon as
an alphafloor detection signal is received from the Flight Envelope (FE)
The AP function computes lateral and vertical guidance orders used by
the flight controls system for automatic deflection of the flight control AP Engagement
surfaces as well as for automatic nose wheel steering through the steering
control system. The AP can only be manually engaged 5 seconds after lift-off through
The AP functions are: two dedicated FCU AP pushbuttons.
- Acquisition and holding of a flight path and stabilization of the aircraft Only one AP can be engaged at a time. Dual AP engagement is only
around its Center of Gravity (CG). possible in approach and go around phases (to maximize the AP
- Acquisition and holding of a flight level. availability during automatic landing).
- Acquisition and holding of a speed or a Mach number. When the AP is engaged:
- Automatic landing including roll-out. - The related FCU AP pushbutton(s) is (are) lit.
- Go around. - The engagement status is displayed on the Flight Mode Annunciator
(FMA) of the PFDs.
FD Function - The side sticks and the rudder pedals are locked.
The AP can be manually disengaged:
When the AP is not engaged, the FD function displays guidance orders
- Either through the side sticks by pressing the AP instinctive disconnect
to the pilots to apply on the controls to follow the optimum flight path,
pushbuttons.
which would be ordered by the AP if the AP was engaged.
- Or through the side sticks and the rudder pedals by an unlocking
When the AP is engaged, the FD function displays the AP orders.
movement action.
The FD guidance orders are displayed on the center section of the PFDs:
- Or through the related FCU AP pushbutton(s).
- Generally pitch and roll orders.
The AP is automatically disengaged in case of failure detection or
- A yaw order during takeoff and landing.
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protection activation (for example, overspeed protection).

A/THR Function
FD Engagement
The A/THR function sends a computed thrust target to the Full Authority
The FD is automatically engaged at aircraft power-up and the dedicated
Digital Engine Control (FADEC) for automatic engine control.
FCU FD pushbutton is lit.
The A/THR functions are:
However, the FD guidance orders will be displayed on the PFDs from
- Acquisition and holding of a speed or a Mach number.
takeoff only. Then, they can be displayed or not by using the same FCU
- Acquisition and holding of a thrust.
pushbutton.
- Reduction of the thrust to idle during flare in automatic landing.
The FD engagement status is displayed on the FMA.
A/THR Engagement
The A/THR is engaged:
- Either automatically when in takeoff or go around phases.
- Or manually through the dedicated FCU A/THR pushbutton.
When the A/THR is engaged:
- The FCU A/THR pushbutton is lit.
- The engagement status is displayed on the FMA.
When engaged, the A/THR can be active or not, depending on the
positions of the thrust levers.
When engaged and not active, the thrust control is manual. The thrust is
commanded according to the positions of the thrust levers.
When engaged and active, the thrust control is automatic. The thrust is
commanded according to the A/THR computed thrust target.
The A/THR can be manually disengaged:
- Either through the outer thrust levers by pressing the A/THR instinctive
disconnect pushbuttons.
- Or through the FCU A/THR pushbutton.
In addition, the A/THR is disengaged when:
- All thrust levers are set to idle position.
- Both inner thrust levers are set to reverse position.
The A/THR is automatically disengaged in case of failure detection.
Landing Capability
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During the whole flight, the AFS computes the aircraft landing capability.
The landing capability depends on systems availability and is the result
of an individual FCGU computation followed by an overall Flight Control
Data Concentrator (FCDC) application computation.
When in approach, it is displayed on the FMA.
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AP FUNCTION ... LANDING CAPABILITY
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FLIGHT MANAGEMENT PRESENTATION (1)

General
The Flight Management (FM) fulfills, within the dedicated Flight
Management Computers (FMCs), several functions related to flight
planning, navigation and performance optimization using a navigation
database and a performance database.
The KCCUs and the MFDs are the main interfaces between the pilots
and the FM enabling them to select a flight plan, then to modify and
monitor it.
A flight plan describes a complete flight from departure to arrival,
including lateral information retrieved from the navigation database and
vertical information computed from the performance database.
In addition, a fundamental function of the FM is to calculate the position
of the aircraft using several aircraft sensors.
Knowing the position of the aircraft and the flight plan to be flown, the
FM is able to compute the orders sent to the Flight Guidance (FG) for
the automatic control of the aircraft trajectory and engine thrust.
Besides the MFDs, FM lateral and vertical information is mainly displayed
on the NDs.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) FLIGHT MANAGEMENT PRESENTATION (1) Apr 18, 2006
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GENERAL
FLIGHT MANAGEMENT PRESENTATION (1)

- Radio navigation aids selection and tuning.
Flight Plan - ND and PFD management for lateral information including, on the ND
main zone, the aircraft position and its lateral deviation from the flight
The FM enables the pilots to initialize, revise and monitor a flight plan
plan.
through the MFDs with the help of the KCCUs.
- Computation of lateral steering orders to be followed by the FG.
In addition:
- Flight plan revision can also be partially done through the NDs with Vertical Functions
the help of the KCCUs.
- Monitoring is also done through the NDs and the PFDs. The FM, in accordance with the lateral flight plan and data either retrieved
The FM fulfills flight plan tracking and optimization. from the performance database or entered by the pilots through the MFDs
The flight plan is divided into 2 parts: A lateral part and a vertical part. (for example cost index, Center of Gravity, weight), fulfills vertical
The lateral part gives the direction to follow while the vertical part gives functions.
the different altitude steps with associated speed and time constraints. The vertical functions are:
The FM computes the flight plan sequencing for both parts of the flight - Vertical flight plan construction according to altitude, speed and time
plan. constraints.
- ND and PFD management for vertical information including, on the
Database ND vertical display, the aircraft vertical situation along the flight plan.
- Computation of vertical steering orders and thrust demand to be followed
The navigation database is used to construct the lateral flight plan with
by the FG.
waypoints, radio navigation aids and runways.
The navigation database has a worldwide coverage. Its content is updated Performance Functions
every 28 days by the airline under its responsibility and it is uploaded
using the Data Loading and Configuration System (DLCS). The FM optimizes the flight plan in terms of speed, thrust, optimum and
The performance database, with aircraft aerodynamic and engine models, maximum altitudes. Predictions are given along the flight plan and are
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enables vertical flight plan construction and optimization. used as a reference for the vertical guidance.
The performance database contains fixed data which can only be changed The performance functions with the optimization of speed, fuel planning
by the manufacturer. and time, minimize the flight cost.
Lateral Functions
The FM, in association with the navigation database and the MFDs,
fulfills lateral functions.
The lateral functions are:
- Lateral flight plan selection and revision.
- Aircraft position computation.
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FLIGHT PLAN ... PERFORMANCE FUNCTIONS
AFS BASIC OPERATIONAL PRINCIPLES PRESENTATION (1)

- Choice of the database.
General - Flight plan initialization.
- Performance data entry such as V1 (decision speed), VR (rotation speed),
This module describes the operational use of the Auto Flight System
V2 (takeoff reference speed) and FLEX TEMP (flexible temperature).
(AFS) in a normal operation with a total availability of the concerned
An altitude has also to be selected through the FCU.
functions.
The short-term pilot orders are entered through AFS control panel of the A/THR Engagement
Flight Control Unit (FCU) while the long-term pilot orders are entered
through the MFDs with the help of the KCCUs. The A/THR engagement depends on the movement of the thrust levers
Four key words for the control principle and both types of guidance have for takeoff.
to be kept in mind in order to avoid handling errors. For takeoff, the thrust levers are set to Takeoff/Go Around (TOGA)
The aircraft control is: position or Maximum Continuous Thrust (MCT) position if a flexible
- Either AUTOMATIC, meaning autopilot (AP) and/or autothrust temperature has been entered into the MFDs. The A/THR is engaged (but
(A/THR). it is not active) and the FD guidance symbols appear on the PFDs.
- Or MANUAL, meaning pilot action on side sticks and/or thrust levers. At the thrust reduction altitude, the FM part warns the pilot to set the
The aircraft guidance is: thrust levers to climb (CL) position. Then the A/THR becomes active.
- Either SELECTED, meaning targets are selected by the pilots through Note that the thrust levers normally will not leave this position until an
the FCU. audio message RETARD request the pilots to set the thrust levers to idle
- Or MANAGED, meaning targets are sent by the Flight Management (0) position before touchdown. Then the A/THR disengages.
(FM) to the Flight Guidance (FG).
AP Engagement
Database Loading
Either AP can only be engaged 5 seconds after lift-off. Only one AP can
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The navigation and performance database must be updated to keep the be engaged at a time, the last selected being the last engaged.
system operational. After the normal climb, cruise and descent phases, the selection of
Only the navigation database is periodically updated (every 28 days). automatic landing through the APPRoach FCU pushbutton allows the
second AP to be engaged.
Power-up FD Engagement After touchdown, during roll-out, both APs remain engaged to control
the aircraft on the runway centerline.
The Flight Director (FD) is automatically engaged at aircraft power-up.
The pilots must disengage the APs at low speed and stop the aircraft.
No FD guidance symbols are displayed on the PFDs until takeoff.
Flight Preparation
The pilots use the KCCUs and the MFDs for flight preparation, which
includes:
MAINTENANCE COURSE - T1 & T2 (RR / Metric) AFS BASIC OPERATIONAL PRINCIPLES PRESENTATION (1) Apr 18, 2006
Speed Control
In flight, the speed is a safety parameter used as a reference for the vertical
guidance. As a consequence, the FG continuously controls the speed/Mach
parameter either by the AP/FD vertical guidance or the A/THR.
If the reference speed is computed by the FM by pushing the dedicated
FCU knob in, it is called "managed speed".
If the reference speed comes from the FCU, by pulling the knob out, it
is called "selected speed".
The reference speed is always limited by the Flight Envelope (FE)
characteristic speeds computation. It is displayed on the speed scale of
the PFDs.
GENERAL ... SPEED CONTROL
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AIRBUS S.A.S.
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REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
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A380

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

LEVEL I - ATA 22 AUTO FLIGHT

AUTO FLIGHT SYSTEM INTRODUCTION (1)

AUTO FLIGHT SYSTEM INTRODUCTION (1)

AUTO FLIGHT SYSTEM INTRODUCTION (1)

- The steering control system.

FLIGHT ENVELOPE PRESENTATION (1)

FLIGHT ENVELOPE PRESENTATION (1)

Characteristic Speeds Computation

Abnormal Flight Conditions Detection

WBBC ... ABNORMAL FLIGHT CONDITIONS DETECTION

FLIGHT GUIDANCE PRESENTATION (1)

FLIGHT GUIDANCE PRESENTATION (1)

protection activation (for example, overspeed protection).

AP FUNCTION ... LANDING CAPABILITY

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FLIGHT MANAGEMENT PRESENTATION (1)

FLIGHT MANAGEMENT PRESENTATION (1)

FLIGHT PLAN ... PERFORMANCE FUNCTIONS

AFS BASIC OPERATIONAL PRINCIPLES PRESENTATION (1)

GENERAL ... SPEED CONTROL

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AN EADS JOINT COMPANY

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