Procedures Day One

Welcome to Procedures
1
2
• The Airbus cockpit is highly automated and allows technology to
handle much of the normal pilot workload.
• Automation, however, can lead to “automatic complacency.”
• Guard against it by synchronizing with the autoflight system.
• Plan, program, confirm, monitor, and correct if necessary.
• Do not change your piloting priorities when the autoflight
system is in use.
3
The autoflight system consists of:
the autopilots, flight directors, and autothrust.
4
The crew INTERACTS with the autoflight system using:
5
The crew MONITORS the autoflight system using:
6
We will cover:
• Flight Management System (FMS)
• Flight Mode Annunciatior (FMA)
• Flight Directors (FDs)
• Autopilots (APs)
• Autothrust (A/THR)
• Managed vs. selected guidance
• Speed guidance
• Groundspeed Mini
• MCDU preflight
• FMS navigation principles
7
Flight Management System (FMS)
FMGC 1 Two Flight Management and
FMGC 2 Guidance Computers (FMGCs)
FAC 1 Two Flight Augmentation

Computers (FACs)
FAC 2
8
FMGC 1
Flight Management
FMGC 2
Flight Guidance
FAC 1
Flight Augmentation
FAC 2
9
Flight Management
• Navigation information & display
management
• Navigation radio auto tuning
FMGC 1 • Performance optimization
FMGC 2
Flight Guidance
FAC 1
Flight Augmentation
FAC 2
10
Flight Management
With the APs, FDs, and A/THR off, the FMGCs provide:
Navigation information
& display management
FMGC FMGC
1 2
No flight guidance
is provided.
11
Flight Management
Navigation radio
auto tuning
FMGC FMGC
1 2
No flight guidance
is provided.
12
Flight Management
Performance Optimization
FMGC FMGC
1 2
No flight guidance
is provided.
13
Flight Management
• Navigation information & display
management
• Navigation radio auto tuning
FMGC 1 • Performance optimization
FMGC 2
Flight Guidance
FAC 1
Flight Augmentation
FAC 2
14
Flight Management
Flight Guidance
• Autopilot commands to flight control
FMGC 1 computers
• Flight director commands for display on
FMGC 2 the PFDs
• Autothrust commands to the autothrust
FAC 1 system
Flight Augmentation
FAC 2
15
Flight Guidance is provided by the FMGCs with either the
flight directors or an autopilot selected.
FMGC FMGC
1 2
SEC 3
FMGC 2 FAC 2 SEC 2 FADEC 2
ELAC 1 FAC 1 SEC 1 FADEC 1
16
With an autopilot engaged, the FMGC sends the appropriate
commands to the flight control computers.
FMGC FMGC
1 2
SEC 3
17
With autothrust engaged, the “master” FMGC sends the appropriate commands
to the FADECs. The master FMGC is defined by the engaged autopilot.
FMGC FMGC
1 2
SEC 3
18
With autothrust engaged, the “master” FMGC sends the appropriate commands
to the FADECs. The master FMGC is defined by the engaged autopilot.
2 2
A/THR A/THR
FMGC FMGC
1 2
SEC 3
19
Flight Management
Flight Guidance
• Autopilot commands to flight control
FMGC 1 computers
• Flight director commands for display on
FMGC 2 the PFD
• Autothrust commands to the autothrust
FAC 1 system
Flight Augmentation
FAC 2
20
Flight Management
Flight Guidance
FMGC 1 Flight Augmentation

• Rudder functions
FMGC 2 • Flight envelope calculations
FAC 1
FAC 2
21
Flight Augmentation Computers
Rudder functions - yaw

damping, turn coordination,
rudder trim, and rudder limiting
Flight envelope and maneuvering speed calculations
Warnings & protections (alpha floor, windshear, & low energy)

A.FLOOR
A.FLOOR A.FLOOR
WIND WIND
SHEAR SHEAR
22
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Examples of autoflight system combinations.
Full automation
FMGC FMGC
1 2
SEC 3
24
Autopilot off
FMGC FMGC
1 2
SEC 3
25
Autopilot and autothrust off
FMGC FMGC
1 2
SEC 3
26
Autopilot and flight directors off
FMGC FMGC
1 2
SEC 3
27
If an FMGC is inoperative, its associated AP, FD, and
A/THR system are inoperative.
FMGC FMGC
1 2
SEC 3
28
The remaining FMGC provides the FD display on both PFDs and
commands for the corresponding AP.
AP1 AP1
1 1
FMGC FMGC
1 2
SEC 3
29
If both FMGCs fail, red FD flags are displayed on the PFDs
and no flight guidance is available.
FD FD
FMGC FMGC
1 2
SEC 3
30
Paradigm Shedding
Do you suppose the Airbus has:

FMGC 1
Autopilot circuit breakers or
FMGC 2 servos?
FAC 1
Flight director circuit breakers?
Autothrust circuit breakers?
FAC 2
31
We will cover:
• Speed guidance
• Groundspeed mini
• MCDU prelight
32
Flight Mode Annunciator (FMA) – color codes
Green: Engaged flight modes
Blue: Armed Modes
Magenta: Armed to Capture Altitude Constraints
White: Aircraft Capabilities and
Status of Autoflight Systems
33
Blue: Armed Modes
White: Is also used to identify some engaged
autothrust modes & to prompt
pilot movement of the thrust levers.
MAN
TOGA
LVR CLB
34
Blue: Armed Modes
White: Aircraft Capabilities and
Status of Autoflight Systems
Amber: Thrust related Caution Messages
LVR ASYM
35
Flight Mode Annunciator (FMA) – column organization
Column Column Column Column Column

1 2 3 4 5
36
Engaged mode
SPEED
THR LK
Thrust related messages
37
Engaged mode
OP CLB
ALT
Armed mode
38
Engaged mode
HDG
NAV
Armed mode
39
3
CAT 1
DUAL
MDA 1023
DH 111
Approach minimums
40
Autopilots
AP2
Flight Directors 1FD2
A/THR
Autothrust
41
Flight Mode Annunciator (FMA)
The captain’s and first officer’s FMAs are identical at all times.
Captain’s FMA First officer’s FMA
42
The FMA is the primary means of monitoring the autoflight system.
Monitoring may also be accomplished elsewhere on the PFDs.
Target speed, selected or managed
Vertical Commands
FAC generated
flight envelope
information
Lateral Commands
FCU Altitude
Selected heading
43
Monitoring may also be accomplished using the NDs
Selected
heading
‘TO’
waypoint
Aircraft track
Flight plan
route
Tuned
NAVAID
Aircraft
Position
44
Monitoring may also be accomplished using the NDs
Airports
NDBs
VORs
Localizers
Waypoints
45
We will cover:
• Speed guidance
• Groundspeed min
• MCDU preflight
46
Flight Directors (FDs)
Two identical flight directors are installed. Both are
normally on during nearly the entire flight.
FMGC FMGC
1 2
47
Normally FD 1 commands are displayed on the captain’s
PFD & FD 2 commands are displayed on the FO’s PFD.
FMGC FMGC
1 2
48
Command Bars
Level left turn commanded Descending right turn
by the FMGC commanded by the FMGC
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HDG and V/S are the default lateral and vertical modes of the
autoflight system.
FMGC FMGC
1 2
50
1FD2 indicates that both FDs are on and operational.
Since both FDs are normally on, this is the normal display.
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A dash (-) indicates that one FD is off.
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If both FDs are off, line two of column five is blank.
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If a FD fails (e.g., FMGC failure), the other FD is automatically
displayed on the failed side.
1 1
54
Does selecting a single FD off remove FMS guidance from

the aircraft? NO!
FMGC FMGC
1 2
55
Q: How could flight guidance be removed?
A: By selecting both FDs off.
FMGC FMGC
1 2
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Both FDs are automatically engaged when aircraft electrical
power is established; however, always verify that they are on.
Why?
57
With the flight directors off, V2 defaults to 100 knots. This results
in an unsafe takeoff speed if it is not recognized.
Having one flight director off also causes problems in flight.
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With a FD on, the autothrust assumes the pilot is following the FD.
Airspeed may be affected if the FD is not followed.
Example – The captain is hand flying during an open climb with FD1 off.
Airspeed will increase if the captain pitches below the vertical guidance
provided by FD2 (thrust is fixed at climb power).
Airspeed will decrease if the captain pitches above the guidance provided by
FD2 (thrust is limited to climb power).
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Immediately resolve either of the following FMA indications.
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The FMGCs limit maximum commanded bank angle to
never exceed 30º. It is normally limited to 25º.
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Commanded bank angle is further limited automatically:
At high true airspeeds
After localizer capture at low altitudes
Under certain conditions when operating on one engine
The bottom line is that bank angle is always appropriate for the
regime of flight.
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We will cover:
• Speed guidance
• MCDU preflight
63
Two identical autopilots are installed. Each autopilot is
associated with the respective FMGC.
FMGC FMGC
1 2
SEC 3
64
For an autopilot to engage:
The respective FMGC must be

operative.
FMGC
At least two ADIRUs must be 1
operative.
ADIRU 3
ADIRU 2
ADIRU 1
Certain flight control surfaces

must be operative.
Certain flight control computers

must be operative. SEC 3
FMGC 2 FAC 2 SEC 2
ELAC 1 FAC 1 SEC 1
65
If an AP does not engage,
try the other.
Depending on the failure, the FMGC FMGC

autopilots may operate in 1 2
alternate law.
ADIRU 3
ADIRU 2
ADIRU 1
SEC 3
FMGC 2 FAC 2 SEC 2
ELAC 1 FAC 1 SEC 1
66
INOP SYS
Autopilot status is displayed
AP 1+2
on the STATUS page.
The autopilots are listed as

inoperative during preflight
until IR alignment is complete.
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Selecting the flight directors off with an autopilot engaged does
not affect the flight guidance modes.
FMGC FMGC
1 2
SEC 3
68
Thesidesticks
The preferredare
method for disengaging
electrically the APanisAP
centered when to press the AP
is engaged.
disconnect pb on the sidestick.
AP OFF
FMGC FMGC
1 2
SEC 3
69
Alternate method – Pushing the FCU AP pb
AUTO FLT AP OFF
FMGC FMGC
1 2
SEC 3
70
Alternate method - Applying sufficient force on a sidestick or
rudder pedal.
AUTO FLT AP OFF
FMGC FMGC
1 2
SEC 3
71
The autopilots disconnect automatically if airspeed is equal to
or less than alpha protection.
72
An autopilot may be engaged no sooner than 100’ AGL on takeoff with SRS
engaged (900’ w/o SRS). Internal FMS logic prevents autopilot
engagement for five seconds after liftoff.
73
Normally, only one autopilot can be engaged. If the other
autopilot is selected, the engaged autopilot disengages
automatically without any failure or warning conditions.
FMGC FMGC
1 2
SEC 3
74
Both autopilots may be engaged after arming the flight
guidance to capture an ILS approach.
MDA1023 MDA1023
FMGC FMGC
1 2
SEC 3
75
We will cover:
• Speed guidance
• MCDU preflight
76
Autothrust controls
Autothrust NOT & indicators include:
autothrottles.
77
Using the EPR gauges, the crew can:
 Monitor engine thrust output
 Determine thrust lever position
78
Using the FCU A/THR pb, the crew can:
 Monitors autothrust status
 Engage and disengage autothrust
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Using the Flight Mode Annunciator (FMA), the crew can:
 Monitor autothrust modes
 Determine autothrust status
 View autothrust related messages
MAN
TOGA
LVR CLB
80
The thrust levers are used to provide inputs to the FADECs
using an electrical connection.
81
Thrust lever detents include:
TOGA (takeoff / go-around thrust)
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FLX / MCT – one detent, two functions
 MCT – Maximum Continuous Thrust
 FLX – Used for reduced thrust takeoffs
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CL (climb)
 Normal position inflight
 Limits thrust to a maximum of climb thrust
84
Idle
 Used to manually select idle thrust
 Used to disengage autothrust during landing
85
Soon we will define autothrust active. In order for autothrust to be active the
thrust levers must be within the active range.
With two engines operating the active range is:
Up to and including the CL detent
Just above idle
86
Soon we will define autothrust active. In order for autothrust to be active the
thrust levers must be within the active range.
With one engine operating (an ENG MASTER switch OFF, a thrust lever at
idle, or an engine below a min RPM) the active range is:
Up to and including the MCT detent
Just above idle
87
Autothrust is either:
OFF
ARMED
ACTIVE
88
OFF
 Thrust control is manual.

 Thrust corresponds to the position of the thrust levers.
89
Armed
 Autothrust is prepared to control the thrust.
 Thrust is controlled manually and corresponds to position of the
thrust levers.
 Only fixed thrust modes are available.
 Autothrust status will change to active when the thrust levers are
moved into the active range.
90
Autothrust is automatically armed:
During takeoff when the pilot moves the thrust levers to the
TOGA or FLX detent.
91
Autothrust is automatically armed:
Inflight, if FLAPS 1 or greater is selected and the pilot moves the
thrust levers to TOGA detent (e.g., go-around).
92
Autothrust becomes active if:
Autothrust is armed and the thrust levers are moved into the
active range.
93
Autothrust Active
Only when active can autothrust:

• Automatically change from one mode to another to
meet thrust requirements.
• Use variable thrust modes. Both fixed & variable thrust
modes are available when autothrust is active.
Fixed Thrust Variable Thrust
94
Engine thrust commands are displayed on the E/WD. They
are displayed during engine acceleration or deceleration
when autothrust is active.
Thrust lever position EPR Actual
IDLE
EPR Commanded EPR Tendency
To enhance pilot awareness of low thrust levels, IDLE flashes

for ten seconds when autothrust commands idle thrust then
remains displayed until increased thrust is commanded.
95
WARNING
The thrust levers do not move with autothrust

commanded changes in engine thrust. The crew must
reference the FMA for active autothrust modes and the
E/WD to determine actual engine thrust.
MDA1023
96
When autothrust is active, the position of the thrust levers
limits autothrust authority. The thrust levers become
thrust limiters.
97
If autothrust is active and the thrust levers are brought back from
the CL detent, autothrust is being limited to less than climb
thrust and the following indications are displayed:
LVR CLB LVR CLB
AUTO FLT A/THR LIMITED

THR LEVERS . . . . . MOVE
98
Autothrust may be disconnected several ways.
The correct procedures for disconnecting autothrust are:
 Move the thrust levers to idle (e.g., landing).
OR
 Match thrust lever position with the current engine thrust and
push one of the instinctive disconnect pbs on the thrust levers.
99
We will cover:
• Speed guidance
• MCDU preflight
100
“Managed” means the aircraft is using FMS calculated values
(e.g., speed, track, pitch, etc.) . It is a “Managed Machine”
FMGC FMGC
1 2
SEC 3
101
“Selected” means the aircraft is using PILOT determined
values (e.g., speed, heading, pitch, etc.) “Pilot Selected”
FMGC FMGC
1 2
SEC 3
102
Vertical Speed
Lateral (or Flight Path Angle)
Modes
Vertical
Speed
Modes
103
“Selected” Functions
Pilot selections are made by momentarily pulling and releasing the
appropriate FCU knob.
Selected guidance always has priority over managed guidance.
All four knobs are spring loaded to the neutral position.
104
“Managed” FUNCTIONS
The pilot transfers responsibility for determining flight values (e.g., speed,
heading, etc.) to the FMS by momentarily pushing and releasing the
appropriate FCU knob.
For managed guidance to be available at least one FD or AP must be engaged.
105
CAUTION
It is imperative that all FCU actions be verified on

the FMA, PFD, or ND as appropriate.
106
There is NO relationship between SELECTED or MANAGED
speed and FIXED or VARIABLE autothrust modes.
107
Whether selected or managed there is always a target speed.
If the target speed is held If the target speed is held

by thrust, the A/THR by pitch, the A/THR
mode is variable. mode is fixed.
108
We will cover:
• Speed guidance
• MCDU preflight
109
The managed speed target is based on the current FMS flight
phase. The FMS flight phases are:
TAKEOFF – Begins when TOGA or FLEX thrust is selected for takeoff.

CLIMB – Begins at the acceleration height on the PERF TAKEOFF page
(normally 1500 ft. AGL).
CRUISE – Begins when the aircraft reaches the entered cruise altitude.
DESCENT – Begins when the crew initiates a descent from cruise altitude
within a certain distance of the destination.
APPROACH - Normally begins when activated by the crew.
GO AROUND – Begins if TOGA thrust is selected during an approach.
110
SRS
Speed Reference System (SRS):
• Available during takeoff and go-around.
• SRS commands a pitch attitude that
results in:
• V2+10 (both engines operating), or
• V2 or current A/S if higher (one
engine operating)
• In either case SRS commands a
minimum climb gradient of 120 ft/min
and is limited to 18º during takeoff.
111
Initial climb – passing through
acceleration altitude
• At ACCEL altitude (normally 1500’ AGL)

the FMS transitions from the TAKEOFF
phase to the CLIMB phase of flight.
• At the ACCEL altitude, the aircraft exits

SRS vertical mode and enters the CLB or
OP CLB vertical mode.
• Commanded aircraft pitch lowers to

achieve a predetermined acceleration and
climb rate.
112
F speed Passing through Flap
retraction speed
F Speed:
• Computed by the FACs
• Minimum airspeed for retracting the
flaps after takeoff or go-around.
113
S speed Passing through Slat
retraction speed
S Speed:
• Minimum airspeed for retracting the
flaps & slats after takeoff or go-around.
114
VMAX Possible pilot error
VMAX:
• Maximum airspeed for the current configuration
(landing gear and/or flaps/slats)
• In this example, the pilot has neglected to raise
the flaps. Automatic flap retraction occurred at
210 knots.
• The autoflight system does not allow the aircraft
to exceed 230 KIAS.
• The flaps are now raised and VMAX is
recalculated and the aircraft continues to
accelerate.
115
116
Climb (<10,000’)
Climb (>10,000’)
Cruise
Descent (>10,000’)
training
These will be Descent (<10,000’)
discussed in FTD
Approach (Flaps Up)
Approach (Flaps 1)
Approach (Flaps 2/3)

Approach (Flaps Full)
each phase of flight after the TAKEOFF phase
Optimized (managed) speeds are computed by the FMS for
250 knots
Climb below 10,000’
• 250 knots is maintained until

passing 10,000.
• 250/10000 is the system default
(may be modified by the pilot)
117
ECON CLB
ECON CLB:
• Passing 10,000’ aircraft accelerates to
ECON CLB speed.
118
ECON CLB
Climb above 10,000’
ECON CLB:
• Managed speed calculated by the FMS
based on the Cost Index and aircraft
weight..
MACH Indication:
• Displayed when speed is greater than
0.5 Mach.
119
ECON CRZ
Mach Crossover:
• At a predetermined altitude, Mach
speed is held in lieu of KIAS.
ECON CRZ:
• Managed speed calculated by the
FMS based on CI & aircraft weight.
120
VMO
VMO:
• The maximum operating speed is
displayed at 350 KIAS or 0.82 Mach,
depending on altitude.
121
ECON DES
Descent Above 10,000’
ECON DES:
• Managed speed is calculated by the
FMS based on CI & aircraft weight.
122
Descent - Approaching
250 knots 10,000’
250 KIAS:
• Approaching 10,000’ the target speed
decelerates to 250 KIAS.
123
We will cover:
• Speed guidance
• MCDU preflight
124
GSMINI is just that, a minimum ground speed. The purpose is to
maintain a minimum energy state. It is only available in MANAGED
speed.
It is calculated based on many factors, including:
• Wind entered on PERF APPR page.
• Distance to the threshold of the runway entered in the MCDU.
GSMINI equals VAPP minus the headwind component entered on the
PERF APPR page.
For example:
144 VAPP
– 36 knot headwind component
108 knot GSMINI baseline.
The GSMINI baseline is not seen in the MCDU or 36
on the airspeed tape. It is used by the FMS to
calculate the managed speed target.
125
The of GSMINI can be seen on the airspeed display.
If the MANAGED speed target is greater than VAPP, GSMINI is the reason.
The MANAGED speed target is never less than VAPP or greater than VFE (VFE
– 5 knots in the FULL configuration).
36
126
VAPP is VLS adjusted for winds.
VAPP = VLS + 1/3 of the headwind entered on the MCDU
PERF APPR page OR 5 knots, whichever is greater.
The maximum addition to VLS is 15 knots.
36
127
Velocity Lowest Selectable
A misnomer – it is possible to SELECT a speed as low as 100 knots.
MANAGED speed below VLS is not possible.
More accurately, it is the lowest speed the flight directors and autothrust
will allow.
The flight directors will not provide guidance that would cause the
aircraft to slow below VLS.
Autothrust will increase thrust up to climb thrust to prevent the aircraft
from slowing below VLS.
VLS is based on several factors, including:

• Aircraft weight
• Altitude
• Configuration 36
In the landing configuration VLS is equivalent to VREF

in other aircraft.
128
GSMINI = VAPP – the MCDU headwind component.
ATIS wind 270° / 36 – landing runway 27

VLS = 132
VAPP = 132 + 12 (1/3 of 36) = 144
GSMINI = 144 – 36 = 108 knots
We must know the ADIRS sensed wind to calculate the
PFD MANAGED speed target.
270° / 43
108 + 43 = 151
270° / 72
108 + 72 = (180) 172 (VFE-5)
270° / 40
108 + 40 = 148
270° / 20
108 + 20 = (128) 144 (VAPP)
129
130
VAPP = 138 GSMINI = 120 knots
270° / 20
120 + 20 = 140
270° / 50
120 + 50 = 170
270° / 20
IAS = 140
270° / 20
IAS = 140
140 knots 270° / 50 GS = 120
IAS = 140
270° / 20 GS = 90
IAS = 110
131
Other Considerations
It is important to enter accurate steady state winds on the PERF
APPR page for the FMS to calculate an accurate GSMINI
baseline.
GSMINI is available with the autothrust off. The target is

calculated but the pilot is responsible for making the necessary
thrust changes.
GSMINI makes no adjustments for tailwind or crosswind.
GSMINI does not calculate a maximum groundspeed.
132
We will cover:
• Speed guidance
• MCDU preflight
133
MCDU (Multi-Function Control & Display Unit)
It is the primary interface for entry & display of
FMS information.
It is used for long-term actions such as:
 Flight plan monitoring
 Vertical planning
 Flight plan revisions
 Flight plan entry
Speaking of flight plan entry…
134
DATA
INIT page A
F-PLN
SEC F-PLN
RAD NAV
INIT page B
PERF
135
136
137
A319–132
2 9 J U N 2 6 J U L
138
BA1 06 08 001
Operator
A319–132 Airbus
Database
2006
2 9 J U N 2 6 J U L
8th Database
of 2006
Sequence
Number
139
A319–132
2 9 J U N 2 6 J U L
140
JUNE
1 2
3 4 5 6 7 8 9
A319–132 10 11 12 13 14 15 16
17 18 19 20 21 22 23
29JUN 26JUL
24 25 26 27 28 29 30
0 1 J U N 2 8 J U N
JULY
1 2
3 4 5 6 7 8 9
10 11 12 13 14 15 16
17 18 19 20 21 22 23
24 25 26 27 28 29 30
141
JUNE
1 2
3 4 5 6 7 8 9
A319–132 10 11 12 13 14 15 16
17 18 19 20 21 22 23
24 25 26 27 28 29 30
2 9 J U N 2 6 J U L
JULY
1 2
3 4 5 6 7 8 9
10 11 12 13 14 15 16
17 18 19 20 21 22 23
24 25 26 27 28 29 30
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144
145
146
147
148
149
150
151
A319 cost index – 50
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155
156
157
158
159
160
161
162
163
164
165
166
167
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169
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You could just insert this…
…but first let’s look at what we’ve built.
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6 6
24000
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6 6
24000
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We will cover:
• Speed guidance
• MCDU preflight
207
FMS NAVIGATION PRINCIPLES
• Flight plan pages A and B
• Flight plan sequencing
• PPOS (Present Position)
• DIR (Direct To)
208
Flight Plan Page A
Flight number entered

on the INIT page during
preflight
209
Flight Plan Page A
The ‘FROM’ waypoint.

Think of it as a “historical
point” (time, speed, and
altitudes are not
predictions rather
historical reports).
210
Flight Plan Page A
The ‘TO’ waypoint.

Sometimes referred to
as the ‘Active’ waypoint.
Shown in white to
highlight significance of
this waypoint.
211
Flight Plan Page A
The “Permanent Display.”

Displays the destination
airport and the associated
predictions.
212
Flight Plan Page A
Waypoints as entered
during the preflight.
Small font entries
between the waypoints
are the means by which
the aircraft flies from
one to the next.
J70 = airway
(blank) = direct
BAE = DP/STAR
213
Flight Plan Page A
Bearing & distance

between the aircraft’s
present position and
the and TO waypoint.
ALPHE
12NM
214
Flight Plan Page A
Track and distance

between the two
waypoints.
PMM ALPHE
215
Flight Plan Page A
Speed and altitude

predictions for each
waypoint.
216
Flight Plan Page A
Want to see more? The

arrows indicate that
vertical scrolling is
available.
217
The Flight Plan Pages
DUNKS
ALPHE NOTE
(T/C)
PMM The flight plan will scroll
BAE one line for every time
KRSPY this key is pressed.
(T/D)
TWINZ Press it 28 times and
the flight plan will scroll
28 times before any
other function can be
performed.
218
Pressing the F-PLN pb

will always bring the
flight plan back to the
top (FROM waypoint at
line 1)
219
Pressing the AIR PORT

pb will always bring the
flight plan to the bottom
of the flight plan.
220
The arrows indicates
that there is another
page(s).
We have been looking
at Flight Plan Page A
221
Page ‘A’
UTC SPD/ALT
Page ‘B’
EFOB T WIND
222
Flight Plan Page (B)
The actual fuel at the

waypoint.
223
The predicted fuel at

the waypoint.
224
The actual ADIRS wind

recorded over the
waypoint.
225
FMGC predicted winds

over the waypoint.
226
Automatic Flight Plan Sequencing
ALPHE is the TO waypoint.

In managed nav, the FMS
will sequence the TO
waypoint.
227
ALPHE is now the

FROM waypoint.
PMM is now the TO
waypoint.
228
Automatic sequencing still

occurs if not in managed
NAV , if you pass within
5NM of the TO waypoint.
229
Automatic sequencing still

occurs if not in managed
NAV , if you pass within
5NM of the TO waypoint.
230
Automatic sequencing will

NOT occur if you pass the
TO waypoint at a distance
greater than 5 miles.
231
Automatic sequencing will

NOT occur if you pass the
TO waypoint at a distance
greater than 5 miles.
232
233
Present POSition
It can best be defined as a moving
FROM waypoint..., that “FROM”
waypoint being your aircraft’s
current (present) position.
234
A “FROM”
WAYPOINT
A “TO”
WAYPOINT
& A DEFINED
ROUTING
BETWEEN THOSE
TWO POINTS
235
236
237
238
CLEARED
DIRECT
BAE
The “direct to” function allows the

aircraft to:
• Proceed directly to a desired point

with or without abeam waypoints.
• To fly a radial inbound or outbound

from a waypoint.
The direct functions are accessed by

pressing the DIR key.
Pressing the DIR key displays the

DIR TO page.
239
When the DIR TO page is displayed,
line select on a point in the list or
113
or type the point in the scratchpad to
which you want to go direct.
240
Managed NAV engages automatically anytime a direct route is inserted into
the flight plan. A turn is commanded by the FDs and executed by the APs,
The next step is to select 1L.
if engaged At this point, the proposed course is
This will insert a direct route displayed on the ND as an amber
A to BAE
Turn into(T-P)
Point the flight plan. and becomes
is created dashed
the line.
flight plan FROM waypoint
113
241
Other functions of the DIR key will be
covered in FTD training.
242
243
VLS = 132
VAPP = 132 + 6 (1/3 of 18) = 138 knots
GSMINI = 138 – 18 = 120 knots
270 18
38
245

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Procedures Day One

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Welcome to Procedures

FMGC 1 Two Flight Management and

FMGC 2 Guidance Computers (FMGCs)

FAC 1 Two Flight Augmentation

FMGC 1 Flight Augmentation

Rudder functions - yaw

Warnings & protections (alpha floor, windshear, & low energy)

Do you suppose the Airbus has:

Column Column Column Column Column

Captain’s FMA First officer’s FMA

Target speed, selected or managed

Does selecting a single FD off remove FMS guidance from

Having one flight director off also causes problems in flight.

Immediately resolve either of the following FMA indications.

The respective FMGC must be

Certain flight control surfaces

Certain flight control computers

Depending on the failure, the FMGC FMGC

The autopilots are listed as

AUTO FLT AP OFF

AUTO FLT AP OFF

With two engines operating the active range is:

Up to and including the CL detent

Just above idle

Up to and including the MCT detent

Just above idle

 Thrust control is manual.

Only when active can autothrust:

Fixed Thrust Variable Thrust

EPR Commanded EPR Tendency

To enhance pilot awareness of low thrust levels, IDLE flashes

The thrust levers do not move with autothrust

LVR CLB LVR CLB

AUTO FLT A/THR LIMITED

It is imperative that all FCU actions be verified on

If the target speed is held If the target speed is held

TAKEOFF – Begins when TOGA or FLEX thrust is selected for takeoff.

• At ACCEL altitude (normally 1500’ AGL)

• At the ACCEL altitude, the aircraft exits

• Commanded aircraft pitch lowers to

Approach (Flaps 2/3)

• 250 knots is maintained until

VLS is based on several factors, including:

In the landing configuration VLS is equivalent to VREF

ATIS wind 270° / 36 – landing runway 27

GSMINI is available with the autothrust off. The target is

GSMINI makes no adjustments for tailwind or crosswind.

GSMINI does not calculate a maximum groundspeed.

 Flight plan monitoring

 Flight plan revisions

 Flight plan entry

Speaking of flight plan entry…

…but first let’s look at what we’ve built.

Flight number entered

The ‘FROM’ waypoint.

The ‘TO’ waypoint.

The “Permanent Display.”

Bearing & distance

Track and distance

Speed and altitude

Want to see more? The

Pressing the F-PLN pb

Pressing the AIR PORT

The actual fuel at the