A320 - 22 Auto Flight

Single Aisle
TECHNICAL TRAINING MANUAL

T1+T2 (CFM 56) (Lvl 2&3)
AUTO FLIGHT
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Single Aisle TECHNICAL TRAINING MANUAL
AUTO FLIGHT
GENERAL
Automatic Flight System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . 2
FAC General (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FMGC General (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Autopilot Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Flight Director Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Autothrust Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Auto Flight System Control & Indicating (2) . . . . . . . . . . . . . . . . . . 24
Automatic Flight SYS Maintenance System D/O (3) . . . . . . . . . . . . 26
FLIGHT AUGMENTATION
Yaw Axis Control D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
FAC Engagement D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Yaw Damper Function D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Flight Envelope Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 48
FLIGHT GUIDANCE
Flight Guidance Autothrust D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Flight Guidance Priority Logic (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
FLIGHT MANAGEMENT
Flight Management Priority Logic (3) . . . . . . . . . . . . . . . . . . . . . . . . 74
Flight Planning D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Navigation Back-Up D/O (option) (3) . . . . . . . . . . . . . . . . . . . . . . . . 82
Auto Flight System Operation, Control & Indicating (3) . . . . . . . . . 86
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T1+T2 (CFM 56) (Lvl 2&3) TABLE OF CONTENTS Apr 03, 2013
22 - AUTO FLIGHT Page 1
AUTOMATIC FLIGHT SYSTEM PRESENTATION (2)

GENERAL NOTE: The FAC includes an interface between the AFS and the
Centralized Fault Display System (CFDS) called Fault Isolation
The Automatic Flight System (AFS) gives pilots functions that reduce
and Detection System (FIDS).
their workload and improve safety and regularity of the flight. The AFS
is designed around: OTHER SYSTEMS
- 2 Flight Management and Guidance Computers (FMGCs),
- 2 Flight Augmentation Computers (FACs), The AFS is connected to the majority of the aircraft systems.
- 2 Multipurpose Control and Display Units (MCDUs), Examples of AFS data exchanges:
- 1 Flight Control Unit (FCU). - reception of the aircraft altitude and attitude from the Air Data/Inertial
Reference System (ADIRS),
CONTROLS - transmission of autopilot orders to the ELevator and Aileron Computers
(ELACs).
The FCU and the MCDUs let the pilots control the functions of the
FMGCs. The FAC engagement P/BSWs and the RUDder TRIM control
panel are connected to the FACs. The MCDUs are used for long-term
control of the aircraft and do the interface between the crew and the
FMGC allowing the management of the flight. The FCU is used for
short-term control of the aircraft and is the interface required for
transmission of engine data from the FMGC to the Full Authority Digital
Engine Control (FADEC).
FMGC
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There are two interchangeable FMGCs. Each FMGC is made of two

parts: the Flight Management (FM) part and the Flight Guidance (FG)
part. The FM part gives the functions related to flight plan definition,
revision and monitoring and the FG part gives the functions related to
the aircraft control.
FAC
There are two interchangeable FACs. The basic functions of the FACs
are the rudder control and the flight envelope protection.
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GENERAL ... OTHER SYSTEMS
AUTOMATIC FLIGHT SYSTEM PRESENTATION (2)

COMPONENT LOCATION
The AFS computers are located in the aft avionics rack (80VU).
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COMPONENT LOCATION
FAC GENERAL (2)

- prevents excessive deflections which would penalize the aircraft
FUNCTIONS performance.
Aircraft speed information is given by the Air Data/Inertial Reference
The basic functions of the Flight Augmentation Computer (FAC) are:
Units (ADIRUs).
- yaw damper,
- rudder trim, FLIGHT ENVELOPE PROTECTION
- rudder travel limitation,
- flight envelope protection, For flight envelope protection, the FAC computes the various
- Fault Isolation and Detection System (FIDS). characteristic speeds for aircraft operation, the low energy warning, the
excessive Angle-Of-Attack (AOA) and wind shear detections. The
YAW DAMPER characteristic speeds are computed using data from the ADIRU, the
Landing Gear Control Interface Unit (LGCIU), the FMGC, and the Slat
The yaw damper has four functions and controls the rudder via yaw
Flap Control Computer (SFCC). Then, they are displayed on the PFDs.
damper actuators. Upon Flight Management and Guidance Computer
The alpha floor (excessive AOA) and wind shear detections are sent to
(FMGC), ELevator Aileron Computer (ELAC) or FAC orders, the yaw
the FMGCs. The low energy warning computation is sent to the Flight
damper provides:
Warning Computers (FWCs) which generate an aural warning: "SPEED,
- dutch roll damping,
SPEED, SPEED".
- turn coordination in cruise,
- engine failure compensation in auto flight, FIDS
- yaw guidance order execution.
For maintenance purposes, the FIDS centralizes the failure information
RUDDER TRIM from the various BITE of the AFS computers and provides an interface
between these BITEs and the Centralized Fault Display Interface Unit
The rudder trim orders come from the RUDder TRIM selector, or from
(CFDIU). The FIDS function is only active in FAC 1.
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the FMGC to control the rudder via the rudder trim actuator.
The rudder trim gives: CONTROLS
- the manual trim with RUD TRIM selector,
- auto trim on yaw axis and the generation of engine failure recovery Each FAC receives inputs from its related P/BSW, the RUD TRIM
function when the autopilot is engaged. selector and the RUD TRIM RESET P/B. The RUD TRIM selector
deflects the rudder. The RESET P/B returns the rudder to the neutral
RUDDER TRAVEL LIMITATION position.
The rudder travel limiting unit limits the deflection of the rudder according DISPLAYS
to the aircraft speed.
The rudder travel limiting function: Some of the data computed by the FAC is displayed:
- limits the deflection for structure integrity, - the characteristic speeds are displayed on the speed scale of the PFDs.
T1+T2 (CFM 56) (Lvl 2&3) FAC GENERAL (2) Apr 03, 2013
- the rudder trim position is displayed on the F/CTL ECAM page and on
the RUD TRIM control panel. The red WINDSHEAR indication is
displayed in the center of both PFDs.
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FUNCTIONS ... DISPLAYS
This Page Intentionally Left Blank

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FAC GENERAL (2)

COMPONENT LOCATION
The FAC computers, FAC (1, 2), are located in the aft avionics rack
(80VU).
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COMPONENT LOCATION
FMGC GENERAL (2)

CONTROLS MANAGEMENT
GENERAL GENERAL
The Flight Management and Guidance Computer (FMGC) functions, The FM part mainly gives the flight plan selection with its lateral and
Flight Management (FM) and Flight Guidance (FG), are mainly vertical functions. The FM part gives the navigation, performance
controlled from the Multipurpose Control and Display Units (MCDUs) optimization, radio navigation tuning and information display
and the Flight Control Unit (FCU). management. Data computed by the FM part is occasionally used by
Typical actions are: the FG part.
- before departure, on the MCDUs, the pilots select the flight plan
FLIGHT PLAN
which will be followed later on by the aircraft.
- in flight, on the FCU, the pilots can engage the AP and can modify A flight plan contains the various elements and constraints of the route
different flight parameters leading to an immediate change in the the aircraft must fly along from take-off to landing. A flight plan can
control of the aircraft. be selected, built-up, modified and monitored through the MCDU.
MCDU LATERAL FUNCTIONS

Basically, the MCDUs give the long-term interface between the crew The main lateral functions are:
and the FMGCs. - aircraft position determination,
The MCDUs show, for example: - Inertial Reference System (IRS) alignment through the MCDU,
- the introduction or the definition, the modification and the display - automatic or manual (through MCDU) selection of VOR, DME,
of flight plans, ILS, ADF frequencies,
- the display, the selection and the modification of the parameters - guidance computation along the lateral flight plan.
associated with the FM functions, A navigation database supplies all necessary information to build a
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- the selection of specific functions. flight plan; however pilots can enter other data using the MCDU.
FCU VERTICAL FUNCTIONS

Basically, the FCU gives the short-term interface between the crew The main vertical functions are:
and the FMGCs. - optimized speed computation; the resulting target speed being used
For example, the FCU can be used for: as reference for guidance functions,
- the engagement of the AP, Flight Director (FD) and A/THR - performance predictions as time, fuel, altitude, wind at various points
functions, of the flight,
- the selection of required guidance modes (e.g. heading hold), - guidance computation along the vertical flight plan.
- the selection of various flight parameters (e.g. heading value). A performance database supplies necessary data; however pilots have
to enter other data using the MCDU.
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GUIDANCE DISPLAYS
GENERAL GENERAL
The FG part gives the AP, FD and A/THR functions. These functions Various displays are used to present Flight Management and Guidance
work according to modes generally chosen on the FCU. The normal System (FMGS) data and information. The main displays presenting
way to operate the aircraft is to use the management part as reference flight management and guidance information are:
source for the guidance part. - the MCDUs (display part),
- the FCU (display Part),
AP
- the PFDs,
The AP function calculates the signals for the flight controls in order - the NDs,
to follow the selected modes. The AP controls the pitch, roll and yaw - the ECAM/EWD and ECAM STATUS pages.
axis according to the selected modes. Example of AP mode: Altitude
hold. MCDU
The MCDUs display all data related to the management part. Example:
FD
Identification of the successive waypoints of the flight plan.
The FD displays the guidance commands on both PFDs, allowing the
pilots to fly the aircraft manually according to the FMGC demands. FCU
Two cases have to be considered: The FCU is also considered as a display as it includes indication lights
AP not engaged: and Liquid Crystal Display (LCD) windows.
- the FD function displays symbols on the PFD which gives orders to The FCU includes:
the pilot to maintain the desired parameter(s). In this case, the pilot - lights giving mode indications,
follows these orders by acting on the flight controls. - LCD windows showing reference parameters.
AP engaged: Example: During a climb with AP, the altitude window displays the
- the FD function displays symbols on the PFDs representing the AP altitude the aircraft is going to capture.
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orders to be monitored by the pilot.

PFD
A/THR The PFDs mainly display the FD symbols and the status of guidance
The A/THR function calculates the signal necessary for engine control functions and their modes. They also display reference parameters.
in order to follow a given mode. Example: The target speed value is represented by a symbol on the
Example of A/THR mode: Acquisition and holding of a speed or a speed scale of the PFD.
Mach number.
ND
The NDs mainly display the flight plan and various navigation data.
Example: Airports or waypoints around the present position of the
aircraft.
ECAM
The ECAM/EWD page presents warning messages related to the
function or computer failures. The ECAM STATUS page displays
the landing capabilities.
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CONTROLS ... DISPLAYS
AUTOPILOT PRESENTATION (2)

GENERAL TAKE-OFF
The AP is engaged from the Flight Control Unit (FCU) by the related The AP can be engaged in flight, provided the aircraft has been airborne
pushbuttons. AP engagement is indicated by the illumination of the AP for at least 5 seconds.
1 P/BSW or/and the AP 2 P/BSW (Three green bars) and by the white
"AP1", "AP2" or "AP1+ 2" indication on the top right corner of each CRUISE
PFD. The AP guidance modes are selected from the FCU or the Flight
In cruise, only one AP can be engaged at a time, priority given to the last
Management and Guidance Computers (FMGCs). The AP function is a
engaged. Engaging the second AP disengages the first one. The ailerons
loop where, after a comparison between real and reference parameters,
and the spoilers execute the orders of lateral modes; the elevators and
the FMGC computes orders, which are sent to the flight controls. The
the THS execute the orders of vertical modes.
loop is closed by real values coming from sensors and given by other
systems (e.g. ADIRS) to the FMGCs. When the AP is engaged, the load NOTE: The rudder is controlled not by the AP but directly by the FACs.
thresholds on the rudder pedals and the side sticks are increased. If a
pedal or side stick load threshold is overridden, the AP disengages. LANDING
MODES If the airfield is equipped with ILS installations, the AP can perform a
complete landing with approach, flare and roll out. A second AP can be
There are lateral modes and vertical modes. Basically, one of each is engaged (AP 1 active, AP 2 in standby).
chosen by the pilot or by the system. The AP being engaged, one lateral
mode and one vertical mode are simultaneously active. NOTE: The rudder is controlled by the AP via the FACs.
According to flight phases, the lateral mode controls: During roll out, the AP gives steering orders to the rudder and the nose
- the ailerons via the ELevator Aileron Computers (ELACs), wheel. These orders depend on the aircraft speed. Aileron and spoiler
- the spoilers via the ELACs and the Spoiler Elevator Computers (SECs),
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AP orders are null. The THS is reset to 0.5 nose up.

- the rudder via the Flight Augmentation Computers (FACs),
- the nose wheel via the ELACs and the Braking/Steering Control Unit NOTE: The spoilers are directly controlled by the SECs as airbrakes.
(BSCU). During roll out, at low speed (about 60 knots), the pilot normally
The vertical mode controls the elevators and the THS via the ELACs. disengages the AP by pressing a takeover pushbutton located on the side
stick.
GROUND
For maintenance purposes, the AP can be engaged on ground with both
engines shut down. Hydraulic power is not required.
When an engine is started, the AP disengages.
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GENERAL ... LANDING
T1+T2 (CFM 56) (Lvl 2&3) AUTOPILOT PRESENTATION (2) Apr 03, 2013
FLIGHT DIRECTOR PRESENTATION (2)

and PFD 2 for the F/O FD P/BSW. If a lit FD P/BSW is pressed, the
ENGAGEMENT green bars go off. Pressing the P/BSW again puts the green bars on again.
A non lit FD P/BSW means that no FD symbols can be displayed on the
The Flight Director (FD) functions are engaged automatically as soon as
corresponding PFD. -FD2 is displayed on each PFD to show that no FD
the system is electrically supplied and logic conditions are fulfilled.
symbols can be displayed on PFD 1 and FD 2 is engaged on the F/O side.
FD engagement is indicated on the Flight Control Unit (FCU) by the FD
P/BSW green bars and on the top right of each PFD. 1FD2 indication is
displayed on each PFD to show that FD1 is engaged on the CAPT side
and FD2 is engaged on the F/O side.
NOTE: On ground, as long as no AP/FD mode is active, there are no

FD symbols on the PFDs.
PRINCIPLE
The FD displays the Flight Management and Guidance Computer (FMGC)
guidance commands on both PFDs. In manual flight, the FD displays
guidance orders to help the pilots to apply commands on the controls in
order to follow the optimum flight path, which would be ordered by the
AP if it was engaged. When the AP is engaged, the FD helps the FMGC
demands to be checked.
The FD modes are the same as the AP modes and are selected the same
way. The FMGCs calculate AP/FD orders which are transformed into
symbols by the Display Management Computers (DMCs). There are two
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types of symbols: the FD bars, the Flight Path Director (FPD) and Flight
Path Vector (FPV) symbols. The central HeaDinG-Vertical Speed
(HDG-V/S)/TRacK-Flight Path Angle (TRK-FPA) P/BSW on the FCU
makes the pilots switch between these two types of symbols.
FD PUSHBUTTONS
Upon FCU power up, in go around, or when losing the AP during the
roll out phase of the landing, the three green bars of the FD P/BSWs
come on automatically. A lit FD P/BSW means that the FD symbols can
be displayed on the corresponding PFD: PFD 1 for the CAPT FD P/BSW
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ENGAGEMENT ... FD PUSHBUTTONS
FLIGHT DIRECTOR PRESENTATION (2)

in terms of current track and FPA actually being flown. The FPV symbol
FD BARS position is computed by the Air Data Inertial Reference System (ADIRS).
The FD bars can be displayed provided HDG-V/S is selected on the FCU.
NOTE: The yaw bar is identical to the FD bar case and appears with
HDG-V/S is automatically selected at system power up.
the same conditions.
NOTE: At certain system configuration changes, the FMGCs send a
command to the DMCs to make the FD bars flash for 10
seconds.
AP/FD modes are correctly followed when the FD bars are centered on
the fixed aircraft model of the PFDs.
There are three FD bars:
- the pitch bar,
- the roll bar,
- and the yaw bar.
The horizontal pitch bar can be displayed if a vertical mode is active
except during the roll out phase of the landing. The vertical roll bar can
be displayed if a lateral mode is active. Below 30 feet RA at take-off
when a LOCalizer (LOC) signal is available and during landing, the roll
bar is replaced by a yaw bar index. This bar is then centered when it is
just below the central yellow square.
FPD/FPV SYMBOLS
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The FPD and the FPV symbols can be displayed provided TRK-FPA is
selected on the FCU.
NOTE: At certain system configuration changes, the FMGCs send a

command to the DMCs to make the FPD and FPV symbols
flash for 10 seconds.
AP/FD modes are correctly followed when the FPD and FPV symbols
are superimposed. The FPD symbol supplies command signals to intercept
and fly the lateral and vertical flight path as defined by the FMGCs. The
FPD symbol is removed if no guidance mode is provided by the FMGCs.
The FPV symbol represents lateral and vertical flight path information
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FD BARS & FPD/FPV SYMBOLS
AUTOTHRUST PRESENTATION (2)

When A/THR is engaged:
AUTOTHRUST FUNCTION - the FCU A/THR P/BSW is lit,
- the engagement status is displayed on the Flight Mode Annunciator
The A/THR function sends a computed thrust command (thrust target)
(FMA).
to the Full Authority Digital Engine Control (FADEC) for automatic
When engaged, the A/THR can be active or not depending on the position
engine control.
of the thrust levers. When engaged and not active, the thrust control is
The A/THR functions are:
manual. The thrust is commanded according to the position of the thrust
- acquisition and holding of a speed or a Mach number,
levers. When engaged and active, the thrust control is automatic. The
- acquisition and holding of a thrust,
thrust is commanded according to the A/THR computed thrust target.
- reduction of the thrust to idle during descent and during flare in final
approach, AUTOTHRUST DISCONNECTION
- protection against excessive Angle-Of-Attack (AOA) called alpha-floor
protection, by ordering a maximum thrust when an alpha-floor detection A/THR disengagement can be manual or automatic.
signal is received from the Flight Augmentation Computers (FACs). A/THR is manually disconnected:
- either by pressing the A/THR instinctive disconnect switch on any thrust
AUTOTHRUST LOOP PRINCIPLE lever,
- or by setting all thrust levers to idle position,
To get the A/THR function, the thrust target computed by the Flight
- or through the dedicated FCU P/BSW,
Management and Guidance Computers (FMGCs) is chosen by the Flight
A/THR is automatically disconnected in case of failure detection.
Control Unit (FCU). Then each FCU processor sends, along its own bus,
the thrust target to the FADEC via the Engine Interface Units (EIUs).
AUTOTHRUST ENGAGEMENT
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The engagement of the A/THR function can be manual or automatic. The

A/THR is engaged manually by pressing the A/THR P/BSW on the FCU.
This is inhibited below 100 feet RA, with engines running.
The A/THR is engaged automatically:
- when the AP/Flight Director (FD) is engaged in Take-Off (TO) or Go
Around (GA) modes,
- or in flight, when the alpha-floor is detected; this is inhibited below 100
feet RA except during the 15 seconds following the lift-off.
NOTE: To effectively have A/THR on the engines, the engagement of

the A/THR is confirmed by a logic of activation in the FADEC.
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AUTOTHRUST FUNCTION ... AUTOTHRUST DISCONNECTION
T1+T2 (CFM 56) (Lvl 2&3) AUTOTHRUST PRESENTATION (2) Apr 03, 2013
AUTO FLIGHT SYSTEM CONTROL & INDICATING (2)

LOCATE CONTROL/INDICATING IN THE COCKPIT
FCU/MCDU/ECP
SIDE STICKS/THRUST LEVERS

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T1+T2 (CFM 56) (Lvl 2&3) AUTO FLIGHT SYSTEM CONTROL & INDICATING (2) Apr 03, 2013

T1+T2 (CFM 56) (Lvl 2&3) AUTO FLIGHT SYSTEM CONTROL & INDICATING (2) Apr 03, 2013
AUTOMATIC FLIGHT SYS MAINTENANCE SYSTEM D/O (3)

GENERAL BITE
The Auto Flight System (AFS) is a type 1 system, ables to maintain a According to its internal architecture, each AFS Line Replaceable Unit
two-way communication with the Centralized Fault Display Interface (LRU) has one or several BITEs. The basic purpose of a BITE is to detect,
Unit (CFDIU). The line maintenance of the AFS is based on the use of isolate, memorize failures, the Flight Control Unit (FCU) and MCDU
the Fault Isolation and Detection System (FIDS) active in the Flight BITEs only perform the detection task. The failure detection is triggered
Augmentation Computer (FAC) 1 and of the BITEs located in the various by specific events listed in the maintenance manual. Example of Flight
AFS computers. Access to the fault data is made through the Multipurpose Guidance (FG) CoMmanD (CMD) triggering event: ILS own failure.
Control and Display Units (MCDUs) via the CFDIU. Like for other The failure localization corresponds to an analysis processed to identify
systems, the CFDIU works in NORMAL mode and MENU mode (See the source of the failure.
ATA 31-CFDS).
FAC/FM/FG BITE
FIDS
As the FAC and FG have a BITE in the CMD and the MONitor (MON)
The FIDS is a card physically located in each FAC. Both FACs are sides, the fault analysis is generally made on each side and a synthesis
interchangeable, but only the FAC 1 FIDS is active due to the side 1 is made on the CMD side. Each BITE memorizes the result of the analysis,
signal. The FIDS is used as a system BITE to concentrate maintenance the failure context, the flight leg number, the time and date of each given
information. The FIDS is linked in acquisition and reception to the CFDIU failure. Then the BITE sends the result of the analysis, with a maximum
and is connected to the BITEs of the various AFS computers. It receives of two suspected LRUs in the order of probability, to the FIDS.
commands from the CFDIU, interprets these commands and transfers
them, if applicable, to the various BITEs concerned. It receives FCU BITE
malfunction reports from the BITEs, manages these reports, and, if
Each FCU BITE computes the maintenance status of its related part and
applicable, consolidates the BITE diagnosis (occurrence, correlation...)
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permanently sends this maintenance data to the FG CMD part.

and generates a fault message, which is sent to the CFDIU.
MCDU BITE
NOTE: If the FIDS fails, the BITEs continue to work and the results
can be read in the shop or after FAC 1 change. The MCDU does the tests on its processor, memory and display unit. If
The NORMAL mode function is the same as in other systems. In addition a failure is found by the MCDU BITE:
to the usual system report functions, the MENU mode gives access to - the FAIL annunciator comes on and the display is blank,
GROUND SCAN, AFS TEST and LAND TEST. - the MCDU FAIL output discrete is set and sent to the FM part and then
to FG 1 and FG 2 CMD parts through the crosstalk bus.
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GENERAL ... MCDU BITE

GROUND SCAN
The GROUND REPORT function displays failures recorded in the ground
area of the FIDS memory. The PRESENT FAILURE SCAN function is
used to isolate failures present when the function is selected. The
manufacturer for development purposes uses the PROGRAM page.
AFS TEST
An AFS TEST is done:
- to check an AFS LRU before removal,
- to check an AFS LRU after installation,
- to get trouble shooting data (even if the test is OK).
LAND TEST
The LAND TEST gives the test availability of the LANDing mode and
equipment required to obtain CATegory 3. There are several successive
pages in which actions, checks and answers are requested from
maintenance.
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GROUND SCAN ... LAND TEST

SAFETY TESTS
After long term power interruption, computers and control units of the
AFS do the safety tests also called power-up tests. These tests are only
done on ground, except for the FCU, which can make safety tests on
ground or in flight. During these tests, no action should be done on the
system. If a unit does not pass the safety test, it is declared failed and
unusable and an ECAM message is displayed on the STATUS page.
NOTE: The recommended conditions to do the safety test are:

. aircraft on ground, engines stopped, hydraulic power
(green/yellow) for FAC only,
. pull the C/B of the involved computer (both C/Bs for FCU),
. wait 15 seconds (7 minutes for FCU), and then push the C/B
of the involved computer,
. wait 1 minute for safety test execution.
PROCEDURE
This AFS maintenance procedure has to be followed in the event of a
pilot report concerning the AFS.
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SAFETY TESTS & PROCEDURE
YAW AXIS CONTROL D/O (3)

YAW DAMPER RUDDER TRAVEL LIMITATION
When the AP is not engaged, the ELevator Aileron Computer (ELAC) The rudder travel limitation is computed by the FAC and sent to the
calculates the yaw damper order with the normal law. The yaw damper rudder travel limiting unit. The FAC rudder travel limiting law computes
order calculated by the ELAC provides turn coordination; dutch roll this limit using the calibrated airspeed (Vc) given by the ADIRS.
damping and engine failure compensation. If both ELACs fail, only the
dutch roll damping (alternate law) is computed by the Flight OPERATION
Augmentation Computer (FAC) using the Air Data Inertial Reference
ELAC NORMAL LAW
System (ADIRS) data.
When the AP is engaged, the FAC calculates the yaw damper order except This schematic represents the ELAC normal law.
in LANDing mode where it is computed by the Flight Management and
Guidance Computer (FMGC). When the AP is engaged:
- dutch roll damping law is given by the FAC using ADIRS data.
- engine failure compensation fast law is given by the FAC using the
ADIRS data in Take-Off/Go-Around (TOGA) or RunWaY modes only.
- turn coordination law computes the yaw order to the FMGC roll order.
In LAND mode, the FMGC yaw order controls the yaw damper actuators
via the FAC.
RUDDER TRIM
The RUDder TRIM selector via the FAC controls the rudder trim in
manual mode. In the rudder trim auto mode, the FAC computes the engine
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failure compensation and the turn coordination. When the AP is engaged:

- the turn coordination law computes the yaw orders related to the FMGC
roll order. Signals are simultaneously sent to the rudder trim actuator and
the yaw damper actuators.
- the engine failure compensation slow law orders are sent to the rudder
trim actuator.
T1+T2 (CFM 56) (Lvl 2&3) YAW AXIS CONTROL D/O (3) Apr 03, 2013
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YAW DAMPER ... OPERATION

OPERATION (continued)
ELAC FAILED ALT LAW
This schematic represents the ELAC failed ALT law.
If necessary, the ELAC must operate in degraded law on the roll axis.
In degraded mode indicated by the ELAC, the FAC computes the yaw
damper function and generates a simplified law of Dutch roll damping
(alternate law).
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OPERATION - ELAC FAILED ALT LAW

AP ENGAGED CRUISE
This schematic represents the AP engaged cruise.
As soon as the AP is engaged, the yaw damper operates in the mode
given below:
- Dutch roll damping
- Turn coordination to reduce the sideslip in turn as a product of the
roll order from the FMGC.
Additionally, for the rudder trim operation in automatic mode the
autopilot has priority thus, the manual pilot trim is not possible in AP
engaged configuration. The order for rudder trim deflection is a
product of the turn coordination and (in the event of an engine failure)
engine fail compensation. The AP also provides signals which validate
the detection of engine failure as a function of the engine rating. In
all cases the rudder trim deflection is always indicated on the rudder
trim control panel.
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OPERATION - AP ENGAGED CRUISE

AP ENGAGED ENGINE COMP TOGA/RWY MODE
This schematic represents the AP engaged engine comp TOGA/RWY
mode.
As stated priviously stated, as soon as the AP is engaged, the yaw
damper operates in the mode given below:
- Dutch roll damping
- Turn coordination to reduce the sideslip in turn as a product of the
roll order from the FMGC.
In TOGA/RWY mode the yaw damper will now include engine failure
compensation in the event of an engine failure.
This mode provides lateral guidance function, at takeoff, on the runway
centerline by means of the LOC beam and by following an optimum
longitudinal flight path after rotation.
This mode is available:
- for the FD during takeoff run and in flight
- for the AP 5 seconds after lift-off.
The mode is engaged when the pilot selects the takeoff thrust by
positioning the throttle control levers beyond the MCT/FLX TO gate.
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OPERATION - AP ENGAGED ENGINE COMP TOGA/RWY MODE

AP ENGAGED LAND MODE
This schematic represents the AP engaged LAND mode. With the
autopilot engaged and the Land Mode activated, Dutch roll damping
and Turn coordination are inhibited and yaw damping is accomplished
directly from the FMGC yaw guidance order.
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OPERATION - AP ENGAGED LAND MODE
FAC ENGAGEMENT D/O (3)

NORMAL CONFIGURATION TEMPORARY POWER LOSS
In normal configuration, when the Flight Augmentation Computer (FAC) If a temporary power loss occurs, the FAULT light comes on with a
P/BSW is pressed in, the FAULT and OFF lights are off, provided the message on the ECAM. In flight, only the reset is possible by using the
internal monitoring channels are in good condition and the engagement FAC P/BSW.
request is present. When the FAC P/BSW is released out, the FAC is
disengaged and the white OFF light comes on.
NOTE: The FAC cannot be engaged on ground after power up during

the 30 second test. The amber FAULT light flashes.
FAC NOT ENERGIZED OR NOT installed

If the FAC is not energized and the P/BSW is pressed in, the FAULT
light is on with an amber message on the ECAM.
SUBFUNCTION FAULT
If one or several yaw axis control functions fail, only the amber message
appears on the ECAM. The FAULT light remains OFF. If one or more
of the following functions fail:
- yaw damper,
- rudder trim,
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- rudder travel limitation.

Only the amber message appears on the ECAM display unit. The FAC
remains engaged.
COMPUTER FAULT
When the computer itself fails, the FAC is disengaged and the FAULT
light comes on with a message on the ECAM. In this case, a FAC reset
must be attempted following the ECAM procedure.
NOTE: On ground with engines shut down, the reset is automatic when
the fault disappears.
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NORMAL CONFIGURATION ... TEMPORARY POWER LOSS
T1+T2 (CFM 56) (Lvl 2&3) FAC ENGAGEMENT D/O (3) Apr 03, 2013
YAW DAMPER FUNCTION D/O (3)

COMPONENTS AUTO MODE
There are two yaw dampers. In normal operation, both are engaged but In AUTOmatic mode, the FAC computes the dutch roll damping in clean
only one is active. Yaw damper 1 has priority. The yaw damper function configuration, the engine failure compensation in Takeoff/Go-Around
is achieved by: (TOGA) and RunWaY modes. The turn coordination law is computed
- 2 electro-hydraulic actuators with an external centering element. Each by using roll orders from the Flight Management and Guidance Computer
actuator comprises 1 jack, 1 Linear Variable Differential Transducer (FMGC).
(LVDT), 2 solenoid valves, 2 selector valves, 1 pressure switch and 1
Servo Valve (SV). LAND MODE
- 2 Flight Augmentation Computers (FACs).
When the LANDing mode is engaged, the yaw order is computed directly
- 2 Rotary Variable Differential Transducers (RVDTs).
by the FMGC.
GENERAL POWER LOOP
Yaw damper 1 and 2 operate with the changeover logic. The yaw damper
The yaw damper laws control the SV, and the changeover logic controls
actuator does not move the rudder pedals. The yaw damper function
the two solenoids S1 and S2, which in turn control the selector valves
operates as follows:
(H). S1 and S2 when powered, move the internal hydraulic parts to a
- order is computed by the laws and sent to the rudder via the related yaw
position, which makes it possible for the SV to operate the output jack.
damper actuator.
If one of the selector valves fails or the signal from the FAC 1 fails, the
- yaw damper actuator 1 is powered by the green hydraulic system.
hydraulic Press switch sends a fail signal to the changeover logic, which
- yaw damper actuator 2 is powered by the yellow hydraulic system.
then transfer the operation to YD 2. The feedback in the power loop is
MANUAL MODE given by an LVDT for the command side and a RVDT for the monitor
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side. In case of dual yaw damper loss, a centering spring rod moves the
In manual mode, the AP is not engaged and the ELevator Aileron rudder to the neutral position.
Computer (ELAC) sends to the FAC:
- the turn coordination, MONITORING
- the dutch roll damping,
At power up, the yaw damper function safety tests are initiated. The
- the engine failure compensation yaw orders.
continuity between the standby yaw damper and its SV is tested. The
MANUAL ALTERNATE computation is monitored by the comparators between command and
monitor part. The ELAC, FMGC and Air Data/Inertial Reference System
After a dual ELAC failure, turn coordination and engine failure (ADIRS) peripheral inputs are always monitored. The power loop is
compensation are lost. Only a simplified alternate law of dutch roll monitored by a comparator between the yaw order and the rudder position
damping is computed by the FAC.
T1+T2 (CFM 56) (Lvl 2&3) YAW DAMPER FUNCTION D/O (3) Apr 03, 2013
feedback. In flight, the hydraulic pressures are monitored by the FAC.
The LVDTs and the RVDTs are always monitored.
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COMPONENTS ... MONITORING

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FLIGHT ENVELOPE PROTECTION D/O (3)

GENERAL
The function of the Flight Augmentation Computer (FAC) is independent
of the FAC engagement P/BSW. This function gives:
- characteristic speeds on the PFDs through the Display Management
Computers (DMCs),
- the speed limits to the Flight Management and Guidance Computers
(FMGCs) for autoflight,
- the alpha-floor detection to the FMGCs for A/THR engagement, if it is
not engaged,
- low energy awareness.
The FAC also computes the weight and the center of gravity.
SPEED COMPUTATION DISPLAY

The speeds computed by the FAC are sent to the PFD and the speed limits
to the FMGCs. In normal operation, FAC 1 data are displayed on the
CAPT PFD and the FAC 2 data on the F/O PFD. If a parameter or the
computer fails, the associated PFD is automatically switched to the
opposite FAC by the DMC. If the air data source used by the FAC is
different from the data source used by the DMC for speed display, the
message ADR DISAGREE appears on the ECAM.
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SPEED COMPUTATION
Aerodynamic laws and the aircraft configuration parameters are used for
the characteristic speed computation. The computation principle is based
on the fact that most of the speed data are a function of the aircraft weight.
In flight, the FAC computes the weight with the Air Data/Inertial
Reference System (ADIRS), FMGC and Slat Flap Control Computer
(SFCC) parameters and then, from the weight, it computes the
characteristic speeds and the Center of Gravity (CG). On the ground, the
FAC uses the weight given by the FMGC.
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GENERAL ... SPEED COMPUTATION

ALPHA-FLOOR AND WINDSHEAR PROTECTION
Alpha-floor detection and windshear protection are computed by the FAC
or the ELevator Aileron Computer (ELAC) and sent to the FMGC. This
function is a protection of the aircraft against excessive Angle-Of-Attack
(AOA). The FAC compares the aircraft AOA (alpha) with the
predetermined threshold (function of the slat/flap configuration). This
threshold is decreased if windshear occurs.
NOTE: If a windshear condition is detected, the red WINDSHEAR

message is displayed on the PFD and the audio warning
"WINDSHEAR, WINDSHEAR, WINDSHEAR" starts.
If this threshold is exceeded, the FAC sends a signal to the FMGC to
engage the A/THR function and apply full thrust. If the aircraft is in clean
configuration, the windshear compensation function is not available. The
ELAC will start the alpha-floor protection if one of these conditions
occurs:
- alpha protection condition and side stick deflection > 14 degrees,
- pitch angle > 25 degrees and side stick deflection > 14 degrees.
If there is a failure of the two ADIRS, the alpha-floor detection does not
operate.
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ALPHA-FLOOR AND WINDSHEAR PROTECTION

LOW ENERGY AWARENESS
The energy awareness is a software device which gives the crew an audio
warning. This warning tells the crew that it is necessary to increase the
thrust to get back a positive flight path angle through pitch control. The
audio warning, "SPEED SPEED SPEED", starts before alpha-floor in
relation to the AOA, to the configuration deceleration rate and to the
flight path angle. It is inhibited when RA is greater than 2000 ft or when
alpha-floor is active or when the aircraft is in clean configuration.
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LOW ENERGY AWARENESS

TAIL STRIKE PROTECTION (A320/A321)
To decrease the risk of tail strike at landing, a new audio warning,
"PITCH-PITCH", is added on A320 and A321 aircraft. This protection
function is activated by PIN-Programming on the Flight Augmentation
Computers (FACs). On the PFD, below 400 ft, a Vbar symbol is displayed
on the pitch attitude scale. It shows the maximum pitch attitude that must
not be exceeded during landing to prevent a tail strike.
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TAIL STRIKE PROTECTION (A320/A321)
FLIGHT GUIDANCE AUTOTHRUST D/O (3)

GENERAL A/THR DISENGAGED
When the A/THR function is disengaged:
The A/THR function can be manually engaged from the dedicated P/BSW - the thrust levers control the engines,
on the Flight Control Unit (FCU) or automatically when some conditions - on the FCU, the A/THR P/BSW light is off,
are fulfilled. - the Flight Mode Annunciator (FMA) displays neither the A/THR
engagement status nor the A/THR modes.
THRUST LEVERS
A/THR ENGAGED AND ACTIVE
The thrust levers are manually operated and electrically connected to the
Full Authority Digital Engine Controls (FADECs). When the A/THR function is engaged, A/THR is active if:
- at least, one thrust lever is between the CL detent (included) and the
NOTE: The thrust levers never move automatically. 0 stop (included), and, at the most, one thrust lever is between the
Each lever has 3 sectors defined by detents and stops. The thrust levers FLX/MCT detent and the CL detent, and there is no engine in FLX
can be moved on a sector which includes specific positions: TO mode,
- rear sector: for idle reverse up to max reverse. - or the alpha-floor protection is active independently of the thrust
- center section: lever positions.
0: corresponds to an idle thrust,
CL: corresponds to a climb thrust. NOTE: In case of one engine failure, the A/THR activation zone is
- forward section: between the FLX/MCT detent and the 0 stop, instead of the
FLX/MCT: corresponds to a FLeXible take-off thrust or a Maximum CL detent, and the 0 stop.
Continuous Thrust after an engine failure, Because the A/THR function is active:
TOGA: corresponds to a maximum Takeoff/Go Around thrust. - the A/THR system controls the engines,
The FADECs compute the thrust limit, which depends on the position - on the FCU, the A/THR P/BSW light is on,
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of the thrust levers. If both thrust levers are in the same detent, the thrust - the FMA displays the A/THR engagement status in white and the
limit corresponds to this detent. If both levers are not in the same detent, A/THR mode.
the thrust limit corresponds to the next higher detent. The Flight A/THR ENGAGED AND NOT ACTIVE
Management and Guidance Computers (FMGCs) select the highest thrust When the A/THR function is engaged, A/THR is not active if:
limits of the FADEC 1 and FADEC 2 for thrust target computation. At least one thrust lever is above the FLX/MCT detent, or both thrust
A/THR FUNCTION LOGIC levers are above the CL detent, or at least one engine is in FLX TO
mode, with the alpha-floor protection not active.
The A/THR function can be ENGAGED or DISENGAGED. When it is Because the A/THR function is not active:
engaged, it can be ACTIVE or NOT ACTIVE. - the thrust levers control the engines as long as a thrust lever is outside
the A/THR active area,
T1+T2 (CFM 56) (Lvl 2&3) FLIGHT GUIDANCE AUTOTHRUST D/O (3) Apr 03, 2013
- the A/THR P/BSW light is on,
- the FMA displays the A/THR engagement status in cyan and the
MANual THRust rating in white, surrounded with an amber box.
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GENERAL ... A/THR FUNCTION LOGIC

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FLIGHT GUIDANCE AUTOTHRUST D/O (3)

MODES ALPHA-FLOOR PROTECTION
The A/THR function computes a thrust target according to modes and The A/THR function protects against an excessive Angle-Of-Attack
their related reference parameters. The reference can be: (AOA). Each Flight Augmentation computer (FAC) detects the alpha-floor
- a speed or a mach number; in this case, the source is either the FCU for signal. In case of excessive AOA or avoidance maneuver, the FACs send
a value chosen by the pilot, or the FMGC itself, an order to the FMGCs which activate the alpha-floor protection. The
- a thrust; in that case, the sources are: The FADECs which compute the A/THR automatically engages or stays engaged active and the engine
thrust limit when the A/THR is not active. The FMGC itself within the thrust becomes equal to the TOGA thrust for any thrust lever position.
thrust limit always computed by the FADECs when the A/THR is active. In this condition, the green message A. FLOOR with an amber flashing
The A/THR modes are SPEED/MACH, THR, RETARD, which can be box is displayed on the FMA. When the alpha-floor detection is no longer
overpassed by the alpha-floor protection. present in the FACs, the green message TOGA LK (LK for Lock) with
an amber flashing box is displayed on the FMA. The alpha-floor
MODES DESCRIPTION
protection can only be cancelled through the disengagement of the A/THR
The choice of the mode is automatically made by the FMGCs function.
according to the active AP or Flight Director (FD) vertical mode. This
choice is based on a simple law: priority to the speed control. A/THR OPERATION IN FLIGHT
- when the AP controls the aircraft speed with the elevators, the A/THR
has to control the engines by a fixed thrust demand (THR mode). TAKE-OFF
- when the AP controls another aircraft parameter (e. g. altitude), the The aircraft is on ground and ready for take-off. Neither the AP nor
A/THR has to take care of the aircraft speed by a variable thrust the A/THR are engaged. The engines are controlled by the thrust
demand to the engines (SPEED/MACH mode). levers. To take-off, the pilot sets the thrust levers to the TOGA stop
- Beside these two modes, RETARD is only available in automatic or to the FLX/MCT detent if a flexible temperature is selected on a
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landing when engine thrust has to be reduced to idle for the flare phase Multipurpose Control and Display Unit (MCDU). This engages the
below 40 feet RA. A/THR function but it remains not active.
DEFAULT MODES THRUST REDUCTION ALTITUDE
When no vertical mode is engaged, the A/THR operates only in At the thrust reduction altitude, a message on the FMAs indicates to
SPEED/MACH modes except: the pilot that he has to set the thrust levers into the CL detent. As soon
- when THR mode engages automatically in case of alpha-floor as the thrust levers are in the CL detent, the A/THR is active. If a
protection activation, thrust lever is set into the CL-MCT or O-CL area, a message on the
- when, A/THR being in RETARD mode, the AP disengaged, the FMAs warns the pilot to set the thrust lever to the CL detent:
A/THR function remains in RETARD mode. - white LVR CLB message if it is in the CL-FLX/MCT area,
- amber LVR ASYM message if it is in the O-CL area.
The A/THR remains active. Then, the thrust levers remain in this
position until the approach phase. When the A/C reach the thrust
reduction altitude, LVR CLB appears and flashing.
AUTOMATIC LANDING
During automatic landing, before touch down, an auto call out,
RETARD, indicates to the pilot that he has to set the thrust levers to
the 0 stop. When he does it, the A/THR disengages. This lets the
automatic activation of ground spoilers if they are in armed condition.
Then, on ground, the pilot moves the thrust levers on the REVerse
sector.
DISCONNECTION
Besides the normal A/THR operation, the A/THR function is disengaged
either by a pilot action or in case of a system failure. The A/THR function
can be disengaged either by pressing at least one of the two red instinctive
disconnect P/Bs on the side of the thrust levers or by pressing the A/THR
P/BSW on the FCU. A/THR disengagement can also be triggered due to
an external system failure. When the A/THR function is active, the actual
engine thrust does not necessarily correspond to the thrust lever position.
DISCONNECTION CONSEQUENCES
Consequently, it is important to know what happens after an A/THR
disconnection:
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When the disconnection is made by the instinctive disconnect P/B,

the thrust is immediately adjusted to the thrust lever position.
In other cases, after FCU P/BSW disconnection, or failure:
- when a thrust lever is in its detent, the thrust on the corresponding
engine is frozen at its last value just before the disconnection (memo
mode).
- as soon as a thrust lever is moved out the detent, or if it is not in a
detent, the thrust on the corresponding engine is smoothly adapted to
the thrust lever position.
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MODES ... DISCONNECTION

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FLIGHT GUIDANCE PRIORITY LOGIC (3)

FLIGHT GUIDANCE
The engagement status of the guidance function works on the master/slave
principle. The master Flight Management and Guidance Computer
(FMGC) imposes all the changes of AP/Flight Director (FD) modes
and/or A/THR engagement to the slave FMGC. Here is an example of a
master FMGC. Look at the flow chart to understand the priority logic.
With no AP, no FD1 but FD2 engaged, FMGC2 is the master because,
by following the flow chart, the first three answers are NO, but the fourth
one is YES.
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FLIGHT GUIDANCE

FLIGHT DIRECTOR
At power up, both FDs are normally engaged in split configuration.
FMGC1 normally drives the FD symbols (crossbars or flight path director
symbols) on the CAPT PFD. FMGC2 normally drives the FD symbols
on the F/O PFD. The 1FD2 indication is displayed on each Flight Mode
Annunciator (FMA) to show that FD1 is engaged on CAPT side and FD2
is engaged on F/O side. If one FMGC fails, the remaining FMGC drives
the FD symbols on both PFDs. If FMGC1 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 each PFD, provided that the
corresponding FD switch is on.
NOTE: In case of loss of both FMGC, the ADIRS parameters can be

optionally retrieved using the back-up nav on the MCDU.
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FLIGHT DIRECTOR

AUTOPILOT
If one AP is engaged, the corresponding FMGC controls the flight controls
through the Flight Control Computers (FCCs). 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, AP2 is in standby. The FCCs use
the AP1 commands first. A switching is done to the AP2 commands in
case of AP1 disengagement.
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AUTOPILOT

AUTOTHRUST
A single A/THR SW located on the FCU is used for 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 A/THR2 depends on the engagement of the
AP and FD. It is done according to 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 FMGC controls the engines, via the FCU. Consequently, in
automatic control, it is the same FMGC which controls the engines and
the flight controls. To recover the A/THR function, when one AP is
engaged and its own A/THR has failed, the opposite AP should be
engaged to switch from the master FMGC to the other (which now
becomes the master) and to switch to the opposite A/THR.
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AUTOTHRUST

FLIGHT MODE ANNUNCIATIONS
The three types of information on the FMA are:
- A/THR mode/status,
- AP/FD mode and status,
- Flight Management (FM) messages.
The master FMGC, which supplies both FMAs, displays the A/THR
information. The AP/FD information is displayed according to the
following logic:
- with at least one AP, the master FMGC supplies both FMAs,
- without AP, with the FDs engaged, FMGC1 supplies FMA1, FMGC2
supplies FMA2,
- without AP, with one FD failed or manually disengaged, the opposite
FMGC supplies both FMAs.
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FLIGHT MODE ANNUNCIATIONS
FLIGHT MANAGEMENT PRIORITY LOGIC (3)

fm operating modes mode operation
There are three operating modes: NORMAL, INDEPENDENT and NORMAL MODE
SINGLE. At Flight Management (FM) initialization, that means at power In normal mode, the FM part receives the master/slave activation from
up, both FM parts exchange information. Initial cross-comparison is made the Flight Guidance (FG) part. The master computer imposes the
on the following parameters: Navigation database identification, following parameters upon the slave computer:
performance database identification, FM operational program - flight phase,
identification, aircraft program pin data and engine program pin data. - flight plan sequencing,
NORMAL MODE - active performance mode and speeds,
- clearance and maximum altitudes,
If the FM parts agree, normal mode is active. When keys are pressed,
- ILS frequencies and courses, if any.
they are immediately processed by both FMs, regardless of the
After a flight plan change, there is a comparison on the active leg and,
Multipurpose Control and Display Unit (MCDU) from which they
every second, on the active performance mode and active guidance
originate.
mode. If it is different, the slave computer will synchronize itself to
INDEPENDENT MODE the master computer by copying the master values. Also, aircraft
If the FM parts disagree, a white message FMS1/FMS2 A/C STS position, Gross Weight (GW) and target speeds from master and slave
DIFF is displayed on the MCDUs and the system then reverts to computers are compared every second.
independent mode. Each FM part manages its own MCDU. A failure If the difference is greater than 5 Nm, 2 tons or 2 Kts respectively, an
in the Flight Management and Guidance Computers (FMGCs) inter appropriate message is displayed on the MCDUs:
system buses results in an amber MCDU message INDEPENDENT - FMS1/FMS2 POS DIFF,
OPERATION. - FMS1/FMS2 GW DIFF,
- FMS1/FMS2 SPD TGT DIFF.
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SINGLE MODE Pilot action is then required.

If one FM part has failed, a single mode is active. Both MCDUs are
independent mode
driven by the remaining FM part. A white message OPP FMGC IN
PROGRESS is displayed on the MCDU corresponding to the failed In independent mode, there is no interaction from one system to the
FMGC. other one. The FMGCs only send their status information to each
other (e.g., in this case, the independent mode).
SINGLE 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.
T1+T2 (CFM 56) (Lvl 2&3) FLIGHT MANAGEMENT PRIORITY LOGIC (3) Apr 03, 2013
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 sent to
the other MCDU via the FMGC cross talk.
In independent mode, both MCDUs operate separately. Although the
cross talk is present, an entry on one MCDU is not applied to the other
one. In single mode, both MCDUs basically work as in normal mode,
but with the valid FMGC only.
displays
FM information is displayed on NDs and on PFDs. For FM information,
in normal or independent modes, FMGC1 supplies PFD1 and ND1,
FMGC2 supplies PFD2 and ND2. In single mode, the remaining FMGC
supplies all the displays.
radio navigation
The schematic shows the architecture of the radio navigation receivers
controlled by the FMGCs in normal or independent modes. For the
selection of radio navigation frequencies and courses, in normal or
independent modes, each FMGC controls its own side receivers through
a Radio Management Panel (RMP). Only the actual frequencies and
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courses from the receivers are displayed on the PFDs and the NDs. In
case of an FMGC failure, the valid FMGC controls its own side receivers
as usual, through an RMP, but also the other side receivers, directly
without going through a RMP. If both FMGCs fail, the crew must use
the RMPs to select the frequencies and courses.
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FM OPERATING MODES ... RADIO NAVIGATION

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FLIGHT PLANNING D/O (3)

manually. The database loading into either FMGC is done with the help
FLIGHT PLAN of a Portable Data Loader (PDL) or via the Multipurpose Disk Drive Unit
(MDDU) if installed. Then, the cross loading function allows database
The flight plan is defined by various elements, which indicate the routes
loading into the other FMGC through crosstalk busses.
the aircraft must follow with the limitations along these routes.
The elements are mainly taken from the database or directly entered by NAVIGATION
the pilot. The limitations are mainly speed, altitude or time constraints
originated by the ATC. The function that integrates these elements and The navigation process gives the system with current aircraft state
limitations to construct a flight plan is called flight planning. information consisting of present position, altitude, winds, true airspeed
In addition to this, the Flight Management (FM) part gives the aircraft and ground speed. This is achieved using inputs from the Inertial
position and the follow-up of the flight plan, this is called navigation. Reference Systems (IRS), air data sensors, GPS, navigation radios, Air
Everything can be prepared prior to the take-off but can also be modified Traffic Service Unit (ATSU) and Flight Augmentation Computer (FAC)
quickly and easily during the flight operation. In case of an FM problem, flight envelope computation. Position can be updated manually during
the remaining valid Flight Management and Guidance Computer (FMGC) the flight or automatically, on the runway threshold at take-off for
is used as sole source to command both Multipurpose Control and Display example.
Units (MCDUs) and NDs after automatic switching.
ACARS FUNCTION
NAVIGATION DATABASE
The FMS uses the Aircraft Communication Addressing and Reporting
The navigation database gives all necessary information for flight plan System (ACARS) function to exchange data between the ground station
construction and follow-up. The pilot will either select an already and the master FMGC via the ATSU. This interface makes the exchange
assembled flight plan called COmpany ROUTE, or will build his own of flight plan initialization, take-off, wind, and broadcast data and flight
flight plan, using the existing database contents. This database has a reports with the ground. Via the ACARS, the crew may send a request
tailored coverage, updated every 28 days. Some room is kept to allow for wind data to the ground. In response to this request, or automatically,
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manual entry of 20 NAVigation AIDS, 20 waypoints, 10 runways and 3 the ground sends climb, cruise, descent and alternate wind data to the
company routes. aircraft.
NOTE: Optionally, aircraft are equipped with the second generation of LATERAL FLIGHT PLAN
Flight Management System (FMS2). The room kept allows
The lateral flight plan gives the sequential track changes at each waypoint
manual entry of 20 NAVAIDS, 20 waypoints, 10 runways and
within 3 main sections.
5 company routes.
- DEPARTURE: initial fix (origin airport), Standard Instrument Departure
The database cannot be erased. However and as an option, the manually
(SID)...
entered data can be erased when the flight phase is over (i.e. aircraft on
- EN ROUTE: waypoints, NAVAIDS...
ground for 30 seconds). Two cycle database can be loaded and the
selection is made automatically by using data from the aircraft clock or
T1+T2 (CFM 56) (Lvl 2&3) FLIGHT PLANNING D/O (3) Apr 03, 2013
- ARRIVAL: Standard Terminal Arrival Route (STAR), approach, missed profiles. Fuel and time are the main actors in this particular part of the
approach, go around... FM function and direct the airline choice.
The lateral steering order can be followed by the pilot or the AP with the
NAV mode selected. DISPLAY
VERTICAL FLIGHT PLAN According to the pilot selection on the EFIS control panel of the FCU,
the flight plan is shown in relation to the aircraft position on the
The vertical flight plan gives an accurate flight path prediction, which ROSE-NAV or ARC modes. The aircraft model is fixed and the chart
requires a precise knowledge of current and forecast wind, temperature moves. The difference between the two modes is that the half range is
and the lateral flight path to be flown. The vertical flight plan is divided available when the ND is set to ROSE-NAV mode, as there is only frontal
into several flight phases: view when it is set to ARC mode. In PLAN mode, the flight plan is shown,
- PREFLIGHT: fuel, weight and V2 insertions, with NORTH at the top of the screen, centered on the TO waypoint.
- TAKE-OFF: speed management, thrust reduction altitude, acceleration Depending on the selected range, the aircraft may or may not be visualized
altitude, on this display. The plan display can be de-centered by scrolling the flight
- CLIMB: speed limit, speed management, plan on the MCDU. The PFD shows the FM guidance following
- CRUISE: top of climb, cruise altitude, top of descent, engagement of the AP/Flight Director (FD) lateral and longitudinal modes.
- DESCENT: speed limit, speed management, deceleration,
- APPROACH/MISSED APPROACH/GO AROUND: thrust reduction
altitude, acceleration altitude.
The vertical steering order can be followed by the pilot or the AP. Any
level change in the vertical profile is initiated after a pull or push action
on the altitude selector knob on the Flight Control Unit (FCU), except
for departure when the vertical profile is armed on ground and will
automatically be active after take-off phase.
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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 ECONomic
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 and Indication
Computers (FQICs) give the fuel quantity. The speed and the thrust values
associated with a given CI are used to determine the climb and descent
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FLIGHT PLAN ... DISPLAY

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NAVIGATION BACK-UP D/O (OPTION) (3)

displayed IR data on the related PFD and ND. The MCDU B/UP NAV
GENERAL gives, the crosstrack error and the bearing/distance/time to go to the active
waypoint, depending on the aircraft latitude/longitude and on the active
The MCDU BACK-UP NAV (B/UP NAV) must be used as a back-up
leg of the flight plan. It supplies the automatic leg change when the TO
system when both Flight Management (FM) parts have failed.The MCDU
waypoint is reached.
BACK-UP NAV (B/UP NAV) gives to the crew limited information,
It is very important to note that all this data is only for display, there is
which can be used to complete the current flight.
no steering order issued by the MCDU, and the NAV mode cannot be
The MCDU B/UP NAV is activated through the "SELECT NAV B/UP"
engaged.
prompt on the MCDU MENU page.
The B/UP NAV functions work independently and may be activated ND DISPLAY
separately.
The MCDU transmits the BACK-UP F-PLN to the NDs. It has active
FLIGHT PLANNING 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.
Before activation of the BACK-UP NAV function, a condensed form of
In all cases, the flight plan line is dashed in green (as NAV mode cannot
the flight plan is transferred from the FM part to the MCDU.
be engaged). Options selectable on the EFIS control panel are not allowed
This downloading is updated in case of:
(AiRPorT, Non-Directional Beacon, VOR.D, WayPoinT, ConSTRaint).
- FM primary Flight Plan (F-PLN) changes,
- FM lateral leg sequencing, MCDU PAGE AVAILABILITY
- FM long power off,
- FM source selector change, All flight-planning operations are directly applied through the B/UP
- FM resynchronization. F-PLN page. It displays each leg of the active route, giving position
Downloading includes waypoint position, waypoint identifier, leg type, information for each waypoint, as well as computed course, time and
discontinuity, overfly and turn direction information in a maximum of distance for the connecting legs. The revisions, available on the B/UP
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150 legs. F-PLN page, are:

At BACK-UP NAV activation, a last updating is done and then any other - waypoint insertion,
updating is ignored. A reduced capability is given to the MCDU B/UP - waypoint deletion,
NAV function compared to the FM function. - discontinuity deletion,
- overfly deletion/insertion.
NAVIGATION 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
The BACK-UP NAV function is based on Inertial Reference (IR) inputs
is reserved for waypoint entry.
from the ownside IR or IR3, which gives the position, ground speed,
Pressing the PROGress key gives navigation information. The B/UP
track, heading, altitude and wind. The selected IR depends on pilot
PROG page displays the aircraft position with identification of the selected
selection, through the IR source selector, to be consistent with the current
T1+T2 (CFM 56) (Lvl 2&3) NAVIGATION BACK-UP D/O (OPTION) (3) Apr 03, 2013
IR. It also gives ground speed, and 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
Backup Navigation is deactivated upon one of the following events:
- The Deselect NAV B/UP prompt is pushed on the MCDU MENU page
- The following condition becomes true: onside FM is Healtly and offside
FM is failed
- The FM subsystem is selected via its menu text prompt on the MENU
page.
When Backup navigation is not available, no Select NAV B/UP nor
Deselect NAV B/UP prompt is displayed. The field is blank. Upon Backup
Nav deactivation, the Backup Nav functions are disabled and the FM is
given back control of the Nav Display.
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GENERAL ... DEACTIVATION

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AUTO FLIGHT SYSTEM OPERATION, CONTROL & INDICATING (3)

FMGC FAILURE
T1+T2 (CFM 56) (Lvl 2&3) AUTO FLIGHT SYSTEM OPERATION, CONTROL & INDICATING Apr 03, 2013
22 - AUTO FLIGHT (3) Page 86

T1+T2 (CFM 56) (Lvl 2&3) AUTO FLIGHT SYSTEM OPERATION, CONTROL & INDICATING Apr 03, 2013
22 - AUTO FLIGHT (3) Page 87
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UG913131
APRIL 2013
PRINTED IN FRANCE
AIRBUS S.A.S. 2013
ALL RIGHTS RESERVED
AN EADS COMPANY

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TECHNICAL TRAINING MANUAL

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AUTOMATIC FLIGHT SYSTEM PRESENTATION (2)

There are two interchangeable FMGCs. Each FMGC is made of two

GENERAL ... OTHER SYSTEMS

AUTOMATIC FLIGHT SYSTEM PRESENTATION (2)

FAC GENERAL (2)

FUNCTIONS ... DISPLAYS

This Page Intentionally Left Blank

FAC GENERAL (2)

FMGC GENERAL (2)

MCDU LATERAL FUNCTIONS

FCU VERTICAL FUNCTIONS

orders to be monitored by the pilot.

CONTROLS ... DISPLAYS

AUTOPILOT PRESENTATION (2)

AP orders are null. The THS is reset to 0.5 nose up.

GENERAL ... LANDING

FLIGHT DIRECTOR PRESENTATION (2)

NOTE: On ground, as long as no AP/FD mode is active, there are no

ENGAGEMENT ... FD PUSHBUTTONS

FLIGHT DIRECTOR PRESENTATION (2)

NOTE: At certain system configuration changes, the FMGCs send a

FD BARS & FPD/FPV SYMBOLS

AUTOTHRUST PRESENTATION (2)

The engagement of the A/THR function can be manual or automatic. The

NOTE: To effectively have A/THR on the engines, the engagement of

AUTOTHRUST FUNCTION ... AUTOTHRUST DISCONNECTION

AUTO FLIGHT SYSTEM CONTROL & INDICATING (2)

SIDE STICKS/THRUST LEVERS

This Page Intentionally Left Blank

AUTOMATIC FLIGHT SYS MAINTENANCE SYSTEM D/O (3)

permanently sends this maintenance data to the FG CMD part.

GENERAL ... MCDU BITE

AUTOMATIC FLIGHT SYS MAINTENANCE SYSTEM D/O (3)

GROUND SCAN ... LAND TEST

AUTOMATIC FLIGHT SYS MAINTENANCE SYSTEM D/O (3)

NOTE: The recommended conditions to do the safety test are:

SAFETY TESTS & PROCEDURE

YAW AXIS CONTROL D/O (3)

failure compensation and the turn coordination. When the AP is engaged:

YAW DAMPER ... OPERATION

YAW AXIS CONTROL D/O (3)

OPERATION - ELAC FAILED ALT LAW

YAW AXIS CONTROL D/O (3)

OPERATION - AP ENGAGED CRUISE

YAW AXIS CONTROL D/O (3)

OPERATION - AP ENGAGED ENGINE COMP TOGA/RWY MODE

YAW AXIS CONTROL D/O (3)

OPERATION - AP ENGAGED LAND MODE

FAC ENGAGEMENT D/O (3)

NOTE: The FAC cannot be engaged on ground after power up during

FAC NOT ENERGIZED OR NOT installed

- rudder travel limitation.

NORMAL CONFIGURATION ... TEMPORARY POWER LOSS