22 Auto Flight

A330
TECHNICAL TRAINING MANUAL

MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3)
(RR Trent 700)
AUTO FLIGHT
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved
No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
AIRBUS Environmental Recommendation
Please consider your environmental responsability before printing this document.
AUTO FLIGHT
Auto Flight Line Maintenance Briefing (2) . . . . . . . . . . . . . . . . . . . . . 2
FLIGHT ENVELOPE
Flight Envelope General Description (3) . . . . . . . . . . . . . . . . . . . . . . 36
Flight Envelope Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 42
FLIGHT GUIDANCE
Flight Guidance General Description (3) . . . . . . . . . . . . . . . . . . . . . . 54
Flight Guidance Autothrust D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Flight Guidance Priority Logic D/O (3) . . . . . . . . . . . . . . . . . . . . . . . 80
AP/FD & ATHR modes D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
FLIGHT MANAGEMENT
Flight Management General Description (3) . . . . . . . . . . . . . . . . . . 100
Flight Planning D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Flight Management Priority Logic D/O (3) . . . . . . . . . . . . . . . . . . . 108
Navigation Back-Up D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
AUTO FLIGHT SYSTEM
Power Interruptions and Power Up Tests D/O (3) . . . . . . . . . . . . . . 116
MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) (RR Trent
700)
22 - AUTO FLIGHT
TABLE OF CONTENTS Sep 02, 2009
Page 1
A330 TECHNICAL TRAINING MANUAL
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AUTO FLIGHT LINE MAINTENANCE BRIEFING (2)
GENERAL
This module describes the operational use of the Automatic Flight System
(AFS) and the Flight Management Guidance and Envelope Computers
(FMGECs) in a normal operation with total availability of the concerned
functions. The short-term pilot orders are normally entered through the
Flight Control Unit (FCU) while the long-term pilot orders are entered
through the MCDUs. Four key words for the control principle and both
types of guidance have to be kept in mind in order to avoid handling
errors.
Aircraft control is:
- either automatic, that means AutoPilot (AP) or AutoTHRust (A/THR),
- or manual, that means pilot action on side sticks or thrust levers.
Aircraft guidance is:
- either managed, that means targets are provided by the Flight
Management (FM) functional part,
- or selected, that means targets are selected by the pilots through the
FCU.
POWER-UP TEST FD ENGAGEMENT
As soon as electrical power is available, the Flight Director (FD) is
automatically engaged provided that the power-up test is successful. No
FD guidance symbols are displayed on the EFIS PFDs until take- off.
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AUTO FLIGHT LINE MAINTENANCE BRIEFING (2) Aug 31, 2009
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GENERAL & POWER-UP TEST FD ENGAGEMENT
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MCDU INITIALIZATION
The pilots use the MCDU for flight preparation, which includes:
- choice of the data base,
- flight plan initialization,
- radio navigation entries and checks,
- performance data entry such as V1 (decision speed), VR (rotation speed),
V2 (take-off reference speed) and FLEX TEMP (flexible temperature)
and weights.
Entry of the flight plan (lateral and vertical) and V2 into the MCDU is
taken into account by the FM part and confirmed by the lighting of the
related lights on the FCU to indicate that the system is in managed mode.
An altitude also has to be selected through the FCU.
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MCDU INITIALIZATION
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A/THR ENGAGEMENT
A/THR engagement depends on the position of the thrust levers for
take-off. For take-off, the thrust levers are set to either the
Take-Off/Go-Around (TO/GA) gate or the FLEXible-Maximum
Continuous Thrust (FLEX-MCT) gate if a flexible temperature has been
entered on the MCDU. When the pilot moves the thrust levers to the
TO/GA gate, the FMGECs automatically engage the take-off operational
modes for yaw and longitudinal guidance. The A/THR function is engaged
(but it is not active) and the FD guidance symbols appear on the PFDs.
At the thrust reduction altitude, the FM part warns the pilot to set the
thrust levers to the CLimB gate.
NOTE: Note: The thrust levers will not normally leave this position
until a RETARD audio message tells the pilots to set the thrust
levers to the IDLE gate before touch-down.
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A/THR ENGAGEMENT
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AP ENGAGEMENT
Either AP can only be engaged 5 seconds after lift-off. Only one AP can
be engaged at a time, the last in being the last engaged. After the normal
climb, cruise and descent phases, the selection of automatic landing
through the APProach FCU P/B lets the second AP be engaged. After
touch-down, during roll-out, APs remain engaged to control the aircraft
on the runway centerline. The pilots disengage APs at low speed or when
the A/C is stopped.
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AP ENGAGEMENT
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DATA BASE LOADING
The navigation and performance data base must be loaded and updated
to keep the system operational. Only the navigation data base is
periodically updated (every 28 days). This module gives information
related to the uploading and crossloading of the elements of the FM part
of the FMGECs. The uploading is done using the Multipurpose Disk
Drive Unit (MDDU).
The FM part of each FMGEC operates thanks to:
- the Flight Management System (FMS) operational software,
- the PERFormance and NAVigation data bases aid,
- the OPerational control Configuration (OPC),
- and the Airline Modifiable Information (AMI) configuration files which
are mandatory loadable elements.
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DATA BASE LOADING
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UPLOADING (WITH THE MDDU/DLS) AND
CROSSLOADING OF DATA TO THE FMGEC
AIRCRAFT MAINTENANCE CONFIGURATION
Make sure that the FM source selector is in the NORM position.
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UPLOADING (WITH THE MDDU/DLS) AND CROSSLOADING OF DATA TO THE FMGEC - AIRCRAFT MAINTENANCE CONFIGURATION
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CROSSLOADING OF DATA TO THE FMGEC (continued)
CHECK OF THE LOADABLE ELEMENTS P/N
REFERENCE
The check of the P/N reference of the loadable elements is done
through the applicable P/N STATUS page. Make sure that the software
P/N reference, displayed on the related P/N STATUS page, is different
from the P/N on the related floppy disk. To determine which elements
need to be loaded: Push the DATA mode key on the MCDU and get
access to the A/C STATUS page. Then select the SOFTWARE
STATUS/XLOAD indication to display the P/N XLOAD page.
To get access to the FM operational software (page 2/6), push the line
key adjacent to the NEXT PAGE of the page 1/6.
Make sure that the P/N reference is not the same as the P/N reference
on the disk. Otherwise the uploading is not necessary.
Make sure that the P/N reference is not the same as the P/N reference
on the disk. Otherwise the uploading is not necessary.
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UPLOADING (WITH THE MDDU/DLS) AND CROSSLOADING OF DATA TO THE FMGEC - CHECK OF THE LOADABLE ELEMENTS
P/N REFERENCE
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P/N REFERENCE
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P/N REFERENCE
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P/N REFERENCE
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This Page Intentionally Left Blank
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UPLOADING OF THE FMGEC
Open one of the two FMGECs C/Bs on the RESET panel. On the Data
Loading Selector (DLS) select the applicable FMGEC.
Insert the applicable disk into the MDDU. Close the applicable
FMGEC C/B. Monitor the data transfer and make a check on
completion on the MDDU.
Remove the disk and deselect the FMGEC through the DLS. Reset
the loaded FMGEC.
Check through the related P/N STATUS page that the displayed
software P/N reference is identical to the P/N reference read on the
relevant disk.
NOTE: When the FMGEC power-up is completed, and if the
opposite FMGEC is not yet uploaded, the amber IND
annunciator comes on both MCDUs, and the
INDEPENDENT OPERATION indication appears on each
MCDU scratchpad.
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UPLOADING (WITH THE MDDU/DLS) AND CROSSLOADING OF DATA TO THE FMGEC - UPLOADING OF THE FMGEC
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CROSSLOADING PROCEDURE
When the uploading of the first FMGEC is completed, the XLOAD
function can be used for the loading of the opposite FMGEC. In our
example, we will XLOAD the FMGEC2 from the FMGEC1.
If all the elements have to be crossloaded, a Flight Management
System (FMS) UPDATE can be done through the P/N XLOAD page.
Otherwise, use the P/N STATUS page related to the element, which
has to be crossloaded. In both cases, the crossloading will be done
from the MCDU related to the FMGEC already uploaded (MCDU 1
in our example). On the applicable P/N STATUS page, make sure
that FMS1 and FMS2 have different P/Ns. Push the START XLOAD
key to activate the loadable elements compatibility check. Then
confirm your selection to activate the crossloading process.
When the crossloading is completed, reset the loaded FMGEC.
Make sure that both FMGECs are no longer in independent mode
operation. The amber IND annunciator and the INDEPENDENT
OPERATION indication go off. Check through the related P/N
STATUS page that the displayed software P/N reference is identical
to the P/N reference read on the relevant disk. The procedure is now
completed; you know how to upload and crossload data from a disk
to the FMGEC, via the MDDU, the DLS and the MCDU.
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UPLOADING (WITH THE MDDU/DLS) AND CROSSLOADING OF DATA TO THE FMGEC - CROSSLOADING PROCEDURE
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MAINTENANCE TIPS
DELETE A FLIGHT PLAN FROM THE MCDU INIT A
PAGE
To carry out some maintenance actions, it can be necessary to enter
a basic flight plan, for example to make an engine run-up. The process
below explains how to delete such a flight plan, leaving the "INIT A"
page in its initial condition.
On MCDU 1 or 2, press the "DATA" mode key, "DATA INDEX page
1" appears. Select "A/C STATUS" page, select "SECOND DATA
BASE", wait a few seconds: ACTIVE and SECOND DATA BASE
dates and numbers are transposed. The flight plan data is deleted.
Select "SECOND DATA BASE" again (the data base lines are
retransposed). Verify the "ACTIVE DATA BASE" is valid (not out
of date). Press "INIT" mode key and verify that "INIT A" page is
erased.
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MAINTENANCE TIPS - DELETE A FLIGHT PLAN FROM THE MCDU INIT A PAGE
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MAINTENANCE TIPS - DELETE A FLIGHT PLAN FROM THE MCDU INIT A PAGE
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FLIGHT ENVELOPE GENERAL DESCRIPTION (3)
GENERAL
In addition to the acquisition of the aircraft parameters used by the Auto
Flight System (AFS), the Flight Envelope (FE) function basically consists
of the speed envelope computation and the detection of abnormal flight
conditions.
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FLIGHT ENVELOPE GENERAL DESCRIPTION (3) Aug 31, 2009
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GENERAL
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FLIGHT ENVELOPE GENERAL DESCRIPTION (3)
ACQUISITION AND MONITORING
The Flight Envelope function ensures the acquisition and monitoring of
the various aircraft parameters used by the Flight Envelope, Flight
Guidance (FG) and Flight Management (FM) functions except those
specific to the Flight Management.
In particular, the Flight Envelope function acquires the alphafloor
detection signal computed from the Flight Control Primary Computers
(FCPCs) and, if valid, sends it to the Flight Guidance function for
alphafloor protection.
Dialog between the three functional parts takes place via two common
memories, one between the Flight Envelope and the Flight Guidance
part, another between the Flight Guidance and the Flight Management
part.
AIRCRAFT CONFIGURATION
The Flight Envelope function determines the aircraft configuration
specifically for the Flight Envelope and Flight Guidance functions.
For that purpose, the Flight Envelope function acquires the ground/flight
conditions from the Landing Gear Control and Interface Units (LGCIUs),
the slat/flap configuration from the Slat Flap Control Computers (SFCCs)
and the engine on/off data from the Full Authority Digital Engine Control
(FADEC) computers.
WEIGHT AND CG
The aircraft gross weight and Center of Gravity (CG) position data are
computed in parallel by the Fuel Control and Monitoring Computers
(FCMCs) and the Flight Envelope function itself. The Flight Envelope
function ensures the selection of this data, which is then used by the Flight
Envelope, Flight Guidance, Flight Management and the flight controls.
If at least one FCMC is valid, the Flight Envelope function uses the
aircraft gross weight and the CG position from the FCMC. If both FCMCs
are lost, the Flight Envelope function selects its own computations.
SPEED ENVELOPE COMPUTATION
The Flight Envelope function computes the speed envelope consisting
of the characteristic speeds, these being the maneuvering speeds and
speed limits. These speeds are used either by the crew or by the Flight
Guidance automation to safely fly the aircraft within the speed envelope.
Note that most of these speeds are obtained from VS (stall speed)
delivered by the FCPCs. The speeds are displayed on the speed scale of
the EFIS PFDs.
ABNORMAL FLIGHT CONDITIONS DETECTION
The Flight Envelope function detects the presence of several abnormal
flight conditions.
AFT CG
The two FCMCs control the aft CG by transferring fuel to and from
the trim tank to reduce drag. The Flight Envelope function monitors
aft CG limit overshoot by a computation fully independent of the
FCMCs. In case of aft CG limit overshoot, a warning is generated.
This computation is active in clean configuration over 20,000 feet.
LATERAL ASYMMETRY
The Flight Envelope function ensures the detection of lateral
asymmetry by comparing the left and right engine thrusts. This
condition is used for the Flight Envelope computations and Flight
Guidance function.
WINDSHEAR
The Flight Envelope function computes a signal to provide a visual
windshear warning on the PFDs and an audio warning through the
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loudspeakers. Note that it has no authority on the autothrust and is
only active if slats and flaps are extended.
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ACQUISITION AND MONITORING ... ABNORMAL FLIGHT CONDITIONS DETECTION
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FLIGHT ENVELOPE PROTECTION D/O (3)
GENERAL
The Flight Envelope (FE) part detects A/C configurations outside the
normal flight envelope such as windshear conditions and aft Center of
Gravity (CG) out of tolerated limit. The FE part also acquires and
transmits the alphafloor signal from the Flight Control Primary Computers
(FCPCs) to the Flight Guidance (FG) part.
FE processing is autonomous. A single detection by one of the two Flight
Management Guidance and Envelope Computers (FMGECs) is enough
to activate one of these three functions.
The FE function computes the limit and manoeuvering speeds which are
displayed on the speed scale of the PFD.
DETECTION AVAILABILITY
Windshear detection, aft CG detection or alphafloor detection depend on
flight conditions. Windshear detection is available during 30 seconds
after take-off under 250 feet Radio Altimeter (RA) and from 1300 feet
RA to 50 feet RA in approach. It is inhibited in clean configuration.
Alphafloor acquisition is available from take-off to a radio altitude of
100 feet before landing.
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GENERAL & DETECTION AVAILABILITY
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WINDSHEAR DETECTION
If windshear is detected, the FE function computes a windshear warning.
A visual indication is given on the PFD and an aural warning can be
heard from the cockpit loudspeakers. This signal computation is based
on an algorithm taking into account longitudinal shears, vertical
acceleration, wind components given by the Air Data and Inertial
Reference Unit (ADIRU) and slat/flap position given by the Slat Flap
Control Computer (SFCC).
WINDSHEAR WARNING
The warning is triggered depending on the shear intensity and a
minimal safe A/C energy (according to speed and flight path).
NOTE: Note that if both RAs have failed, the windshear warning is
not available. This warning loss is displayed on the ECAM
status page.
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WINDSHEAR DETECTION - WINDSHEAR WARNING
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AFT CENTER OF GRAVITY DETECTION
In order to improve A/C performance, the Fuel Control and Monitoring
Computer (FCMC) controls the CG position by transferring fuel forward.
The FE function monitors the non-overshoot of the aft CG limits by a
computation fully independent of the FCMC.
AFT CG OVERSHOOT
If the FE GC is greater than the aft CG caution limit, the information
is transmitted to the FCMC which stops fuel transfer during a time
limit.
AFT CG WARNING
The FE function provides the Flight Warning Computers (FWCs)
with a CG monitoring availability signal. If the CG is greater than the
limit CG, the FE function sends an aft CG warning signal followed
by an ECAM message to the FWCs.
Aft CG warning and caution are computed with CG and weight
estimations made by the FE part, independently of the FCMC, mainly
by using THS deflection.
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AFT CENTER OF GRAVITY DETECTION - AFT CG OVERSHOOT & AFT CG WARNING
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ALPHAFLOOR ACQUISITION
The FE part only acquires the Alphafloor detection/activation signal
coming from the FCPC. This creates the Alphafloor condition. The FE
part is involved as a letter box between the FCPCs and the FG part. The
alphafloor condition is used by the FG part and the opposite FMGEC.
ALPHAFLOOR PROTECTION OF THE AUTOTHRUST
The alphafloor protection of the autothrust function is active when
the detection is performed by at least one of the three FCPCs. The
Alphafloor acquisition function has full authority on the autothrust
via the FG part. It forces the autothrust to Take-Off/Go-Around
(TO/GA) thrust even if the autothrust was not previously engaged.
The full thrust signal is sent to the engines via the Flight Control Unit
(FCU), the Engine Interface and Vibration Monitoring Unit (EIVMU)
and the Electronic Engine Controls (EECs).
ALPHAFLOOR WARNING MESSAGES
Warning messages are displayed on the PFD and on the EWD.
The FE function provides the Display Management Computers
(DMCs) via the FCU with a Flight Mode Annunciator (FMA) amber
message A. FLOOR in the autothrust zone and an EWD amber
message A FLOOR at the top left of the screen.
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ALPHAFLOOR ACQUISITION - ALPHAFLOOR PROTECTION OF THE AUTOTHRUST & ALPHAFLOOR WARNING MESSAGES
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OPERATIONAL SPEED COMPUTATION AND DISPLAY
Now the operational speeds will be explained.
F SPEED
F speed is the minimum flap retraction speed and corresponds to the
speed at which flaps can be retracted.
F speed is available on the PFD one second after shock absorber
extension and when the slat/flap lever is in positions 3 or 2. F speed
is represented by a green F on the speed scale.
S SPEED
S speed is the minimum slat retraction speed: it corresponds to the
speed at which slats can be retracted.
S speed is available on the PFD one second after shock absorber
extension and when the slat/flap lever is in position 1. S speed is
represented by a green "S" on the speed scale.
VLS
The Lowest Selectable Speed (VLS) is the minimum selectable speed
for the actual slat and flap configuration taking into account the control
lever position, the real surface position and the speedbrake
configuration. The VLS provides a safety margin in order to avoid
stalling at low speed and buffeting during cruise (throughout the FE).
It is used by the Automatic Flight System (AFS) in order to prevent
speed undershoot.
VLS is displayed one second after shock absorber extension and for
all slat/flap configurations. It is represented by the top of an amber
strip in the lower part of the speed scale.
VMAN GREEN DOT
The Manoeuvering Speed (VMAN) is a function of the weight, the
altitude and the number of engines running. It is the optimum speed
in the event of one engine failure. VMAN (manoeuvering speed or
green dot) is limited by the maximal operational speed (VMAXOP)
and the VLS. VMAN is available when the A/C is in flight and in
clean configuration.
It is represented on the PFD by a green dot on the speed scale.
VMAXOP
VMAXOP is the maximum operational speed used as a limit in the
FG part.
NOTE: Note that it is not represented on the PFD.
In clean configuration, the maximal operational speed corresponds to
the buffeting limit at 0.2 g with respect to weight and altitude. It is
limited by the maximal speed (VMAX) minus 5 kts and the VLS in
clean configuration.
With flaps and slat extended, VMAXOP is limited by the maximum
Flap Extended Speed (VFE) and VLS.
VMAX
VMAX speed is the maximum speed and it is used by the AFS in
order to prevent excessive speed.
The maximum speed (VMAX) corresponds to the Maximum Operating
Speed/Mach (VMO/MMO) in clean configuration and L/G retracted.
In clean configuration but with L/G extended, VMAX corresponds
to the Maximum Landing Gear Extended Speed (VLE). With slats
and flaps extended, VMAX corresponds to the Maximum Flap
Extended Speed (VFE).
It is defined on the PFD by the lower end of a red and black strip in
the upper part of the speed scale.
VFEN
VFEN corresponds to the maximum flap and slat extension speed of
the next slat/flap configuration. The predictive maximum flap extended
speed at the next slat/flap position depends only on the slat/flap control
lever position.
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VFEN is displayed on the PFD below 14,625 ft except when flaps are
fully extended and it is indicated by two amber dashes.
VCTREND
VCTREND represents the airspeed tendency, that means the A/C
acceleration or deceleration. The airspeed tendency is computed to
represent the speed that the A/C would have 10 seconds later if the
acceleration remained constant.
VCTREND is displayed on the PFD if VC is higher than 30 kts and
it is defined by a yellow pointer initiating an A/C actual speed symbol.
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OPERATIONAL SPEED COMPUTATION AND DISPLAY - F SPEED ... VCTREND
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FLIGHT GUIDANCE GENERAL DESCRIPTION (3)
GENERAL
The Flight Guidance (FG) functional portion of the Flight Management
Envelope and Guidance Computers (FMGECs) performs three functions:
- Autopilot (AP),
- Flight Director (FD),
- Autothrust (A/THR).
The FG part contains the engagement logics, the operational mode logics
and the control laws associated to these functions. The control laws
provide AP guidance orders, FD orders and a thrust command to stabilize
and to guide the aircraft.
Note that, because there are no longer any autopilot actuators, there are
no power loops inside the FG.
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GENERAL
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AUTOPILOT FUNCTION
The autopilot function computes lateral and longitudinal guidance orders
used by the Flight Control Primary Computers (FCPCs) for automatic
deflection of the flight control surfaces as well as for nose wheel steering
through the Braking/Steering Control Unit (BSCU). The autopilot
functions are:
- acquisition and holding of a flight path and stabilization of the aircraft
around its Center of Gravity (CG),
- acquisition and holding of a flight level,
- acquisition and holding of a speed,
- automatic landing including roll-out,
- go around.
FLIGHT DIRECTOR FUNCTION
When the autopilot is not engaged, the Flight Director (FD) function
displays guidance orders to the pilot to apply on the controls to follow
the optimum flight path which would be ordered by the autopilot if it
was engaged. The FD guidance orders are displayed on the center section
of the EFIS PFDs:
- generally pitch and roll orders,
- a yaw order during take-off and landing.
When the autopilot is engaged, the FD function displays the autopilot
orders.
AUTOTHRUST FUNCTION
The autothrust (A/THR) function sends a computed thrust command
(thrust target) to the Full Authority Digital Engine Control (FADEC) for
automatic engine control. The A/THR functions are:
- acquisition and holding of a speed or a mach number,
- acquisition and holding of a thrust,
- reduction of the thrust to idle during descent and during flare in final
approach,
- protection against excessive angle-of-attack (called alphafloor
protection) by ordering a maximum thrust when an alphafloor detection
signal is received from the Flight Envelope (FE) functional part.
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AUTOPILOT FUNCTION ... AUTOTHRUST FUNCTION
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FLIGHT DIRECTOR ENGAGEMENT
The FD is automatically engaged at FMGEC power-up and the 2 dedicated
FCU P/Bs are lit. However, the FD guidance orders will be displayed on
the PFDs from take-off only. Then, they can be displayed or not by using
the same FCU P/Bs. The FD engagement status is displayed on the FMA.
The following AP/FD common conditions must be satisfied to allow
engagement:
- the FMGEC must receive data from at least two valid Air Data and
Inertial Reference Units (ADIRU). When two ADIRUs are lost, the
Inertial Reference/Air Data Reference (IR/ADR) condition disengages
the AP/FD,
- the FCU must always be seen valid by the FMGEC except in land track
or Go Around modes,
- each FMGEC monitors the validity of the Radio Altimeter (RA). One
of the RA must be valid during the approach phase. The condition is
inhibited in roll out mode to reduce the risk of AP loss in this phase,
- each FMGEC monitors the parameters transmitted by both ILS receivers,
- the roll-out mode must be valid,
-the lateral and longitudinal flight plans must be valid as soon as the final
descent mode is armed. If final descent mode is not armed, the loss of
lateral or longitudinal flight plans leads to reversion in HDG and V/S
modes (AP remains engaged).
- the AP/FD/A/THR common condition is needed.
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FLIGHT DIRECTOR ENGAGEMENT
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AUTOPILOT ENGAGEMENT
Autopilot engagement is always done manually through 2 dedicated
Flight Control Unit (FCU) P/Bs. Only one autopilot can normally be
engaged at a time. Dual autopilot engagement is possible, but in approach
and go around phases (to maximize the autopilot availability during
automatic landing). When the autopilot is engaged:
- the associated FCU AP P/B is lit,
- the engagement status is displayed on the Flight Mode Annunciator
(FMA) of the PFDs,
- the side sticks are locked and the rudder pedals feel force threshold is
increased.
Autopilot disengagement can be done manually or automatically.
Manually, at any time on ground or in flight:
- either through the associated FCU P/B (AP engagement feedback),
- or through the side sticks by an unlocking action or by pressing the
take-over priority P/BSWs,
- or through the rudder pedals.
Automatically, in case of failure detection or protection activation (for
example, overspeed protection).
To engage or disengage the AP, the following specific conditions must
be covered:
- the AP engagement is confirmed by the feedback of four AP ENGD
discretes generated by each FMGEC,
- disengagement through the AP takeover and priority P/BSWs,
- each FMGEC command and monitoring channel receives engagement
enable discretes from the FCPC command and monitoring channels,
- condition specific to Go Around and roll out mode. On the ground, the
AP disengages when the Go Around mode is engaged or when the throttle
control levers are positioned above the Maximum Continuous Thrust
(MCT) position. At the end of the roll out mode, on ground, if both APs
are engaged, the AP2 disengages.
On top of the above, the AP/FD common conditions and the
AP/FD/A/THR conditions must be fulfilled too. The AP engagement has
also operational limitations:
- aircraft speed must be within Lower Selectable Speed (VLS) and Vmax,
- aircraft pitch angle does not exceed 10 degrees nose down or 22 degrees
nose up,
- bank angle is less than 40 degrees.
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AUTOPILOT ENGAGEMENT
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AUTOTHRUST ENGAGEMENT
The autothrust engagement is done either automatically or manually:
- automatically when in take-off or go around phases, or when alpha floor
protection is activated,
- manually through a dedicated FCU P/B.
When autothrust is engaged:
- the FCU A/THR pushbutton is lit,
- the engagement status is displayed on the FMA.
When engaged, the autothrust can be active or not depending on the
position of the thrust levers. When engaged and not active, the thrust
control is manual. The thrust is commanded according to the position of
the thrust levers. When engaged and active, the thrust control is automatic,
and the thrust is commanded according to the autothrust computed thrust
target.
A/THR disengagement can be done manually:
- by pressing the autothrust instinctive disconnect switch on any thrust
lever,
- by setting all thrust levers to idle position,
- through the dedicated FCU pushbutton.
The A/THR is disengaged automatically in case of failure detection.
The A/THR function can be engaged according to the following the AP,
FD and A/THR common conditions and some specific conditions. The
common condition are the following:
- the power must be supplied to the FMGEC for more than 3 seconds,
- the FM part must be valid to engage the cruise modes, but is not used
for G/S TRACK below 700 ft, LAND TRACK and Go Around,
- if the two FM parts of the FMGEC 1 and 2 are lost, the AP/FD can be
engaged only by using selected modes.
The specific conditions are the following:
- at least 2 ADIRUs valid except in alpha floor condition,
- two Engine Interface and Vibration Monitoring Units (EIVMU) must
be healthy if both engine are running on A330 aircraft (one otherwise),
- three EIVMUs must be healthy on A340 aircraft,
- four Engine Electronic Controllers (EEC) / Electronic Control Unit
(ECU) must be healthy.
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AUTOTHRUST ENGAGEMENT
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SPEED CONTROL
In flight, the speed is a safety parameter used as a reference for the
longitudinal guidance. As a consequence, the FG functional part
continuously controls the Speed/Mach parameter either by the AP/FD
longitudinal guidance or the autothrust. The reference speed is always
limited by the FE characteristic speeds computation. It is displayed on
the speed scale of the PFDs.
The speed reference is computed by the FM functional part by pushing
the FCU knob in, this is called "managed speed". If the speed reference
comes from the FCU, by pulling the corresponding knob out, it is called
"selected speed".
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SPEED CONTROL
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LANDING CAPABILITY COMPUTATION
Each FMGEC computes the landing capability (CAT1 / CAT2 / CAT3
/ SINGLE/CAT3 DUAL) during the whole flight:
- when the AP and FD are disengaged for one FMGEC, the landing
capability corresponds to the category of the available FMGEC.
- when AP and FD are engaged for both FMGECs, the landing capability
corresponds to the lowest category sent by the FMGECs.
The computation depends on Auto Flight System (AFS) and peripheral
systems availability. The validity of the different systems used depends
on the AFS components, the ADIRUs (ADR and IR parts), the Flight
Warning Computers (FWC), the BSCU, the Electrical Flight Control
System (EFCS), the RA, the ILS and the PFD. Some other conditions
are also used (power supply splitting, etc). The landing capability
availability is displayed on the ECAM STATUS page and, when in
approach, on the fourth column of the FMA. Depending on the availability
of peripherals, the landing capability can be downgraded. A triple click
aural warning is generated if landing capability is downgraded.
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LANDING CAPABILITY COMPUTATION
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FLIGHT GUIDANCE AUTOTHRUST D/O (3)
ENGAGEMENT
MANUAL ENGAGEMENT
The engagement of the autothrust function can be manual or automatic.
The autothrust is engaged manually by pressing the A/THR P/B on
the Flight Control Unit (FCU). This is inhibited below 100 feet Radio
Altimeter (RA), with engines running.
NOTE: Note that to effectively have autothrust on engines, the
engagement of the autothrust is confirmed by a logic of
activation in the Engine Electronic Controller (EEC) for
Pratt & Whitney and Rolls Royce Engines and in the Engine
Control Unit (ECU) for General Electrics (GE) engines.
AUTOMATIC ENGAGEMENT
The autothrust is engaged automatically:
- when the Autopilot/Flight Director (AP/FD) modes are engaged at
take-off or go-around,
- in flight, when the alphafloor (protection against high angle-of-attack)
is activated; this is inhibited below 100 feet RA except during the 15
seconds following the lift-off.
A/THR CONDITIONS
The A/THR engagement is effective only when all the necessary
conditions are met and if a request for engagement (pilot action or
automatic) is present. Two conditions are required to make the
engagement possible:
- AP/FD/A/THR common conditions,
- A/THR specific conditions.
The AP/FD/A/THR common conditions are the following:
- power must be supplied to the Flight Management Guidance and
Envelope Computer (FMGEC) for more than 3 seconds,
- the Flight Management (FM) functional part of the FMGEC must
be valid to engage the cruise mode. If the two FM functional part of
the FMGECs 1 and 2 are lost, the AP/FD can be engaged only by
using selected modes.
The conditions specific to the A/THR system includes the following
conditions:
- the Flight Guidance and Envelope (FGE) functional parts must
receive two valid Air Data/Inertial Reference Units (ADIRU),
- two Engine Interface and Vibration Monitoring Units (EIVMU)
must be healthy,
- two EECs / ECUs must be healthy,
- the FCU must be healthy,
- no action on one of the A/THR instinctive disconnect P/BSW lasts
more than 15 s, otherwise the A/THR engagement becomes impossible
until the next FMGEC and EEC/ECU reset.
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ENGAGEMENT - MANUAL ENGAGEMENT ... A/THR CONDITIONS
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THRUST LEVERS
The thrust levers are manually operated and electrically connected to the
EECs/ECUs. Each lever has 4 positions, defined by detents or stops, and
3 operating segments. The EECs/ECUs compute the thrust limit, which
depends on the position of the thrust levers. The A/THR can be active
only between IDLE and CLB if all engines are operative and between
IDLE and FLX/MCT with one engine INOP.
NOTE: Note: The thrust levers never move automatically.
The thrust levers can be moved on a sector, which includes specific
positions:
- 0: corresponds to an idle thrust,
- CL: corresponds to the maximum climb thrust or derated climb thrust,
- FLX/MCT / DTO: corresponds to a Flexible Take-Off Thrust or a
Maximum Continuous Thrust or Derated Take-Off thrust,
- TO/GA: corresponds to a maximum Take-Off (Go-Around) thrust.
The Thrust Reverser (T/R) levers only allow reverse thrust to operate.)..
If a thrust lever is in a detent, the thrust limit agrees with this detent. If
a thrust lever is not in a detent, the thrust limit agrees with the next higher
detent. The FMGECs select the higher of the EEC/ECU 1 and EEC/ECU
2 thrust limits.
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THRUST LEVERS
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A/THR LOOP PRINCIPLE
To apply the autothrust function, the master FMGEC communicates with
the Full Authority Digital Engine Control (FADEC) via the FCU and the
EIVMUs.
A/THR FUNCTION LOGIC
The autothrust function can be engaged or disengaged. When it is
engaged, it can be active or not active.
A/THR FUNCTION DISENGAGED
When the autothrust function is disengaged:
- the thrust levers control the engines,
- on the FCU, the A/THR P/B light is OFF,
- the Flight Mode Annunciator (FMA) does not display the autothrust
engagement status nor the autothrust modes.
A/THR FUNCTION ENGAGED
When the autothrust engagement logic conditions are present, the
autothrust can be engaged. It is active or not active depending on the
thrust lever position.
Autothrust is active if:
- at least, one thrust lever is between CL detent (included) and 0 stop
(included) and, at the most, one thrust lever is between the MCT detent
and CL detent, and if there is no engine in FLEX TO mode,
- the alphafloor protection is active.
When the autothrust function is engaged and active:
- the autothrust system controls the engines,
- on the FCU, the A/THR P/B light is ON,
- the FMA displays the autothrust engagement status (in white in the
right column) and the autothrust mode in the left column.
A/THR is not active if:
- at least, one thrust lever is above the MCT detent or, all the thrust
levers are above the CL detent or, at least one engine is in FLEX TO
mode,
- the alphafloor protection is not active.
When the autothrust function is engaged and not active:
- the thrust levers control the engines (as long as a thrust lever is
outside the autothrust active area),
- the A/THR P/B light is ON,
- the FMA displays the autothrust engagement status (in cyan in the
right column) and the thrust setting in the left column.
NOTE: In case of engine failure, the A/THR activation zones
become between the MCT and 0 stops.
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A/THR LOOP PRINCIPLE & A/THR FUNCTION LOGIC
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MODES
The autothrust function works according to modes and their related
reference parameters. The reference parameters can be:
- a SPEED or a MACH NUMBER: in this case, the source is either the
FCU (value chosen by the pilots) or the FMGEC itself.
- a THRUST; in that case, the sources are either the EECs / ECUs (which
compute the thrust limit) when the thrust limit is needed, or the FMGEC
itself.
The possible autothrust modes are SPEED, MACH, THRUST, RETARD
and alphafloor protection.
MODES DESCRIPTION
The choice of the mode is made by the FMGECs according to the
AP/FD current longitudinal active mode:
- SPEED or MACH mode, the reference of which is selected on the
FCU or managed by the FMGEC,
- THRUST mode, where the reference agrees with the thrust limit
computed by the EECs/ECUs (according to the thrust lever position),
idle thrust in descent or optimum thrust computed by the FMGEC,
- RETARD mode: the thrust is reduced and maintained at idle during
flare,
- ALPHAFLOOR PROTECTION: a TO/GA thrust is activated to
protect the A/C against excessive angle-of-attack and windshear.
DEFAULT MODE
When no longitudinal mode is active, the A/THR operates in
SPEED/MACH modes except:
- when THRUST mode engages automatically in case of alphafloor
protection activation,
- when, autothrust being in RETARD, APs and FDs disengage, the
autothrust function remains in RETARD mode.
ALPHAFLOOR
The autothrust function protects against an excessive angle-of-attack.
The alphafloor detection is ensured by each Flight Control Primary
Computer (FCPC). In case of excessive angle-of-attack, the FCPCs send
a detection signal to the FMGECs, which activates the alphafloor
protection.
The alphafloor protection automatically engages and activates the
autothrust function, whatever the position of the thrust levers and the
A/THR engagement status: the engine thrust becomes equal to TO/GA
thrust.
When the autothrust is active with the alphafloor protection active, a
green message "A.FLOOR" surrounded by a flashing amber box is
displayed on the FMA.
When the autothrust is active with the alphafloor protection active but
with the alphafloor detection no longer present in the FCPCs, a green
message "TOGALK" (LK for LOCK) surrounded by a flashing amber
box is displayed on the FMA.
The "TOGALK" thrust can only be cancelled through the disengagement
of the autothrust function, via the A/THR P/B or the autothrust instinctive
disconnect switches.
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MODES & ALPHAFLOOR
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A/THR OPERATION IN FLIGHT
Let's now see the autothrust operation in flight.
TAKE-OFF
The A/C is on ground and ready for take-off, the engines are controlled
by the thrust levers and neither AP nor autothrust are engaged. To
take off, the pilot sets the thrust levers to the TO/GA stop, or to the
FLX/MCT detent provided a flexible temperature was previously
selected on the MCDU. This engages the autothrust function (but it
is not active).
THRUST REDUCTION ALTITUDE
At thrust reduction altitude, a message on the FMAs warns the pilots
to set the thrust levers in the CL detent. As soon as the thrust levers
are in the CL detent, the autothrust is active. If a thrust lever is set
into the CL - MCT area, a message on the FMAs warns the pilot to
set the thrust lever to the CL detent (LVR CLB). The autothrust
remains active. Then, the thrust levers remain in this position until
the approach phase.
AUTOMATIC LANDING
During AUTOMATIC LANDING, before touch-down, an auto
call-out, "RETARD", warns the pilot to set the thrust levers to idle.
When the pilot put both levers on idle detent, the autothrust disengages.
This allows the automatic activation of the ground spoilers if they are
in armed condition. Then, on GROUND, the pilot sets the T/R levers
to the reverse position.
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A/THR OPERATION IN FLIGHT - TAKE-OFF ... AUTOMATIC LANDING
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DISCONNECTION
The autothrust can be disengaged in two ways.
- standard disconnection: By pressing at least one of the two red instinctive
disconnect switches on the side of thrust levers or setting all thrust levers
to IDLE detent.
- non standard disconnection: By pressing the A/THR P/B on the FCU
or failure mode affecting one of the engagement condition. When the
autothrust function is active, the actual engine thrust does not necessarily
agree with the thrust lever position.
DISCONNECTION CONSEQUENCES
It is important to know what happens after autothrust disconnection.
When the autothrust function is disengaged through the instinctive
disconnect switches, or setting the levers on IDLE, the thrust on the
engines is automatically adapted to the related thrust lever position.
When the autothrust function is disengaged through the FCU A/THR
P/B or due to a system failure:
- as long as a thrust lever remains in its detent, the thrust on the related
engine is frozen at its last value just before the disconnection,
- as soon as a thrust lever is moved from the detent, or if it was not in
a detent, the thrust on the related engine is smoothly adapted to the
thrust lever position.
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DISCONNECTION - DISCONNECTION CONSEQUENCES
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FLIGHT GUIDANCE PRIORITY LOGIC D/O (3)
FLIGHT GUIDANCE (FG)
The engagement status of the guidance function works on the
MASTER/SLAVE principle. The master Flight Management Guidance
and Envelope Computer (FMGEC) imposes all the changes of AP/Flight
Director (FD) modes and/or A/THR engagement to the slave FMGEC.
Here is an example of a master FMGEC. Look at the flow chart to
understand the priority logic. With no AP, no FD1 but FD2 engaged,
FMGEC2 is the master because, following the flow chart, the first three
answers are "NO", but the fourth one is "YES".
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FLIGHT GUIDANCE (FG)
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FLIGHT DIRECTOR (FD)
Upon energization, both FDs are normally engaged in split configuration.
FMGEC1 normally drives the FD symbols (crossed bars or flight path
director symbols) on the CAPT PFD. FMGEC2 normally drives the FD
symbols on the First Officer (F/O) PFD. The "1FD2" indication is
displayed on each Flight Mode Annunciator (FMA) to show that FD1 is
engaged on the CAPT side and FD2 is engaged on the F/O side.
If one FMGEC fails, the remaining FMGEC drives the FD symbols on
both PFDs. If FMGEC1 fails, the "2FD2" indication is displayed on each
FMA to show that FD2 is displayed on both PFDs.
If both FDs fail, a red flag is displayed on both PFDs, provided that the
FD switch is still "ON".
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FLIGHT DIRECTOR (FD)
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AUTOPILOT (AP)
If one AP is engaged, the corresponding FMGEC send signals to the
Flight Control Primary Computers (FCPCs), which will control the flight
control surfaces.
There is no priority logic in single operation. The last engaged AP is the
active one.
Both APs can be engaged as soon as the APPROACH mode is selected
on the Flight Control Unit (FCU). AP1 has priority and AP2 is in
synchronisation. This means the FCPCs use the AP1 commands first.
The FCPCs switch to the AP2 commands in case of AP1 disengagement.
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AUTOPILOT (AP)
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AUTOTHRUST (A/THR)
A single A/THR P/BSW located on the FCU enables the engagement or
disengagement of the A/THR function.
The A/THR function is, in fact, composed of two systems (A/THR1 and
A/THR2) which are ready to be engaged at the same time, but only one
system is selected. However the selection of A/THR1 or 2 depends on
the engagement of the AP and FD, i.e. of the master/slave principle which
is known by the FCU and summarized in the table.
When the selected A/THR function is active (according to the thrust lever
position), the master FMGEC sends signals via the FCU to the FADEC,
which will control the engines. Consequently, in automatic control, it is
the same FMGEC which will command orders both to the engines and
the flight controls.
To recover the A/THR function, when one AP (AP1 or 2) is engaged and
its own A/THR has failed, the opposite AP should be engaged to switch
from the master FMGEC to the other (which now becomes the master)
and to switch to the opposite A/THR.
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AUTOTHRUST (A/THR)
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FLIGHT MODE ANNUNCIATOR (FMA)
There are three types of information shown on the FMA:
- A/THR mode and status,
- AP/FD mode and status,
- Flight Management (FM) messages.
The A/THR information is displayed by the master FMGEC which
supplies both FMAs.
The AP/FD information is displayed according to the following logic:
- with at least one AP, the master FMGEC supplies both FMAs,
- without AP, with the FDs engaged, FMGEC1 supplies FMA1, FMGEC2
supplies FMA2,
- without AP, with one FD failed or manually disengaged, the opposite
FMGEC supplies both FMAs.
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FLIGHT MODE ANNUNCIATOR (FMA)
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FLIGHT CONTROL UNIT (FCU)
The FCU ensures the interface between the crew and the following three
systems:
- Automatic Flight System (AFS),
- EFIS left (including the baro-setting),
- EFIS right (including the baro-setting).
The FCU central processing unit consists of two identical computation
channels B and C. In normal operating conditions, each computation
channel performs a specific function as follows:
- channel B: EFIS LEFT and AFS,
- channel C: EFIS RIGHT.
In the event of a failure of one channel, there is reconfiguration on the
remaining channel. This logic enables the maximum availability of FCU
functions. Each channel receives all data required to ensure the three
functions.
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FLIGHT CONTROL UNIT (FCU)
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AP/FD & ATHR MODES D/O (3)
AP/FD MODES
GENERAL
The operational use of the Automatic Flight System (AFS) is based
on the following principle:
- the short-term pilot orders are entered through the Flight Control
Unit (FCU),
- the long-term pilot orders are entered through the MCDU.
This principle leads to two types of Autopilot (AP)/Flight Director
(FD) operating modes to guide the aircraft:
- the selected modes and,
- the managed modes.
In the selected modes, the pilot selects reference parameters on the
FCU (heading/track, vertical speed/flight path angle, speed/Mach,
altitude). To do this, the pilot turns the relevant selector knob on the
FCU to set the parameter, and then pulls the knob.
In the managed modes, the Flight Management Guidance and Envelope
Computer (FMGEC) uses data entered on the MCDU to compute the
reference parameters. To set a parameter in the managed mode, the
pilot pushes the relevant selector knob on the FCU. A dashed line on
the FCU shows the managed mode (except altitude which is always
displayed) and a white indicator light comes on adjacent to the display
involved.
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AP/FD MODES - GENERAL
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AP/FD MODES - GENERAL
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AP/FD MODES (continued)
SELECTED MODES
In the selected modes, the pilot can engage the modes by pulling out
the appropriate FCU selection knobs. There are two categories of
AP/FD modes:
- vertical modes, which include the speed control modes,
- lateral modes.
The selected AP/FD lateral mode is the heading, track mode
(HDG-TRK), also called basic mode. The selected AP/FD vertical
modes are:
- Open Climb mode (OP CLB),
- Open Descent mode (OP DES),
- Vertical Speed mode (V/S) or Flight Path Angle (FPA) mode, also
called basic modes,
- Altitude capture mode (ALT*),
- Altitude hold mode (ALT).
MANAGED MODES
At takeoff, the managed modes engage automatically when the pilot
sets the thrust levers at the TO or FLX detent. During flight, the pilot
can arm or engage the managed modes (if the aircraft meets
engagement conditions) by pushing in the appropriate knobs on the
FCU. The pilot pushes the DIR TO key on the MCDU to insert a DIR
TO leg. It engages or maintains the navigation (NAV) mode. The pilot
pushes the APPR P/B on the FCU to arm or engage the localizer
(LOC) and Glide Slope (G/S) or APP NAV-FINAL, according to the
approach type inserted in the flight plan. The LOC P/B arms or
engages only the LOC mode.
The managed AP/FD lateral modes are:
- NAV mode (NAV),
- Approach Nav mode (APP NAV),
- Localizer capture mode (LOC*),
- LOC track mode (LOC)
- LOC Back Course mode (LOC B/C)
- Runway (RWY) or Runway Track mode (RWY TRK),
- Go Around Track mode (GA TRK),
- Roll out mode. (ROLL OUT).
The managed AP/FD vertical modes are:
- SRS mode (SRS) used for takeoff and Go-Around,
- Climb mode (CLB),
- Descent mode (DES),
- Altitude capture mode (ALT*),
- Altitude hold mode (ALT),
- Altitude Constraint capture mode (ALT CST*),
- Altitude Constraint hold mode (ALT CST),
- G/S capture mode (G/S*),
- Glide slope mode (G/S),
- FINAL mode (non precision approach),
- FLARE mode (Autoland).
NOTE: Automatic approach, landing, takeoff and go-around are
considered as managed modes because no parameters are
entered through the FCU.
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AP/FD MODES - SELECTED MODES & MANAGED MODES
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A/THR MODES
GENERAL
The A/THR mode selection is automatic according to AP/FD mode
engagement. The thrust control mode directly depends on the AP/FD
vertical guidance mode. If no AP/FD is engaged, the A/THR can be
engaged in SPD/MACH mode. The alpha floor protection commands
the maximun takeoff thrust whatever the A/THR engaged mode.
SPD/MACH MODE
In SPEED/MACH mode, the A/THR adjusts the thrust in order to
acquire and hold a speed or Mach target. The speed or Mach target
may be:
- selected on the FCU by the pilot,
- managed by the FMGEC.
The change-over from SPD to MACH mode is either automatically
done by the FMGEC or manually by the pilots by pushing the
SPD/MACH change-over P/B on the FCU.
THRUST MODE
In THRUST mode, autothrust commands a specific thrust level in
conjunction with the AP/FD pitch mode. This thrust level is limited
by the thrust lever position.
RETARD MODE
The RETARD mode is available only in automatic landing (AP
engaged in LAND mode). In these conditions, the RETARD mode is
engaged when the Radio Altitude (RA) becomes lower than 50 ft. If
the AP is disengaged during flare-out before touchdown, the RETARD
mode is replaced by the SPD/MACH mode. On ground this logic is
not active and the RETARD mode is kept.
NOTE: In automatic landing, the Flight Warning Computer (FWC)
auto call out delivers a RETARD message at 10 ft; the pilot
moves the throttle control levers to the IDLE position and
thus takes manual control of the thrust at landing. With the
A/THR engaged but not in the automatic landing conditions,
this message is delivered at 20 ft.
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A/THR MODES - GENERAL ... RETARD MODE
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FLIGHT MANAGEMENT GENERAL DESCRIPTION (3)
GENERAL
To help the pilots, the Flight Management (FM) functional part of the
Flight Management Guidance and Envelope Computers (FMGECs) does
several functions. These functions are linked to the flight plan such as
lateral and vertical guidance, or display management. To achieve its
objectives, the FM part is mainly based on:
- a navigation database and a performance database,
- lateral functions,
- vertical functions,
- performance functions.
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GENERAL
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FLIGHT MANAGEMENT GENERAL DESCRIPTION (3)
FLIGHT PLAN
The FM part is used by the pilots to initialize, revise and monitor a flight
plan through the MCDUs. In addition, the monitoring is also done through
the Electronic Flight Instrument System (EFIS) NDs and PFDs. The FM
part ensures flight plan tracking and optimization. The flight plan is
divided into 2 parts: a lateral part and a vertical part. The lateral part gives
the direction to follow while the vertical part gives the different altitude
steps with related speed and time constraints. The FM part carries out
the flight plan sequencing computation for both parts of the flight plan.
DATABASE
The database is a mass memory divided into 2 parts. The navigation
database is used to assemble the lateral flight plan with waypoints, radio
navigation aids and runways. The navigation database gives a worldwide
coverage. Its content is updated every 28 days by the airline using a
Multipurpose Disk Drive Unit (MDDU). A small space in the memory
is kept for pilot entries to make new waypoints or radio navigation aids.
The performance database, with aircraft aerodynamic and engine models,
enables vertical flight plan construction and optimization. The
performance database contains fixed data that can only be changed by
the manufacturer.
LATERAL FUNCTIONS
The FM part, in relation with the navigation database and the MCDUs,
carries out lateral functions. The lateral functions are:
- lateral flight plan selection and revision,
- initialization of the Inertial Reference System (IRS) and use of its data
for the aircraft position computation (FM position),
- radio navigation aid selection and tuning (for VOR, DME, ADF, ILS),
- ND management for flight plan navigation related data including the
aircraft position and its lateral deviation from the flight plan,
- computation of lateral steering orders to be followed by the Flight
Guidance (FG) functional part.
VERTICAL FUNCTIONS
The FM part carries out vertical functions in accordance with the lateral
flight plan and data either retrieved from the performance database or
entered by the pilots through the MCDUs (for example cost index, Center
of Gravity, weight). The vertical functions are:
- vertical flight plan construction according to altitude, speed and time
constraints,
- ND and PFD management for guidance related data such as altitude
constraints,
- computation of vertical steering orders and thrust demand to be followed
by the FG functional part.
Note that, to allow the vertical guidance, the lateral guidance must already
be active.
PERFORMANCE OPTIMIZATION
The FM part optimizes the flight plan in terms of speed, thrust, optimum
and maximum altitudes. Predictions are given along the flight plan and
used as a reference for the vertical guidance. This function minimizes
the flight cost with the optimization of speed, fuel planning and time.
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FLIGHT PLAN ... PERFORMANCE OPTIMIZATION
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FLIGHT PLANNING D/O (3)
FLIGHT PLAN
The flight plan is defined by various elements, which indicate the routes
the A/C must follow with the limitations along these routes.
The elements are mainly taken from the databases or directly entered by
the pilot. The limitations are mainly speed, altitude or time constraints
originated by the 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 A/C
position and the follow-up of the flight plan, this is called NAVIGATION.
Everything can be prepared prior to take-off but can also be modified
quickly and easily during the flight operation.
In case of an FM problem, the remaining valid Flight Management
Guidance and Envelope Computer (FMGEC) can be used as the sole
source to command both MCDUs and NDs after a manual action by the
pilot on the FM SOURCE selector.
NAVIGATION DATABASE
The navigation database provides all necessary information for flight
plan construction and follow-up. The pilot will either select an already
assembled flight plan (company route (CO ROUTE)), or will build his
own flight plan, using the existing database contents. This database has
a worldwide coverage, updated every 28 days. A crossloading facility is
available allowing the database loading from either FMGEC database
through an intersystem bus. Besides this, some room is kept to allow
manual entry of 20 navaids, 20 waypoints, 5 routes and 10 runways.
The database cannot be erased, except for the manually entered data.
Two cycle databases can be inserted, the selection is made automatically
using data from the A/C clock.
NAVIGATION
The navigation process provides the system with current A/C state
information consisting of present position, altitude, winds, true airspeed
and ground speed. This is achieved using inputs from the Inertial
Reference System (IRS), Air Data System (ADS), navigation radios and,
Air Traffic Service Unit (ATSU). Position can be updated manually
during the flight or automatically e.g.: on the runway threshold at take-off.
LATERAL FLIGHT PLAN
The lateral flight plan provides the sequential track changes at each
waypoint within 3 main sections. DEPARTURE: In this phase the lateral
flight plan provides initial FIX (origin airport), SID (Standard Instrument
Departure), etc. EN ROUTE: In this phase the lateral flight plan provides
waypoints, navigation aids, etc. ARRIVAL: In this phase the lateral flight
plan provides STAR (Standard Terminal Arrival Route), approach, missed
approach, go around, etc.
The lateral steering order can be followed by the pilot or the autopilot
through the NAV mode selected on the Flight Control Unit (FCU).
In case of loss of both FM processors, a simplified FM function is
available directly from MCDU1 or MCDU2 only. This is called
BACK-UP NAVIGATION function. The following features are provided
:
- lateral flight planning,
- A/C position,
- flight plan with crosstrack error (XTRKE).
In this case, there is no Autopilot coupling in NAV mode.
VERTICAL FLIGHT PLAN
The vertical flight plan provides an accurate flight path prediction, which
requires a precise knowledge of current and forecast wind, temperature
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and the lateral flight path to be flown. The vertical flight plan is divided
into several flight phases:
- the PREFLIGHT phase in which the vertical flight plan provides fuel,
weight and V2 insertions,
- the TAKE-OFF phase in which the vertical flight plan provides speed
management, thrust reduction, altitude and acceleration altitude,
- the CLIMB phase in which the vertical flight plan provides speed limit
and speed management,
- the CRUISE phase in which the vertical flight plan provides top of
climb, cruise altitude and top of descent,
- the DESCENT phase in which the vertical flight plan provides speed
management and deceleration,
- the APPROACH/MISSED APPROACH/GO AROUND phase in which
the vertical flight plan provides thrust/acceleration altitudes.
The vertical steering order can be followed by the pilot or the autopilot.
Any level change in the vertical profile is initiated after a push action on
a level change selector. The crew may send a request for wind data to
the ground via the ATSU. In response to this request, or automatically,
the ground sends climb, cruise, descent and alternate wind data to the
A/C.
PERFORMANCE
The performance database contains optimal speed schedules for the
expected range of operating conditions. Several performance modes are
available to the operator with the primary one being the ECONOMY
mode. The ECON mode can be tailored to meet specific airline
requirements using a selectable COST INDEX (CI). A CI is defined as
the ratio of cost of time to the cost of fuel. The fuel quantity is given by
the Fuel Control and Monitoring Computers (FCMCs). The speed and
the thrust values associated with a given CI 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 FCU, the flight plan is shown in
relation to the A/C position on the ROSE-NAV or ARC modes. The A/C
model is fixed and the chart moves. The difference between the two
modes is that the half range is available when the ND is set to NAV mode
as there is only a 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,
centered on the TO waypoint (first waypoint to be met).
Depending on the selected range, the A/C may or may not be visualized
on this display. The PLAN display can be centered on the waypoint
displayed on the second line of the MCDU screen by scrolling the flight
plan on the MCDU. The PFD shows the FM guidance following
engagement of the AP/FD (Autopilot/Flight Director) lateral and
longitudinal modes.
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FLIGHT PLAN ... DISPLAY
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FLIGHT MANAGEMENT PRIORITY LOGIC D/O (3)
FM OPERATING MODES
There are three operating modes: NORMAL, INDEPENDENT and
SINGLE. At Flight Management (FM) initialization, that means at
power-up, both FM parts exchange information. Initial cross-comparison
is made on the following parameters: Navigation data base, performance
data base and soft program serial numbers, A/C, engine type and program
pin.
If the FM parts agree, NORMAL mode is active. When keys are pressed,
they are immediately processed by both FMs, regardless of the MCDU
from which they originate.
If the FM parts disagree, INDEPENDENT mode is active. Each FM part
manages its own MCDU.
If one FM part has failed, SINGLE mode is active. Both MCDUs are
driven by the remaining FM part.
Note: an FM failure or an independent configuration is indicated by the
lighting of the corresponding legend "FM1", "FM2", "IND" on
the top of the MCDUs.
MODE OPERATION
In NORMAL mode, the FM part receives the master/slave activation
from the Flight Guidance (FG) part. The MASTER computer imposes
the following parameters upon the SLAVE computer: Flight phase, flight
plan sequencing, active performance mode and speeds, clearance and
maximum altitudes and ILS frequencies and courses, if any.
After a flight plan change, there is a comparison on the active leg and,
every second, on the active performance mode and active guidance mode.
If it is different, the slave computer will synchronize itself to the master
one by copying the master values.
Also, A/C position, Gross Weight (GW) and target speeds from master
and slave computers are compared every second. If the difference is
greater than 5 Nm, 2 tons or 2 Kts respectively, an appropriate message
is displayed on the MCDUs: - FMS1/FMS2 POS DIFF, FMS1/FMS2
GW DIFF, FMS1/FMS2 SPD TGT DIFF. Pilot action is then required.
In INDEPENDENT mode, there is no interaction from one system to the
other one. The Flight Management Guidance and Envelope Computers
(FMGECs) only send their status information to each other (e.g., in this
case, the INDEPENDENT mode).
In SINGLE mode, both MCDUs are driven by the same FM part, but
they can still display different pages. Messages linked to the navigation
process are displayed on both MCDUs.
MCDU
As already presented in the FM OPERATING MODES topic, the MCDUs
work differently. In NORMAL mode, the MCDUs can be used
simultaneously on different pages. Any modification or entry on one
MCDU is transmitted to the other MCDU via the FMGEC crosstalk.
In INDEPENDENT mode, both MCDUs operate separately. The "IND"
light, at the top of the MCDUs, indicates this operation.
In SINGLE mode, both MCDUs basically work as in normal mode, but
with only the valid FMGEC. The "FM1" or "FM2" lights, at the top of
the MCDUs, indicate the FM1 or FM2 failures.
DISPLAYS
FM information is displayed on NDs and on PFDs. For FM information,
in NORMAL or INDEPENDENT modes, FMGEC1 supplies PFD1 and
ND1, and FMGEC2 supplies PFD2 and ND2.
In SINGLE mode, the remaining FMGEC supplies all the displays.
RADIO NAVIGATION
The schematic shows the architecture of the radio navigation receivers
controlled by the FMGECs in NORMAL or INDEPENDENT modes.
For the selection of radio navigation frequencies and courses, in normal
or independent modes, each FMGEC controls its own side receivers
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through a Radio Management Panel (RMP). Only the actual frequencies
and courses from the receivers are displayed on the PFDs and the NDs.
In case of a FMGEC failure, the valid FMGEC controls its own side
receivers as usual, through an RMP, but also the other side receivers,
directly without going through an RMP. The pilot must first transfer both
FMs to the same source as you can see in topic "FM SWITCHING".
If both FMGECs fail, the crew must use the RMPs to select the
frequencies and courses.
FM SWITCHING
Laid out on the pedestal switching panel, there is a manually operated
switch called "FM SOURCE". It has 3 positions : NORM, BOTH ON 1
and BOTH ON 2.
Setting the switch to "NORM" position, assuming no MCDU has failed,
will validate the normal configuration: MCDU1 works with FM1 and
MCDU2 works with FM2.
Setting the switch to BOTH ON 1, enables MCDU1 and MCDU2 to work
with the same FM1 source. This also makes the two operative Display
Management Computers (DMCs), feeding the EFIS displays, work with
the same FM1 source. Setting the switch to BOTH ON 1 will also enable
the navaids to be tuned from the same FM1 source.
Setting the switch to BOTH ON 2, enables MCDU1 and MCDU2 to work
with the same FM2 source. This also makes the two operative DMCs
feeding the two EFIS displays work with the same FM2 source. Setting
the switch to BOTH ON 2 will also enable the navaids to be tuned from
the same FM2 source.
Note that all the above also applies to MCDU3 when it replaces MCDU1
or 2 switching operation (in case of failure of MCDU1 or 2).
If FM1 has failed, MCDU1 can be switched manually through the "FM
SOURCE" selector switch. MCDU1 is switched to work in full capability
with FM2, and this, without disturbing the link between FMGEC2 and
MCDU2. If FM2 has failed, the same applies but with MCDU2.
As an alternative way and provided the switch is in the "NORM" position,
the Back-up Nav function of MCDU1 or 2 can be activated through a
specific prompt on the MCDU MENU page, to cover failure of FM1 or
2.
MCDU SWITCHING
Turning the brightness knob of one MCDU to "OFF" permits the MCDU
switching. This knob is located on each MCDU front panel.
The way to proceed is the following:
- turning the brightness knob of MCDU1 to "OFF", controls the transfer
from MCDU1 (which is blank and inoperative) to MCDU3 of the FM
function (normally FM1). If the BRT knob is in the OFF position, the
RDY annunciator is lit to indicate the good result of the power-up test.
- turning the brightness knob of MCDU3 to "OFF", makes MCDU3
inoperative and transfer is no longer possible. Note that if both MCDU1
and 2 are turned OFF, the transfer from MCDU1 to MCDU3 will have
priority over the one from MCDU2.
If MCDU1 or MCDU2 has failed, MCDU3 must be able to work with
FMGEC1 or FMGEC2 in order to replace MCDU1 or MCDU2 for the
Flight Management function.
For a dual MCDU1 and 2 failure, MCDU3 has to operate like MCDU1.
This reconfiguration does not include the Back-up Nav function, which
remains selectable on MCDU1 or 2 only, and not on MCDU3.
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FM OPERATING MODES ... MCDU SWITCHING
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NAVIGATION BACK-UP D/O (3)
GENERAL
The MCDU BACK-UP NAV (B/UP NAV) must be used as a back-up
system when both Flight Management (FM) parts are failed, supplying
the crew with limited information, which can be used to complete the
current flight.
The MCDU B/UP NAV is activated through the "SELECT NAV B/UP"
prompt on the MCDU MENU page. This prompt is available at all times,
regardless of the status of FM1 or FM2, provided the FM SOURCE
selector is set to the NORM position.
If the FM source selector is moved from the NORM position to one of
the other two positions, BACK-UP NAV is deactivated. Finally, there is
no interconnection between MCDU1 and MCDU2, so the B/UP NAV
functions work independently and may be activated separately.
NOTE: Note that MCDU3 does not have this option, even when it is
used to replace MCDU1 or MCDU2.
FLIGHT PLANNING
Before activation of the BACK-UP NAV function, a condensed form of
the flight plan is transferred from the FM part to the MCDU. This
downloading is updated in case of:
- FM primary F-PLN changes,
- FM lateral leg sequencing,
- FM long power off,
- FM source selector change,
- FM resynchronization.
Downloading includes waypoint position, waypoint identifier, leg type,
discontinuity, overfly and turn direction information in a maximum of
150 legs.
At BACK-UP NAV activation, a last updating is performed and then any
other updating is ignored. A reduced capability is given to the MCDU
B/UP NAV function compared to the FM function.
NAVIGATION
The BACK-UP NAV function is based on Inertial Reference (IR) inputs
from the ownside IR or IR3 which provide position, ground speed, track,
heading, altitude and wind. The selected IR depends on pilot selection,
through the IR source selector, to be consistent with the current displayed
IR data on the corresponding PFD and ND. The MCDU B/UP NAV
provides, the crosstrack error and the bearing/distance/time to go to the
active waypoint, depending on the aircraft latitude/longitude and on the
active leg of the flight plan. It supplies the automatic leg change when
the TO waypoint is reached.
It is very important to note that all this data is only for display, there is
no steering order issued by the MCDU, and the NAV mode cannot be
engaged.
ND DISPLAY
The MCDU transmits the BACK-UP F-PLN to the NDs. It consists of
active F-PLN vectors and waypoints related to the fixed aircraft position
in ROSE or ARC modes, or to the moving aircraft reference in PLAN
mode. In all cases, the flight plan line is dashed in green (as NAV mode
cannot be engaged). Options selectable on the EFIS control panel are not
allowed (WayPoinT, AiRPorT, VOR.D, Non-Directional Beacon,
ConSTRaint).
MCDU PAGE AVAILABILITY
All flight planning operations are directly applied through the B/UP
F-PLN page. It displays each leg of the active route, providing position
information for each waypoint, as well as computed course, time and
distance for the connecting legs. The revisions, available on the B/UP
F-PLN page, are:
- waypoint insertion,
- waypoint deletion,
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- discontinuity deletion,
- overfly deletion/insertion.
Pressing the DIR key enables the selection of a waypoint to join it directly.
The B/UP F-PLN/DIR TO page is similar to the F-PLN page but line 1
is reserved for waypoint entry.
Pressing the PROGress key gives navigation information. The B/UP
PROG page displays the aircraft position with identification of the selected
IR. It also provides ground speed, active leg track with aircraft track. The
top line displays the waypoint identifier and altitude at the last sequenced
waypoint, also called overhead (OVHD).
The bottom line enables access to the B/UP IRS pages. The B/UP IRS
pages correspond to IR1 or 2, function of MCDU1 or 2, and IR3. IR
provides, for display information about position, the true track, the true
and magnetic headings, the ground speed and the wind.
DEACTIVATION
When the BACK-UP NAV function is voluntarily left, the return is
performed on the MCDU MENU page. DESELECT NAVB/UP prompt
must be pressed to return to normal operation.
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GENERAL ... DEACTIVATION
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POWER INTERRUPTIONS AND POWER UP TESTS D/O (3)
INTERRUPTION < 10 MS
For the Flight Management Guidance and Envelope Computer (FMGEC),
Flight Control Unit (FCU) or MCDU, the transparency time may be
around 10 ms and these interruptions do not affect the system. The only
effect is on the MCDU Cathode Ray Tube (CRT) which will momentarily
flash.
10 MS < INTERRUPTION < 200 MS
If interruption is between 10 ms and 200 ms, the cut-off is a short power
fail. The FMGEC/FCU/MCDU are recovered after the power interruption.
In particular the data displayed on the MCDU and the FCU and the output
bus data for all the equipment are recovered after a short power fail
without pilot action.
200 MS < INTERRUPTION < 5 Sec
When the interruption is between 200 ms and 5 sec, the cut-off is a long
power fail. A complete initialization of the system is performed, indicating
that a long power fail occurred. The protection of data stored in the RAMs
cannot be longer than 500 ms, except for the FM RAM which is supplied
by a 5 V back-up battery (for the FM part, the system status prior to the
interruption is stored).
INTERRUPTION > 5 Sec
When interruption is longer than 5 seconds the type of cut-off is a very
long power fail. This leads to an automatic reset where, as long as the
reset command is held, the computer behaves as not powered or not
active. This also leads to safety tests on ground.
NOTE: Note that the FCU retrieves any selected data after an
interruption of 5 minutes or less and due to the 5 V back-up
battery, the FM retrieves the flight plan data for display on the
MCDU whatever the interruption time.
POWER-UP TEST
Power-up tests are performed when the A/C is on the ground, following
a power cut longer than 5 seconds. The duration of the tests does not
exceed 40 seconds in normal cases. The power-up tests carry out an
interface test and an analysis (sent to the Central Maintenance System
(CMS)).
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POWER INTERRUPTIONS AND POWER UP TESTS D/O (3) Aug 31, 2009
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INTERRUPTION < 10 MS ... POWER-UP TEST
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FM POWER-UP TEST
Following a reset or a transient reset greater than the transparency time
of 10 ms, the FM part executes specific internal tests called power-up
test. It verifies minimum FM hardware integrity and proper initialization.
The total execution time of this test is less than 2 seconds.
FCU POWER-UP TEST
The FCU power-up test has to be performed to confirm system availability
and is initiated automatically on the channels concerned (B/power supply
1, C/power supply 2) when the following conditions are met:
- Aircraft On Ground,
- restoration of electrical power after a power cut-off longer than 5
seconds.
The duration of this test is approximately 90 s.
NOTE: Note that at this moment, the Flight Director (FD) P/B lights
come on but the FD function is not yet available.
On initialization, the FCU returns to a neutral configuration. The flashing
of AP1, AP2 and A/THR P/Bs proves the success of the internal tests.
The FD is finally engaged and the FD red flag removed from the PFDs
when the Inertial Reference (IR) system providing the position has been
correctly initialized with a delay of 10 minutes and when the present
position is entered.
FD status is indicated on the Flight Mode Annunciator (FMA). The
altitude, by default 100 feet, is displayed on the FCU. The altitude mode
is automatically armed and displayed on the FMA.
NOTE: If FCU fails, FMA data on PFDs are lost and on the Enhanced
GPWS panel FAULT light comes on on the SYStem P/B, due
to the loss of the QNH barometric reference.
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FM POWER-UP TEST & FCU POWER-UP TEST
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MCDU POWER-UP TEST
After a long-term interruption or the movement of the brightness knob
from the ON to OFF position, the MCDU extinguishes all annunciators
and performs its power-up self test.
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MCDU POWER-UP TEST
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MANUAL RESETS
The reset function is available in the cockpit on the overhead panel. The
FM reset SW resets only the FM part. The FMGEC reset SW resets all
the FG, FE and FM parts.
Safety test will be run if the aircraft is on ground with engines stopped.
In flight, the FM or FMGEC reset SW reset leads to the disconnection
of the ownside autopilot (if it was engaged) with the resynchronization
of both FMs. The MCDUs are reset by the brightness knob (ON/OFF).
A complete FCU reset is performed by pulling the FCU reset SW longer
than 5 min.
The RESET is activated by sending a ground signal to the computer or
the function. When the RESET state is confirmed and as long as the
RESET command is held, the computer behaves as not powered or not
active. The operational functioning of the computer is active when the
control signal is back to the NO RESET state.
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MANUAL RESETS
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE G9409341
SEPTEMBER 2009
PRINTED IN FRANCE
AIRBUS S.A.S. 2009
ALL RIGHTS RESERVED
AN EADS COMPANY

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TECHNICAL TRAINING MANUAL

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