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FIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
BITEs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FAC/ FM/ FG BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FCU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MCDU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Ground Scan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LAND Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Safety Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FlDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Power Up Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
In Operation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
22-99 CFDS
CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fault Isolation Exercise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Ground Scan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Windshear Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Land Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Land Test Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Test OK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Anomaly Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
22-Study Questions
22 Auto Flight
22-00 General Knowing the position of the aircraft and the desired flight plan (chosen by the pilot),
the system is able to compute the orders sent to the surfaces and engines so that
the aircraft follows the flight plan.
Auto Flight System Design Philosophy The pilot has an important monitoring role.
During Auto Flight System operation, side sticks and thrust levers do not
General Concept move automatically.
The Auto Flight System (AFS) calculates orders to automatically control the flight
controls and the engines. AFS/ Fly by Wire
The Auto Flight System computes orders and sends them to the Electrical Flight If the pilot moves the side stick when the Auto Flight System is active, it disengag-
Control System (EFCS) and to the Full Authority Digital Engine Control (FADEC) es the autopilot.
to control flying surfaces and engines. Back to manual flight, when the side stick is released, the Electrical Flight Control
When the AFS is not active, the above mentioned components are controlled by System maintains the actual aircraft attitude.
the same systems but orders are generated by specific devices (i. e. side sticks
and thrust levers). System Design
To meet the necessary reliability, the Auto Flight System is built around four com-
Navigation puters:
A fundamental function of the Auto Flight System is to calculate the position of the Two Flight Management and Guidance Computers (FMGCs) and two Flight Aug-
aircraft. mentation Computers (FACs).
When computing the aircraft position, the system uses several aircraft sensors Each Flight Management and Guidance Computer and each Flight Augmentation
giving useful information for this purpose. Computer has a command part and a monitor part.
They are "FAIL OP" (fail operative) systems.
Flight Plan
The system has several flight plans in its memory. These are predetermined by
the airline.
A flight plan describes a complete flight from departure to arrival, it includes verti-
cal information and all intermediate waypoints.
It can be displayed on the instruments (CRTs).
Operation
There are several ways to use the Auto Flight System. The normal and recom-
mended way to use the Auto Flight System is to use it to follow the flight plan au-
tomatically.
Auto Flight System Presentation The FAC includes an interface between the Auto Flight System and the Cen-
tralized Fault Display System (CFDS) called Fault Isolation and Detection
General System (FIDS).
This function is activated only in position 1 (FAC 1).
The Auto Flight System (AFS) provides the pilots with functions reducing their
workload and improving the safety and the regularity of the flight.
Other Systems
The Auto Flight System is designed around:
The Auto Flight System is connected to the majority of the aircraft systems.
• 2 Flight Management and Guidance Computers (FM GCs),
• 2 Flight Augmentation Computers (FACs), Examples of Auto Flight System data exchanges:
• 2 Multipurpose Control and Display Units (MCDUs), • Reception of the aircraft altitude and attitude from the Air Data and Inertial Ref-
erence System (ADIRS).
• 1 Flight Control Unit (FCU).
• Transmission of autopilot orders to the Elevator and Aileron Computers
Controls (ELACs).
The FCU and the MCDUs enable the pilots to control the functions of the FMGCs.
The FAC engagement pushbuttons and the rudder trim control panel are connect-
ed to the FACs.
The MCDUs are used for long-term control of the aircraft and provide the interface
between the crew and the FMGC allowing the management of the flight.
The FCU is used for short-term control of the aircraft and provides the interface
required for transmission of engine data from the FMGC to the Full Authority Dig-
ital Engine Control (FADEC).
FMGCs
There are two interchangeable FMGCs.
Each FMGC is made of two parts: the Flight Management part called FM part and
the Flight Guidance part called FG part.
The Flight Management part provides functions related to flight plan definition, re-
vision and monitoring.
The Flight Guidance part provides functions related to the aircraft control.
FACs
The basic functions of the FACs are the rudder control and the flight envelope pro-
tection.
FMGC General Data computed by the Flight Management part is occasionally used by the Flight
Guidance part.
Controls
Flight Plan
The Flight Management and Guidance Computer( FMGC) functions, Flight Man-
agement and Flight Guidance, are mainly controlled from the Multipurpose Control A flight plan contains the various elements and constraints of the route the aircraft
and Display Units (MCDUs) and the Flight Control Unit (FCU). must fly along from take-off to landing.
Typical actions are: A flight plan can be selected, built-up, modified and monitored through the MCDU.
• Before departure, on the MCDUs, the pilots select the flight plan which will be
followed later on by the aircraft.
Lateral Functions
• In flight, on the FCU, the pilots can engage the autopilot and can modify differ- The main lateral functions are:
ent flight parameters leading to an immediate change in the control of the air- • aircraft position determination,
craft. • IRS alignment through the MCDU,
• automatic or manual (through MCDU) selection of VOR, DME, ILS, ADF fre-
MCDUs (Control Part) quencies,
Basically, the MCDUs provide the long-term interface between the crew and the • guidance computation along the lateral flight plan.
FMGCs. A navigation data base provides all necessary information to build a flight plan;
The MCDUs allow, for example: however pilots can enter other data using the MCDU.
• the introduction or the definition, the modification and the display of flight plans,
• the display, the selection and the modification of the parameters associated Vertical Functions
with the flight management functions, The main vertical functions are:
• the selection of specific functions. • optimized speed computation; the resulting target speed being used as refer-
ence for guidance functions,
FCU (Control Part) • performance predictions as time, fuel, altitude, wind at various points of the
Basically, the FCU provides the short-term interface between the crew and the flight,
FMGCs. • guidance computation along the vertical flight plan.
The FCU allows, for example: A performance data base provides necessary data; however pilots have to enter
• the engagement of the auto pilot, Flight Director and autothrust functions, other data using the MCDU.
• the selection of required guidance modes (e. g. heading hold),
• the selection of various flight parameters (e. g. heading value).
Guidance
The Flight Guidance part provides the autopilot, Flight Director and autothrust
Management functions.
The Flight Management part mainly provides the flight plan selection with its later- These functions work according to modes generally chosen on the FCU.
al and vertical functions. The Flight Management part provides navigation, per- The normal way to operate the aircraft is to use the management part as reference
formance optimization, radio navigation tuning and information display source for the guidance part.
management.
MCDUs
Two Multipurpose Control and Display Units (MCDUs) are located on the center
pedestal.
The MCDU is the primary entry/ display interface between the pilot and the FM
part of the FMGC.
MCDU allows system control parameters and flight plans to be inserted, and is
used for subsequent modifications and revisions.
The MCDU displays information regarding flight progress and aircraft performanc-
es for monitoring and review by the flight crew.
NDs
The two Navigation Displays (NDs) are located on the main instrument panel.
The Navigation Display is built from:
• flight plan data,
• data selected via the FCU,
• aircraft present position,
• wind speed/ direction,
• ground speed/ track.
PFDs
The two Primary Flight Displays (PFDs) are located on the main instrument panel.
The Flight Mode Annunciator (FMA) is the top part of the Primary Flight Display
(PFD).
Each PFD displays:
• AP/ FD/ A/ THR engagement status on the FMA,
• AP/ FD and A/ THR armed/ engaged modes on the FMA,
• FD orders,
• FAC characteristic speeds on the speed scale.
Resets Depending on the computer (1 or 2), the circuit breakers are located either on the
overhead circuit breakers panel 49VU or on the rear circuit breakers panel 121VU.
The FMGC, FAC, FCU and MCDU resets are possible in the cockpit.
Figure 8: AFS Control and Indication - Resets
RMPs
The Radio Management Panels (RMPs) are located on the center pedestal near
Multipurpose Control and Display Units 1 and 2.
The RMPs are used for navaid standby selection.
EWD/ SD
The Engine/ Warning Display (EWD) and the System Display (SD) are located on
the main instrument panel.
The EWD displays AFS warning messages.
The SD displays AFS information such as inoperative systems on the STATUS
page or landing capabilities availability.
Attention Getters The MASTER CAUTION and/ or the MASTER WARNING are activated when an
AFS disconnection occurs.
The attention getters are located on the glareshield panel on the Capt and F/ O
sides. The AUTOLAND warning is activated when a problem occurs during final ap-
proach in automatic landing.
Figure 10: AFS Control and Indication - Attention Getters
Basic Operational Principles Entry of the flight plan (lateral and vertical) and V2 into the MCDU is taken into ac-
count by the Flight Management (FM) part and confirmed by the lighting of the as-
General sociated lights on the FCU.
This sequence describes the operational use of the Flight Management and Guid- A/ THR Engagement
ance Computers (FMGCs) in a normal operation with a total availability of the con-
cerned functions. Autothrust (A/ THR) engagement occurs when the pilot moves the thrust levers to
the TO/ GA or FLX/ MCT gate.
The short-term pilot orders are entered through the Flight Control Unit (FCU). The
long-term pilot orders are entered through the Multipurpose Control and Display Then: The FMGC automatically engages:
Unit (MCDU). • the take- off modes for yaw and longitudinal guidance (RunWaY (RWY) and
Speed Reference System (SRS)),
Four key-words for the control principle and both types of guidance are to be kept
in mind in order to avoid handling errors. • the autothrust function (but it is not active).
Aircraft control is AUTOMATIC (Autopilot or autothrust), or MANUAL (Pilot action The FD symbols appear on the PFD (Green FD yaw bar and pitch bar).
on side sticks or on thrust levers). Aircraft guidance is MANAGED (Targets are For take- off, the thrust levers are set to the TO/ GA gate or the FLEX/ MCT gate
provided by the FMGC), or SELECTED (Guidance targets are selected by the pilot if a flexible temperature has been entered on the MCDU.
through the FCU). At the thrust reduction altitude, the FM part warns the pilot to set the thrust levers
to CLB gate.
Data Base Loading
The thrust levers normally will not leave this position until an audio message
The data base must be loaded and updated to keep the system operational. "RETARD" requests to the pilot to set the thrust levers to IDLE gate before
Only the navigation data base is periodically updated. touchdown.
AP Engagement
Power- Up Test FD Engagement Either autopilot (AP) can only be engaged 5 seconds after lift off. Only one auto-
pilot can be engaged at a time, the last in, being the last engaged.
As soon as electrical power is available, the Flight Director (FD) is automatically
engaged provided that the power- up test is done. After the normal climb, cruise and descent phases, selection of LAND mode (Au-
toland) allows both APs to be engaged together.
No guidance symbols are displayed as long as no AP/ FD mode is active.
After touchdown, during ROLL OUT mode, APs remain engaged to control the air-
MCDU Initialization craft on the runway centerline.
First, MCDU STATUS page is displayed. Then, the pilot uses the MCDU for flight Then the pilot disengages the APs at low speed, taxies and stops the aircraft.
preparation, which includes:
• choice of the data base,
• flight plan initialization,
• radio nav entries and checks,
• performance data entry (V1, VR, V2 and FLEX TEMP).
V2, at least, must be inserted in the M CDU before take- off.
22-10 Autopilot
General
The autopilot (AP) is engaged from the Flight Control Unit (FCU) by the related
pushbuttons.
Autopilot engagement is indicated by the illumination of the AP 1 pushbutton or/
and the AP 2 pushbutton (Three green bars) and by the white "AP1", "AP2" or
"AP1+ 2" indication on the top right of each Primary Flight Display (PFD).
The autopilot guidance modes are selected from the FCU or the Flight Manage-
ment and Guidance Computers (FMGCs).
The autopilot function is a loop where, after a comparison between real and refer-
ence parameters, the FMGC computes orders which are sent to the flight controls.
The loop is closed by real values coming from sensors and given by other systems
(e.g. ADIRS) to the FMGCs. When the autopilot is engaged, the load thresholds
on the rudder pedals and the sidesticks are increased. If a pedal or sidestick load
threshold is overridden, the autopilot disengages.
Ground
For maintenance purposes, the autopilot can be engaged on ground with both en-
gines shut down.
Hydraulic power is not required.
When an engine is started, the autopilot disengages.
Take-Off
The autopilot can be engaged in flight, provided the aircraft has been airborne for
at least 5 seconds.
Cruise
In cruise, only one autopilot can be engaged at a time, priority given to the last en-
gaged. Engaging the second autopilot disengages the first one.
The ailerons and the spoilers execute the orders of lateral modes, the elevators
and the THS execute the orders of vertical modes.
The rudder is controlled not by the autopilot but directly by the FACs.
Landing
If the airfield is equipped with ILS installations, the autopilot can perform a com-
plete landing with approach, flare and roll out.
A second autopilot can be engaged (AP 1 active, AP 2 in standby).
Figure 1: Autopilot
b) Rudder pedals
The load is applied on the rudder artificial feel (addition of a spring in the
artificial feel and trim unit).
The load threshold changes from 10 to 30 daN when the AP is engaged.
Exceeded load results in AP disconnection.
AP Warnings
When any AP is disengaged, a warning is provided:
• If the disengagement is manual through the take over P/B on either side stick,
the visual and associated audio warnings are temporary.
• If the disengagement is due to a failure, an action on the FCU AP P/B or a force
on the side stick, the visual and aural warnings are continuous and require
push action on the instinctive AP disconnect P/B to cancel.
Flight Director A non lit FD pushbutton means that no FD symbols can be displayed on the cor-
responding PFD.
Engagement FD2 is displayed on each PFD to show that no FD symbols can be displayed on
PFD 1 and FD 2 is engaged on the F/ O side.
The Flight Director (FD) functions engage automatically as soon as the system is
electrically supplied and logic conditions are fulfilled.
FD Bars
FD engagement is indicated on the Flight Control Unit (FCU) by the FD pushbut-
ton green bars and on the top right of each Primary Flight Display (PFD). The FD bars can be displayed provided HDG-V/S (Heading- Vertical Speed) is se-
lected on the FCU. HDG-V/ S is automatically selected at system power up.
1FD2 indication is displayed on each PFD to show that FD 1 is engaged on the
Capt side and FD 2 is engaged on the F/O side. At certain system configuration changes, the FMGCs send a command to
the DMCs to make the FD bars flash for 10 seconds.
On ground, as long a s no AP/ FD mode is active, there are no FD symbols
on the PFDs. AP/FD modes are correctly followed when the FD bars are centered on the fixed
aircraft model of the PFDs.
Principle There are three FD bars:
The FD displays the Flight Management and Guidance Computer (FMGC) guid- • the pitch bar,
ance commands on both PFDs. • the roll bar,
In manual flight, the FD displays guidance orders to help the pilots to apply com- • and the yaw bar.
mands on the controls in order to follow the optimum flight path which would be The horizontal pitch bar can be displayed if a vertical mode is active except during
ordered by the autopilot (AP) if it were engaged. When the AP is engaged, the FD the rollout phase of the landing.
enables the FMGC demands to be checked. The vertical roll bar can be displayed if a lateral mode is active.
The FD modes are the same as the AP modes and are selected in the same way. Below 30 feet radio altitude at take-off (when a LOC signal is available) and during
The FMGCs calculate AP/FD orders which are transformed into symbols by the landing, the roll bar is replaced by a yaw bar index. This bar is said to be centered
Display Management Computers (DMCs). when just below the central yellow square.
There are two types of symbols:
• The FD bars, and the Flight Path Director and Flight Path Vector symbols.
• The central HDG-V/S / TRK-FPA pushbutton on the FCU allows the pilots to
switch between these two types of symbols.
FD Pushbuttons
Upon FCU power up, or in go around, or when losing the AP during the rollout
phase of the landing, the three green bars of the FD pushbuttons come on auto-
matically. A lit FD pushbutton means that the FD symbols can be displayed on the
corresponding PFD ("Corresponding" means PFD 1 for the Capt FD pushbutton
and PFD 2 for the F/O FD pushbutton).
If a lit FD pushbutton is pressed, the green bars go off. Pressing the pushbutton
again puts the green bars on again.
FPD/ FPV Symbols The FPD symbol provides command signals to intercept and fly the lateral and
vertical flight path as defined by the FMGCs. The FPD symbol is removed if no
The Flight Path Director (FPD) and the Flight Path Vector (FPV) symbols can be
guidance mode is provided by the FMGCs.
displayed provided TRK- FPA (Track- Flight Path Angle) is selected on the FCU.
The FPV symbol represents lateral and vertical flight path information in terms of
At certain system configuration changes, the FMGCs send a command to current track and Flight Path Angle actually being flown. The FPD symbol position
the DMCs to make the FPD and FPV symbols flash for 10 seconds. is computed by the Air Data Inertial Reference System (ADIRS).
AP/ FD modes are correctly followed when the FPD and FPV symbols are super- The yaw bar is identical to the FD bar case and appears with the same con-
imposed.
ditions.
Figure 5: Flight Director - FD Bars & FPD/ FPV Symbols
Disengagement Conditions
Depressing the FD P/B removes the onside FD Cross bars and the FD engage-
ment annunciator on the FMA will Change accordingly.
When APs are not engaged and the crew does not follow the FD bars to maintain
the commanded trajectory in climb with CLB or OP CLB engaged or in descent
with DES or OP DES engaged, the FDs will disengage at the activation of the au-
tomatic Speed mode protection.
Flight Guidance Priority Logic Here is an example of a master flight management and guidance computer.
Look at the flow chart to understand the priority logic.
Flight Guidance (FG)
With no Autopilot (AP), no Flight Director 1 (FD1) but Flight Director 2 (FD2) en-
The engagement status of the guidance function works on the MASTER/ SLAVE gaged, FMGC2 is the master because, following the flow chart, the first three an-
principle. swers are "NO", but the fourth one is "YES".
The master Flight Management and Guidance Computer (FMGC) imposes all the
changes of AP/ FD modes and/ or autothrust (A/ THR) engagement to the slave
FMGC.
Figure 7: Flight Guidance Priority Logic- Flight Guidance (FG)
Autopilot (AP) Both autopilots can be engaged as soon as the APPROACH mode is selected on
If one AP is engaged, the corresponding FMGC controls the flight controls through the Flight Control Unit (FCU).
the Flight Control Computers. AP1 has priority, AP2 is in standby.
There is no priority logic in single operation. Last engaged autopilot is the active The Flight Control Computers use the AP1 commands first. A switching is per-
one. formed to the AP2 commands in case of AP1 disengagement.
Figure 9: Flight Guidance Priority Logic-Autopilot (AP)
Autothrust (A/ THR) When the selected autothrust function is active (according to the thrust lever po-
A single autothrust pushbutton switch located on the FCU enables the engage- sition), the master FMGC controls the engines, via the FCU.
ment or disengagement of the autothrust function. Consequently, in automatic control, it is the same FMGC which controls the en-
The autothrust function is, in fact, composed of two systems (A/ THR1 and A/ gines and the flight controls.
THR2) which are ready to be engaged at the same time, but only one system is To recover the A/ THR function, when one AP (AP1 or AP2) is engaged and its
selected. own A/ THR has failed, the opposite AP should be engaged to switch from the
However, the selection of A/ THR1 or A/ THR2 depends on the engagement of the master FMGC to the other (which now becomes the master) and to switch to the
AP and FD, i. e. of the master/ slave principle which is known by the FCU and sum- opposite A/ THR.
marized in the table.
Figure 10: Flight Guidance Priority Logic-Autothrust (A/THR)
Flight Mode Annunciator (FMA) The Autopilot/ Flight Director information is displayed according to the following
The three types of information on the Flight Mode Annunciator (FMA) are: logic:
• Autothrust mode/ status, • With at least one AP, the master FMGC supplies both FMAs.
• Autopilot/ Flight Director mode and status, • Without AP, with the FDs engaged, FMGC1 supplies FMA1, FMGC2 supplies
FMA2.
• Flight Management messages.
• Without AP, with one FD failed or manually disengaged, the opposite FMGC
The autothrust information is displayed by the master FMGC which supplies both supplies both FMAs.
FMAs.
Figure 11: Flight Guidance Priority Logic-Flight Mode Annunciator (FMA)
AP, FD, A/THR Modes Exception: When both autopilots are engaged, the mode engagement is not syn-
chronized between the two FMGCs. So, this concerns only the LAND mode and
Synchronization the GO AROUND mode.
When the FMGCs are in independent mode, the flight plan sequencing
To ensure a consistent operation of the Autoflight System, it is mandatory to have
(change from one leg to the next leg) is not synchronized between the two
the two FMGCs in operation with the same modes active and armed. The logic for
FMGCs.
the selection of the FMGC which has priority takes into account the engagement
of the AP, FD and A/ THR functions. The mode engagements are basically syn-
chronized according to the master FMGC.
VERTICAL
AP/ FD Lateral Modes synchronized on the aircraft heading or track. The HDG/ TRK mode enables the
heading/ track mode, displayed on the FCU, to be acquired and held. The capture
HDG - TRK
of a preselected heading is achieved with an overshoot of less than 3°.
The choice between heading and track modes is function of the selection made
on the FCU. At mode engagement, the HEADING/ TRACK display of the FCU is
Figure 12: T/O with Heading Preset
Navigation port mode can be the HDG/ TRK or RUNWAY modes and an active phase. The
NAV mode can only be active or armed if a lateral flight plan, calculated by the FM
This mode enables the aircraft to be controlled in the horizontal plane using the
part from data introduced on the MCDU, is available.
commands calculated by the FM section. It includes the arming phase. The sup-
Figure 14: Engagement of NAV Mode with Selector Knob
LOC
This mode enables a LOCALIZER beam to be captured and tracked independent-
ly of the GLIDE beam.
This mode is used:
• on the airfields not provided with glide transmitters,
• in the event of very noisy ILS beams (e. g. CAT1 beams).
This mode includes:
• an arming phase,
• a capture phase,
• a track phase.
During the arming phase, the HEADING, TRACK and NAV modes can be active
and used as support modes. The localizer capture is achieved with only one over-
shoot followed by a constant convergent heading (if needed) under the following
conditions:
• a track angle error between 20° and 60°,
• capture initiated at a distance of at least 10 Nm from the runway threshold,
• aircraft ground speed of 200 kt,
• LOC beam sensitivity of 0.0775DDM (W075mA) per degree.
V/ S - FPA When the pilot selects "00" in the V/ S- FPA display on the FCU, the AP/ FD pro-
vides a guidance in V/ S- FPA mode which permits the altitude obtained after can-
The choice between the V/ S and FPA modes depends on the selection made on
cellation of the vertical speed to be held. This type of guidance is cancelled as
the FCU (HDG- V/ S, TRK- FPA). At each switching, the V/ S- FPA display of the soon as the selected parameter becomes different from zero again.
FCU is synchronized on the aircraft parameter. The V/ S- FPA mode enables the
vertical speed or flight path angle, displayed in the V/ S- FPA display of the FCU, When the aircraft performance does not allow the selected V/ S or FPA val-
to be acquired and held. Altitude hold in V/ S- FPA mode: ues to be held, the AP increases or decreases the V/ S or FPA until VLS or
VMAX- 5kts is reached. The AP then holds the protection speed.
Figure 19: V/S - FPA
Open CLB - Open DES lower than the aircraft level, the OPEN DESCENT mode is engaged and ensures
the descent. The attempt of engagement of the OPEN CLIMB and OPEN DE-
This mode enables a level change to be made and pilot actions to be minimized.
SCENT modes will not be taken into account if the active mode is ALT hold and if
The engagement of OPEN CLIMB or OPEN DESCENT modes activates: the selected altitude has not been modified. For level changes smaller than 1200
• holding of the speed or target Mach on the AP/ FD, ft in OPEN CLB mode with A/ THR active, the guidance is provided by the AP/ FD
• the ALT ACQ mode in its arming phase. in vertical mode (+ 1000 ft/ mn reference), with the A/ THR controlling the speed.
If the level selected in the alt window of the FCU is higher than the aircraft level, This type of guidance avoids large thrust variations which are obtained through the
the OPEN CLIMB mode is engaged and ensures the climb. If the selected level is successive activation of ALT- OPEN- ALT ACQ modes.
CLB - DES selected on the FCU is higher than the aircraft level. The DES mode can be armed
or active during the cruise, descent and approach phases on condition that the lev-
The level change managed modes ensure guidance by the AP/ FD. This permits
el selected on the FCU is lower than the aircraft level. The engagement of the level
the vertical flight plan computed in the FM part to be followed. These modes can change managed modes is possible only if a vertical flight plan is available in the
be armed or active. When active, it is the FM part which selects the type of guid- FM part and if the horizontal NAVIGATION mode is active on the AP/ FD.
ance and the values of target parameters. The CLB mode can be armed or active
during the take off, go around, climb and cruise phases on condition that the level
Figure 21: CLB-DES
Altitude Constraint Mode Target altitude may be the FCU selected altitude, or the altitude provided by the
FM in case of an altitude constraint.
The ALT CST mode guides the A/C in order to acquire the target altitude while A/
THR controls aircraft speed. Once the altitude is acquired, the ALT CST hold
mode engages automatically.
Figure 22: ALT CST
AP/ FD Common Modes These modes are engaged simultaneously on both axes. However, it is possible
to have TO and GA modes engaged on one axis and then on the other. The se-
Principles lection of the LAND or GA modes authorizes the engagement of both Autopilots.
Here is the list of the AP/ FD common modes: The engagement of the lateral and vertical cruise modes is impossible as long as
the AP or FD is engaged in LAND TRACK or GO AROUND modes below 100 ft
• TAKE OFF
RA.
• ILS APPROACH or FM APPROACH
• GO AROUND
Take Off
This mode provides a lateral guidance function, at take off, on the runway center-
line by means of the LOC beam and by following an optimum longitudinal flight
path after rotation. The mode is engaged when the pilot selects the take off thrust
by positioning the thrust control levers beyond the MCT/ FLX TO detent. The pitch
guidance law enables a minimum of V2+ 10 kts to be held in normal engine con-
figuration. The take off longitudinal mode is the PITCH TAKE OFF mode (dis-
played "SRS" on the FMA). SRS means Speed Reference System. The guidance
law on the lateral axis provides guidance of the aircraft on the runway centerline
by means of the LOC beam. For this, the pilot selects the ILS frequency associat-
ed with the take off runway. The take off lateral mode is the RUNWAY mode.
Approach The type of the approach is selected by means of the MCDU. The selection of an
ILS frequency on the Radio Management Panel (RMP) forces the selection of the
The AFS enables two types of approach to be considered:
ILS approach whatever the selection made on the MCDU. The approach mode
• ILS approach or LAND mode where the guidance is performed on the ILS (ILS or FM) is engaged when you push the APPR pushbutton on the FCU.
beam (LOC and GLIDE),
• FM approach or AREA NAV mode where the guidance is performed from a the-
oretical path computed by the FM.
ILS Approach
This mode provides the capture and track of the ILS beam (LOC and GLIDE) and
ensures the following functions:
alignment, flare and roll out.
This mode is available for AP and FD. It enables landings to be per- formed in
CAT2/ CAT3 operation. Therefore, the selection of the LAND mode authorizes the
engagement of a second AP.
The arming of the LAND mode enables the LOC and GLIDE modes to be armed
on the lateral and longitudinal axes. When the aircraft is stabilized on the LOC and
GLIDE beams:
the AP/ FD guides the aircraft along the ILS beam to 30 ft. At this altitude, the
LAND mode provides the alignment on the runway centerline on the yaw axis and
flare on the pitch axis. The ROLLOUT submode is engaged at touch down and
provides guidance on the runway centerline. As the LAND mode is latched below
400 ft, it can be deactivated only by engaging the GO AROUND mode. Actions on
the FCU are no longer taken into account.
FM Approach DES and NAV modes can be armed on the lateral and longitudinal axes by action
on the APPR pushbutton on the FCU. If the NAV mode is already active, the mode
This mode provides lateral and longitudinal guidance of the aircraft along a theo-
remains engaged. When the aircraft goes down to the MDA, the pilot can continue
retical profile defined by the flight plan. Guidance is ensured down to the Minimum the AREA NAV approach if the visibility conditions are correct. If the visibility con-
Decision Altitude (MDA) or Minimum Decision Height (MDH), altitude at which the ditions are not correct, the pilot must interrupt the approach phase. This phase
pilot recovers control of the aircraft. This mode is available on the AP and FD. The
does not ensure landing.
FM approach is selected through the flight plan. In these conditions, the FINAL
Figure 26: FM Approach
GO Around
On the lateral axis, the engaged mode enables the track followed by the aircraft to
be held. On the vertical axis, it ensures managed speed control. The speed refer-
ence of the guidance law is the aircraft speed when the mode was engaged, the
lower limit of this speed is the approach speed. This mode is available on the AP
and FD. It is engaged when the pilot selects the maximum thrust by positioning the
thrust control levers against the TO/ GA stop. Engagement of the GO AROUND
mode results in:
• engagement of the PITCH GA (i. e. SRS) mode on the pitch axis,
• engagement of the ROLL GA (i. e. RUNWAY TRK) mode on the roll axis.
In dual AP configuration, the disengagement of the GO AROUND mode on one
axis causes disconnection of the second autopilot. The engagement of the GO
AROUND mode, on ground, causes AP disengagement.
FMGS Warnings Altitude alert is cancelled by turning the FCU altitude knob, or by setting the land-
ing gear lever to DOWN with slats extended or when the landing gear is down-
Altitude Alert locked.
The altitude alert takes into account the difference between the aircraft altitude Decision Height (DH)
and the reference altitude selected on the FCU.
This warning corresponds to an audio call out by a synthetic voice, depending on
It has an effect on the altitude window of the PFD and can trigger the C- chord au- the aircraft radio altitude and the Decision Height (DH).
ral warning.
X is equal to 15ft if DH is greater or equal to 90ft.
Altitude alert is inhibited by glide slope capture.
X is equal to 5ft if DH is less than 90ft.
"HUNDRED ABOVE" and/ or "MINIMUM" warnings can be inhibited by pin pro-
gramming.
Figure 28: Altitude Alert/ Decision (DH)
Autoland – G/S TRK or LAND TRK mode is engaged and G/S deviation exceeds 1 dot
and 100ft < RH < 1000ft.
The AUTOLAND red warning informs the pilot that, depending on the procedures,
he has to perform a go- around or a manual landing. • Landing capability downgrading
– A triple click aural warning is generated in the event of landing capability
This warning can only be activated in LAND mode with at least one autopilot en- downgrade.
gaged.
– Below 100ft RH with LAND mode engaged, CAT3 DUAL, CAT3 SINGLE
The AUTOLAND red warning is triggered below 200ft in LAND mode in the follow- downgrading is inhibited until LAND mode and/or both APs are disengaged.
ing cases:
• Dual LOC and/or G/S receiver failure
• Both AP OFF below 200ft RA. – Provided ILS is selected on the EFIS control panel, red LOC and G/S flags
• LOC excessive deviation (1/ 4 dot above 15ft RA) or GLIDE excessive devia- are displayed on the PFD and ND ROSE ILS. LOC and G/S scales are re-
tion (1 dot above 100ft RA). moved from the PFD.
LOC and GLIDE scales flash on the PFD. – If LOC and G/S modes and at least one AP/FD are engaged at the time of
• Loss of LOC signal above 15ft or loss of GLIDE signal above 100ft. dual receiver failure, the AP disengages automatically and the FD reverts
The FD bars flash on the PFD. The LAND mode remains engaged. to HDG-V/S or TRK-FPA basic modes.
A triple click aural warning is generated in the event of landing capacity downgrad- • LOC and/or G/S transmitter failure (when captured)
ing. – The corresponding index is lost.
The warning is cancelled by LOC mode or AP disengagement or by performing a – The LOC and G/S scales flash.
go- around. – The corresponding FD bars flash.
A warning test can be performed by pressing the Captain or the First Officer – LOC and G/S modes remain engaged.
AUTOLAND pushbutton. –
–
Warnings
• AUTOLAND red warning Figure 29: FMGS Warnings-Autoland
This warning is triggered if the A/C is below 200 ft in LAND and FLARE mode
and either of following events occur:
– Loss or disengagement of both AP
– Excessive beam deviation occurs.
– Failure of LOC or G/S receiver.
– Loss of LOC signal above 15ft or loss of G/S signal above 100 ft (transmitter
or receiver failure).
– Difference between both radio altimeters > 15 ft.
• Excessive beam deviation warning
Indicated by a flashing LOC and G/S scales on the PFD and ND ROSE ILS
whenever:
– LOC TRK or LAND TRK mode is engaged and LOC deviation exceeds 1/4
dot and 15ft < RH < 1000ft.
FCU Description
FCU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face
includes an Auto Flight System (AFS) control panel between two Electronic Flight
Instrument System (EFIS) control panels.
The AFS control panel allows and displays the engagement of autopilots (APs)
and autothrust (A/THR), and the selection of guidance modes and flight parame-
ters.
The EXPEDite pushbutton can be optionally removed from the AFS control
panel.
LAND Capability Conditions the category of landing to be displayed on both Primary Flight Displays (PFD) (on
FMA) via the Display Management Computers (DMC).
General Note that in dual FMGC configuration, the category corresponds to the lowest ca-
Whatever the flight phase, each Flight Management and Guidance Computer pability coming from the two FMGCs. Here is explained the difference between
(FMGC) computes its own automatic landing capability according to the availabil- FAIL OPERATIONAL and FAIL PASSIVE configurations.
ity of the various sensors and functions. In a "FAIL OPERATIONAL" configuration, the objective is to continue the automat-
According to this capability, each FMGC computes the landing capacity which ic landing despite a single function failure; the guidance being still given by the re-
takes into account information from both FMGCs. When a precision approach is maining function.
demanded through the APPROACH pushbutton, the master FMGC then sends In a "FAIL PASSIVE" configuration, the self- monitoring of a function will deacti-
vate itself before compromising the handling of the aircraft.
Figure 34: Landing Capability
Landing Capabilities
Each FMGC computes its own automatic landing category according to the avail-
ability of computer sensors or functions.
Accordingly, CAT1, CAT2, CAT3 SINGLE or CAT3 DUAL messages are dis-
played on the FMAs.
Below alert height (100 ft RH), CAT3 DUAL and CAT3 SINGLE capability are
memorized until LAND mode is disengaged or both AP are disengaged. There-
fore, a failure occurring below 100 ft RH will not cause any capability downgrading.
FAIL PASSIVE Automatic Landing System (CAT3 SINGLE)
The automatic landing system is called FAIL PASSIVE if, in the event of any sys-
tem failure, there is no significant out-of-trim condition or attitude and/or flight path
deviation, but the landing is not automatically completed and control must be re-
sumed manually.
Although the engagement of the second AP might be possible with CAT3
SINGLE displayed, the automatic landing system is FAIL PASSIVE only.
FAlL OPERATIONAL Automatic Landing System (CAT3 DUAL)
The automatic landing system is called FAIL OPERATIONAL if, in the event of a
system failure below alert height, the approach, flare and landing can be complet-
ed by the operative part of the automatic landing system.
22-30 Autothrust •
"CL": corresponds to a climb thrust.
Forward section:
"FLX/MCT": corresponds to a FLeXible Take-Off thrust or a Maximum Contin-
Autothrust uous Thrust after an engine failure,
"TO/GA": corresponds to a maximum Take-Off/ Go-Around thrust.
A/THR Loop Principle The ECUs compute the thrust limit which depends on the position of the thrust le-
To perform the autothrust (A/THR) function, the thrust target computed by the vers.
Flight Management and Guidance Computers (FMGCs) is chosen by the Flight If both thrust levers are in the same detent, the thrust limit corresponds to this de-
Control Unit (FCU). tent.
Then each FCU processor sends, along its own bus, the THR target to the Engine If both levers are not in the same detent, the thrust limit corresponds to the next
Control Units (ECUs) via the Engine Interface Units (EIUs). higher detent.
The FMGCs select the higher of the ECU1 and ECU2 thrust limits for thrust target
A/THR Engagement computation.
The engagement of the A/THR function can be MANUAL or AUTOMATIC.
The A/THR is engaged MANUALLY by pressing the A/THR pushbutton on the A/THR Function Logic
FCU. The A/THR function can be ENGAGED or DISENGAGED.
This is inhibited below 100 feet RA, with engines running. When it is engaged, it can be ACTIVE or NOT ACTIVE.
The A/THR is engaged AUTOMATICALLY:
• when the autopilot/ Flight Director (AP/FD) is engaged in TAKE- OFF or GO-
A/THR Disengaged
AROUND modes, When the A/THR function is DISENGAGED:
• or in flight, when the alphafloor is detected; this is inhibited below 100 feet RA • the thrust levers control the engines,
except during the 15 seconds following the lift- off. • on the FCU, the A/THR pushbutton light is OFF,
To effectively have A /THR on the engines, the engagement of the A/THR is • the Flight Mode Annunciator (FMA) displays neither the A/THR engagement
confirmed by a logic of activation in the ECUs. status nor the A/THR modes.
• the A/THR system controls the engines, at least, one thrust lever is out of the A/THR active area or both thrust levers are
• on the FCU, the A/ THR pushbutton light is ON, above the "CL" detent or, at least one engine is in FLEX /TO mode, with the alpha-
• the FMA displays the A/THR engagement status (in white) and the A/THR floor protection not active.
mode. Because the A/THR function is not active:
• the thrust levers control the engines (as long as a thrust lever is outside the A/
A/THR Engaged and Not Active THR active area),
When the A/THR function is ENGAGED, A/THR is NOT ACTIVE if: • the A/THR pushbutton light is ON,
• the FMA displays the A/THR engagement status (in cyan) and the MANual
THRust rating.
Figure 1: Autothrust
Modes When the alpha floor detection is no longer present in the FACs, the green mes-
sage "TOGA LK" with an amber flashing box (LK for LocK) is displayed on the
The A/THR function computes a thrust target according to modes and their related
FMA.
reference parameters.
The alphafloor protection can only be cancelled through the disengagement of the
The reference can be: A/THR function.
• a SPEED or a MACH NUMBER; in this case, the source is either the FCU (Val-
ue chosen by the pilot), or the FMGC itself, A/THR Operation In Flight
• a THRUST; in that case, the sources are either the ECUs (which compute the
The aircraft is on ground and ready for Take-Off.
thrust limit) when the thrust limit is needed, or the FMGC itself.
Neither the AP nor the A/THR are engaged.
The A/THR modes are SPEED/MACH, THRUST, RETARD which can be over-
passed by the alphafloor protection. The engines are controlled by the thrust levers.
The choice of the mode is automatically made by the FMGCs according to the ac- To Take-Off, the pilot sets the thrust levers to the TO/GA stop or to the FLEX/MCT
tive AP or FD vertical mode. This choice is based on a simple law: "Priority to the detent if a flexible temperature is selected on a Multipurpose Control and Display
speed control". Unit (MCDU).
• When the AP (with elevators) controls the aircraft speed, the A/THR has to This engages the A/THR function (but it is not active). At the thrust reduction alti-
control the engines by a fixed thrust demand (THRUST mode). tude, a message on the FMAs indicates to the pilot that he has to set the thrust
• When the AP controls another aircraft parameter (e. g. altitude), the A/THR has levers into the "CL" detent.
to take care of the aircraft speed by a variable thrust demand to the engines As soon as the thrust levers are in the "CL" detent, the A/THR is active.
(SPEED/MACH mode).
If a thrust lever is set into the "CL-MCT" or "O-CL" area, a message on the FMAs
• Beside these two modes, RETARD is only available in automatic landing when
warns the pilot to set the thrust lever to the "CL" detent (White LVR CLB message
engine thrust has to be reduced to idle for the flare phase below 40 feet RA.
if "CL-MCT" area, amber LVR ASYM message if "O-CL" area).
When no vertical mode is engaged, the A/THR operates only in SPEED/MACH
The A/THR remains active.
modes except:
• when THRUST mode engages automatically in case of alphafloor, Then, the thrust levers remain in this position until the approach phase.
• when, A/THR being in RETARD, if AP is disengaged, the A/THR function re- During automatic landing, before touch down, an auto call out, "RETARD", indi-
mains in RETARD mode, the aircraft being on ground. cates to the pilot that he has to set the thrust levers to the "0" stop.
When he does it, the A/THR disengages.
Alphafloor Protection This allows the automatic activation of ground spoilers if they are in armed condi-
The A/THR function protects against an excessive angle- of-attack. tion.
The alphafloor signal is detected by each Flight Augmentation Computer (FAC). Then, on ground, the pilot moves the thrust levers on the REVerse sector.
In case of excessive angle-of-attack or avoidance maneuver, the FACs send an
order to the FMGCs which activate the alphafloor protection. Disconnection
The A/THR automatically engages or stays engaged active and the engine thrust Besides the normal A/THR operation, the A/THR function is disengaged either by
becomes equal to the Take-Off/Go-Around thrust for any thrust lever position. In a pilot action or in case of a system failure.
this condition, the green message "A. FLOOR" with an amber flashing box is dis-
played on the FMA.
The A/THR function can be disengaged either by pressing at least one of the two When the disconnection is made by the instinctive disconnect pushbutton the
red instinctive disconnect pushbuttons on the side of the thrust levers or by press- thrust is immediately adjusted to the thrust lever position.
ing the A/THR pushbutton on the FCU. In other cases, after FCU pushbutton disconnection, or failure:
A/THR disengagement can also be due to an external system failure. • When a thrust lever was in its detent, the thrust on the corresponding engine
When the A/THR function is active, the actual engine thrust does not necessarily is frozen at its last value just before the disconnection (Memo mode).
corresponds to the thrust lever position. • As soon as a thrust lever is moved out the detent, or if it was not in a detent,
Consequently, it is important to know what happens after an A/THR disconnec- the thrust on the corresponding engine is smoothly adapted to the thrust lever
tion: position.
– lf both thrust levers are set below the CL detent (all engines operative), or A.FLOOR protection is available from lift-off down to 100 ft RH before landing.
the thrust lever of the operative engine is set below the MCT detent (engine This function is inhibited in engine out operation when FLAPS are not retracted.
out), a repetitive warning (amber caution/ single chime/ ECAM message: A/
THR LIMITED) is triggered every 5 seconds until levers are moved back
into the detent. A flashing LVR CLB (all engines operative) or LVR MCT (en-
gine out) message is displayed on the FMA unless both levers are moved
back into the appropriate detent.
– If one thrust lever is set out of the CL detent but within the A/THR active
range, A/THR remains active. An amber LVR ASYM msg is displayed on
the FMA together with an A/THR LIMITED warning on ECAM.
A/THR Disconnection
Standard disconnection:
• Depress the instinctive disconnect P/B on the thrust levers (immediately Sets
the thrust corresponding to the lever Position).
• Set both thrust levers to IDLE detent.
Non-Standard disconnection (autothrust rearms automatically if at least one thrust
lever is set to TOGA):
• Depress the A/THR P/B on the FCU while A/THR is armed/active or
• Loss of one of the arming conditions.
When the radio altimeter is below 100ft. and the pilot sets both thrust levers above Engagement Conditions
the CL detent or one above the MCT detent, autothrust disconnects.
Automatically, when alpha floor conditions are detected
If the instinctive disconnect P/B is depressed for more than 15 sec, the A/
THR System is permanently disconnected for the remainder of the flight. As long as alpha floor conditions are met:
This means that all A/THR functions including ALPHA FLOOR are lost. Re-
covery is possible at next FMGC power up only.
Alpha Floor
When the A/C angle of attack (AOA) exceeds a predetermined threshold, the
FACs transmit a signal to the FMGCs to engage A.FLOOR mode. A/THR com-
mands TOGA thrust regardless of thrust lever positions.
Disengagement Conditions
TOGA LK mode tan only be disengaged by A/THR disconnection via either:
• Depressing the instinctive disconnect P/B on the thrust Ievers.
• Setting both thrust levers to IDLE.
• Depressing A/THR P/B on the FCU.
If the instinctive disconnect P/B is depressed for more than 15 sec, A/THR
and A.FLOOR are lost for the remainder of the flight. Recovery is possible
only after FMGC power up.
22-60 Flight Augmentation If both FACs are valid, FAC 1 controls the yaw damper, turn coordination, rudder
trim and rudder travel limit and FAC 2 is in standby.
Rudder Trim With AP engaged, it accomplishes the FMGC orders and provides engine failure
recovery assistance in all FG modes (long term yaw compensation).
The rudder trim function accomplishes the crew trim orders given by the manual
trim knob. When the AP is engaged, the rudder trim is inoperative and master FMGC
interfaces with the FACs to ensure rudder trim function.
A rudder pedal deflection exceeding 10° out of trim disengages the AP.
Rudder Travel Limitation lf rudder Iimitation function is lost in both FACs, the value of the rudder deflection
limit is frozen at second FAC function failure.
This function provides limitation in rudder deflection as a function of aircraft speed
to avoid structural overloads. With slats extended, the value of the rudder limit deflection is automatically select-
ed to the low speed setting.
Centering
Spring
Travel
Limitation Unit
Servo Control
Trim Actuator
Yaw Damper
Return Spring Rod Yaw Damper Act. (Yellow)
Controls Displays
Each Flight Augmentation Computer receives inputs from its related pushbutton, The Rudder Travel Limiting position is not displayed. Only its maximum stop po-
the rudder trim selector and the trim RESET pushbutton. sitions are shown on the ECAM.
The RUD TRIM selector deflects the rudder. Displays:
The RESET pushbutton returns the rudder to the neutral position. • The characteristic speeds computed by the FACs are shown on the speed
scale of the Primary Flight Display (PFD).
• The rudder trim position is displayed on the ECAM System Display and on the
rudder trim control panel.
Figure 6: FAC Controls and Indications
The VLS corresponds to 1.13 Vs during take- off or following touch and go. It be- Alpha Protection Speed
comes 1.23 Vs as soon as any flap or slat selection is made. It remains at this val-
It is defined by the top of a black and amber strip along the speed scale.
ue until landing.
It represents the speed corresponding to the angle of attack at which alpha pro-
Above 20000 ft, VLS is corrected for mach effect to maintain 0.2 g buffet margin.
tection becomes active.
VLS information is inhibited from touch down up to 10 seconds after lift- off.
This speed is computed in pitch normal law by the FACs.
Figure 7: Flight Envelope Data on PFD
VSW
It is defined by the top of a red and black strip along the speed scale.
It represents the speed corresponding to the stall warning.
VSW information is inhibited from touch down up to five seconds after lift- off.
It is computed in pitch alternate or pitch direct law by the FACs.
Decision Speed V1
The decision speed V1 is shown by a cyan symbol.
It is manually inserted by the crew through the MCDU.
When out of indication range, it is digitally shown on the upper part of the scale. It
is removed after lift- off.
Components
Figure 1: FMGC Interface
FMGC Modes of Operation – The FD1 P/B is on, the FMGC1 is master.
Each FMGC is linked to its own set of peripherals: MCDU, EFIS, RMP. – The FD1 P/B is off and FD2 P/B on, the FMGC2 is master.
• If no AP/FD is engaged, A/THR is controlled by FMGC 1.
The FMGCs has three modes of operation:
• Dual mode (the normal mode). Independent Operation
• Independent mode. Each FMGC being controlled by its associated MCDU.
This degraded mode is automatically selected by a major mismatch (e.g. data-
• Single mode (using one FMGC only). base incompatibility, ops program incompatibility). Both FMGC work independent-
ly and are linked to onside peripherals.
Dual Operation
An entry on one MCDU is transmitted to the onside FMGC only and affects onside
This is the normal mode where both FMGC process their own information and ex- EFIS and RMP. To get similar AP/FD commands, same entries must be made by
change their computed data through a cross talk bus. One FMGC is declared as the crews on both MCDUs.
master. FMGC 1 defaults to master unless FD2 only and/or AP2 are engaged.
Independent operation is indicated by “INDEPENDENT OPERATION” mes-
All data inserted on any MCDU is transferred to both FMGC and to all peripherals. sage on the MCDU scratchpad. On data pos monitor page there is no OPP
FMGC position displayed.
Single Operation
This degraded mode is automatically selected in the event of one FMGC failure.
All the peripherals are driven by the remaining FMGC.
When one FMGC fails an amber message “OPP FMGC IN PROCESS” ap-
pears on the corresponding MCDU.
The ND on the failed FMGC side has to be set to the same range and mode than
the ND on the operative FMGC side. Otherwise an amber message “SELECT
OFFSIDE RNG/MODE” is displayed on the ND.
Flight Planning
Flight Plan
The flight plan is defined by various elements which indicate the routes the aircraft
must follow with the limitations along these routes.
The elements are mainly taken from the data bases or directly entered by the pilot.
The limitations are mainly speed, altitude or time constraints originated by the Air
Traffic Control (ATC).
The function that integrates these elements and limitations to construct a flight
plan is called flight planning.
In addition to this, the Flight Management (FM) part provides the aircraft position
and the follow- up of the flight plan, this is called navigation.
Everything can be prepared prior to the take- off but can also be modified quickly
and easily during the flight operation.
In case of an FM problem, the remaining valid FMGC is used as sole source to
command both MCDUs and NDs after automatic switching.
Navigation Any level change in the vertical profile is initiated after a push action on a level
change selector, except for departure when the vertical profile is armed on ground
The navigation process provides the system with current aircraft state information
and will automatically be active after take- off phase.
consisting of present position, altitude, winds, true airspeed and ground speed.
This is achieved using inputs from the Inertial Reference Systems, Air Data sen-
sors, Global Positioning Systems (GPS) if fitted, navigation radios, Aircraft Com-
munication Adressing and Reporting System (ACARS) if fitted and FAC flight
envelope computation.
Position can be updated manually during the flight or automatically, on the runway
threshold at take- off for example.
Performance
The performance data base contains optimal speed schedules for the expected
range of operating conditions.
Several performance modes are available to the operator with the primary one be-
ing the ECON mode.
The ECON mode can be tailored to meet specific airline requirements using a se-
lectable Cost Index (CI).
A Cost Index is defined as the ratio of cost of time to the cost of fuel.
The fuel quantity is given by the Fuel Quantity and Indication Computers (FQICs).
The speed and the thrust values associated with a given Cost Index are used to
determine the climb and descent profiles.
FUEL and TIME are the main "actors" in this particular part of the FM function and
direct the airline choice.
Display
According to the pilot selection on the EFIS control panel of the Flight Control Unit
(FCU), the flight plan is shown in relation to the aircraft position on the ROSE- NAV
or ARC modes.
The aircraft model is fixed and the chart moves.
The difference between the two modes is that the half range is available when the
Navigation Display (ND) is set to ROSE- NAV mode as there is only frontal view
when it is set to ARC mode.
In PLAN mode, the flight plan is shown, with NORTH at the top of the screen, cen-
tered on the TO waypoint.
Depending on the selected range, the aircraft may or may not be visualized on this
display.
The PLAN display can be decentered by scrolling the flight plan on the MCDU.
The Primary Flight Display (PFD) shows the FM guidance following engagement
of the AP/ FD lateral and vertical modes.
FM Position
• At flight initialization:
Each FMGC displays an FM position that is a mix lRS/GPS position (GPIRS).
• At take-off:
The FM position is automatically updated to the F-PLN inserted runway thresh-
old position.
• In flight:
During flight, the FM position approaches the GPIRS or RADIO position (if
GPIRS is rejected/not available) at a rate depending of the A/C altitude.
The FM automatically selects the most efficient navigation mode and tunes the
best available navaids to optimize the FM position accuracy.
En Route 3.41 NM
Terminal 2.07 NM
Approach VOR/DME 0.61 NM
Other Cases 0.36 NM
2 Up to 130 NM
3 Up to 250 NM
FM Radio NAV Tuning Figure 6: Radio Navigation - Manual Tuning through RADIO NAV and PROG
Page
There are three tuning modes for the navigation radios (navaids) with the following
priority order:
1. Manual tuning through the RMP.
2. Manual tuning through the MCDU.
3. Automatic tuning by the FMGC software.
The format of the navaids information on the RADIO NAV and PROG page chang-
es with the tuning mode:
• Cyan small fonts, if FMGC autotuned. (Automatic Tuning)
• Cyan large fonts, if manually tuned through the MCDU. (Manual Tuning)
• Blank data fields, if tuned through the RMP (STBY NAV/Back-Up Tuning)
The navaids can be modified on the RADIO NAV and PROG page by insertion via
the appropriate LSK (Line Select Key).
This manual tuning can be performed for VOR 1(2) ident/frequency with LSK 6L
(6R) on the PROG or LSK 1L (2R) on the RADIO NAV page. The other navaid se-
lections, VOR1 (2) course on line 2L (2R), ILS 1&2 ident frequency on line 3L,
ILS1&2 course on line 4L and ADF 1 ident on line 5L apply to the RADIO NAV
page.
Clearing a line reverts to the autotuned navaid. If an ADF is tuned, ADF BFO
(Beat Frequency Oscillator) with an arrow appears on line 6. Pressing line 6 acti-
vates the BFO function and the arrow is removed. Clearing line 6 deactivates the
BFO and the arrow reappears.
Dual Operation
In Dual operation (both FMGC’s valid and crosstalking), the onside information is
supplied by the onside FMGC, while the offside information is supplied by the off-
side FMGC, but both side information can be selected on either MCDU.
Independant Operation
In Independant operation (both FMGC’s valid but not synchronized), the offside
field of each MCDU is blank and nothing can be entered in that field.
Single Operation
In Single operation (one FMGC failed), the remaining FMGC supplies on and off-
side information to both MCDU’s.
Figure 7: ND Indication
Flight Phases
The vertical flight plan is divided into successive flight phases which sequence
upon specific conditions. For each flight phase, the FMGC computes an optimum
speed or mach profile as a function of the vertical F-PLN data and performance
criteria. Speed profile and flight phase are directly linked together.
Flight Optimization
The optimization function in the FM computes the following items:
• Optimum target speeds for climb, cruise and descent called ECON SPD /
MACH.
• Optimum FL for information purposes.
• Optimum descent path from CRZ FL down to the destination runway.
The optimum target speed computed by the FMGC is based on following inputs:
• Cost Index (Cl).
• Cruise flight level (CRZ FL).
• Grossweight, Grossweight CG, and Fuel Data.
• Wind, Temperature, and Tropopause altitude.
FMGS Cockpit Preparation After the safety test of the computers, the FCU and the MCDU are energized and
Flight Director is automatically engaged.
Lateral The STATUS page is displayed.
Status
First of all, the aircraft and the Flight Management and Guidance System (FMGS)
must be electrically supplied by pressing in the external power (EXT PWR) push-
button.
Figure 9: FMGS Cockpit Preparation-Status
Initialization
INIT page A is obtained by pressing the INIT key on the MCDU.
The number of the company route is entered onto the scratchpad of the MCDU by
using the alphanumeric keyboard.
The company route can be defined by up to 10 characters.
In our example, it is KMSPKLGA01 from KMSP to KLGA (ICAO codes for Mine-
apolis St Paul and New- York La Guardia airports).
Once the company route has been inserted, the departure and destination airports
appear on the display automatically.
Note also, that the ALIGN IRS prompt has appeared.
The flight plan being defined, NAV is armed and indicated on the Flight Mode An-
nunciator (FMA) of the PFD and the LAT light comes on on the FCU.
If the pilot wants to insert a route, which does not belong to the data base,
he must give the origin and destination identifier in the FROM/ TO boxes. He
must then build up his route waypoint by waypoint.
The flight number (FLT NBR) is entered and inserted by using the alphanumeric
keyboard and the appropriate Line Select Key.
The alignment process is completed by sending the departure airport coordinates
to the Inertial Reference Systems. This is done by pressing the Line Select Key
adjacent to the ALIGN IRS prompt.
The tropopause (TROPO) altitude default value is 36090 ft, but may be
changed if necessary.
INIT page B is obtained from INIT page A by pressing the NEXT PAGE key on the
MCDU.
A Zero Fuel Weight (ZFW) of 55 tons is entered and inserted.
A BLOCK fuel of 10 tons is entered and inserted.
The BLOCK entry initiates a fuel prediction computation.
Runway Change (Continued) A second DEPARTURE page appears and allows selection of the Standard In-
A first DEPARTURE page with available runways (RWYs) appears. strument Departure for runway 29L.
As you can see, runway 11L and its associated Standard Instrument Departure On this page, yellow data indicates that the selections are temporary until their in-
(SID) are preferential data of the company route. They are displayed in green be- sertion into the flight plan.
cause they are active. The remaining options are displayed in blue. By pressing the Line Select Key adjacent to the INSERT prompt, insertion is done
Runway 29L is selected by pressing the adjacent Line Select Key. and the revised flight plan page is displayed.
FMGS Cockpit Preparation A flexible Take- Off temperature of 54 degrees is entered and inserted.
Flaps retraction speed (F), slats retraction speed (S) and Green dot speed (O) are
Vertical Functions computed by the Flight Management and Guidance Computer (FMGC) from the
Take- Off Gross Weight if it is available, otherwise dashes are displayed and no
Performance computation is provided.
TAKE OFF page is obtained by pressing the PERF key on the MCDU. They are displayed in green and can not be modified through the TAKE OFF page.
Given values on the RTOLW (Regular Take- Off and Landing Weight charts) are: TO SHIFT: It is used to take into account a runway length change for an accurate
• V1: 132 knots (Critical engine failure speed), FM position updating at Take- Off power setting.
• VR: 144 knots (Rotation speed), FLAPS/ THS: Reminder for the flaps and Trimmable Horizontal Stabilizer posi-
• V2: 147 knots (Take- Off safety speed). tions.The thrust reduction (THR RED) altitude and the acceleration (ACC) altitude
depend on the runway. They have a common default value (in this example, 2340
The given critical speeds for Take- Off are entered and inserted.
ft) but may be modified.
The V1 and V2 speeds have appeared on the speed scale of the PFD, and
speed managed function is active on the FCU as indicated by its related
white light.
Figure 17: FMGS Preparation-Performance
Other FM Functions via MCDU Mode-Keys This page is accessed by pressing the RAD NAV key on the MCDU.
The FMGC has automatically selected the first encountered VOR/ DME for NAV
Radio Navigation updating purposes, and the ILS associated with the selected runway for guidance
A radio navigation aids check must be performed on the RADIO NAV page before purposes.
departure. The FMGS cockpit preparation is completed.
Figure 21: FMGS Cockpit Preparation-Radio Navigation
Data Base Display P/ Bs When the NDB pushbutton is pressed, all Non Directional Beacon station loca-
tions in the related range are transmitted to the ND to be displayed.
By pressing these five interlocked pushbuttons (WPT, VOR. D, NDB, ARPT and
CSTR), different information from the navigation data base is available and will be When the ARPT pushbutton is pressed, all airport locations available to the air-
displayed in magenta. craft, in the related range, are transmitted to the ND to be displayed.
Note that these options are exclusive and the priority is given to the last which has When the CSTR pushbutton is pressed, all speed and altitude constraints (if any)
been selected. on one or several waypoints, are transmitted to the ND to be displayed.
When the WPT pushbutton is pressed, all waypoint locations in the related range For example, the constraint on the BGN waypoint are:
are transmitted to the ND to be displayed. • an altitude at or below the flight level 180, and
When the VOR. D pushbutton is pressed, all VOR and/ or DME stations locations • a speed at or below 250 kts.
in the related range are displayed on the ND.
Figure 26: Data Base Display P/Bs
MCDU Failure
If a Multipurpose Control and Display Unit (MCDU) failure occurs on side 1 or 2,
as long as the transmitting FM is healthy, the transmission to the EFIS continues
despite the loss of this MCDU.
Crossloading Description The crossloading is initiated from either MCDU 1 or MCDU 2 (depending on which
FMGC contains the valid navigation data base), via the ACTIVATE CROSSLOAD
The crossloading allows an FMGC to transfer its valid navigation data base to the
prompt on the AIRCRAFT STATUS page.
other FMGC through the crosstalk busses by simple MCDU selection.
The ACTIVATE CROSSLOAD prompt is displayed when the following is true:
The objective of the crossloading is:
• the active flight phase is either PREFLIGHT or DONE,
• to reduce loading time for periodic updating of navigation data base.
• the FMGCs work in independent operation, meaning that the navigation data
• to avoid the use of a portable data loader in case of replacement of an FMGC. base loaded in one FMGC is different from the other one.
Figure 30: Crossloading Description
Crossloading Operation
Pressing the line select key associated to the ACTIVATE CROSSLOAD prompt
identifies the transmitting FMGC.
In this example, the transmitting FMGC is FMGC 1.
The CONFIRM CROSSLOAD prompt is displayed on the AIRCRAFT STATUS
page of MCDU 1 and the AIRCRAFT STATUS PAGE of MCDU 2 is blanked.
As soon as the CONFIRM CROSSLOAD prompt is selected, the crossloading be-
gins.
While crossload is in process, the current percentage of crossload completion is
displayed on both MCDUs.
Upon successful completion of the crossload, both MCDUs revert to the AIR-
CRAFT STATUS page.
The CROSSLOAD COMPLETE message is displayed in the scratchpad of each
MCDU.
22-80 AFS Components Only one channel is active at a time, the other is in standby. If both channels fail,
all FCU controls are inoperative: AUTOTHRUST, AP/ FD 1 and AP/ FD 2 are not
available.
Flight Control Unit Description/Operation Display
General Here are listed some examples of function engagement, selection of required
guidance modes and flight parameters.
This description only deals with the central part of the Flight Control Unit (FCU).
The FCU allows:
In general, the FCU provides the short term interface between the crew and the
• engagement of autopilots, Flight Directors and autothrust,
Flight Management and Guidance System.
• selection of guidance modes; e. g. heading, Vertical Speed or track, Flight Path
The FCU is the main interface to engage functions and guidance modes and to Angle,
select parameters.
• selection and display of the various guidance targets whenever a manual se-
In fact, there is one FCU PANEL which controls two identical processing lection is required (SPD - HDG - TRK - V/ S - FPA - ALT).
channels: FCU 1 and FCU 2.
Figure 1: General Display
Speed/ Mach Reference Control Knob The appropriate indication (SPD or MACH) is then displayed.
The speed/ Mach reference control knob can be pushed or pulled. It is spring-
loaded to neutral. It can also be turned.
Pulled
When pulled, the FMGC uses a selected reference speed which is displayed on
the FCU. The associated MANAGED SPD/ MACH DOT light is off.
• If the speed window was previously dashed, the value which appears is gen-
erally the last managed reference speed.
• If not, there is no change in the window.
Turned
When turned, it changes the displayed speed.
• If a speed was previously displayed, the selected reference speed is modified.
• If the speed window was previously dashed, the first click changes the dashes
into the managed reference speed. When turned more, this value changes.
If the knob is not pulled within 45 seconds the display reverts to dashes.
Pushed
When pushed, dashes are displayed and the associated MANAGED SPD/ MACH
DOT light comes on.
The FMGC uses a managed reference speed.
• If dashes are displayed, there is no change.
• If a speed was previously displayed, dashes appear and the light comes on.
The reference becomes a managed speed.
For Take- Off, Go- Around and expedite, the FMGS automatically uses
memorized speeds such as V2, VAPP and Green dot.
Dashes are displayed and the light is on.
Pulled
When pulled, heading or track mode engages with a reference displayed on the
FCU. The associated light is off.
• If the LAT window was previously dashed, the value which appears is the
present heading or track.
• If not, there is no change in the window.
Turned
When turned, it changes the displayed heading or track.
• If a heading or track was previously displayed, the selected reference is mod-
ified.
• If the LAT window was previously dashed, the first click changes the dashes
into the present A/ C heading or track. When turned more, the value changes.
If the knob is not pulled within 45 seconds the display reverts to dashes.
Pushed
When pushed, the navigation mode is armed.
During the arming phase, the heading or track is displayed until interception of the
flight plan.
Then, dashes will replace the heading or track.
During the arming and active phases, the light is on.
Pulled
When pulled, open climb or open descent mode engages if the displayed altitude
is different from the present aircraft altitude. The level change light is off.
Aircraft immediately climbs (or descends) towards the selected altitude.
Turned
When turned, the displayed altitude changes by thousands or hundreds feet, de-
pending on the outer knob selection.
The selected altitude changes.
Pushed
When pushed, climb or descent mode engages if the displayed altitude (in the
FCU) is different from the present aircraft altitude. The level change is managed
and the level change light is on.
The ALT window always displays a target value selected by the crew. The
window is never dashed.
Pulled
When pulled, Vertical Speed or Flight Path Angle mode engages with a reference
displayed on the FCU. The level change light is off.
If the associated window was previously dashed, the value which appears is the
present Vertical Speed or Flight Path Angle.
The range are:
• between -9. 9 ° and +9. 9 ° for FPA,
• between -60 and +60 hundreds of feet per minute (+/- 6000 ft/ min) for V/ S.
Turned
When turned, it changes the displayed Vertical Speed (or FLight Path Angle).
If the associated window was previously dashed, the first click changes the dash-
es into the present A/ C V/ S or FPA. When turned more, the value changes.
If the knob is not pulled within 45 seconds, the display reverts to dashes.
Pushed
Pushing the V/ S/ FPA rotary knob will command an immediate level off by engag-
ing the V/ S/ FPA mode with a zero target as diplayed in the FCU window. FMA
annunciation will turn to ALT green when levelled off.
Any new setting of a V/ S or FPA (selector turned) will lead to A/ C movement ac-
cordingly.
General
The Multipurpose Control and Display Unit (MCDU) is the pilot interface with the
Flight Management function of the Flight Management and Guidance Computer.
It is also used as an interface with other aircraft systems.
The MCDU is mainly used for long term actions such as flight plan construction,
flight plan monitoring and revision.
Alphanumeric Keys
The alphanumeric keys are used to write data on the bottom line of the screen,
called SCRATCHPAD.
Page Keys
Each management function is shown on a specific display called a page. By press-
ing the related key, the corresponding page is displayed.
In this example, the DATA INDEX page has been obtained by pressing the DATA
key. This page allows access to the numerous data pages stored in the data base
and to define and view new data.
Slew Keys
Some pages are too long to be displayed entirely on the screen. These pages are
identified with a symbol in the bottom right corner and can be scrolled up or down
by pressing the related slew key.
Another use of the slew keys is to increment or decrement certain values shown
on the screen. These values are identified by adjacent arrows.
Airport Key
Pressing the AIRPORT key allows flight plan pages to be shifted to the page con-
taining the next airport along the flight plan.
CLR Key
The clear (CLR) key is used to clear data or messages displayed on the scratch-
pad and also to clear various parameters displayed on the screen.
OVFY Key
Pressing the overfly (OVFY) key allows overflight of the selected waypoint.
Annunciators
There are three annunciators located on the lower part of the MCDU.
MCDU Menu
The display shows that the MCDU is linked to the Flight Management and Guid-
ance Computer (FMGC) and Centralized Fault Display System (CFDS).
The MCDU MENU annunciator comes on white if a system linked to the MCDU,
requests the display.
In this example, the FMGC is the active system (indicated by the green color and
the absence of the prompt) on the MCDU but the CFDS requests the display.
At power up, the MCDU communicates in priority with the FMGCs.
FMGC
The FMGC annuciator comes on white to alert the crew that the FMGC has an im-
portant message to display while the MCDU is linked to another system.
In this case, any key can be pressed to return to the Flight Management related
display.
FAIL
The FAIL annuciator comes on amber in case of a MCDU failure.
Display Layout The data are then inserted into the suitable data field by pressing the correspond-
ing Line Select Key, in this example the Line Select Key adjacent to the CO RTE
The MCDU display layout includes the title line, and the scratchpad where pilot en-
field.
tries are first made.
When the Line Select Key is pressed, the FMGC checks the data for format and
FMGC messages are also displayed on the scratchpad. acceptability.
The 6 data field lines, displayed in large font, display either data from FMGC or If data is not accepted, a specific message appears in white on the scratchpad:
data entered by the pilots. FORMAT ERROR or NOT IN DATA BASE or NOT ALLOWED or ENTRY OUT OF
6 label lines, displayed in small font, contain the title of the data field just below. RANGE.
Data entry in amber boxes is mandatory and white dashed lines indicate that
Data Entry data will be calculated and displayed by the FMGC when it has enough in-
To enter any data into the FMGC, the pilot must first write the data onto the formation to do so.
scratchpad using the alphanumeric keyboard. The scratchpad is limited to a maximum of 22 characters.
Figure 12: Display Layout /Data Entry
Color Mode • The modifiable data and selectable data are displayed in cyan.
• Titles, comments, dashes, symbols and minor messages are displayed in • Mandatory data, boxes, required pilot actions and important messages are dis-
white. played in amber.
• Non modifiable data or active data are displayed in green. • The maximum recommended Flight Level is indicated in magenta.
• Data associated to the flight plan constraints are also indicated in magenta.
However, in temporary flight plan, the same data are shown in yellow until they are
validated by an insertion. An asterix (*) displayed adjacent to the corresponding altitude or airspeed restric-
tion is amber to indicate "missed" or magenta to indicate "made".
Figure 13: Color Mode
TBD
22-90 Fault Isolation and Tests Figure 1: AFS General & FIDS
FIDS
The FIDS is a card physically located in each FAC. Both FACs are interchangea-
ble, but only the FAC 1 FIDS is active due to the side 1 signal.
The FIDS is used as a system BITE to consent rate maintenance information.
The FIDS is linked in acquisition and reception to the CFDIU and is connected to
the BITEs of the various AFS computers. It receives commands from the CFDIU,
interprets these commands and transfers them, if applicable, to the various BITEs
concerned.
It receives malfunction reports from the BITEs, manages these reports, and, if ap-
plicable, consolidates the BITE diagnosis (Occurence, correlation,...) and gener-
ates a fault message which is sent to the CFDIU.
If the FIDS fails, the BITEs continue to work and the results can be read in the
shop or after FAC 1 change.
The NORMAL mode function is the same as in other systems.
In addition to the usual system report functions, the MENU mode enables access
to GROUND SCAN, AFS TEST and LAND TEST.
BITEs
According to its internal architecture, each AFS Line Replaceable Unit has one or
several BITEs.
The basic purpose of a BITE is to detect, isolate, memorize failures (FCU and
MCDU BITEs only perform the detection task).
The failure detection is triggered by specific events listed in the maintenance man-
ual.
Example of FG CMD triggering event: ILS own fail.
The failure localization corresponds to an analysis processed to identify the origin
of the failure.
FCU BITE
Each FCU BITE computes the maintenance status of its related part and perma-
nently sends this maintenance data to the FG command part.
MCDU BITE • the FAIL annunciator comes on and the display is blank,
The MCDU performs tests on its processor, memory and display unit. • the MCDU FAIL output discrete is set and sent to FG 1 and FG 2 command
parts.
If a failure is found by the MCDU BITE:
Figure 3: AFS - MCDU BITE
Safety Tests • aircraft on ground, engines stopped, hydraulic power (G/Y) for FAC only,
After long term power interruption, computers and control units of the AFS perform • pull the Circuit Breaker (C/B) of the involved computer (Both C/Bs for
safety tests also called power- up tests. FCU),
• wait 15 seconds (7 minutes for FCU), then push the C/B of the involved
These tests are only performed on ground, except for the FCU which can perform computer,
safety tests on ground or in flight.
• wait 1 minute for safety test execution.
During these tests, no action should be per formed on the system.
If a unit does not pass the safety test, the unit is declared failed and is unusable Procedure
and an ECAM message is displayed on the STATUS page. This AFS maintenance procedure has to be followed in the event of a pilot report
The recommended conditions to perform safety test are: concerning the AFS.
Figure 5: AFS - Safety Tests & Procedure
FMGC General The reading of the BITE contents of the FMGC through the GROUND REPORT
function gives the faulty component.
The Flight Management and Guidance Computer performs several tests to isolate
any system failure or failed component. This is a class 1 failure.
The tests performed by the FMGC are:
• Power up test
• MCDU test
• IN Operation test.
As for the FMGC itself, its BITE is also split into two parts, one for the FM function
and the other for the FG function.
Power Up Test
The power up test starts automatically at power up provided that the aircraft is on
the ground with engines stopped. It will be initiated too if the computer power sup-
ply has been cut off for more than four seconds under the same conditions.
In all cases the duration of the power up test is 120 seconds and only the FMGC
is tested.
Independently the FCU and the MCDU have their own power up test (own condi-
tions) which last respectively 10 and 45 seconds.
Once the power up test has been initialized, the following cockpit repercussions
occur:
• On the ECAM status page:
The AP1(2) INOP message is displayed amber and disappears.
• On the FCU:
The AP1(2) pushbutton and A/THR pushbutton flash once and triple click
sounds.
• On the PFD1(2): FD1(2) is displayed on the FMA engagement status zone and
boxed during 10 seconds.
During aircraft power up test, in case of failure, here is an example of what can
happen on the ECAM.
On the F/O PFD, FD2 is no more displayed and FD1 appears.
The power up test is not OK. You have to dialog with the FMGC through the CFDS
in order to get more information about the failure.
MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground with engines stopped. The validity of all components can be checked.
All the MCDU test requests to the FM are send through the FIDS (FAC1) and FG
BITE.
In return FM failure detection is transmitted to the MCDU through the same way.
These tests are initiated from the MCDU.
• AFS TEST used for:
– Confirmation of an AFS LRU failure before removal.
– Check of a correct installation and operation of a new AFS LRU.
– Extraction of the status of AFS computer peripheral discretes from ARINC
input messages (SSM, non refresh and parity).
• LAND TEST:
– This test enables to check availability of LAND MODE, equipment and wir-
ings required to obtain CAT Ill.
• GROUND SCAN: (Dealt in AFS “CFDS SPECIFIC PAGE PRESENTATION”
documentation)
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FG BITE during the AFS/TEST.
This is a class 1 failure (level 1).
In Operation Test
The in operation test is a cyclic test automatically performed when the system op-
erates.
During in operation test, the validity of all components are checked except FWC1
and FWC2.
The pilot reports:
“During Approach phase, loss of CAT Ill DUAL CAPABILITY”.
Here is the message given by the FM BITE in the LAST LEG REPORT.
This is a class 1 failure.
FAC General
The Flight Augmentation Computer performs several tests to isolate any system
failure or failed component.
The tests performed by the FAC are:
• Power up test,
• MCDU test,
• In Operation test.
The line maintenance of the AFS is based on the use of the fault isolation and De-
tection System (FIDS). The FIDS card is physically located in each FAC, only the
card located In the FAC 1 being activated.
FlDS
The Fault Isolation and Detection System serves as the SYSTEM BITE.
It is connected to the CFDIU and to the BITEs of the various AFS computers.
The FIDS receives command signals from the CFDIU, Interprets and transfers
them, if applicable, to the various BITEs concerned (both FACs, both FMGCs,
MCDUs, FCU).
It receives malfunction reports from the BITEs, manages these reports (including
memorization of failures in its memory), and, if applicable, consolidates the BITE
diagnosis and generates a fault message which is sent to the CFDIU.
MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground and with engines stopped.
All components are tested provided the three MCDU tests (AFS TEST, GROUND
SCAN and WINDSHEAR TEST) are performed.
Test selection on the MCDU causes transmission by the FIDS of a test request to
the BITEs. The FIDS generates the different pages to be displayed on the MCDU
and dialogs with the BITEs to perform the test.
These tests, involving fault detection at the level of the FAC BITE, can be initiated
from the MCDU.
• AFS TEST is used for:
– Confirmation of an AFS LRU failure before removal.
– Check of a correct installation and operation of a new AFS LRU.
– Extraction of the status of AFS computer peripheral discretes from ARINC-
Input messages (SSM, non refresh and parity).
• GROUND SCAN and WINDSHEAR TEST
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FAC BITE during this test.
This is a class 1 failure.
In Operation Test
The In Operation test is a cyclic test automatically performed when the system op-
erates.
During In Operation test, all components are tested, except FAC 1/2 pushbutton
switches.
The pilot reports:
“Rudder Travel Limiting 2 has been lost’.
Here is the message given by the FAC BITE in the LAST LEG REPORT.
This is a class 1 failure.
22-99 CFDS
CFDS Specific Page Presentation
Last Leg Report
The philosophy of the LAST LEG REPORT is the same as the one described in
ATA chapter 31 ("CFDS REPORT"), but additional information is presented:
• FAIL NO: Number of presented fault. This counter is reset at the start of each
flight.
• OCCURRENCE: Number of times the same failure occurs within the same
flight.
• ISSUED BY: Designates the computer which detected the fault. By selecting
this function you have access to the primary data of the analysis (TROUBLE
SHOOTING DATA page). The information presented on this page is the same
as that accessible by selecting the TROUBLE SHOOTING DATA function from
the AFS MAIN MENU page.
The last fault presented occurred first during the last flight (FAIL NO 01).
Ground Scan
Ground Report
The GROUND REPORT function enables the failures recorded in the ground area
of the FIDS memory to be displayed.
Two types of content can be displayed:
• Normally, only the internal failures that occured on ground.
• Or all internal and external failures found after selection of the PRESENT FAIL-
URES SCAN function.
The content of this ground area is also erased during computer power up and en-
gine start.
• The ground area of the FIDS memory has the capacity to store the 3
most recent failures, the others being eliminated.
• The option and the information displayed are similar to the LAST LEG
REPORT.
Program
The three report options are not available for the operators. Only the manufacturer
can use them through an access code for development purposes.
The AFS/ PROGRAM page is independent from the ground scan function.
Windshear Test • Visual and aural indications of the WINDSHEAR warning (red WINDSHEAR
legend displayed on PFDs and WINDSHEAR three times announcement gen-
This test checks that the system transmits and presents:
erated by the FWC).
• Messages to indicate the loss of the function (WINDSHEAR DET FAULT on
the upper ECAM display).
Figure 7: Windshear Test
Land Test Description and Operation AP1 and 2 pushbuttons, located on the FCU, must be set to ON to check the dis-
play of the landing categories. The information, displayed on the Flight Mode An-
General nunciator (FMA) section of the MCDU, must be compared with the information that
is expected on the
The purpose of this test is to check the capability of the involved systems to per-
form a CAT3 fail operational automatic landing. This test is available on the AFS FMA (PFD). If you answer "YES", the CAT3 DUAL display is checked. When
MENU page, obtained from the SYSTEM REPORT/ TEST page. This test checks ELAC1 and FAC1 are no longer supplied, the "triple click" aural warning must be
for possible category downgrading (CAT3 SINGLE, CAT2). By disengaging the generated. The information, displayed on the Flight Mode Annunciator (FMA) sec-
functions, the disconnections are tested with their associated warnings and cate- tion of the MCDU, must be compared with the information that is expected on the
gory information on the Flight Mode Annunciator (FMA) of the Primary Flight Dis- FMA (PFD). If you answer "YES", the CAT3 SINGLE display is checked. ELAC1
play (PFD). There are several successive pages in which actions, checks and must be again supplied. ELAC1 must be supplied again and ELAC2 must be
answers are requested from maintenance people. The principle is to trigger a switched off. The A/ THR must be disengaged by pressing the instinctive discon-
BITE analysis if the operator has pushed the line select key adjacent to the indi- nect switches. The information, displayed on the Flight Mode Annunciator (FMA)
cation related to the fault detection and then to build a fault report and to display section of the MCDU, must be compared with the information that is expected on
it. If there is no fault detection, the test is finally declared "OK" at the last action. the FMA (PFD). If you answer "YES", the CAT2 display is checked. AP must be
The LAND TEST activation is possible without specific tools, on ground, engines disengaged and the AUTOLAND warning lights flash and the "cavalry charge" au-
stopped, after selection on the MCDU of the line select key adjacent to the "LAND ral warning is generated. The test is in progress for 20 seconds. When the test is
TEST" indication. The LAND TEST can be stopped at any time, by pressing the finished, the page "TEST OK" is displayed.
line select key adjacent to the "RETURN" indication. In that case, the TEST
CLOSE- UP page is displayed in order to end correctly the test before returning to Anomaly Detection
the AFS main menu. When an anomaly is detected, a fault report is displayed.
To obtain details about this anomaly, you have to select the line select key corre-
Test OK sponding to a class number.
In this topic, the LAND TEST is presented, step by step, until the "TEST OK" page
A print of this trouble shooting data may be done by pressing the line select key
is displayed. The "RETURN" option is always available by pressing the corre- next to the "PRINT" indication.
sponding line select key. The actions, to be performed before starting the test, are
listed on the MCDU. The ADIRUs are set to NAV position on the ADIRS CDU. The
present position must be entered on the opposite MCDU. You must wait for the IR
alignment before starting the test. You have to confirm the start of the test. All the
thrust levers must be set to MCT detent. The APs must be disengaged by means
of the take- over and priority pushbutton switches located on the side sticks. The
FDs must be disengaged. The BLUE, GREEN and YELLOW hydraulic pressures
must be available. All FADEC ground power pushbuttons must be set to ON. CAU-
TION: Don’t forget to set all FADEC ground power pushbuttons to OFF at the end
of this test. The Radio Management Panel (RMP) NAV switches must be set to
OFF position. The RAD NAV page must be displayed on the opposite MCDU. The
ILS frequency (109.9 MHz) and the ILS course (060) must be entered on the op-
posite MCDU. The STATUS page must be selected and displayed on the ECAM.
In case of right answer, you select the related line select key, "YES", if not, you
select the line select key adjacent to "NO". FD1 and 2, ILS1 and 2, A/ THR, APPR,
22-Study Questions
22-00 General 5. Name all tasks of each sub-unit.
FM:
1. Name the computers belonging to the AFS:
FG:
8. Which units get signals from FAC? 12.What’s the meaning of the Flight Director (FD) system.
9. Explain the control-principle of aircraft control. 13.How are the autopilot steering outputs applied to
MANUAL: Aileron:
AUTOMATIC: Spoilers:
Nose Wheels:
22-10 AP/FD
14.In which flightmodes is it possible ot engage both autopilots?
10.What’s the purpose of the AP-System?
15.What happens with the sidesticks and pedals when the autopilot is engaged?
11.Is it possible to engage the autopilot when the aircraft is on ground? (B2 only)
16.What happens if the pilot uses sidesticks or pedals when the autopilot is en- 20.The five columns of the FMA shows: (B2 only)
gaged? (B2 only)
1st
2nd
3rd
4th
17.What triggers both red AUTOLAND lights at the glareshield panel? (B2 only)
5th
22-30 Autothrust
21.What is the purpose of the Automatic Thrust System (A/Thr)?
18.Aircraft on ground. How do you engage the flightdirector? When become the
bars active (visible)? (B2 only)
23.When does the A/THR engage automatically? 28.The thrust target computed by FMGC is routed through the FCU. Why?
(B2 only)
29.What happens, if the pilot presses the instinctive disconnect button for more
than 15 seconds during a flight? (B2 only)
24.Which computer calculates the thrust limit?
25.How will the computed thrust target be applied to the engines? Does the throt-
tles automatically move according to the desired thrust? 30.“A-FLOOR” is shown at the FMA’s. What does this mean? (B2 only)
26.Between which positions the A/THR will control the engine thrust?
a) With both engines running: 22-60 Flight Augmentation
31.Explain the different yaw functions and what is the meaning of them?
b) With engine single operation:
27.Which thrust lever position must be manually selected by the crew for every
flight? (B2 only)
32.Which other functions belong to the Flight Augmentation System? 36.The autopilot is not engaged, which unit does normally the yaw damping?
37.In which flight phases will the FMGC control the rudder?
41.Explain the LOW ENERGY warning. (B2 only) 44.Which databases belong to the FMS? Which must be updated every 28 days?
Where must the loader be connected?
22-70 FMS 45.For flightplan initialisation you must enter: (B2 only)
48.Which radios are tuned by the FMS? (B2 only) 52.Can the FMS channel of the FMGC be separatly tested? (B2 only)
49.The green NAV light at both RMP’s illuminates. Is autotune still possible?
(B2 only)
50.What is shown at the A/C STATUS page? What can be altered by the crew?
(B2 only)
51.The CPU who calculates the FMS flight path, is it the same as for flight-guid-
ance? (B2 only)
22-90 Fault Isolations and Test 58.Which subsystem is responsible for fault isolation? Where is it located?
(B2 only)
53.The AFS TEST is used for:
59.Name all options you can get via CFDS AFS menu? (B2 only)
54.The LAND TEST confirms that: