CFM 56 Auto Flight Technical Training Manual

Single Aisle
TECHNICAL TRAINING MANUAL

M35 LINE MECHANICS (CFM 56) (Lvl 2&3)
AUTO FLIGHT
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Single Aisle TECHNICAL TRAINING MANUAL
AUTO FLIGHT
Automatic Flight System Design Philosophy (2) . . . . . . . . . . . . . . . . . 2
Automatic Flight System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . 4
FAC General (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FMGC General (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Autopilot Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Flight Director Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Autothrust Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Automatic Flight SYS Maintenance System D/O (3) . . . . . . . . . . . . 26
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M35 LINE MECHANICS (CFM 56) (Lvl 2&3) TABLE OF CONTENTS Feb 01, 2011
22 - AUTO FLIGHT Page 1
AUTOMATIC FLIGHT SYSTEM DESIGN PHILOSOPHY (2)

GENERAL FLY BY WIRE
The Automatic Flight System (AFS) calculates orders to automatically If the pilot moves the side stick when the AFS is active, it disengages
control the flight controls and the engines. It computes orders and sends the autopilot. Back to manual flight, when the sidestick is released, the
them to the Electrical Flight Control System (EFCS) and to the Full EFCS maintains the actual aircraft attitude.
Authority Digital Engine Control (FADEC) to control flying surfaces
and engines. When the AFS is not active, the above-mentioned SYSTEM DESIGN
components are controlled by the same systems but orders are generated
To meet the necessary reliability, the AFS is built around 4 computers.
by specific devices: side sticks and thrust levers.
There are two interchangeable Flight Management and Guidance
NAVIGATION Computers (FMGCs) and two interchangeable Flight Augmentation
Computers (FACs). It is a FAIL OPERATIVE system. Each FMGC and
A fundamental function of the AFS is to calculate the aircraft position. FAC has a command part and a monitor part to be FAIL PASSIVE.
To compute the aircraft position, the system uses several aircraft sensors,
which give useful information for this purpose.
FLIGHT PLAN
The AFS has several flight plans predetermined by the airline in its
memory. A flight plan describes a complete flight from departure to
arrival; it gives vertical information and all intermediate waypoints. The
plan can be displayed on the EFIS or on the Multipurpose Control &
Display Units (MCDU).
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OPERATION
There are several ways to use the AFS but the normal and recommended
one is to use it to follow the flight plan automatically. Knowing the
position of the aircraft and the flight plan chosen by the pilot, the system
is able to compute the orders sent to the flying surfaces and the engines
so that the aircraft follows the flight plan. The pilot has an important
monitoring role.
NOTE: During AFS operation, side sticks and thrust levers do not move
automatically.
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GENERAL ... SYSTEM DESIGN
M35 LINE MECHANICS (CFM 56) (Lvl 2&3) AUTOMATIC FLIGHT SYSTEM DESIGN PHILOSOPHY (2) Feb 01, 2011
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
There are two interchangeable FMGCs. Each FMGC is made of two
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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.
the FMGC to control the rudder via the rudder trim actuator.
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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.
M35 LINE MECHANICS (CFM 56) (Lvl 2&3) FAC GENERAL (2) Feb 01, 2011
- 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
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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
flight plan; however pilots can enter other data using the MCDU.
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- the selection of specific functions.

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.
M35 LINE MECHANICS (CFM 56) (Lvl 2&3) FMGC GENERAL (2) Feb 01, 2011
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), AP orders are null. The THS is reset to 0.5 nose up.
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- 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
M35 LINE MECHANICS (CFM 56) (Lvl 2&3) AUTOPILOT PRESENTATION (2) Feb 01, 2011
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
The engagement of the A/THR function can be manual or automatic. The
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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
M35 LINE MECHANICS (CFM 56) (Lvl 2&3) AUTOTHRUST PRESENTATION (2) Feb 01, 2011
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.
UCC11021 - U2935T0 - UM22D1000000001
UCC11021 - U2935T0 - UM22D1000000001
SAFETY TESTS & PROCEDURE
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UCC11021
FEBRUARY 2011
PRINTED IN FRANCE
AIRBUS S.A.S. 2011
ALL RIGHTS RESERVED
AN EADS COMPANY

CFM 56 Auto Flight Technical Training Manual

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CFM 56 Auto Flight Technical Training Manual

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TECHNICAL TRAINING MANUAL

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AIRBUS Environmental Recommendation

AUTOMATIC FLIGHT SYSTEM DESIGN PHILOSOPHY (2)

GENERAL ... SYSTEM DESIGN

AUTOMATIC FLIGHT SYSTEM PRESENTATION (2)

GENERAL ... OTHER SYSTEMS

AUTOMATIC FLIGHT SYSTEM PRESENTATION (2)

FAC GENERAL (2)

The rudder trim gives: CONTROLS

FUNCTIONS ... DISPLAYS

This Page Intentionally Left Blank

FAC GENERAL (2)

FMGC GENERAL (2)

MCDU LATERAL FUNCTIONS

- the selection of specific functions.

orders to be monitored by the pilot.

CONTROLS ... DISPLAYS

AUTOPILOT PRESENTATION (2)

- the rudder via the Flight Augmentation Computers (FACs),

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)

A/THR is engaged manually by pressing the A/THR P/BSW on the FCU.

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

AUTOTHRUST FUNCTION ... AUTOTHRUST DISCONNECTION

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

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