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Flight Mode Annunciator

Auto Thrust Vertical Lateral Approach Auto flight

Mode Mode Mode Capabilities Status
TOGA SRS RWY CAT 1 AP 1
FLX 42 ALT RWY TRK CAT 2 AP 2
MCT ALT* GA TRK CAT 3 SINGLE AP 1+2
CLB ALT CRZ TRACK CAT 3 DUAL 1FD2
IDLE ALT CST HDG DH XXX 1FD
ASYM V/S NAV MDA XXXX FD2
A. FLOOR CLB LOC 1FD1
TOGA LK DES LOC* 2FD2
THR LK OP CLB APP NAV 2FD
MAN TOGA EXP CLB FD1
MAN FLEX EXP DES A/THR
MAN MCT G/S
THR MCT FINAL
THR CLB V/S ± XXXX
THR LVR FPA ± X.X
THR SPEED
THR IDLE COMBINED MODES
SPEED LAND
MACH FLARE
LVR CLB ROLL OUT
LVR MCT FINAL APP
LVR ASYM FMA MESSAGES
USE MAN PITCH TRIM
MAN PITCH TRIM ONLY
DECELERATE
MORE DRAG
VERTICAL DISCON AHEAD
CHECK APP SEL
SET GREEN DOT SPD
SET HOLD SPEED
MACH SEL .XX
SPEED SEL XXX

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Auto Thrust Modes

The auto thrust is armed, with the most forward thrust lever in the
TOGA
TOGA detent
The auto thrust is armed, with the most forward thrust lever in the
FLEX 42 Flex/MCT detent. The number represents the Flex temperature entered
on the MCDU T/O PERF page.
Single Engine: The auto thrust is armed, with the most forward thrust
MCT
lever in the MCT detent.
The auto thrust is armed, with the most forward thrust lever forward in
CLB the CLB detent, and the aircraft has reached the preprogrammed
acceleration altitude.
The auto thrust is armed, with the most forward thrust lever forward in
the CLB detent. Idle power has been commanded, will be followed by a
IDLE
low energy warning if the engines remain at IDLE for a predetermined
time.
The auto thrust is armed; with the most forward thrust lever above the
IDLE detent and up to and including the CLB detent. (MCT single
engine) Thrust will vary as required to attempt to maintain the vertical
path commanded.
SPEED / MACH
Airspeed is ignored if the vertical path cannot be maintained.

SPEED is annunciated when IAS is being referenced

MACH is annunciated when referencing MACH
Indicates that A/THR is armed but both thrust levers are not in the same
ASYM
detent.
While in Alpha Floor conditions, the A/THR is engaged and TOGA
A. FLOOR
thrust is commanded regardless of thrust lever position.
TOGA Lock is engaged following an Alpha Floor engagement.
TOGA LK
A/THR must be disconnected and rearmed to regain A/THR control
Indicates that the A/THR has been disconnected by the A/THR p/b on
THR LK the FCU or the A/THR has failed. Thrust is locked at the last known
position until the thrust levers are moved.
The auto thrust is armed, with the most forward thrust lever in the
MAN TOGA
TOGA detent
The auto thrust is armed, with the most forward thrust lever in the
MAN FLEX 30 Flex/MCT detent. The number represents the Flex temperature entered
on the MCDU T/O PERF page.
The auto thrust is armed, with the most forward thrust lever in the
MAN MCT
FLX/MCT detent
Two engines, the auto thrust is armed, with the most forward thrust
lever above the CLB detent, BUT not in the FLX/MCT or TOGA
detent.
MAN THR
Single engine the auto thrust is armed, with the most forward thrust
lever above the FLX/MCT detent, But not in the TOGA detent.
THR SPEED The auto thrust is armed, with the most forward thrust lever in the

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Single Engine: the auto thrust is armed, with the most forward thrust
lever in the FLX/MCT detent. (Max Continuous thrust is commanded)
THR MCT
If the other thrust lever is below the FLX/MCT detent, thrust for that
engine would be commanded by TLA. It will be accompanied by a
LVR ASYM FMA message and a AUTO FLT ECAM message
The auto thrust is armed, with the most forward thrust lever in the CLB
detent. (Climb thrust is commanded)
THR CLB
If the other thrust lever is below the CLB detent its thrust will be
commanded by TLA. It will be accompanied by a LVR ASYM FMA
message and a AUTO FLT ECAM message
The auto thrust is armed, with the most forward thrust lever above the
IDLE detent and below the CLB detent. Thrust is commanded by the
THR LVR TLA. Airspeed (Managed or Selected) will be maintained by varying
pitch. It will be accompanied by a LVR CLB FMA message and a
AUTO FLT ECAM message. (LVR MCT if single engine)
The auto thrust is armed; with the most forward thrust lever above the
IDLE detent and anywhere up to and including the CLB detent. (MCT
THR IDLE
single engine) Airspeed (Managed or Selected) will be maintained by
varying pitch.
Flashing white, During the initial climb will occur at the thrust
LVR CLB
reduction altitude, programmed in the MCDU T/O PERF page.
Flashing white is used to prompt the crew to set the thrust levers to the
MCT detent. During T/O will illuminate if an engine is lost or for a
LVR MCT
single engine GO Around. In both cases it occurs at Green Dot, but only
if EO CLR was not selected on the MCDU
Indicates that A/THR is armed but both thrust levers are not in the same
LVR ASYM
detent.

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Vertical Modes
Speed Reference system is engaged. The aircraft will fly the vertical
path appropriate for the phase of flight.
T/O = V2 + 10
Engine Failure (T/O) = V2 If failure occurs above V2, current speed
up to V2 + 10
SRS GO Around = VAPP or current speed if higher
Windshear = SRS will allow the speed to decrease to maintain 120
fpm climb.

SRS is only available when at least one FD is on and Flap handle

greater than FLAPS 1.
The FCU altitude has been captured. If a new altitude is selected prior
to ALT engagement the FCU will revert to V/ S until a new vertical
ALT* made is selected. On older aircraft if the FCU altitude is the cruise
altitude selected in the MCDU, ALT* would be replaced by dashes in
the vertical mode FMA window.
An FCU altitude, which is not selected as the cruise altitude, has been
ALT engaged. The aircraft will maintain this altitude exactly.
“Hard Altitude “
The FCU altitude, which is the preprogrammed cruise altitude or an
altitude higher than the preprogrammed cruise altitude, has been
ALT CRZ engaged.
The aircraft will maintain a “Soft Altitude” ± 50’ of the FCU altitude.
Primarily to reduce power changes.
Indicates a CLB or DES altitude constraint has been engaged. (* If
ALT CST (*) captured) and the FCU altitude is above (CLB) or below (DES) the
constraint altitude.
Vertical navigation is engaged, and all constraints will be met. (Unless
CLB the FCU altitude is below the constraint altitude. NAV mode must be
engaged. If NAV mode is lost or changed CLB will revert to OP CLB
Vertical Navigation is engaged, and all constraints will be met. (Unless
the FCU altitude is above the constraint altitude. NAV mode must be
engaged. If NAV mode is lost or changed DES will revert to OP DES.
If DES is pushed prior to the TOD the aircraft will enter a 900-1000’
power on descent. Once the descent profile is intercepted the aircraft
will attempt to fly the profile using an ECON speed range of ± 20
knots.
DES
VNAV calculates an IDLE descent from TOD to the first constraint,
then a geometric (straight line) descent for the next segment.

Note: If you must level off at an intermediate altitude, Selecting the

PROG page and entering your altitude will force the VNAV to
recalculate the descent. This will also allow you to change the speeds
on the descent page once again if ATC issues a speed restriction

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A climb utilizing the climb profile speeds at climb thrust will be flown.
The aircraft will climb to the FCU altitude and will ignore all altitude
OP CLB
constraints.
The aircraft will attempt to maintain the profile speed by varying pitch.

A climb at Green Dot will be flown. Disengaged by selecting another

EXP CLB
vertical mode.
An idle descent at .80M/340K
EXP DES Disengaged by selecting another vertical mode.
Note: The aircraft will not slow to 250 knots @ 10000 feet.
The ILS glide slope has been engaged. G/S* If captured, G/S in blue on
G/S (*) line to for Armed.
Once captured the aircraft will ignore all FCU altitudes to maintain GS.
The vertical deviation path of an Approach Nav has been engaged.
Using IR data the FMGC will build its own vertical path. The Path is
built from a point 50’ over the approach end of the runway back to the
FINAL final approach altitude. FINAL engages automatically when the aircraft
intercepts this vertical path. The vertical path will clear all crossing
constraints associated with the approach in a constant descent with out
leveling off.
A selected vertical speed has been commanded. The aircraft will use
V/S ± XXXX pitch and thrust to maintain the selected V/S.
Speed is disregarded to maintain the desired vertical rate.
A selected flight path angle has been commanded. The aircraft will use
pitch and thrust to maintain the selected FPA.
FPA ± X.X
Note: The FPA is relative to the aircraft and not a fixed point on the
ground.

Lateral Modes
Provides a steering command utilizing the localizer for the departure
runway from T/O roll through 30’ AGL.
RWY A LOC must be associated with the runway in use. If the LOC signal is
lost during the T/O roll a memorized track will be flown.
Provides a lateral path along the extended runway centerline for all
RWY TRK runways from 30’ AGL, Unless NAV mode is engaged.
Provides a lateral path based on the actual aircraft track at the time a
GA TRK
GA was initiated.
The heading or track selected in the FCU window will be flown.
If the heading knob is pulled before it is turned, the aircraft will turn in
HDG / TRK the direction the knob is rotated. If the desired heading is set prior to
pulling the knob the aircraft will turn in the direction to make the
shortest turn.

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Lateral navigation is engaged to fly the flight plan in the MCDU.
NAV in blue on line 2 indicates that NAV is armed. A cross track error
NAV should be present to indicate your displacement from the desired
course. If not then LNAV will not intercept the course you have
selected.
The APPR p/b has been pushed and the FMGC is flying the selected
APP NAV approach.
The LOC course is engaged. LOC* in blue for capture, LOC in blue on
line 2 when armed. ILS p/b need not be selected on for the AP to fly an
LOC
ILS approach. However, good operating practice dictates the
monitoring of raw data.

Combined Vertical / Lateral Modes

At 400’ AGL the dividing line on the FMA column 2 & 3 disappears
along with G/S and LOC and a single mode common to both vertical
and lateral guidance is engaged.
LAND
LAND appears first to indicate that approach guidance can no longer be
disengaged on the FCU. From this point on the crew must select TOGA
to activate the GA mode and disengage the APPR mode.
At approximately 40’ RA LAND is replaced by FLARE.
FLARE
(30’ for an Autoland)

ROLL OUT Lateral guidance is provided for tracking the LOC along the runway.

Is the combined mode for a non ILS approach, FINAL is engaged for
FINAL APP vertical NAV and APP NAV is engaged for vertical NAV, the APP p/b
has been pushed.

Approach Capability
CAT I Approaches may be flown.
CAT 1
Autoland not available

CAT 2 CAT I Autoland approaches may be flown to CAT II/III runways

CAT II Autoland approaches may be flown to CAT II/III runways

CAT 3 Single CAT 3 single will be annunciated until the second AP is coupled.
“Fail passive”
CAT III Autoland approaches may be flown to CAT III runways
CAT 3 Dual
“Fail operational”
Decision height for ILS approaches or MAP altitude for Non-precision
MDA XXXX approaches has been entered in the PERF page of the MCDU.
At this altitude the altimeter will change to amber.
Radio Altimeter for CAT II and CAT III approach has been entered in
DH XXX
the PERF page of the MCDU.

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Speed Tape

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ND Symbols

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