SR Technics: 22 Auto Flight

Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Level III
22 Auto Flight Flight Director Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
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Autothrust Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
22-00 General Autothrust Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Auto Flight System Design Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Basic Operational Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
General Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Database Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Power- Up Test FD Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
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Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MCDU Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
AFS/ Fly by Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 A/THR Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AP Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
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Auto Flight System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 AFS Control & Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 AFS Maintenance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
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Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
FMGCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
FACs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
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Other Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 22-10 Autopilot
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Autopilot (AP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Flight Director (FD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
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Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Flight Mode Annunciator (FMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Load Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 AP Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Flight Guidance Priority Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Flight Guidance (FG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 AP, FD, A/THR Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
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Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Synchronization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
MCDUs (Control Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Selected/ Managed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
FCU (Control Part) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 AP/ FD Lateral Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 AP/ FD Vertical Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 AP/ FD Common Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Lateral Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 LAND Capability Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Vertical Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Guidance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 22-30 Autothrust
Autopilot Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 A/THR Loop Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Jan11/Technical Training for training purposes only

Contents - I
Copyright by SR Technics
Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Level III
A/THR Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FMA Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
22-60 Flight Augmentation 22-80 AFS Components

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Flight Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Yaw Axis Control Presentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Yaw Axis Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 MCDU Classic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MCDU Enhanced Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Rudder Travel Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 FMA Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
FAC Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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Yaw Damper Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 22-90 Fault Isolation and Tests
Flight Envelope Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
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AFS Maintenance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Alpha-Floor and Windshear Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Low Energy Awareness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
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FIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Flight Envelope Data on PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 BITEs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FAC Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Ground Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
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22-70 Flight Management System LAND Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Safety Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Flight Management (FM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FMGC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FM Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FAC General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
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Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 22-99 CFDS
Navigation Database. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 CFDS Specific Page Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Last Leg Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Lateral Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Vertical Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fault Isolation Exercise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Ground Scan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Flight Management Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Windshear Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FM Radio NAV Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 AFS Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Flight Management (FM) Source Switching . . . . . . . . . . . . . . . . . . . . . . . . 18 Land Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Database Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Land Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Crossloading Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 22-Study Questions
Crossloading Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FMGS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Contents - II
Training Manual Auto Flight
A318/A319/A320/A321 22-00
22 Auto Flight
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Aug 12/Technical Training for training purposes only

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Copyright by SRTechnics
A318/A319/A320/A321 22-00 General
22-00 General The pilot has an important monitoring role.

During Auto Flight System operation, side sticks and thrust levers do not
move automatically.
Auto Flight System Design Philosophy
AFS/ Fly by Wire
General Concept If the pilot moves the side stick when the Auto Flight System is active, it disengag-
The Auto Flight System (AFS) calculates orders to automatically control the flight es the autopilot.
controls and the engines. Back to manual flight, when the side stick is released, the Electrical Flight Control
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The Auto Flight System computes orders and sends them to the Electrical Flight System maintains the actual aircraft attitude.
Control System (EFCS) and to the Full Authority Digital Engine Control (FADEC)
System Design
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to control flying surfaces and engines.
When the AFS is not active, the above mentioned components are controlled by To meet the necessary reliability, the Auto Flight System is built around four com-
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the same systems but orders are generated by specific devices (i. e. side sticks puters:
and thrust levers). Two Flight Management and Guidance Computers (FMGCs) and two Flight Aug-
mentation Computers (FACs).
Navigation
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Each Flight Management and Guidance Computer and each Flight Augmentation
A fundamental function of the Auto Flight System is to calculate the position of the Computer has a command part and a monitor part.
aircraft.
They are "FAIL OP" (fail operative) systems.
When computing the aircraft position, the system uses several aircraft sensors
giving useful information for this purpose.
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Flight Plan
The system has several flight plans in its memory. These are predetermined by
the airline.
A flight plan describes a complete flight from departure to arrival, it includes verti-
cal information and all intermediate waypoints.
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It can be displayed on the instruments (CRTs).
Operation
There are several ways to use the Auto Flight System. The normal and recom-
mended way to use the Auto Flight System is to use it to follow the flight plan au-
tomatically.
Knowing the position of the aircraft and the desired flight plan (chosen by the pilot),
the system is able to compute the orders sent to the surfaces and engines so that
the aircraft follows the flight plan.

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A318/A319/A320/A321 22-00 General
Figure 1: AFS Design Philosophy
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A318/A319/A320/A321 22-00 General
Auto Flight System Presentation The FAC includes an interface between the Auto Flight System and the Cen-
tralized Fault Display System (CFDS) called Fault Isolation and Detection
General System (FIDS).
This function is activated only in position 1 (FAC 1).
The Auto Flight System (AFS) provides the pilots with functions reducing their
workload and improving the safety and the regularity of the flight.
Other Systems
The Auto Flight System is designed around:
The Auto Flight System is connected to the majority of the aircraft systems.
• 2 Flight Management and Guidance Computers (FM GCs),
• 2 Flight Augmentation Computers (FACs), Examples of Auto Flight System data exchanges:
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• 2 Multipurpose Control and Display Units (MCDUs), • Reception of the aircraft altitude and attitude from the Air Data and Inertial Ref-
erence System (ADIRS).
• 1 Flight Control Unit (FCU).
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• Transmission of autopilot orders to the Elevator and Aileron Computers
Controls (ELACs).
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The FCU and the MCDUs enable the pilots to control the functions of the FMGCs.
The FAC engagement pushbuttons and the rudder trim control panel are connect-
ed to the FACs.
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The MCDUs are used for long-term control of the aircraft and provide 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 provides the interface
required for transmission of engine data from the FMGC to the Full Authority Dig-
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ital Engine Control (FADEC).
FMGCs
There are two interchangeable FMGCs.
Each FMGC is made of two parts: the Flight Management part called FM part and
the Flight Guidance part called FG part.
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The Flight Management part provides functions related to flight plan definition, re-
vision and monitoring.
The Flight Guidance part provides functions related to the aircraft control.
FACs
The basic functions of the FACs are the rudder control and the flight envelope pro-
tection.

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A318/A319/A320/A321 22-00 General
Figure 2: AFS Presentation
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A318/A319/A320/A321 22-00 General
FAC General Flight Envelope Protection

For flight envelope protection, the FAC computes the various characteristic
Functions speeds for aircraft operation, the low energy warning, the excessive angle of at-
The basic functions of the Flight Augmentation Computer (FAC) are: tack and windshear detections.
• yaw damper, The characteristic speeds computed using the ADIRU, Landing Gear Control and
• rudder trim, Interface Unit (LGCIU), FMGC and Slat Flap Control Computer (SFCC) data, are
displayed on the PFDs.
• rudder travel limitation,
• flight envelope protection. The alpha floor (excessive angle of attack) and windshear detections are sent to
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the FMGCs.
Yaw Damper The low energy warning computation is sent to the Flight Warning Computer
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The yaw damper has four functions and controls the rudder via yaw damper actu- (FWC) which generates an aural warning: "SPEED, SPEED, SPEED".
ators.
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Controls
Upon Flight Management and Guidance Computer (FMGC), Elevator Aileron
Computer (ELAC) or FAC orders, the yaw damper provides: Each FAC receives inputs from its related pushbutton, the RUD TRIM selector and
• dutch roll damping, the RUD TRIM RESET pushbutton.
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• turn coordination, The RUD TRIM selector deflects the rudder.
• engine failure compensation, The RESET pushbutton returns the rudder to the neutral position.
• yaw guidance order execution.
Displays
Rudder Trim
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Some of the data computed by the FAC is displayed.
The rudder trim orders come from the rudder trim selector, or from the FMGC to • The characteristic speeds computed by the FACs are shown on the speed
control the rudder via the rudder trim actuator. scale of the Primary Flight Display (PFD).
The rudder trim provides: • The rudder trim position is displayed on the ECAM System Display and on the
RUD TRIM control panel.
• manual trim with RUD TRIM selector,
• The red WINDSHEAR indication is displayed in the center of both PFDs.
• auto trim when the autopilot is engaged.
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The Rudder Travel Limiting position is not displayed. Only its maximum stop
Rudder Travel Limitation positions are shown on the ECAM.
The Rudder Travel Limiting unit limits the deflection of the rudder according to the
aircraft speed.
The Rudder Travel Limiting function:
• limits the deflection for structure integrity,
• prevents excessive deflections which would penalize the aircraft performance.
Aircraft speed information is provided by the Air Data Inertial Reference Units
(ADIRUs).

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A318/A319/A320/A321 22-00 General
Figure 3: FAC General
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A318/A319/A320/A321 22-00 General
FMGC General
Controls
The Flight Management and Guidance Computer( FMGC) functions, Flight Man-
agement and Flight Guidance, are mainly controlled from the Multipurpose Control
and Display Units (MCDUs) and the Flight Control Unit (FCU).
Typical actions are:
• Before departure, on the MCDUs, the pilots select the flight plan which will be
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followed later on by the aircraft.
• In flight, on the FCU, the pilots can engage the autopilot and can modify differ-
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ent flight parameters leading to an immediate change in the control of the air-
craft.
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MCDUs (Control Part)
Basically, the MCDUs provide the long-term interface between the crew and the
FMGCs.
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The MCDUs allow, for example:
• the introduction or the definition, the modification and the display of flight plans,
• the display, the selection and the modification of the parameters associated
with the flight management functions,
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• the selection of specific functions.
FCU (Control Part)

Basically, the FCU provides the short-term interface between the crew and the
FMGCs.
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The FCU allows, for example:
• the engagement of the auto pilot, Flight Director and autothrust functions,
• the selection of required guidance modes (e. g. heading hold),
• the selection of various flight parameters (e. g. heading value).

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A318/A319/A320/A321 22-00 General
Management
The Flight Management part mainly provides the flight plan selection with its later-
al and vertical functions. The Flight Management part provides navigation, per-
formance optimization, radio navigation tuning and information display
management.
Data computed by the Flight Management part is occasionally used by the Flight
Guidance part.
Flight Plan
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A flight plan contains the various elements and constraints of the route the aircraft
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must fly along from take-off to landing.
A flight plan can be selected, built-up, modified and monitored through the MCDU.
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Lateral Functions
The main lateral functions are:
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• aircraft position determination,
• IRS alignment through the MCDU,
• automatic or manual (through MCDU) selection of VOR, DME, ILS, ADF fre-
quencies,
• guidance computation along the lateral flight plan.
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A navigation database provides all necessary information to build a flight plan;
however pilots can enter other data using the MCDU.
Vertical Functions
The main vertical functions are:
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• optimized speed computation; the resulting target speed being used as refer-
ence for guidance functions,
• performance predictions as time, fuel, altitude, wind at various points of the
flight,
• guidance computation along the vertical flight plan.
A performance database provides necessary data; however pilots have to enter
other data using the MCDU.

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A318/A319/A320/A321 22-00 General
Figure 4: FMGC General
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A318/A319/A320/A321 22-00 General
Guidance The main displays presenting Flight Management and Guidance information are:
The Flight Guidance part provides the autopilot, Flight Director and autothrust • the Multipurpose Control and Display Units (MCDUs/ Display part),
functions. • the Flight Control Unit (FCU/ Display Part),
These functions work according to modes generally chosen on the FCU. • the Primary Flight Displays (PFDs),
• the Navigation Displays (NDs),
The normal way to operate the aircraft is to use the management part as reference
source for the guidance part. • the ECAM Engine/ Warning Display (EWD) and ECAM STATUS pages.
AP MCDUs (Display Part)
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The autopilot (AP) function calculates the signals for the flight controls in order to The MCDUs display all data related to the management part.
follow the selected modes. Example: Identification of the successive waypoints of the flight plan.
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The autopilot controls the pitch, roll and yaw axis according to the selected modes.
FCU (Display Part)
Example of autopilot mode: Altitude hold.
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The FCU is also considered as a display as it includes indication lights and Liquid
FD Cristal Display (LCD) windows. The FCU includes:
• lights giving mode indications,
The Flight Director (FD) displays the guidance commands on both Primary Flight
• Liquid Cristal Display windows showing reference parameters.
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Displays (PFDs), allowing the pilots to fly the aircraft manually according to the
FMGC demands. Example: During a climb with autopilot, the altitude window displays the altitude
Two cases have to be considered: the aircraft is going to capture.
Autopilot not engaged: PFDs
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• The FD function displays symbols on the PFD which gives orders to the pilot The PFDs mainly display the flight director symbols and the status of guidance
to maintain the desired parameter(s). In this case, the pilot follows these orders functions and their modes.
by acting on the flight controls.
It also displays reference parameters.
Autopilot engaged:
Example: The target speed value is represented by a symbol on the speed scale
• The FD function displays symbols on the PFD representing the autopilot orders
of the PFD.
to be monitored by the pilot.
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NDs
A/THR
The NDs mainly display the flight plan and various navigation data.
The autothrust (A/THR) function calculates the signal necessary for engine control
in order to follow a given mode. Example: Airports or waypoints around the present position of the aircraft.
Example of autothrust mode: Acquisition and holding of a speed or a Mach ECAM
number.
The ECAM Engine/ Warning Display (EWD) page presents warning messages re-
Displays lated to function or computer failures.
Various displays are used to present Flight Management and Guidance System The ECAM STATUS page displays the landing capabilities.
(FMGS) data and information.

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A318/A319/A320/A321 22-00 General
Autopilot Presentation Cruise

In cruise, only one AP can be engaged at a time, priority given to the last engaged.
General Engaging the second AP disengages the first one. The ailerons and the spoilers
execute the orders of lateral modes; the elevators and the THS execute the orders
The AP is engaged from the Flight Control Unit (FCU) by the related pushbuttons.
of vertical modes.
AP engagement is indicated by the illumination of the AP 1 P/B or/and the AP 2 P/
B (Three green bars) and by the white "AP1", "AP2" or "AP1+ 2" indication on the The rudder is controlled not by the AP but directly by the FACs.
top right corner of each PFD. The AP guidance modes are selected from the FCU
or the Flight Management and Guidance Computers (FMGCs). The AP function is
a loop where, after a comparison between real and reference parameters, the
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Landing
FMGC computes orders, which are sent to the flight controls. The loop is closed
If the airfield is equipped with ILS installations, the AP can perform a complete
by real values coming from sensors and given by other systems (e.g. ADIRS) to
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landing with approach, flare and roll out. A second AP can be engaged (AP 1 ac-
the FMGCs. When the AP is engaged, the load thresholds on the rudder pedals
tive, AP 2 in standby).
and the side sticks are increased. If a pedal or side stick load threshold is overrid-
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den, the AP disengages. The rudder is controlled by the AP via the FACs.
Modes
During roll out, the AP gives steering orders to the rudder and the nose wheel.
There are lateral modes and vertical modes. Basically, one of each is chosen by
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These orders depend on the aircraft speed. Aileron and spoiler AP orders are null.
the pilot or by the system. The AP being engaged, one lateral mode and one ver- The THS is reset to 0.5 nose up.
tical mode are simultaneously active.
The spoilers are directly controlled by the SECs as airbrakes.
According to flight phases, the lateral mode controls:
• the ailerons via the ELevator Aileron Computers (ELACs),
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• the spoilers via the ELACs and the Spoiler Elevator Computers (SECs), During roll out, at low speed (about 60 knots), the pilot normally disengages the
AP by pressing a takeover pushbutton located on the side stick.
• the rudder via the Flight Augmentation Computers (FACs),
• the nose wheel via the ELACs and the Braking/Steering Control Unit (BSCU).
The vertical mode controls the elevators and the THS via the ELACs.
Ground
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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.
Take-Off
The AP can be engaged in flight, provided the aircraft has been airborne for at
least 5 seconds.

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A318/A319/A320/A321 22-00 General
Figure 5: Autopilot
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A318/A319/A320/A321 22-00 General
Flight Director Presentation

General
The FD displays the Flight Management and Guidance Computer (FMGC) guid-
ance 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.
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Engagement
The Flight Director (FD) functions are engaged automatically as soon as the sys-
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tem is electrically supplied and logic conditions are fulfilled.
FD engagement is indicated on the Flight Control Unit (FCU) by the FD P/BSW
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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.
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On ground, as long as no AP/FD mode is active, there are no FD symbols
on the PFDs.
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
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Display Management Computers (DMCs). There are two 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
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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 and PFD 2 for the F/O FD P/BSW. If a lit FD
P/BSW is pressed, the 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 corre-
sponding PFD. -FD2 is displayed on each PFD to show that no FD symbols can
be displayed on PFD 1 and FD 2 is engaged on the F/O side.

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A318/A319/A320/A321 22-00 General
Figure 6: FD Pushbuttons
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A318/A319/A320/A321 22-00 General
Autothrust Presentation thrust is commanded according to the position of the thrust levers. When engaged
and active, the thrust control is automatic. The thrust is commanded according to
Autothrust Function the A/THR computed thrust target.
The A/THR function sends a computed thrust command (thrust target) to the Full Autothrust Disconnection
Authority Digital Engine Control (FADEC) for automatic engine control. A/THR disengagement can be manual or automatic.
The A/THR functions are: A/THR is manually disconnected:
• acquisition and holding of a speed or a Mach number, • either by pressing the A/THR instinctive disconnect switch on any thrust lever,
• acquisition and holding of a thrust,
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• or by setting all thrust levers to idle position,
• reduction of the thrust to idle during descent and during flare in final approach, • or through the dedicated FCU P/BSW,
• protection against excessive Angle-Of-Attack (AOA) called alpha-floor protec-
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tion, by ordering a maximum thrust when an alpha-floor detection signal is re- A/THR is automatically disconnected in case of failure detection.
ceived from the Flight Augmentation Computers (FACs).
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Autothrust Loop Principle
To get the A/THR function, the thrust target computed by the Flight Management
and Guidance Computers (FMGCs) is chosen by the Flight Control Unit (FCU).
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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,
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• 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.
To effectively have A/THR on the engines, the engagement of the A/THR is
confirmed by a logic of activation in the FADEC.
When A/THR is engaged:
• the FCU A/THR P/BSW is lit,
• the engagement status is displayed on the Flight Mode Annunciator (FMA).
When engaged, the A/THR can be active or not depending on the position of the
thrust levers. When engaged and not active, the thrust control is manual. The

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A318/A319/A320/A321 22-00 General
Figure 7: Autothrust Disconnection
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A318/A319/A320/A321 22-00 General
Basic Operational Principles Entry of the flight plan (lateral and vertical) and V2 into the MCDU is taken into ac-
count by the Flight Management (FM) part and confirmed by the lighting of the as-
General sociated lights on the FCU.
This sequence describes the operational use of the Flight Management and Guid- A/THR Engagement
ance Computers (FMGCs) in a normal operation with a total availability of the con-
cerned functions. Autothrust (A/ THR) engagement occurs when the pilot moves the thrust levers to
the TO/ GA or FLX/ MCT gate.
The short-term pilot orders are entered through the Flight Control Unit (FCU). The
long-term pilot orders are entered through the Multipurpose Control and Display Then: The FMGC automatically engages:
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Unit (MCDU). • the take- off modes for yaw and longitudinal guidance (RunWaY (RWY) and
Speed Reference System (SRS)),
Four key-words for the control principle and both types of guidance are to be kept
• the autothrust function (but it is not active).
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in mind in order to avoid handling errors.
Aircraft control is AUTOMATIC (Autopilot or autothrust), or MANUAL (Pilot action The FD symbols appear on the PFD (Green FD yaw bar and pitch bar).
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on side sticks or on thrust levers). Aircraft guidance is MANAGED (Targets are For take- off, the thrust levers are set to the TO/ GA gate or the FLEX/ MCT gate
provided by the FMGC), or SELECTED (Guidance targets are selected by the pilot if a flexible temperature has been entered on the MCDU.
through the FCU). At the thrust reduction altitude, the FM part warns the pilot to set the thrust levers
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to CLB gate.
Database Loading
The thrust levers normally will not leave this position until an audio message
The database must be loaded and updated to keep the system operational. "RETARD" requests to the pilot to set the thrust levers to IDLE gate before
Only the navigation database is periodically updated. touchdown.
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AP Engagement
Power- Up Test FD Engagement Either autopilot (AP) can only be engaged 5 seconds after lift off. Only one auto-
pilot can be engaged at a time, the last in, being the last engaged.
As soon as electrical power is available, the Flight Director (FD) is automatically
engaged provided that the power- up test is done. After the normal climb, cruise and descent phases, selection of LAND mode (Au-
toland) allows both APs to be engaged together.
No guidance symbols are displayed as long as no AP/ FD mode is active.
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After touchdown, during ROLL OUT mode, APs remain engaged to control the air-
MCDU Initialization craft on the runway centerline.
First, MCDU STATUS page is displayed. Then, the pilot uses the MCDU for flight Then the pilot disengages the APs at low speed, taxies and stops the aircraft.
preparation, which includes:
• choice of the database,
• flight plan initialization,
• radio nav entries and checks,
• performance data entry (V1, VR, V2 and FLEX TEMP).
V2, at least, must be inserted in the M CDU before take- off.

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A318/A319/A320/A321 22-00 General
Figure 8: Basic Operational Principles
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A318/A319/A320/A321 22-00 General
AFS Control & Indicating ND functions: respectively barometric and Flight Director (FD) conditions, and ND
modes.
FCU
MCDU
The Flight Control Unit (FCU) is installed on the glareshield. The FCU front face
includes an Automatic Flight System (AFS) control panel between two EFIS con- Two Multipurpose Control and Display Units are located on the center pedestal.
trol panels. The AFS control panel activates and displays the engagement of APs The MCDU is the primary entry/display interface between the pilot and the Flight
and A/THR. The selection for guidance modes and flight parameters is also done Management part of the Flight Management and Guidance Computer (FMGC).
on the AFS control panel. The MCDU displays informationregarding flight progress and aircraft performanc-
es for monitoring and review by the flight crew.
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The EXPEDite P/BSW can be optionally removed from the AFS control panel.
The two EFIS control panels control and display, for each EFIS side, the PFD and Figure 9: FCU & MCDU
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A318/A319/A320/A321 22-00 General
MCDU Classic There are five illuminable annunciators across the top of the MCDU front panel of
There are three illuminable annunciators on the MCDU front pane. which one is spare and not utilized. The spare annunciator is unlabeled but it con-
tains an amber light.
• FAIL: This annunciator comes on (amber) when the MCDU has failed.
• FM1 and FM2: the FM failure annunciators at the top of the MCDU indicate
• MCDU MENU: This annunciator comes on (white) when a system linked to the
when a FM failure occurs. The corresponding FM failure annunciator on
MCDU requests the display. MCDU3 comes on only if MCDU3 operates as a backup to MCDU1 or MCDU2.
• FMGC: This annunciator comes on when an FM page is not displayed.
• RDY: This annunciator comes on (green) when the MCDU passes its long-term
• The BRT knob allows brightness adjustment of the screen. power up or power off reset test after its BRT knob is turned to OFF.
• IND: This annunciator comes on (amber) when the selected FM detects an in-
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MCDU Enhanced
dependent operation (loss of dual mode) while both FMs are healthy. If either
The three front pane annunciators (FAIL/MCDU MENU/FMGC) are identical. FM is failed, the annunciator is not on, regardless of the state of the intersystem
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bus.
Figure 10: MCDU Classic & Enhanced
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FM 1 IND RDY FM 2
CFDS TAKE OFF

V1 FLP RETR RWY
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< LAST LEG REPORT
148 F=148 33L
< LAST LEG ECAM REPORT VR SLT RETR TO SHIFT
151 S= 191 [M] [ ]*
< PREVIOUS LEGS REPORT V2 CLEAN FLAPS/THS
151 O=208 2/UP0.0
< A/C CURRENT STATUS TRANS ALT DRT TO-FLEX TO
5000 F56
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< SYSTEM REPORT / TEST THR RED/ACC ENG OUT ACC
2000/2000 2000
SEND POST FLIGHT REP PRINT NEXT
PHASE >
BRT
DIR PROG PERF INIT DATA

OFF
F-PLN RAD FUEL SEC ATC
NAV PRED F-PLN COMM MCDU
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MENU
AIR
PORT
A B C D E
F
A
F G H I J M
C
I D
L
1 2 3 K L M N O U
M
F E
M
4 5 6 P Q R S T N
U
7 8 9 U V W X Y
0 Z / SP OVFY
CLR

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A318/A319/A320/A321 22-00 General
PFD
The two PFDs are located on the main instrument panel. The Flight Mode Annun-
ciator (FMA) is the top part of the PFD. Each PFD displays:
• AP, FD & A/THR engagement status on the FMA,
• AP, FD & A/THR armed/engaged modes on the FMA,
• FD orders,
• Flight Augmentation Computer (FAC) characteristic speeds on the speed
scale.
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ND
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The two NDs are located on the main instrument panel. The ND is built from:
• flight plan data,
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• data selected via the FCU,
• aircraft present position,
• wind speed/direction,
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• ground speed/track.
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A318/A319/A320/A321 22-00 General
Figure 11: PFD & ND
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A318/A319/A320/A321 22-00 General
Thrust Levers
The thrust levers are located on the center pedestal. The thrust levers are used to
engage the Take-Off/Go-Around (TOGA) modes and the A/THR.
Two A/THR instinctive disconnect P/Bs located on the thrust levers are used to
disengage the A/THR function.
Side Sticks
The CAPT and F/O side sticks are respectively located on the CAPT lateral panel
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and F/O lateral panel. The AP is disengaged when the take over priority P/B on
the side stick is pressed or when a force above a certain threshold is applied on
the side stick.
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Rudder Pedals
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The rudder pedals are installed in the CAPT and F/O positions. Rudder pedals
override disconnects the AP.
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A318/A319/A320/A321 22-00 General
Figure 12: Thrust Levers & Rudder Pedals
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A318/A319/A320/A321 22-00 General
Resets Depending on the computer (1 or 2), the circuit breakers are located either on the
The FMGC, FAC, FCU and MCDU resets are possible in the cockpit. overhead circuit breakers panel 49VU or on the rear circuit breakers panel 121VU.
Figure 13: Resets
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A318/A319/A320/A321 22-00 General
RMP Attention Getters

The Radio Management Panels (RMPs) are located on the center pedestal near The attention getters are located on the glareshield panel on the CAPT and F/O
MCDU1 and 2. The RMPS are used for navaid standby selection. sides. The MASTER CAUTion and/or the MASTER WARNing are activated when
an AFS disconnection occurs. The AUTOLAND warning is activated when a prob-
EWD/SD lem occurs during final approach in automatic landing.
The EWD and the SD are located on the main instrument panel. The EWD dis-
Figure 14: Attention Getters
plays AFS warning messages. The SD displays AFS information such as inoper-
ative systems on the STATUS page or landing capabilities availability.
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A318/A319/A320/A321 22-00 General
AFS Maintenance System FAC/FM/FG BITE

As the FAC and FG have a BITE in the CMD and the MONitor (MON) sides, the
General fault analysis is generally made on each side and a synthesis is made on the CMD
side. Each BITE memorizes the result of the analysis, the failure context, the flight
The Auto Flight System (AFS) is a type 1 system, ables to maintain a two-way
leg number, the time and date of each given failure. Then the BITE sends the re-
communication with the Centralized Fault Display Interface Unit (CFDIU). The line
sult of the analysis, with a maximum of two suspected LRUs in the order of prob-
maintenance of the AFS is based on the use of the Fault Isolation and Detection
ability, to the FIDS.
System (FIDS) active in the Flight Augmentation Computer (FAC) 1 and of the
BITEs located in the various AFS computers. Access to the fault data is made FCU BITE
through the Multipurpose Control and Display Units (MCDUs) via the CFDIU. Like
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for other systems, the CFDIU works in NORMAL mode and MENU mode (See Each FCU BITE computes the maintenance status of its related part and perma-
ATA 31-CFDS). nently sends this maintenance data to the FG CMD part.
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FIDS MCDU BITE
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The MCDU does the tests on its processor, memory and display unit. If a failure is
The FIDS is a card physically located in each FAC. Both FACs are interchangea- found by the MCDU BITE:
ble, but only the FAC 1 FIDS is active due to the side 1 signal. The FIDS is used
as a system BITE to concentrate maintenance information. The FIDS is linked in • the FAIL annunciator comes on and the display is blank,
• the MCDU FAIL output discrete is set and sent to the FM part and then to FG
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acquisition and reception to the CFDIU and is connected to the BITEs of the vari-
ous AFS computers. It receives commands from the CFDIU, interprets these com- 1 and FG 2 CMD parts through the crosstalk bus.
mands and transfers them, if applicable, to the various BITEs concerned. It
receives malfunction reports from the BITEs, manages these reports, and, if ap-
plicable, consolidates the BITE diagnosis (occurrence, correlation...) and gener-
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ates a fault message, which is sent to the CFDIU.
If the FIDS fails, the BITEs continue to work and the results can be read in
the shop or after FAC 1 change.
The NORMAL mode function is the same as in other systems. In addition to the
usual system report functions, the MENU mode gives access to GROUND SCAN,
AFS TEST and LAND TEST.
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BITE
According to its internal architecture, each AFS Line Replaceable Unit (LRU) has
one or several BITEs. The basic purpose of a BITE is to detect, isolate, memorize
failures, the Flight Control Unit (FCU) and MCDU BITEs only perform the detection
task. The failure detection is triggered by specific events listed in the maintenance
manual. Example of Flight Guidance (FG) CoMmanD (CMD) triggering event: ILS
own failure.
The failure localization corresponds to an analysis processed to identify the
source of the failure.

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A318/A319/A320/A321 22-00 General
Figure 15: MCDU Bite
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A318/A319/A320/A321 22-00 General
Ground Scan • to check an AFS LRU before removal,

The GROUND REPORT function displays failures recorded in the ground area of • o check an AFS LRU after installation,
the FIDS memory. The PRESENT FAILURE SCAN function is used to isolate fail- • to get trouble shooting data (even if the test is OK).
ures present when the function is selected. The manufacturer for development
purposes uses the PROGRAM page. Land Test
The LAND TEST gives the test availability of the LANDing mode and equipment
AFS Test required to obtain CATegory 3. There are several successive pages in which ac-
An AFS TEST is done: tions, checks and answers are requested from maintenance.
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Figure 16: Ground Scan/AFS Test/Land Test
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Figure 17: FMGC FAC Interface
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A318/A319/A320/A321 22-00 General
Safety Tests • aircraft on ground, engines stopped, hydraulic power (green/yellow) for
After long term power interruption, computers and control units of the AFS do the FAC only,
safety tests also called power-up tests. These tests are only done on ground, ex- • pull the C/B of the involved computer (both C/Bs for FCU),
cept for the FCU, which can make safety tests on ground or in flight. During these • wait 15 seconds (7 minutes for FCU), and then push the C/B of the in-
tests, no action should be done on the system. If a unit does not pass the safety volved computer,
test, it is declared failed and unusable and an ECAM message is displayed on the • wait 1 minute for safety test execution.
STATUS page.
The recommended conditions to do the safety test are: Procedure
This AFS maintenance procedure has to be followed in the event of a pilot report
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concerning the AFS.
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Figure 18: Safety Tests & Procedure
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22-00-32
A318/A319/A320/A321 22-10 Autopilot
22-10 Autopilot The vertical mode controls the elevators and the THS via the ELACs.
Ground
Autopilot (AP) For maintenance purposes, the AP can be engaged on ground with both engines
shut down. Hydraulic power is not required.
If one AP is engaged, the corresponding FMGC controls the flight controls through
the Flight Control Computers. When an engine is started, the AP disengages.
There is no priority logic in single operation. Last engaged autopilot is the active Take-Off
one.
The AP can be engaged in flight, provided the aircraft has been airborne for at
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Both autopilots can be engaged as soon as the APPROACH mode is selected on least 5 seconds.
the Flight Control Unit (FCU).
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AP1 has priority, AP2 is in standby. Cruise
The Flight Control Computers use the AP1 commands first. A switching is per- In cruise, only one AP can be engaged at a time, priority given to the last engaged.
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formed to the AP2 commands in case of AP1 disengagement. Engaging the second AP disengages the first one. The ailerons and the spoilers
execute the orders of lateral modes; the elevators and the THS execute the orders
General of vertical modes.
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The AP is engaged from the Flight Control Unit (FCU) by the related pushbuttons. The rudder is controlled not by the AP but directly by the FACs.
AP engagement is indicated by the illumination of the AP 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 PFD. The AP guidance modes are selected from Landing
the FCU or the Flight Management and Guidance Computers (FMGCs). The AP If the airfield is equipped with ILS installations, the AP can perform a complete
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function is a loop where, after a comparison between real and reference parame- landing with approach, flare and roll out. A second AP can be engaged (AP 1 ac-
ters, the FMGC computes orders, which are sent to the flight controls. The loop is tive, AP 2 in standby).
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 thresholds on the rud- The rudder is controlled by the AP via the FACs.
der pedals and the side sticks are increased. If a pedal or side stick load threshold
is overridden, the AP disengages.
During roll out, the AP gives steering orders to the rudder and the nose wheel.
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Modes These orders depend on the aircraft speed. Aileron and spoiler AP orders are null.
The THS is reset to 0.5 nose up.
There are lateral modes and vertical modes. Basically, one of each is chosen by
the pilot or by the system. The AP being engaged, one lateral mode and one ver- The spoilers are directly controlled by the SECs as airbrakes.
tical mode are simultaneously active.
According to flight phases, the lateral mode controls: During roll out, at low speed (about 60 knots), the pilot normally disengages the
• the ailerons via the ELevator Aileron Computers (ELACs), AP by pressing a takeover pushbutton located on the side stick.
• the spoilers via the ELACs and the Spoiler Elevator Computers (SECs),
• the rudder via the Flight Augmentation Computers (FACs),
• the nose wheel via the ELACs and the Braking/Steering Control Unit (BSCU).

22-10-1
A318/A319/A320/A321 22-10 Autopilot
Figure 1: Autopilot
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22-10-2
A318/A319/A320/A321 22-10 Autopilot
Flight Director (FD)

At power up, both Flight Directors (FDs) are normally engaged in split configura-
tion.
FMGC1 normally drives the FD symbols (crossed bars or flight path director sym-
bols) on the Captain (Capt) Primary Flight Display (PFD).
FMGC2 normally drives the FD symbols on the First Officer (F/ O) PFD.
The "1FD2" indication is displayed on each Flight Mode Annunciator (FMA) to
show that FD1 is engaged on Capt side and FD2 is engaged on F/ O side.
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If one FMGC fails, the remaining FMGC drives the FD symbols on both Primary
Flight Displays.
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If FMGC1 fails, the "2FD2" indication is displayed on each FMA to show that FD2
is displayed on both PFDs.
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If both FDs fail, a red flag is displayed on each PFD, provided that the correspond-
ing FD switch is "ON".
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22-10-3
A318/A319/A320/A321 22-10 Autopilot
Figure 2: Flight Director (FD)
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22-10-4
A318/A319/A320/A321 22-10 Autopilot
General
The FD displays the Flight Management and Guidance Computer (FMGC) guid-
ance 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.
Engagement
The Flight Director (FD) functions are engaged automatically as soon as the sys-
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tem is electrically supplied and logic conditions are fulfilled.
FD engagement is indicated on the Flight Control Unit (FCU) by the FD P/BSW
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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
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F/O side.
On ground, as long as no AP/FD mode is active, there are no FD symbols
on the PFDs.
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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 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)
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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
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PFD: PFD 1 for the CAPT FD P/BSW and PFD 2 for the F/O FD P/BSW. If a lit FD
P/BSW is pressed, the 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 corre-
sponding PFD. -FD2 is displayed on each PFD to show that no FD symbols can
be displayed on PFD 1 and FD 2 is engaged on the F/O side.

22-10-5
A318/A319/A320/A321 22-10 Autopilot
Figure 3: FD Pushbuttons
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22-10-6
A318/A319/A320/A321 22-10 Autopilot
FD Bars
The FD bars can be displayed provided HDG-V/S is selected on the FCU.
HDG-V/S is automatically selected at system power up.
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:
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• the pitch bar,
• the roll bar,
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• and the yaw bar.
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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
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is then centered when it is just below the central yellow square.
FPD/FPV Symbols
The FPD and the FPV symbols can be displayed provided TRK-FPA is selected
on the FCU.
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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 super-
imposed. The FPD symbol supplies command signals to intercept and fly the lat-
eral and vertical flight path as defined by the FMGCs. The FPD symbol is removed
if no guidance mode is provided by the FMGCs.
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The FPV symbol represents lateral and vertical flight path information in terms of
current track and FPA actually being flown. The FPV symbol position is computed
by the Air Data Inertial Reference System (ADIRS).
The yaw bar is identical to the FD bar case and appears with the same con-
ditions.

22-10-7
A318/A319/A320/A321 22-10 Autopilot
Figure 4: FD Bars & FPD/FPV Symbols
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22-10-8
A318/A319/A320/A321 22-10 Autopilot
Flight Mode Annunciator (FMA)

The three types of information on the Flight Mode Annunciator (FMA) are:
• Autothrust mode/ status,
• Autopilot/ Flight Director mode and status,
• Flight Management messages.
The autothrust information is displayed by the master FMGC which supplies both
FMAs.
The Autopilot/ Flight Director information is displayed according to the following
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logic:
• With at least one AP, the master FMGC supplies both FMAs.
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• Without AP, with the FDs engaged, FMGC1 supplies FMA1, FMGC2 supplies
FMA2.
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• Without AP, with one FD failed or manually disengaged, the opposite FMGC
supplies both FMAs.
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22-10-9
A318/A319/A320/A321 22-10 Autopilot
Figure 5: Flight Mode Annunciator (FMA)
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22-10-10
A318/A319/A320/A321 22-10 Autopilot
Load Thresholds
Increase of load thresholds on side stick controllers and rudder pedals.
When the AP is engaged, the command and the monitoring channels supply the
relays which control the pitch and roll lock solenoids (the command channel pro-
vides the +28V, the monitoring channel provides the ground).
Each control has its own solenoid.
Each AP has its own relays and can therefore lock the controls.
a) Side stick controllers
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The loads are increased on both axes.
The pitch load threshold changes from 0.5 daN to 5 daN. The roll load
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threshold changes from 0.5 daN to 3.5 daN.
Any load on the side stick controller which exceeds these values, results in
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AP disconnection (wired discrete from the ELACs, Ref. 22-10-00)
b) Rudder pedals
The load is applied on the rudder artificial feel (addition of a spring in the
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artificial feel and trim unit).
The load threshold changes from 10 to 30 daN when the AP is engaged.
Exceeded load results in AP disconnection.
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AP Warnings
When any AP is disengaged, a warning is provided:
• If the disengagement is manual through the take over P/B on either side stick,
the visual and associated audio warnings are temporary.
• If the disengagement is due to a failure, an action on the FCU AP P/B or a force
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on the side stick, the visual and aural warnings are continuous and require
push action on the instinctive AP disconnect P/B to cancel.

22-10-11
A318/A319/A320/A321 22-10 Autopilot
Figure 6: Load Threshold

ARTIFICIAL FEEL
AND TRIM UNIT
301PP
TO RUDDER
14CA
16CA
15CA1
RUDDER ART FEEL
SOLENOID
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15CA2
CAPTAIN SIDE STICK
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CONTROLLER
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PEDALS LOCK
+28VDC
AP ENGD
AP OPP ENGD CMD STICK LOCK
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AP OPP ENGD MON CMD 21CA
AP OPP ENGD CMD MON PEDALS LOCK
CAPT PITCH & ROLL LOCK
AP OPP ENGD MON SOLENOID
AP ENGD 12CA1
STICK LOCK
23CA
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FMGC 1
F/O SIDE STICK
CONTROLLER
PEDALS LOCK
STICK LOCK
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SAME AS 22CA
FMGC 1 PEDALS LOCK
STICK LOCK F/O PITCH & ROLL LOCK

SOLENOID
24CA 12CA2
FMGC 2
301PP
13CA

22-10-12
A318/A319/A320/A321 22-10 Autopilot
Flight Guidance Priority Logic

Flight Guidance (FG)
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/ FD modes and/ or autothrust (A/ THR) engagement to the slave
FMGC.
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Here is an example of a master flight management and guidance computer.
Look at the flow chart to understand the priority logic.
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With no Autopilot (AP), no Flight Director 1 (FD1) but Flight Director 2 (FD2) en-
gaged, FMGC2 is the master because, following the flow chart, the first three an-
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swers are "NO", but the fourth one is "YES".
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22-10-13
A318/A319/A320/A321 22-10 Autopilot
Figure 7: Flight Guidance (FG)
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22-10-14
A318/A319/A320/A321 22-10 Autopilot
AP, FD, A/THR Modes Exception: When both autopilots are engaged, the mode engagement is not syn-
chronized between the two FMGCs. So, this concerns only the LAND mode and
Synchronization the GO AROUND mode.
When the FMGCs are in independent mode, the flight plan sequencing
To ensure a consistent operation of the Autoflight System, it is mandatory to have
(change from one leg to the next leg) is not synchronized between the two
the two FMGCs in operation with the same modes active and armed. The logic for
FMGCs.
the selection of the FMGC which has priority takes into account the engagement
of the AP, FD and A/ THR functions. The mode engagements are basically syn-
chronized according to the master FMGC.
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22-10-15
A318/A319/A320/A321 22-10 Autopilot
Selected/ Managed Mode Managed Control

Here are the definitions of the terms "SELECTED" and "MANAGED" when they The aircraft is controlled using reference parameters computed by the FMGC
are relative to the aircraft control. which takes into account the pilot data selected on the MCDU. A parameter is cho-
sen by pushing the corresponding selector knob. In this case, the parameter value
Selected Control is not shown and displayed by a dashed line on the FCU (except altitude which is
The aircraft is controlled using reference parameters manually selected and en- always displayed) and a white indicator light comes on near the corresponding ref-
tered by the pilot on the FCU (heading/ track, vertical speed/ flight path angle, erence display.
speed/ Mach, altitude). These parameters are taken into account as follows: This table lists all the modes. They are classified according to a selected or a
managed control.
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• modification of the parameter by means of the corresponding selector knob,
• pull action on the selector knob.
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22-10-16
A318/A319/A320/A321 22-10 Autopilot
AP/ FD Lateral Modes synchronized on the aircraft heading or track. The HDG/ TRK mode enables the
heading/ track mode, displayed on the FCU, to be acquired and held. The capture
HDG - TRK of a preselected heading is achieved with an overshoot of less than 3°.
The choice between heading and track modes is function of the selection made
on the FCU. At mode engagement, the HEADING/ TRACK display of the FCU is
Figure 8: Cruise HDG/TRK Mode
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THE HDG SELECTOR TO THE 3
LEFT SIDE = A/C WILL ACQUIRE
230° TURNING TO THE LEFT SIDE THE HDG SELECTOR TO THE
RIGHT SIDE = A/C WILL
ACQUIRE 230° TURNING TO THE
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RIGHT SIDE
ALT HDG AP1Te

1FD2 2
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ALT NAV AP1
1FD2
AP/FD ARE ENGAGED IN

HDG - AND WILL =
2
FOLLOWING THE
SHORTER PATH
1
INITIAL A/C CONFIGURATON

22-10-17
A318/A319/A320/A321 22-10 Autopilot
Figure 9: T/O with Heading Preset
MAN SRS RWY MAN SRS RWY TRK

CLB 1FD2 TO/GA CLB 1FD2 TO/GA CLB
A/THR 1FD2
A/THR
TURN V/S V/S

HDG HDG
FPA PUSH FPA PUSH
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TRLK TRLK
SPD METRIC TO SPD METRIC TO
MACH ALT LEVEL MACH ALT LEVEL
OFF OFF
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2 - HEADING PRESET IS SELECTED
NAV IS DISARMED
LAT WHITE LIGHT GOES OFF
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LOC BEAM
4 5 6 SID
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30FT ACCEPTANCE OF THE PRESET VALUE
LIFT OFF ENGAGEMENT OF HDG MODE
3 TAKE OFF MODE
ENGAGEMENT RUNWAY TRACK SUBMODE
IS ACTIVE
MAN SRS HDG

TO/GA CLB 1FD2
A/THR
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CLB NAV 1FD2
PULL
HDG V/S
TRLK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
HDG V/S
TRLK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
1 - INITIAL STATE NAV IS ARMED

22-10-18
A318/A319/A320/A321 22-10 Autopilot
Navigation port mode can be the HDG/ TRK or RUNWAY modes and an active phase. The
This mode enables the aircraft to be controlled in the horizontal plane using the NAV mode can only be active or armed if a lateral flight plan, calculated by the FM
commands calculated by the FM section. It includes the arming phase. The sup- part from data introduced on the MCDU, is available.
Figure 10: Engagement of NAV Mode with Selector Knob
ALT NAV AP1
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FD1
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CAPTURE POINT
SELECTION OF NAV MODE

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ALT HDG AP1
FD1
ALT HDG AP1
NAV FD1
INITIAL A/C CONFIGURATION AP/FD ENGAGED IN HDG MODE
PUSH

22-10-19
A318/A319/A320/A321 22-10 Autopilot
Figure 11: Engagement of NAV Mode (Direct to)

BBB
DDD
CCC
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ALT NAV AP1
FD1
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DIRECT TO ON MCDU
NAV IS ENGAGED
DIR TO
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*[ ]
AAA
PUSH BBB
CCC
DDD
EEE
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ALT HDG AP1
FD1
INITIAL A/C CONFIGURATION AP/FD ENGAGED IN HDG MODE

22-10-20
A318/A319/A320/A321 22-10 Autopilot
LOC
This mode enables a LOCALIZER beam to be captured and tracked independent-
ly of the GLIDE beam.
This mode is used:
• on the airfields not provided with glide transmitters,
• in the event of very noisy ILS beams (e. g. CAT1 beams).
This mode includes:
• an arming phase,
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• a capture phase,
• a track phase.
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During the arming phase, the HEADING, TRACK and NAV modes can be active
and used as support modes. The localizer capture is achieved with only one over-
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shoot followed by a constant convergent heading (if needed) under the following
conditions:
• a track angle error between 20° and 60°,
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• capture initiated at a distance of at least 10 Nm from the runway threshold,
• aircraft ground speed of 200 kt,
• LOC beam sensitivity of 0.0775DDM (W075mA) per degree.
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22-10-21
A318/A319/A320/A321 22-10 Autopilot
Figure 12: LOC Mode
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PUSH
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LOC
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CAPTURE PHASE
ARMING PHASE
ND
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INITIAL A/C CONFIGURATION LOC

22-10-22
A318/A319/A320/A321 22-10 Autopilot
AP/ FD Vertical Modes

ALT ACQ
With this mode, the altitude, selected in the ALT counter of the FCU or the altitude
provided by the FM part, can be acquired when the passage of an altitude con-
straint in the longitudinal flight plan requires levelling of the aircraft. The ALT ACQ
mode includes an arming phase in which a support mode for level change control
ensures convergence towards the desired level. The ALT ACQ mode becomes
active when the capture condition is satisfied i. e. when the aircraft altitude devia-
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tion, with respect to the target level, is lower than a value dependent on the vertical
speed. When the target level is actually reached, ALT hold mode is automatically
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engaged and replaces ALT ACQ mode.
The capture of a preset barometric altitude is accomplished with an overshoot.
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This overshoot (in feet) is less than 5% of the vertical speed (in ft/ mn) existing at
the start of the capture maneuver provided that:
• the required altitude is at least 1500 ft different from the one existing at mode
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selection,
• the aircraft vertical speed is not greater than 5000 ft/ mn when the capture is
initiated.
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22-10-23
A318/A319/A320/A321 22-10 Autopilot
Figure 13: ALT ACQ
SPD ALT* HDG AP1 SPD ALT HDG AP1

SPD V/S HDG AP1 1FD2
ALT 1FD2 1FD2
A/THR A/THR
(CYAN) A/THR
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ZSEL = 10.000 Ft
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TRACK ALT ACQ MODE IS DISENGAGED
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ALT MODE IS ENGAGED
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CAPTURE V/S MODE IS DISENGAGED
ALT ACQ MODE IS ENGAGED
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22-10-24
A318/A319/A320/A321 22-10 Autopilot
Figure 14: CLB Mode in Take-Off Phase

INITIAL STATE : ON GROUND OPEN CLB MODE IS ENGAGED WHEN HDG MODE IS ACTIVE
THE FLIGHT PLAN IS AVAILABLE - CLB MODE IS ARMED
SPEED AUTO CONTROL IS SELECTED
THE HEADING PRESET IS SELECTED IN THE LAT WINDOW OF THE FCU
CLB250 FD1 AP1

CLB MODE IS ENGAGED WHEN NAV MODE IS ACTIVE CLB OP CLB HDG
ALT FD1
(CYAN) A/THR
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CLB CLB AP1
ALT FD1
(CYAN) A/THR
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THE PRESET OF SPEED FOR THE CLIMB PHASE
IS TAKEN INTO ACCOUNT THROUGH AUTOMATIC 3000 Ft ACCELERATION ALTITUDE
CLB SELECTION OF MANUAL SPEED CONTROL
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TAKE OFF
V2
148 SPD/MACH
THR RED/ACC 250/-67
1500/3000
Te 1500 Ft THRUST REDUCTION ALTITUDE

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AP/FD ARE ENGAGED
IN TAKE OFF MODE
TO GA SRS AP1 HDG MODE IS ENGAGED WITH
TAKE OFF DATA FOR THE PRESET OF SPEED FOR CLB250 HDG FD1 THE HEADING PRESET VALUE AS TARGET
TAKE OFF PHASE THE CLB PHASE (CYAN) A/THR
TO GA SRS AP1 OR THE HDG PRESET IS CANCELLED AND

CLB250 FD1 THE NAV MODE IS ACTIVATED
(CYAN) A/THR

22-10-25
A318/A319/A320/A321 22-10 Autopilot
V/ S - FPA Mode Selection When the pilot selects "00" in the V/ S- FPA display on the FCU, the AP/ FD pro-
The choice between the V/ S and FPA modes depends on the selection made on vides a guidance in V/ S- FPA mode which permits the altitude obtained after can-
the FCU (HDG- V/ S, TRK- FPA). At each switching, the V/ S- FPA display of the cellation of the vertical speed to be held. This type of guidance is cancelled as
FCU is synchronized on the aircraft parameter. The V/ S- FPA mode enables the soon as the selected parameter becomes different from zero again.
vertical speed or flight path angle, displayed in the V/ S- FPA display of the FCU, When the aircraft performance does not allow the selected V/ S or FPA val-
to be acquired and held. Altitude hold in V/ S- FPA mode: ues to be held, the AP increases or decreases the V/ S or FPA until VLS or
VMAX- 5kts is reached. The AP then holds the protection speed.
Figure 15: V/S - FPA Mode
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SPD HDG LAT ALT LVL/CH V/S
TRK FPA
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PUSH SPEED FPA TRACK
HDG V/S 100 1000 UP FD1
TRK FPA PUSH
SPD METRIC TO A/THR
MACH ALT LEVEL
OFF
30
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AP1 AP2
DN
220
LOC A/THR APPR
200 20
25 00
INITIAL STATE OF V/S MODE 80
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ENGAGEMENT OF FPA MODE 180 15
HDG V/S
160 20
100 1000 UP STD

HDG V/S
TRK FPA PUSH
SPD METRIC TO 16 17 18 19
MACH ALT LEVEL
AP1 AP2 OFF
DN
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A/THR
LOC APPR
SPEED V/S HDG FD1

A/THR
35
220
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200 20
30 00 NEW SETTING OF FPA TARGET
80
180 15
160 25 SPD HDG LAT ALT LVL/CH V/S
TRK FPA
STD
TURN
16 17 18 19 HDG V/S 100 1000 UP
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
AP1 AP2
DN
A/THR
LOC APPR

22-10-26
A318/A319/A320/A321 22-10 Autopilot
Open CLB - Open DES

This mode enables a level change to be made and pilot actions to be minimized.
The engagement of OPEN CLIMB or OPEN DESCENT modes activates:
• holding of the speed or target Mach on the AP/ FD,
• the ALT ACQ mode in its arming phase.
If the level selected in the alt window of the FCU is higher than the aircraft level,
the OPEN CLIMB mode is engaged and ensures the climb. If the selected level is
lower than the aircraft level, the OPEN DESCENT mode is engaged and ensures
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the descent. The attempt of engagement of the OPEN CLIMB and OPEN DE-
SCENT modes will not be taken into account if the active mode is ALT hold and if
the selected altitude has not been modified. For level changes smaller than 1200
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ft in OPEN CLB mode with A/ THR active, the guidance is provided by the AP/ FD
in vertical mode (+ 1000 ft/ mn reference), with the A/ THR controlling the speed.
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This type of guidance avoids large thrust variations which are obtained through the
successive activation of ALT- OPEN- ALT ACQ modes.
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22-10-27
A318/A319/A320/A321 22-10 Autopilot
Figure 16: OPEN CLB Mode
30000 FT
CLB OP CLB HDG AP1
ALT FD1
(CYAN) A/THR
ALT ACQ CAPTURE POINT
SPD MACH HDG LAT ALT LVL/CH V/S

HDG V/S
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TURN THEN PULL UP
HDG V/S 100 1000
TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
MACH ALT * HDG AP1
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AP1 AP2 OFF
DN FD1
CROSSOVER ALTITUDE A/THR
LOC A/THR APPR
CAS TO MACH CONTROL
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SWITCHING
FCU
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MACH HDG LAT ALT LVL/CH V/S
SPD HDG LAT ALT LVL/CH V/S HDG V/S
HDG V/S
TRK FPA
100 1000 UP
100 1000 UP HDG V/S
HDG V/S TRK FPA PUSH
TRK FPA PUSH SPD METRIC TO
SPD METRIC TO MACH LEVEL
ALT
MACH ALT LEVEL OFF
AP1 AP2
AP1 AP2 OFF
DN
DN
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LOC A/THR APPR
LOC A/THR APPR
INITIAL A/C CONFIGURATION

WHEN THE CROSSOVER ALTITUDE IS REACHED
CLB THE FM SECTION COMMANDS THE SWITCHING
ACT MODE FROM CAS CONTROL TO MACH CONTROL.
15000 FT SPD 280 THE MACH VALUE CORRESPONDING TO THE CAS AT
SELECTION OF A NEW ALTITUDE THE CROSS OVER ALTITUDE AND DISPLAYED ON THE
MCDU IS SYNCHRONIZED IN THE SPD/MACH
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(GREATER THAN ACTUAL ALTITUDE) SPD/MACH
AND ENGAGEMENT OF OPEN CLB MODE WINDOW OF THE FCU AND IS TAKEN INTO ACCOUNT
280/.80
AS THE NEW MACH TARGET.
PHASE
BRT
RAD FUEL SEC MCDU

F-PLN
NAV PRED F-PLN MENU
SPD ALT HDG AP1 AIR

PORT A B C D E
FD1
NEXT
A/THR F
A
PAGE F G H I J M
C
I D
L 1 2 3 K L M N O U
F M
M 4 5 6 P Q R S T E
G N
C 7 8 9 U V W X Y U
OVFY
0 Z CLR
MCDU

22-10-28
A318/A319/A320/A321 22-10 Autopilot
CLB - DES
The level change managed modes ensure guidance by the AP/ FD. This permits
the vertical flight plan computed in the FM part to be followed. These modes can
be armed or active. When active, it is the FM part which selects the type of guid-
ance and the values of target parameters. The CLB mode can be armed or active
during the take off, go around, climb and cruise phases on condition that the level
selected on the FCU is higher than the aircraft level. The DES mode can be armed
or active during the cruise, descent and approach phases on condition that the lev-
el selected on the FCU is lower than the aircraft level. The engagement of the level
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change managed modes is possible only if a vertical flight plan is available in the
FM part and if the horizontal NAVIGATION mode is active on the AP/ FD.
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22-10-29
A318/A319/A320/A321 22-10 Autopilot
Figure 17: CLB-DES Mode

SELECTION OF A NEW ALTITUDE (LOWER THAN ACTUAL ALTITUDE)
AND ENGAGEMENT OF OPEN DES MODE SPD HDG LAT
IDLE OP DES HDG AP1

INITIAL A/C CONFIGURATION ALT FD1
(CYAN) A/THR
SPD
MACH
30000 Ft CHANGES
MACH TO SPEED CONTROL LOC
ABOVE CROSSOVER
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ALTITUDE
AIRCRAFT SPEED IS SYNCHRONIZED
IN FCU SPD/MACH WINDOW
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CROSSOVER ALTITUDE
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MACH ALT HDG AP1
FD1
A/THR ALT
ACQ CAPTURE POINT
15000 Ft
SPD
MACH
MACH HDG LAT
HDG
TRK
AP1
HDG V/S
V/S
FPA
AP2
100
ALT
1000
LVL/CH
METRIC
ALT
V/S
UP
PUSH
TO
LEVEL
OFF
Te HDG
HDG V/S
TURN THEN PULL

V/S 100
ALT
1000
LVL/CH
SPEED ALT* HDG AP1

FD1
SR
FPA
DN TRK
METRIC
A/THR
ALT
LOC A/THR EXPED APPR AP1 AP2
A/THR
HDG V/S
HDG V/S 100 1000 UP

TRK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
IDLE OP DES HDG AP1 AP1 AP2
DN
ALT FD1
(CYAN) A/THR LOC A/THR EXPED APPR

22-10-30
A318/A319/A320/A321 22-10 Autopilot
Altitude Constraint Mode

The ALT CST mode guides the A/C in order to acquire the target altitude while A/
THR controls aircraft speed. Once the altitude is acquired, the ALT CST hold
mode engages automatically.
Target altitude may be the FCU selected altitude, or the altitude provided by the
FM in case of an altitude constraint.
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22-10-31
A318/A319/A320/A321 22-10 Autopilot
Figure 18: Level off caused by ALT CST Mode
IDLE DES AP1

ALT FD1
(MAGENTA) A/THR

HDG V/S
s
UP
HDG V/S 100 1000
TRK FPA PUSH
(MAGENTA)
SPD METRIC TO
MACH ALT LEVEL
SPEED ALT AP1
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AP2 OFF
AP1
DN DES FD1
(CYAN) A/THR
LOC A/THR APPR
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INITIAL STATE:
MANAGED LEVEL CHANGE
WITH FCU LEVEL BELOW
A/C LEVEL
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IDLE DES AP1
ALT FD1
(CYAN) A/THR
Te
NO CHANGE ON FCU AUTOMATIC RESUMPTION OF
THE DESCENT CONTROLLED BY FM
DES MODE IS ENGAGED
HDG V/S
(MAGENTA)
SPEED ALT* AP1
SR
DES FD1
A/THR
320
300
280
18 00
260 15
ALT ACQ MODE ACTIVATION

. 80 16 17 18 19 MAGENTA CAUSED BY THE CAPTURE
OF THE ALTITUDE CONSTRAINT
DISPLAYED IN MAGENTA ON
THE ALTITUDE SCALE OF THE PFD
DES MODE IS ARMED FCU LEVEL

22-10-32
A318/A319/A320/A321 22-10 Autopilot
AP/ FD Common Modes Take Off

This mode provides a lateral guidance function, at take off, on the runway center-
Principles line by means of the LOC beam and by following an optimum longitudinal flight
Here is the list of the AP/ FD common modes: path after rotation. The mode is engaged when the pilot selects the take off thrust
• TAKE OFF by positioning the thrust control levers beyond the MCT/ FLX TO detent. The pitch
• ILS APPROACH or FM APPROACH guidance law enables a minimum of V2+ 10 kts to be held in normal engine con-
figuration. The take off longitudinal mode is the PITCH TAKE OFF mode (dis-
• GO AROUND played "SRS" on the FMA). SRS means Speed Reference System. The guidance
These modes are engaged simultaneously on both axes. However, it is possible law on the lateral axis provides guidance of the aircraft on the runway centerline
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to have TO and GA modes engaged on one axis and then on the other. The se- by means of the LOC beam. For this, the pilot selects the ILS frequency associat-
lection of the LAND or GA modes authorizes the engagement of both Autopilots. ed with the take off runway. The take off lateral mode is the RUNWAY mode.
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The engagement of the lateral and vertical cruise modes is impossible as long as
the AP or FD is engaged in LAND TRACK or GO AROUND modes below 100 ft
RA.
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22-10-33
A318/A319/A320/A321 22-10 Autopilot
Figure 19: Take-Off with NAV Armed
1FD2 NAV 1FD2 MAN NAV 1FD2
NAV
1FD2
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ACCELERATION ALTITUDE
CLB MODE IS ACTIVE
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PUSH THROTTLE CTL LEVERS
TO TO/GA GATE
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8
Te
6
NAV
1FD2
(WHITE)
5
4 THROTTLE CTL LEVERS ARE ON CLB GATE
1 2 3
A/THR BECOMES ACTIVE
TAKEOFF LIFT OFF 30 Ft ROLL MODE
CO RTE IS SELECTED : ILS IS AUTOTUNED ENGAGEMENT RWY IS CANCELLED
NAV IS ARMED A/THR IS ENGAGED NAV IS ENGAGED
SR
ACCELERATION ALTITUDE IS SELECTED : CLB IS ARMED YAW BAR IS CANCELLED NAV
ROLL BAR APPEARS 1FD2
V2 IS SELECTED : SPEED AUTO CONTROL (CYAN)
AP ENGAGEMENT
THRUST REDUCTION ALTITUDE
THROTTLE CTL LEVERS MUST BE SET TO CLB GATE
MAN NAV
1FD2
1FD2
INITIAL STATE : ENGINES STARTED

FD IS ENGAGED WITH NO MODE ACTIVE OR ARMED

22-10-34
A318/A319/A320/A321 22-10 Autopilot
Figure 20: Take-Off with Heading Preset
MAN SRS RWY MAN SRS RWY TRK

CLB 1FD2 TO/GA CLB 1FD2 TO/GA CLB
A/THR 1FD2
A/THR
TURN V/S V/S

HDG HDG
s
TRLK FPA PUSH TRLK FPA PUSH
SPD METRIC TO SPD METRIC TO
MACH ALT LEVEL MACH ALT LEVEL
OFF OFF
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2 - HEADING PRESET IS SELECTED
NAV IS DISARMED
LAT WHITE LIGHT GOES OFF
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LOC BEAM
4 5 6 SID
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30FT ACCEPTANCE OF THE PRESET VALUE
LIFT OFF ENGAGEMENT OF HDG MODE
3 TAKE OFF MODE
ENGAGEMENT RUNWAY TRACK SUBMODE
IS ACTIVE
MAN SRS HDG

TO/GA CLB 1FD2
A/THR
SR
CLB NAV 1FD2
PULL
HDG V/S
TRLK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
HDG V/S
TRLK FPA PUSH
SPD METRIC TO
MACH ALT LEVEL
OFF
1 - INITIAL STATE NAV IS ARMED

22-10-35
A318/A319/A320/A321 22-10 Autopilot
Approach
The AFS enables two types of approach to be considered:
• ILS approach or LAND mode where the guidance is performed on the ILS
beam (LOC and GLIDE),
• FM approach or AREA NAV mode where the guidance is performed from a the-
oretical path computed by the FM.
The type of the approach is selected by means of the MCDU. The selection of an
ILS frequency on the Radio Management Panel (RMP) forces the selection of the
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ILS approach whatever the selection made on the MCDU. The approach mode
(ILS or FM) is engaged when you push the APPR pushbutton on the FCU.
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22-10-36
A318/A319/A320/A321 22-10 Autopilot
ILS Approach
This mode provides the capture and track of the ILS beam (LOC and GLIDE) and
ensures the following functions:
alignment, flare and roll out.
This mode is available for AP and FD. It enables landings to be performed in
CAT2/ CAT3 operation. Therefore, the selection of the LAND mode authorizes the
engagement of a second AP.
The arming of the LAND mode enables the LOC and GLIDE modes to be armed
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on the lateral and longitudinal axes. When the aircraft is stabilized on the LOC and
GLIDE beams:
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the AP/ FD guides the aircraft along the ILS beam to 30 ft. At this altitude, the
LAND mode provides the alignment on the runway centerline on the yaw axis and
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flare on the pitch axis. The ROLLOUT submode is engaged at touch down and
provides guidance on the runway centerline. As the LAND mode is latched below
400 ft, it can be deactivated only by engaging the GO AROUND mode. Actions on
the FCU are no longer taken into account.
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22-10-37
A318/A319/A320/A321 22-10 Autopilot
Figure 21: ILS Approach

APPROACH SPEED AVAILABLE
APPR
RADIO NAV
IDLE ROLL OUT CAT3 AP1+2
DUAL 1FD2
VAPP A/THR
ILS/FREQ 135
OLN/110.30
SET ILS FREQUENCY AND RUNWAY HEADING CRS
022 BRT
HDG V/S BRT
RAD FUEL SEC MCDU
s
F-PLN
DIR PROG PERF INIT DATA NAV PRED F-PLN MENU
RAD FUEL SEC MCDU AIR

UP
F-PLN
NAV PRED F-PLN MENU PORT A B C D E
HDG V/S 100 1000
TRK FPA PUSH AIR F NEXT
M
SPD PAGE F G H I J
MACH
METRIC
ALT
TO
LEVEL
PORT A B C D E A INITIAL
C A/C CONFIGURATION
I D
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OFF NEXT
AP1 AP2 F PAGE F G H I J M L 1 2 3 K L M N O U
DN A C
I F M
D 4 5 6 P Q R S T
L 1 2 3 K L M N O M E
U
LOC A/THR G N
F M C 7 8 9 U V W X Y U
M 4 5 6 P Q R S T E
G N SPEED ALT NAV AP1
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OVFY
C 7 8 9 U V W X Y U 0 Z CLR
1FD2
OVFY A/THR
ACTION ON APPR 0 Z CLR
P/B SW
AND ROLL OUT CAT3 AP1+2
AP2 ENGAGEMENT ARM LAND DUAL 1FD2
MODE AND ENGAGE SECOND AP A/THR
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HDG V/S
SPEED ALT NAV CAT3 AP1+2 IDLE FLARE CAT3 AP1+2

G/S LOC DUAL 1FD2 HDG V/S DUAL 1FD2 SPD HDG LAT ALT LVL/CH V/S
TRK FPA HDG V/S
A/THR A/THR
AP1 AP2
100 1000 UP
HDG V/S
TRK FPA PUSH
Te
SPD METRIC TO
A/THR
LOC CAPTURE MACH
AP1 AP2
ALT LEVEL
OFF
DN
LOC TRACK G/S CAPTURE LOC A/THR APPR

G/S TRACK
400FT LAND TRACK
SPEED ALT LOC * CAT3 AP1+2
DUAL 1FD2
50 FT
G/S FLARE
A/THR THRUST
RETARD
30FT
30 Ft. THROTTLE CTL LEVERS IN REVERSE
SR
ALIGN A/THR IS DISENGAGED
TOUCH DOWN
SPEED ALT LOC CAT3 AP1+2 SPEED G/S * LOC CAT3 AP1+2
G/S DUAL 1FD2 DUAL 1FD2
A/THR A/THR
SPEED FLARE CAT3 AP1+2 SPEED FLARE CAT3 AP1+2

DUAL 1FD2 DUAL 1FD2
A/THR A/THR
SPEED G/S LOC CAT 3 AP1+2 SPEED LAND CAT3 AP1+2

DUAL 1FD2 DUAL 1FD2
A/THR A/THR

22-10-38
A318/A319/A320/A321 22-10 Autopilot
Area NAV Approach

This mode provides lateral and longitudinal guidance of the aircraft along a theo-
retical profile defined by the flight plan. Guidance is ensured down to the Minimum
Decision Altitude (MDA) or Minimum Decision Height (MDH), altitude at which the
pilot recovers control of the aircraft. This mode is available on the AP and FD. The
FM approach is selected through the flight plan. In these conditions, the FINAL
DES and NAV modes can be armed on the lateral and longitudinal axes by action
on the APPR pushbutton on the FCU. If the NAV mode is already active, the mode
remains engaged. When the aircraft goes down to the MDA, the pilot can continue
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the AREA NAV approach if the visibility conditions are correct. If the visibility con-
ditions are not correct, the pilot must interrupt the approach phase. This phase
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does not ensure landing.
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22-10-39
A318/A319/A320/A321 22-10 Autopilot
Figure 22: Area NAV Approach
APPR
MDA
SELECT MDA ON
650
APPROACH PAGE
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BAT
RAD FUEL SEC

F-PLN
NAV PRED F-PLN
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AIR
HDG V/S PORT A B
TRLK FPA PUSH
SPD METRIC TO NEXT
F
MACH ALT LEVEL PAGE F
OFF
A
INITIAL A/C CONFIGURATION
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I
L 1 2
F
M
G
SPEED ALT AP1
ch
FD1
A/THR
ARM FINAL DES
MODE
NAV MODE BECOMES APP NAV
SPEED ALT
FINAL
APP NAV
FD1
A/THR
Te SPEED FINAL APP NAV AP1
FD1
A/THR
SR
FINAL DESCENT STARTS
TOUCH DOWN
MDA:APPROACH SHOULD BE CONTINUED MANUALLY
AP DISENGAGEMENT

22-10-40
A318/A319/A320/A321 22-10 Autopilot
GO Around
On the lateral axis, the engaged mode enables the track followed by the aircraft to
be held. On the vertical axis, it ensures managed speed control. The speed refer-
ence of the guidance law is the aircraft speed when the mode was engaged, the
lower limit of this speed is the approach speed. This mode is available on the AP
and FD. It is engaged when the pilot selects the maximum thrust by positioning the
thrust control levers against the TO/ GA stop. Engagement of the GO AROUND
mode results in:
• engagement of the PITCH GA (i. e. SRS) mode on the pitch axis,
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• engagement of the ROLL GA (i. e. RUNWAY TRK) mode on the roll axis.
In dual AP configuration, the disengagement of the GO AROUND mode on one
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axis causes disconnection of the second autopilot. The engagement of the GO
AROUND mode, on ground, causes AP disengagement.
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22-10-41
A318/A319/A320/A321 22-10 Autopilot
Figure 23: GO Around Mode
TURN THEN PULL
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AP2 DISENGAGES 5
V/S MODE
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ENGAGEMENT
PUSH THROTTLE CTL LEVERS
TO TO/GA GATE
Te
HDG MODE
ENGAGEMENT
THROTTLE CTL LEVERS ON

INITIAL A/C CONFIGURATION CLB GATE
SR
SLATS EXTENDED 3
THRUST REDUCTION 2
ALTITUDE
1
GO AROUND (WHITE)
ENGAGEMENT BECOMES ACTIVE
(CYAN)
CLB FLASHING : THROTTLE CTL LEVERS MUST BE SET ON CLB GATE

22-10-42
A318/A319/A320/A321 22-10 Autopilot
LAND Capability Presentation the category of landing to be displayed on both Primary Flight Displays (PFD) (on
FMA) via the Display Management Computers (DMC).
General Note that in dual FMGC configuration, the category corresponds to the lowest ca-
Whatever the flight phase, each Flight Management and Guidance Computer pability coming from the two FMGCs. Here is explained the difference between
(FMGC) computes its own automatic landing capability according to the availabil- FAIL OPERATIONAL and FAIL PASSIVE configurations.
ity of the various sensors and functions. In a "FAIL OPERATIONAL" configuration, the objective is to continue the automat-
According to this capability, each FMGC computes the landing capacity which ic landing despite a single function failure; the guidance being still given by the re-
takes into account information from both FMGCs. When a precision approach is maining function.
demanded through the APPROACH pushbutton, the master FMGC then sends
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In a "FAIL PASSIVE" configuration, the self- monitoring of a function will deacti-
vate itself before compromising the handling of the aircraft.
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Figure 24: Landing Capability
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22-10-43
A318/A319/A320/A321 22-10 Autopilot
Landing Capabilities
Each FMGC computes its own automatic landing category according to the avail-
ability of computer sensors or functions.
Accordingly, CAT1, CAT2, CAT3 SINGLE or CAT3 DUAL messages are dis-
played on the FMAs.
Below alert height (100 ft RH), CAT3 DUAL and CAT3 SINGLE capability are
memorized until LAND mode is disengaged or both AP are disengaged. There-
fore, a failure occurring below 100 ft RH will not cause any capability downgrading.
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FAIL PASSIVE Automatic Landing System (CAT3 SINGLE)
The automatic landing system is called FAIL PASSIVE if, in the event of any sys-
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tem failure, there is no significant out-of-trim condition or attitude and/or flight path
deviation, but the landing is not automatically completed and control must be re-
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sumed manually.
Although the engagement of the second AP might be possible with CAT3
SINGLE displayed, the automatic landing system is FAIL PASSIVE only.
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FAlL OPERATIONAL Automatic Landing System (CAT3 DUAL)
The automatic landing system is called FAIL OPERATIONAL if, in the event of a
system failure below alert height, the approach, flare and landing can be complet-
ed by the operative part of the automatic landing system.
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SR

22-10-44
A318/A319/A320/A321 22-10 Autopilot
Figure 25: Land Capability Conditions
Landing CAPABILITY CAPACITY CATEGORY FMA DISPLAY

Capacity
LAND 3 FAIL OP (FMGC OPP)
The Landing LAND 3 CAT 3
LAND 3 FAIL OP (CMD OWN)
Category FAIL OP
messages are LAND 3 FAIL OP (MONG OWN) DUAL
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displayed on the
Flight Mode LAND 3 FAIL OP (MONG OWN)
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Annunciator
(FMA). The
LAND 3 FAIL OP (CMD OWN)
CAT1, CAT2,
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LAND 3 FAIL OP (OPP)
CAT3 SINGLE
LAND 3 FAIL PASSIVE (OPP)
and CAT3 DUAL
messages are LAND 3 CAT 3
LAND 3 FAIL PASSIVE (CMD OWN)
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displayed on the FAIL PASSIVE SINGLE
Flight Mode LAND 3 FAIL PASSIVE (MONG OWN)
Annunciator
according to the
Landing
LAND 2 (CMD OWN)
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Capacities
computed by the LAND 2 (MONG OWN)
FMGCs. LAND 3 FAIL PASSIVE (MONG OWN)
LAND 3 FAIL OP (MONG OWN)
LAND 2 (MONG OWN)
SR
LAND 3 FAIL PASSIVE (CMD OWN)
LAND 3 FAIL OP (CMD OWN) LAND 2 CAT 2
LAND 2 (CMD OWN)
LAND 2 (OPP)
LAND 3 FAIL OP (OPP)
LAND 3 FAIL PASSIVE (OPP)

22-10-45
A318/A319/A320/A321 22-10 Autopilot
Figure 26: Minimum Equipment required for Landing Capability
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22-10-46
A318/A319/A320/A321 22-10 Autopilot
Figure 27: AP ECAM Warnings
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22-10-47
A318/A319/A320/A321 22-10 Autopilot
Figure 28: Electrical Supply.
BUS BAR AC DC AC DC HOT

A/C SYS ESS ESS
1 SHED
FMGC
2 DC2
1 SHED
MCDU
s
2 AC2
1 X
FCU
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2 DC2
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Lost in elec emer config.
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Te
SR

22-10-48
A318/A319/A320/A321 22-30 Autothrust
22-30 Autothrust
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22-30-1
A318/A319/A320/A321 22-30 Autothrust
General
The A/THR function can be manually engaged from the dedicated P/B on the
Flight Control Unit (FCU) or automatically when some conditions are fulfilled.
A single autothrust pushbutton switch located on the FCU enables the engage-
ment or disengagement of the autothrust function.
The autothrust 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.
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However, the selection of A/ THR1 or A/ THR2 depends on the engagement of the
AP and FD, i. e. of the master/ slave principle which is known by the FCU and sum-
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marized in the table.
When the selected autothrust function is active (according to the thrust lever po-
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sition), the master FMGC controls the engines, via the FCU.
Consequently, in automatic control, it is the same FMGC which controls the en-
gines and the flight controls.
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To recover the A/ THR function, when one AP (AP1 or AP2) 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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22-30-2
A318/A319/A320/A321 22-30 Autothrust
Figure 1: Autothrust (A/THR)
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22-30-3
A318/A319/A320/A321 22-30 Autothrust
A/THR Loop Function The FADECs compute the thrust limit, which depends on the position of the thrust
levers. If both thrust levers are in the same detent, the thrust limit corresponds to
To perform the autothrust (A/THR) function, the thrust target computed by the
this detent. If both levers are not in the same detent, the thrust limit corresponds
Flight Management and Guidance Computers (FMGCs) is chosen by the Flight to the next higher detent. The Flight Management and Guidance Computers (FM-
Control Unit (FCU). GCs) select the highest thrust limits of the FADEC 1 and FADEC 2 for thrust target
Then each FCU processor sends, along its own bus, the THR target to the Engine computation.
Control Units (ECUs) via the Engine Interface Units (EIUs).
A/THR Function Logic
A/THR Engagement The A/THR function can be ENGAGED or DISENGAGED. When it is engaged, it
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The engagement of the A/THR function can be MANUAL or AUTOMATIC. can be ACTIVE or NOT ACTIVE.
The A/THR is engaged MANUALLY by pressing the A/THR pushbutton on the A/THR disengaged
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FCU.
When the A/THR function is disengaged:
This is inhibited below 100 feet RA, with engines running.
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• the thrust levers control the engines,
The A/THR is engaged AUTOMATICALLY: • on the FCU, the A/THR P/BSW light is off,
• when the autopilot/ Flight Director (AP/FD) is engaged in TAKE- OFF or GO- • the Flight Mode Annunciator (FMA) displays neither the A/THR engagement
AROUND modes, status nor the A/THR modes.
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• or in flight, when the alphafloor is detected; this is inhibited below 100 feet RA
except during the 15 seconds following the lift- off. A/THR engaged and active
To effectively have A /THR on the engines, the engagement of the A/THR is When the A/THR function is engaged, A/THR is active if:
confirmed by a logic of activation in the ECUs. • at least, one thrust lever is between the CL detent (included) and the 0 stop (in-
Te
cluded), and, at the most, one thrust lever is between the FLX/MCT detent and
Thrust Levers the CL detent, and there is no engine in FLX TO mode,
The thrust levers are manually operated and electrically connected to the Full Au- • or the alpha-floor protection is active independently of the thrust lever posi-
thority Digital Engine Controls (FADECs). tions.
The thrust levers never move automatically. In case of one engine failure, the A/THR activation zone is between the FLX/
MCT detent and the 0 stop, instead of the CL detent, and the 0 stop.
SR
Each lever has 3 sectors defined by detents and stops. The thrust levers can be Because the A/THR function is active:
moved on a sector which includes specific positions: • the A/THR system controls the engines,
• rear sector: for idle reverse up to max reverse. • on the FCU, the A/THR P/BSW light is on,
• center section: • the FMA displays the A/THR engagement status in white and the A/THR mode.
0: corresponds to an idle thrust,
CL: corresponds to a climb thrust.
• forward section:
FLX/MCT: corresponds to a FLeXible take-off thrust or a Maximum Continuous
Thrust after an engine failure,
TOGA: corresponds to a maximum Takeoff/Go Around thrust.

22-30-4
A318/A319/A320/A321 22-30 Autothrust
A/THR engaged and not active Because the A/THR function is not active:
When the A/THR function is engaged, A/THR is not active if: • the thrust levers control the engines as long as a thrust lever is outside the A/
THR active area,
At least one thrust lever is above the FLX/MCT detent, or both thrust levers are
above the CL detent, or at least one engine is in FLX TO mode, with the alpha- • the A/THR P/BSW light is on,
floor protection not active. • the FMA displays the A/THR engagement status in cyan and the MANual
THRust rating in white, surrounded with an amber box.
Figure 2: A/THR Function Logic
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22-30-5
A318/A319/A320/A321 22-30 Autothrust
Modes When the alpha floor detection is no longer present in the FACs, the green mes-
The A/THR function computes a thrust target according to modes and their related sage "TOGA LK" with an amber flashing box (LK for LocK) is displayed on the
reference parameters. FMA.
The reference can be: The alphafloor protection can only be cancelled through the disengagement of the
A/THR function.
• a SPEED or a MACH NUMBER; in this case, the source is either the FCU (Val-
ue chosen by the pilot), or the FMGC itself, A/THR Operation In Flight
• a THRUST; in that case, the sources are either the ECUs (which compute the
The aircraft is on ground and ready for Take-Off.
thrust limit) when the thrust limit is needed, or the FMGC itself.
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Neither the AP nor the A/THR are engaged.
The A/THR modes are SPEED/MACH, THRUST, RETARD which can be over-
passed by the alphafloor protection. The engines are controlled by the thrust levers.
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The choice of the mode is automatically made by the FMGCs according to the ac- To Take-Off, the pilot sets the thrust levers to the TO/GA stop or to the FLEX/MCT
tive AP or FD vertical mode. This choice is based on a simple law: "Priority to the detent if a flexible temperature is selected on a Multipurpose Control and Display
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speed control". Unit (MCDU).
• When the AP (with elevators) controls the aircraft speed, the A/THR has to This engages the A/THR function (but it is not active). At the thrust reduction alti-
control the engines by a fixed thrust demand (THRUST mode). tude, a message on the FMAs indicates to the pilot that he has to set the thrust
levers into the "CL" detent.
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• When the AP controls another aircraft parameter (e. g. altitude), the A/THR has
to take care of the aircraft speed by a variable thrust demand to the engines As soon as the thrust levers are in the "CL" detent, the A/THR is active.
(SPEED/MACH mode).
If a thrust lever is set into the "CL-MCT" or "O-CL" area, a message on the FMAs
• Beside these two modes, RETARD is only available in automatic landing when warns the pilot to set the thrust lever to the "CL" detent (White LVR CLB message
engine thrust has to be reduced to idle for the flare phase below 40 feet RA. if "CL-MCT" area, amber LVR ASYM message if "O-CL" area).
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When no vertical mode is engaged, the A/THR operates only in SPEED/MACH The A/THR remains active.
modes except:
Then, the thrust levers remain in this position until the approach phase.
• when THRUST mode engages automatically in case of alphafloor,
• when, A/THR being in RETARD, if AP is disengaged, the A/THR function re- During automatic landing, before touch down, an auto call out, "RETARD", indi-
mains in RETARD mode, the aircraft being on ground. cates to the pilot that he has to set the thrust levers to the "0" stop.
When he does it, the A/THR disengages.
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Alphafloor Protection
This allows the automatic activation of ground spoilers if they are in armed condi-
The A/THR function protects against an excessive angle- of-attack. tion.
The alphafloor signal is detected by each Flight Augmentation Computer (FAC). Then, on ground, the pilot moves the thrust levers on the REVerse sector.
In case of excessive angle-of-attack or avoidance maneuver, the FACs send an
order to the FMGCs which activate the alphafloor protection. Disconnection
The A/THR automatically engages or stays engaged active and the engine thrust Besides the normal A/THR operation, the A/THR function is disengaged either by
becomes equal to the Take-Off/Go-Around thrust for any thrust lever position. In a pilot action or in case of a system failure.
this condition, the green message "A. FLOOR" with an amber flashing box is dis- The A/THR function can be disengaged either by pressing at least one of the two
played on the FMA. red instinctive disconnect pushbuttons on the side of the thrust levers or by press-
ing the A/THR pushbutton on the FCU.

22-30-6
A318/A319/A320/A321 22-30 Autothrust
A/THR disengagement can also be due to an external system failure. In other cases, after FCU pushbutton disconnection, or failure:
When the A/THR function is active, the actual engine thrust does not necessarily • When a thrust lever was in its detent, the thrust on the corresponding engine
corresponds to the thrust lever position. is frozen at its last value just before the disconnection (Memo mode).
Consequently, it is important to know what happens after an A/THR disconnec- • As soon as a thrust lever is moved out the detent, or if it was not in a detent,
tion: the thrust on the corresponding engine is smoothly adapted to the thrust lever
position.
When the disconnection is made by the instinctive disconnect pushbutton the
thrust is immediately adjusted to the thrust lever position.
Figure 3: Disconnection
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22-30-7
A318/A319/A320/A321 22-30 Autothrust
Figure 4: Thrust Levers
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22-30-8
A318/A319/A320/A321 22-30 Autothrust
Figure 5: A/THR Control & Indication
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22-30-9
A318/A319/A320/A321 22-30 Autothrust
Figure 6: A/THR Warnings and Cautions
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22-30-10
A318/A319/A320/A321 22-60 Flight Augmentation
22-60 Flight Augmentation
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22-60-1
General Yaw Axis Control Presentation

The flight augmentation tasks of the FMGS are:
Yaw Damper
Yaw Functions When the autopilot is not engaged, the Elevator Aileron Computer (ELAC) calcu-
• Yaw damping and turn Coordination. lates the yaw damper order with the normal law.
• Rudder trim. The yaw damper order calculated by the ELAC provides turn coordination, dutch
• Rudder travel limitation. roll damping and engine failure compensation.
If both ELACs fail, only the dutch roll damping (alternate law) is computed by the
Flight Envelope Functions
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Flight Augmentation Computer (FAC) using the ADIRS data.
• PFD Speed scale management:
When the autopilot is engaged, the FAC calculates the yaw damper order except
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Minimum/maximum Speed computation. in LAND mode where it is computed by the Flight Management and Guidance
Maneuvering Speed computation. Computer (FMGC).
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• Alpha floor protection. When the AP is engaged:
Windshear Protection Function • Dutch roll damping law is provided by the FAC using ADIRS data.
• Engine failure compensation fast law is provided by the FAC using the ADIRS
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Low Energy Warning Function data in TO, GA or RWY modes only.
• Turn coordination law computes the yaw order to the FMGC roll order.
Flight Augmentation Computer
In LAND mode, the FMGC yaw order controls the yaw damper actuators via the
The aircraft is equipped with two FACs. They interface either: FAC.
• With the ELACs if both AP are disengaged or
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• with the FMGC if at least one AP is engaged. Rudder Trim
Both FACs are automatically engaged at power up but may be disengaged or re- In the manual mode, the rudder trim is controlled by the RUD TRIM selector via
set separately by the respective FAC P/B on the FLT CTL overhead Panels. the FAC.
In case the FACs are disengaged but still valid, the flight envelope function re- In the rudder trim auto mode, the FAC computes the engine failure compensation
mains active. and the turn coordination. When the AP is engaged:
• The turn coordination law computes the yaw orders related to the FMGC roll
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The FAC accomplishes its functions using independent channels:
order.
• Yaw damper.
• Rudder trim. Signals are simultaneously sent to the rudder trim actuator and the yaw damp-
er actuators.
• Rudder travel limitation.
• The engine failure compensation slow law orders are sent to the rudder trim
• Flight envelope. actuator.
If both FACs are valid, FAC 1 controls the yaw damper, turn coordination, rudder
trim and rudder travel limit and FAC 2 is in standby. Rudder Travel Limitation
The rudder travel limitation is computed by the FAC and sent to the Rudder Travel
Limiting unit.

22-60-2
The FAC Rudder Travel Limiting law computes this limit using the calibrated air- • The FAC computers the various characteristic speeds for aircraft operation and
speed (Vc) provided by the ADIRS. excessive angle of attack deflection.
The characteristic speeds computed using the ADIRs, LGCIU, FMGC and SFCC
Flight Envelope Protection data, are displayed on the PFD. The alpha floor (excessive angle of attack) detec-
For flight envelope protection: tion is sent to the FMGC.
Figure 1: Yaw Axis Control
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22-60-3
Yaw Axis Control

Yaw Damping
The yaw damper function provides stabilization yaw axis and turn coordination.
• In manual flight following functions are provided:
– In roll normal law:
Yaw damping, turn Coordination: ELACs
– In roll direct law:
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Yaw damping: FACs
• With AP engaged, following functions are provided:
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– Yaw damping, turn Coordination: FACs
– Yaw damping during approach: FMGC
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– Yaw control for runway alignment in ROLL OUT mode: FMGC
Additionally, it assists rudder application after an engine failure (short term yaw
compensation).
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22-60-4
Figure 2: Yaw Damping
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22-60-5
Rudder Trim
The rudder trim function accomplishes the crew trim orders given by the manual
trim knob.
With AP engaged, it accomplishes the FMGC orders and provides engine failure
recovery assistance in all FG modes (long term yaw compensation).
When the AP is engaged, the rudder trim is inoperative and master FMGC
interfaces with the FACs to ensure rudder trim function.
A rudder pedal deflection exceeding 10° out of trim disengages the AP.
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22-60-6
Figure 3: Rudder Trim
RUD TRIM
NOSE NOSE
+-
25° L R
RESET
TRIM LEFT
OR RIGHT
RUDDER TRIM
PANEL
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MANUAL RUDDER
TRIM
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+
DELTA R OWN +
ELAC OWN
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DELTA R OPP
ELAC OPP
RESET
ELAC OPP SEL
TRIM
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AUTOMATIC RUDDER TRIM INTEGRATOR
DELTA P OWN
FMGC OWN + TRIM ORDER
+ LIMITS M
RESET
DELTA P OPP AP OPP AUTO
FMGC OPP SEL MODE SYNCHRO
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LIMIT INTEGRATOR
F (VC)
POSITION
ENGINE TRANSDUCER
FAILURE RESET AUTO
RECOVERY
AUTO -
RUDDER POSITION
+
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FAC 1
MANUAL POSITION
+
RUDDER TRIM - TRANSDUCER
SYNCHRO
SAME AS
FAC 1 AUTOMATIC
RUDDER TRIM I LIMITS M
AUTO MODE RESET
RESET
FAC 2

22-60-7
Rudder Travel Limitation

This function provides limitation in rudder deflection as a function of aircraft speed
to avoid structural overloads.
lf rudder Iimitation function is lost in both FACs, the value of the rudder deflection
limit is frozen at second FAC function failure.
With slats extended, the value of the rudder limit deflection is automatically select-
ed to the low speed setting.
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22-60-8
Figure 4: Rudder Travel Limitation
RETURN TO
RETURN TO
FAC 1 LOW SPEED
LOW SPEED SIGNAL
LOGIC
FAULT
OFF CHANGE OVER ENABLING

LOGIC SIGNAL
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Vc 1 LIMITATION POWER
Vc RTL POWER NORMAL
AMPLITUDE ELECTRONIC M
Vc 3 SEL LAW CHANNEL CONTROL ORDER
-SPEED- SET
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EMERGENCY
CONTROL ORDER
28VDC
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5CC1
POSITION TRANSDUCER
CMD TRANSDUCER
C C
MON
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Vc1
Vc RTL IMAGE
Vc3 LIMITS
Sel LAW CHANNEL
MOTOR 1 OUTPUT
MOTOR 2 LEVER
FAC 1
FAC 2
FAULT
OFF
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SAME AS
FAC 1
Vc2
M
Vc3
EMERGENCY
CONTROL ORDER
POSITION
28VDC TRANSDUCER TRANSDUCER
5CC2 CMD
MON
FAC 2 RUDDER TRAVEL LIMITATION UNIT

22-60-9
Figure 5: Component Layout in Tail Cone Zone
Centering
Spring
Travel
Limitation Unit
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Servo Control
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ARTF Feel Solenoid
ART. Feel Spring
Trim Screwjack Yaw Damper Transducer Unit
Trim Actuator
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Yaw Damper
Return Spring Rod Yaw Damper Act. (Yellow)
Yaw Damper Act. (Green)

Rudder Position
Transducer Unit

22-60-10
Controls Displays
Each Flight Augmentation Computer receives inputs from its related pushbutton, The Rudder Travel Limiting position is not displayed. Only its maximum stop po-
the rudder trim selector and the trim RESET pushbutton. sitions are shown on the ECAM.
The RUD TRIM selector deflects the rudder. Displays:
The RESET pushbutton returns the rudder to the neutral position. • The characteristic speeds computed by the FACs are shown on the speed
scale of the Primary Flight Display (PFD).
• The rudder trim position is displayed on the ECAM System Display and on the
rudder trim control panel.
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Figure 6: FAC Controls and Indications
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A
110VU
23VU
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ELAC 1 SEC 1 FAC 1
17CC
FAULT FAULT FAULT
OFF OFF OFF
RUD TRIM
NOSE NOSE
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25° L R
RESET
9CC
12CC1
8CC
C B
RUD TRIM PANEL
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24VU
ELAC 2 SEC 2 SEC 3 FAC 2
FAULT FAULT FAULT FAULT
OFF OFF OFF OFF
FLIGHT CONTROL
PANELS
12CC2

22-60-11
FAC Engagement
Normal Configuration
In normal configuration, when the Flight Augmentation Computer (FAC) P/BSW is
pressed in, the FAULT and OFF lights are off, provided the internal monitoring
channels are in good condition and the engagement request is present. When the
FAC P/BSW is released out, the FAC is disengaged and the white OFF light
comes on.
The FAC cannot be engaged on ground after power up during the 30 second
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test. The amber FAULT light flashes.
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FAC not energized or not installed
If the FAC is not energized and the P/BSW is pressed in, the FAULT light is on
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with an amber message on the ECAM.
Subfunction Fault
If one or several yaw axis control functions fail, only the amber message appears
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on the ECAM. The FAULT light remains OFF. If one or more of the following func-
tions 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
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on with a message on the ECAM. In this case, a FAC reset must be attempted fol-
lowing the ECAM procedure.
On ground with engines shut down, the reset is automatic when the fault dis-
appears.
Temporary Power Loss

If a temporary power loss occurs, the FAULT light comes on with a message on
the ECAM. In flight, only the reset is possible by using the FAC P/BSW.

22-60-12
Figure 7: Temporary Power Loss
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22-60-13
Yaw Damper Function Land Mode

When the LANDing mode is engaged, the yaw order is computed directly by the
Components FMGC.
There are two yaw dampers. In normal operation, both are engaged but only one
is active. Yaw damper 1 has priority. The yaw damper function is achieved by: Power Loop
• 2 electro-hydraulic actuators with an external centering element. Each actuator The yaw damper laws control the SV, and the changeover logic controls the two
comprises 1 jack, 1 Linear Variable Differential Transducer (LVDT), 2 solenoid solenoids S1 and S2, which in turn control the selector valves (H). S1 and S2
valves, 2 selector valves, 1 pressure switch and 1 Servo Valve (SV). when powered, move the internal hydraulic parts to a position, which makes it pos-
• 2 Flight Augmentation Computers (FACs). sible for the SV to operate the output jack.
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• 2 Rotary Variable Differential Transducers (RVDTs). If one of the selector valves fails or the signal from the FAC 1 fails, the hydraulic
Press switch sends a fail signal to the changeover logic, which then transfer the
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General operation to YD 2. The feedback in the power loop is given by an LVDT for the
Yaw damper 1 and 2 operate with the changeover logic. The yaw damper actuator command side and a RVDT for the monitor side. In case of dual yaw damper loss,
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does not move the rudder pedals. The yaw damper function operates as follows: a centering spring rod moves the rudder to the neutral position.
• order is computed by the laws and sent to the rudder via the related yaw damp-
er actuator.
Monitoring
At power up, the yaw damper function safety tests are initiated. The continuity be-
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• yaw damper actuator 1 is powered by the green hydraulic system.
tween the standby yaw damper and its SV is tested. The computation is monitored
• yaw damper actuator 2 is powered by the yellow hydraulic system.
by the comparators between command and monitor part. The ELAC, FMGC and
Manual Mode Air Data/Inertial Reference System (ADIRS) peripheral inputs are always moni-
tored. The power loop is monitored by a comparator between the yaw order and
In manual mode, the AP is not engaged and the ELevator Aileron Computer
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the rudder position feedback. In flight, the hydraulic pressures are monitored by
(ELAC) sends to the FAC: the FAC.
• the turn coordination, The LVDTs and the RVDTs are always monitored.
• the dutch roll damping,
• the engine failure compensation yaw orders.
Manual Alternate
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After a dual ELAC failure, turn coordination and engine failure compensation are
lost. Only a simplified alternate law of dutch roll damping is computed by the FAC.
Auto Mode
In AUTOmatic mode, the FAC computes the dutch roll damping in clean configu-
ration, the engine failure compensation in Takeoff/Go-Around (TOGA) and Run-
WaY modes. The turn coordination law is computed by using roll orders from the
Flight Management and Guidance Computer (FMGC).

22-60-14
Figure 8: Monitoring
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22-60-15
Flight Envelope Protection

General
The function of the Flight Augmentation Computer (FAC) is independent of the
FAC engagement P/B. This function gives:
• characteristic speeds on the PFDs through the Display Management Comput-
ers (DMCs),
• the speed limits to the Flight Management and Guidance Computers (FMGCs)
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for autoflight,
• the alpha-floor detection to the FMGCs for A/THR engagement, if it is not en-
gaged,
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• low energy awareness.
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In addition, the FAC 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
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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 char-
acteristic 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
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(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.

22-60-16
Figure 9: Speed Computation
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22-60-17
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 protects
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 in case of
windshear.
If a windshear condition is detected, the red WINDSHEAR message is dis-
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played on the PFD and the aural warning "WINDSHEAR, WINDSHEAR,
WINDSHEAR" is triggered.
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Beyond this threshold, 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
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compensation function is not available.
The ELAC will trigger alpha-floor in two cases:
• alpha protection condition and side stick deflection > 14 degrees,
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• pitch angle > 25 degrees and side stick deflection > 14 degrees.
A dual ADIRS failure results in the total loss of alpha-floor detection.
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22-60-18
Figure 10: Alpha-Floor and Windshear Protection
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22-60-19
Low Energy Awareness

Energy awareness is a software device, which gives the crew an aural warning.
This warning indicates that it is necessary to increase thrust to recover a positive
flight path angle through pitch control. The audio warning, "SPEED SPEED
SPEED", is triggered before alpha-floor and depends on the AOA, configuration
deceleration rate, and 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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22-60-20
Figure 11: Low Energy Awareness
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22-60-21
Flight Envelope Data on PFD

Speed Protection
The green overspeed protection symbol indicates the speed at which overspeed
protection becomes active.
SPEED PROTECTION = (VMO + 6 kts / MMO + 0.01).
Speed Trend
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The yellow pointer starts from the speed symbol. The end of this arrow gives the
speed value, which will be attained in 10 seconds if the acceleration or decelera-
tion remains constant. This arrow appears only when greater than 2 kts and is re-
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moved when less than 1 kt. It is also removed in case of failure of the Flight
Augmentation Computers (FACs).
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Target Airspeed
This symbol is either magenta or cyan and gives the target airspeed value or the
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airspeed corresponding to the Mach number. The target airspeed value is the val-
ue computed by the Flight Management and Guidance Computer (FMGC) in man-
aged speed mode (magenta) or manually entered on Flight Control Unit (FCU) for
selected speed mode (cyan).
The target speed is a magenta double bar when associated with the ECONomy
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speed range. Otherwise it is a magenta or cyan triangle. When out of speed scale,
the target speed value is displayed in numeric form below or above the speed
scale.
ECON Speed Range

In descent mode, with the ECON mode, the selected speed is indicated by two
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magenta thick lines: upper and lower limits calculated by the FMGC. They indicate
the range of descent speed: +20 kts and -20 kts or Vmin or VLS whichever is high-
er.

22-60-22
Figure 12: PFD
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22-60-23
Minimum Selectable Speed (VLS) Minimum Flap Retraction Speed

It is defined by the top of an amber strip along the speed scale and computed by This speed is represented by a green -F symbol. It is available when the flap se-
the FACs. The VLS corresponds to 1.13 Vs during take-off or following touch and lector is in position 3 or 2. It is computed by the FACs.
go. It becomes 1.23 Vs as soon as any flap or slat selection is made. It remains at
this value until landing. Above 20000 ft, VLS is corrected for Mach effect to main- Minimum Slat Retraction Speed
tain 0.2 g buffet margin. VLS information is inhibited from touch down up to 10 sec- This speed is represented by a green -S symbol. It is available when the flap se-
onds after lift-off. lector is in position 1. It is computed by the FACs.
Alpha Protection Speed VFE Next
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The top of a black and amber strip along the speed scale defines the alpha pro- Two amber dashes show the predicted VFE at the next flap/slat position.
tection speed. It represents the speed corresponding to the Angle-Of-Attack
It is given by the FACs and only displayed when the aircraft altitude is below 15000
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(AOA) at which alpha protection becomes active. The FACs compute this speed
in pitch normal law. ft.
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Alpha Max Speed Green Dot
This is the engine out operating speed in clean configuration. It is displayed in
The top of a red strip along the speed scale defines the alpha max speed.
flight only by a green dot. It represents the speed corresponding to the best lift to
It represents the speed corresponding to the maximum AOA that may be reached
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drag ratio.
in pitch normal law. The FACs computes this speed in pitch normal law.
VMAX
It is defined by the lower end of a red and black strip along the speed scale and
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determined by the FACs. Vmax represents the lowest of the following values:
• VMO (maximum operating speed) or the speed corresponding to MMO (Maxi-
mum Operating Mach),
• VLE (maximum landing gear extended speed),
• VFE (maximum flap extended speed).
VSW
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The top of a red and black strip along the speed scale defines the Stall Warning
Speed (VSW). It represents the speed corresponding to the stall warning. VSW
information is inhibited from touch down up to five seconds after lift-off. The FACs
computes the VSW in pitch alternate or pitch direct law.
Decision Speed (V1)

The decision speed V1 is shown by a cyan symbol. The crew through the Multi-
purpose Control and Display Unit (MCDU) manually inserts the decision speed.
When out of indication range, it is digitally shown on the upper part of the scale. It
is removed after lift-off.

22-60-24
Figure 13: Flight Envelope Data on PFD
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22-60-25
FAC Warnings BSW resets the computer if the fault disappears. An action on the MASTER CAUT
P/B cancels the MASTER CAUT light. If this fault occurs on ground with engines
General shut down, the reset is automatic when the fault disappears.
All warnings in this lesson are generated by Flight Warning Computer (FWC) log- FAC 1(2) Fault
ics, except for the Flight Augmentation Computer (FAC) P/BSW amber FAULT
light, which is controlled by the FAC itself. In case of FAC 1 or FAC 2 fault, the master caution comes on; the aural waning
sounds and the related FAC P/BSW FAULT light comes on amber. The failure is
The phases of the flight phase inhibition schematic are FWC phases, not shown amber on the displays. The "OFF THEN ON" action performed on the FAC
Flight Management (FM) phases. resets the computer if the fault disappears. An action on the MASTER CAUT P/B
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The status page is obtained by pressing CLeaR or STatuS keys of the ECAM resets the MASTER CAUT light.
control panel. It does not appear automatically after warning activation.
Rud Trv Lim Sys Fault
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Low Energy Warning In case of total rudder travel limitation system failure, the MASTER CAUT comes
The aircraft energy level is a function of current speed, acceleration rate and flight on; the aural warning sounds and the failure is shown amber on the displays. The
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path angle. When it becomes lower than a threshold, under which the thrust shall "OFF THEN ON" action done on the FAC P/BSW resets the computer if the failure
be increased, an audio "Speed-Speed-Speed" message is triggered every five disappears.
seconds. This aural warning indicates that, with the current thrust, it is not possible
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to recover a positive flight path angle through pitch control. Thrust must be then Rud Trv Lim 1(2) Fault
increased until warning disappearance or alpha floor is triggered. This warning is In case of rudder travel limitation 1 or 2 failure, an amber indication appears on the
available between 100 ft and 2000 ft out of alpha floor conditions. displays. No reset action is needed in case of one rudder travel limitation failure,
as the rudder travel limitation function is not affected by a single rudder travel lim-
Windshear Detection itation failure.
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The FACs achieve the windshear detection function independently of the ON/OFF
selection of the overhead panel FAC P/BSW. The FACs trigger a red warning Rud Trim Sys Fault
whenever windshear conditions are encountered. The warning triggers: In case of total rudder trim system failure, the MASTER CAUT comes on, the aural
• an aural warning, WINDSHEAR, repeated three times, warning sounds and the failure is shown amber on the displays.
• a WINDSHEAR red message displayed in the center of both PFDs (15 sec-
onds mini). Rud Trim 1(2) Fault
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In case of rudder trim 1 or 2 fault, an amber indication appears on the displays. No
Windshear DET Fault reset action is needed in case of one rudder trim fault, as the rudder trim function
When the windshear detection function is inoperative, the aural warning sounds, is not affected by a single rudder trim failure.
the MASTER CAUTion comes on and the failure is shown amber on the EWD
page. Yaw Damper Sys Fault
In case of total yaw damper system failure; the MASTER CAUT comes on, the au-
FAC 1+2 Fault ral warning sounds and the failure is shown amber on the displays. The "OFF
In case of FAC 1 and FAC 2 fault, the MASTER CAUT comes on, the aural warn- THEN ON" action done on the FAC pushbuttons resets the computer if the failure
ing sounds, both FAC P/BSW FAULT lights come on amber and the "SPD LIM" disappears.
red warning is displayed on the speed scale of the PFD. The failure is shown am-
ber on the ECAM displays. The "OFF THEN ON" action performed on a FAC P/

22-60-26
Yaw Damper 1(2) Fault

In case of yaw damper 1 or 2 failure, an amber indication appears on the displays.
No reset action is needed in case of failure of one yaw damper.
Figure 14: FAC Warnings
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22-60-27
Figure 15: Electrical Supply
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22-60-28
A318/A319/A320/A321 22-70 Flight Management System
22-70 Flight Management System
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22-70-1
General
The aircraft is equipped with a pilot interactive Flight Management and Guidance
System (FMGS) which provides predictions of flight time, mileage, speed, econo-
my profiles and altitude. It reduces cockpit workload, improves efficiency and elim-
inates many routine operations normally performed by the pilots.
During cockpit preparation, the pilot inserts a preplaned rout from origin to desti-
nation via the Multifunction Control and Display Units (MCDUs). This route in-
cludes the departure, enroute waypoints, arrival, approach, missed approach and
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alternate routes as selected from the NAV database. The system generates opti-
mum vertical and lateral flight profiles and predicted progress along the entire
flight path. Either FMGC performs all operations if one FMGC fails.
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The pilot may modify any flight parameter on a short term basis (SPD, V/S,
HDG...) and the FMGS will guide the aircraft to the manually selected target.
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There are two types of guidance:
• Managed guidance:
The aircraft is guided along the preplaned route, vertical, lateral and speed/
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math profile. This type of preplaned guidance is called “Managed”.
Predicted targets are computed by the FMGS.
• Selected guidance:
Targets are selected on the flight control unit located on the pilots glareshield.
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The decision to engage a “selected” or a “managed” guidance is always under
the control of the pilot.
Selected guidance has priority over managed guidance.
The FMGS tasks are divided in three main parts:
Flight Management (FM)

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The FM part provides following functions:
• Navigation.
• Performance prediction and optimization.
• Flight planning management.
• Managed guidance computation.
• Information display.

22-70-2
Figure 1: FMGC FAC Interface
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22-70-3
FM Operating Modes – The FD1 P/B is off and FD2 P/B on, the FMGC2 is master.
Each FMGC is linked to its own set of peripherals: MCDU, EFIS, RMP. • If no AP/FD is engaged, A/THR is controlled by FMGC 1.
The FMGCs has three modes of operation: Independent Operation Mode
• Dual mode (the normal mode). This degraded mode is automatically selected by a major mismatch (e.g. data-
• Independent mode. Each FMGC being controlled by its associated MCDU. base incompatibility, ops program incompatibility). Both FMGC work independent-
• Single mode (using one FMGC only). ly and are linked to onside peripherals.
An entry on one MCDU is transmitted to the onside FMGC only and affects onside
Normal Operation Mode EFIS and RMP. To get similar AP/FD commands, same entries must be made by
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This is the normal mode where both FMGC process their own information and ex- the crews on both MCDUs.
change their computed data through a cross talk bus. One FMGC is declared as Independent operation is indicated by “INDEPENDENT OPERATION” mes-
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master. FMGC 1 defaults to master unless FD2 only and/or AP2 are engaged.
sage on the MCDU scratchpad. On data pos monitor page there is no OPP
All data inserted on any MCDU is transferred to both FMGC and to all peripherals. FMGC position displayed.
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Master FMGC Logic
• If one autopilot is engaged, the related FMGC is master:
– It uses the onside FD for guidance.
– It controls the A/THR.
– It controls the FMA 1 and 2.
• If two APs are engaged, FMGC 1 is master.
• If no AP is engaged and
– The FD1 P/B is on, the FMGC1 is master.

22-70-4
Single Operation Mode

This degraded mode is automatically selected in the event of one FMGC failure.
All the peripherals are driven by the remaining FMGC.
When one FMGC fails an amber message “OPP FMGC IN PROCESS” ap-
pears on the corresponding MCDU.
The ND on the failed FMGC side has to be set to the same range and mode than
the ND on the operative FMGC side. Otherwise an amber message “SELECT
OFFSIDE RNG/MODE” is displayed on the ND.
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22-70-5
Flight Planning
Flight Plan
The flight plan is defined by various elements which indicate the routes the aircraft
must follow with the limitations along these routes.
The elements are mainly taken from the databases or directly entered by the pilot.
The limitations are mainly speed, altitude or time constraints originated by the Air
Traffic Control (ATC).
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The function that integrates these elements and limitations to construct a flight
plan is called flight planning.
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In addition to this, the Flight Management (FM) part provides the aircraft position
and the follow- up of the flight plan, this is called navigation.
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Everything can be prepared prior to the take- off but can also be modified quickly
and easily during the flight operation.
In case of an FM problem, the remaining valid FMGC is used as sole source to
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command both MCDUs and NDs after automatic switching.
Navigation Database
The navigation database provides all necessary information for flight plan con-
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struction and follow- up.
The pilot will either select an already assembled flight plan (company route (CO
ROUTE)), or will build his own flight plan, using the existing database contents.
This database has a tailored coverage, updated every 28 days.
Some room is kept to allow manual entry of 20 navaids, 20 waypoints, 3 routes
and 10 runways.
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The database cannot be erased. However and as an option, the manually entered
data can be erased when the flight phase becomes DONE (i. e. aircraft on ground
for 30 seconds).
Two cycle databases can be loaded and the selection is made automatically using
data from the aircraft clock or manually.
The database loading into either FMGC is performed with the help of a portable
floppy disk data loader.

22-70-6
Figure 2: Flight Planning
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22-70-7
Navigation Any level change in the vertical profile is initiated after a push action on a level
change selector, except for departure when the vertical profile is armed on ground
The navigation process provides the system with current aircraft state information
and will automatically be active after take- off phase.
consisting of present position, altitude, winds, true airspeed and ground speed.
This is achieved using inputs from the Inertial Reference Systems, Air Data sen-
sors, Global Positioning Systems (GPS) if fitted, navigation radios, Aircraft Com-
munication Adressing and Reporting System (ACARS) if fitted and FAC flight
envelope computation.
Position can be updated manually during the flight or automatically, on the runway
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threshold at take- off for example.
Lateral Flight Plan
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The lateral flight plan provides the sequential track changes at each waypoint with-
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in 3 main sections.
• DEPARTURE: initial fix (origin airport), Standard Instrument Departure (SID)...
• EN ROUTE: waypoints, navigation aids...
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• ARRIVAL: Standard Terminal Arrival Route (STAR), approach, missed ap-
proach, go around...
The lateral steering order can be followed by the pilot or the autopilot with the NAV
mode selected.
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Vertical Flight Plan
The vertical flight plan provides an accurate flight path prediction which requires a
precise knowledge of current and forecast wind, temperature and the lateral flight
path to be flown.
The vertical flight plan is divided into several flight phases:
• PREFLIGHT: fuel, weight and V2 insertions.
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• TAKE- OFF: speed management, thrust reduction altitude, acceleration alti-
tude.
• CLIMB: speed limit, speed management.
• CRUISE: top of climb, cruise altitude, top of descent.
• 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 autopilot.

22-70-8
Figure 3: Flight Plan
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22-70-9
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 be-
ing the ECON mode.
The ECON mode can be tailored to meet specific airline requirements using a se-
lectable Cost Index (CI).
A Cost Index is defined as the ratio of cost of time to the cost of fuel.
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The fuel quantity is given by the Fuel Quantity and Indication Computers (FQICs).
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The speed and the thrust values associated with a given Cost Index are used to
determine the climb and descent profiles.
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FUEL and TIME are the main "actors" in this particular part of the FM function and
direct the airline choice.
Display
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According to the pilot selection on the EFIS control panel of the Flight Control Unit
(FCU), the flight plan is shown in relation to the aircraft position on the ROSE- NAV
or ARC modes.
The aircraft model is fixed and the chart moves.
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The difference between the two modes is that the half range is available when the
Navigation Display (ND) is set to ROSE- NAV mode as there is only frontal view
when it is set to ARC mode.
In PLAN mode, the flight plan is shown, with NORTH at the top of the screen, cen-
tered on the TO waypoint.
Depending on the selected range, the aircraft may or may not be visualized on this
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display.
The PLAN display can be decentered by scrolling the flight plan on the MCDU.
The Primary Flight Display (PFD) shows the FM guidance following engagement
of the AP/ FD lateral and vertical modes.

22-70-10
Flight Management Operation Lateral Principles and Guidance

The basic function is to compute an accurate position and to provide the crew with
FM Functions a reliable accuracy level computation. To do so, the FM part of the FMGS per-
The FM provides the following major functions: forms the following tasks:
• Managed aircraft guidance. • Position computation.
• Storage of navigation, aerodynamic and engine data with routine updating of • Navigation mode selection.
the navigation database on a 28-day cycle. • Evaluation of position accuracy.
• Means for insertion, storage and modification of a flight plan from the departure • Radio Navaid selection.
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runway to the destination runway via company routes or city pairs, SID’s, A cross track error and related guidance signals are computed, allowing the air-
STAR’s, airways and pilot defined waypoints. plane to accurately follow the flight plan.
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• Calculation of the aircraft position and transmission of this information for dis-
play on the ND and on the MCDU. Position Computation
• Transmission of data to generate a map of the route on the ND including rela-
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Each FM computes its own aircraft position (FM position) from the MIX IRS posi-
tive positions of pertinent navaids, waypoints, airports, runways, etc. tion and either the GPIRS position or the computed RADIO position.
• Automatic selection and tuning of DME’s or VOR/DME’s which will provide ac- MIX IRS Position
curate calculation of the aircraft position. Automatic/manual select/tune capa-
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bility for the displayed navaid via the MCDU for display on the ND’s. Each FM receives all three IRS positions and computes a mean weighed average
• Capability to transmit pitch, roll and thrust commands to the FG part of the position called the MIX IRS position. In the event of an IRS failure, each FMGC
FMGC to fly an optimum vertical schedule for climb, cruise, descent and ap- reverts to use only one IRS (onside IRS or IRS 3).
proach, while at the same time following the lateral flight plan. A reasonableness test is continuously achieved on each IRS position and velocity.
If the test fails, the corresponding IRS is rejected.
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• Predictions such as optimal speeds, estimates of fuel consumption and
weights, predictions of time, fuel, weight and distances at specific waypoints,
destination and alternate. It also covers computations for optimum and maxi- RADIO Position
mum altitudes and the approach speed schedule. Each FM computes its own radio position using its FM selected navaids, which
may be:
Typical FM Operation • DME/DME
Includes: • VOR/DME
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• Review of aircraft status and check of navigation database validity. • DME/DME/LOC
• Route selection to destination and alternate via Company route or city pairs. • VOR/DME/LOC
• Present position initialization and operation. • LOC (to correct crosstrack error during ILS approach).
• Review and revision of altitude, speed and time constraints at specific way- In the event of a failure, each FM may use offside selected navaids for position
points. computation.
• Insertion of weight, fuel data and atmospheric data for computation of the op-
The radio data is used by the FM for position calculation if the reasonableness test
timum vertical schedule. on DME and VOR data are satisfied.
• Review of engine-out lateral and vertical parameters.
• Selection of performance
• Insertion of V-speeds and review of take-off data.

22-70-11
GPS Position The crosstrack error is corrected with a temporary localizer update.
GPS information from both GPSSU is acquired by each IRS and continuously • BIAS:
monitored through the RAIM function (Receiver Autonomous Integrity Monitoring). Each FM computes a vector called BIAS between the MIX IRS and the RADIO
Each IRS then computes it’s own hybrid GPIRS position. If one GPSSU fails, the or GPIRS position.
IRSs use the remaining GPSSU. This BIAS is continuously updated, provided a GPIRS or a RADIO position is
Each FMGC selects one of the 3 GPIRS positions depending on their figure of available.
merit with following priority: If no GPIRS or RADIO position is available, the BIAS is memorized and will be
1. OWN GPIRS position used to compute the FM position which equals the MIX IRS position plus mem-
orized BIAS.
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2. GPIRS position 3
3. OPP GPIRS position Manually update of the FM position will also update the BIAS.
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If integrity requirements and selection criteria are met, GPS is defined as “GPS
PRIMARY” and selected for FM position update. “GPS PRIMARY” is then dis-
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played on the ND and MCDU PROG page.
If the GPIRS data do not comply with the integrity requirements and selection cri-
teria, GPS is rejected and FM reverts to IRS/RADIO navigation mode. “GPS PRI-
MARY LOST” is then displayed on the ND and the scratchpad of the MCDU.
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GPS may also be manually deselected on the SELECTED NAVAIDS page. In this
case “GPS IS DESELECTED” is displayed on the MCDU scratchpad 80 NM be-
fore T/D or at transition to approach phase.
Predictive GPS
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This function predicts the availability of GPS PRIMARY within & 15 minutes of
ETA at destination or at any crew selected waypoint or time. Predictions are dis-
played on the PREDICTIVE GPS page, where also up to 4 satellites can be dese-
lected at a time.
FM Position
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• At flight initialization:
Each FMGC displays an FM position that is a mix lRS/GPS position (GPIRS).
• At take-off:
The FM position is automatically updated to the F-PLN inserted runway thresh-
old position.
• In flight:
During flight, the FM position approaches the GPIRS or RADIO position (if
GPIRS is rejected/not available) at a rate depending of the A/C altitude.
• During ILS approach:

22-70-12
Figure 4: Lateral Functions
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22-70-13
Navigation Modes • GPS PRIMARY (ND, MCDU PROG page):

The FMGCs update their position using GPIRS or RADIO position (if GPIRS is re- GPIRS is selected for FM position update and the FM navigation mode is lRS/
jected/not available). One out of five different navigation modes is selected ac- GPS. Under this condition, the EPE is always below the required position ac-
cording to following priority order. curacy and the NAV accuracy level is HIGH.
• GPS PRIMARY LOST (ND, MCDU scratchpad):
GPIRS information is lost or rejected for FM position update.
The navigation accuracy must not necessarily downgrade as the EPE might
still be below the required position accuracy.
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• NAV ACCUR DOWNGRAD (ND, MCDU scratchpad):
GPS PRIMARY is not available, the EPE has exceeded the required position
accuracy and the NAV accuracy level downgrades from HIGH to LOW.
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• NAV ACCUR UPGRAD (ND, MCDU scratchpad):
The FM automatically selects the most efficient navigation mode and tunes the GPS PRIMARY is not available, the EPE has fallen below the required position
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best available navaids to optimize the FM position accuracy. accuracy and the NAV accuracy level is upgraded from LOW to HIGH.
Evaluation of Position Accuracy Radio Navaid Selection
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Estimated Position Error (EPE) The FM part of the FMGS manages the autotuning of various navaids used for dis-
play and radio position computation. The FM derived tuning list may comprise a
The EPE is a continuously computed estimate of the FM position drift in function maximum of 4 navaids (1 navaid for display, 1 or 2 for position update and 1 ILS/
of the current navigation mode. DME for display and LOC update) which are displayed on the SELECTED NAV-
AIDS page.
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NAV Accuracy Level
All navaids automatically tuned must meet the Figure of Merit criteria stored in the
To determine the navigation accuracy level, the EPE is continuously compared to
Nav Database:
the position accuracy criteria as defined by airworthiness authorities for the vari-
ous flight areas:
Fig of Merit Range
Required Navigation Performance 0 Up to 40 NM and A/C below FL120
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Flight Area Accuracy Criteria 1 Up to 70 NM and A/C below FL180
En Route 3.41 NM 2 Up to 130 NM
Terminal 2.07 NM
3 Up to 250 NM
Approach VOR/DME 0.61 NM
Other Cases 0.36 NM
ESTIMATED position error, REQUIRED position accuracy and navigation AC-

CUR level are displayed on the MCDU PROG page.

22-70-14
Figure 5: Data Index Page
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22-70-15
FM Radio NAV Tuning Figure 6: Manual Tuning through RADIO NAV and PROG Page
There are three tuning modes for the navigation radios (navaids) with the following
priority order:
1. Manual tuning through the RMP.
2. Manual tuning through the MCDU.
3. Automatic tuning by the FMGC software.
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The format of the navaids information on the RADIO NAV and PROG page chang-
es with the tuning mode:
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• Cyan small fonts, if FMGC autotuned. (Automatic Tuning)
• Cyan large fonts, if manually tuned through the MCDU. (Manual Tuning)
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• Blank data fields, if tuned through the RMP (STBY NAV/Back-Up Tuning)
The navaids can be modified on the RADIO NAV and PROG page by insertion via
the appropriate LSK (Line Select Key).
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This manual tuning can be performed for VOR 1(2) ident/frequency with LSK 6L
(6R) on the PROG or LSK 1L (2R) on the RADIO NAV page. The other navaid se-
lections, VOR1 (2) course on line 2L (2R), ILS 1&2 ident frequency on line 3L,
ILS1&2 course on line 4L and ADF 1 ident on line 5L apply to the RADIO NAV
page.
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Clearing a line reverts to the autotuned navaid. If an ADF is tuned, ADF BFO
(Beat Frequency Oscillator) with an arrow appears on line 6. Pressing line 6 acti-
vates the BFO function and the arrow is removed. Clearing line 6 deactivates the
BFO and the arrow reappears.
Dual Operation
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In Dual operation (both FMGC’s valid and crosstalking), the onside information is
supplied by the onside FMGC, while the offside information is supplied by the off-
side FMGC, but both side information can be selected on either MCDU.
Independant Operation
In Independant operation (both FMGC’s valid but not synchronized), the offside
field of each MCDU is blank and nothing can be entered in that field.
Single Operation
In Single operation (one FMGC failed), the remaining FMGC supplies on and off-
side information to both MCDU’s.

22-70-16
Vertical Principles and Guidance Figure 7: Vertical Function

The FM optimizes the aircraft’s vertical schedule based on preflight data entry and
stored performance data. Entered preflight data must comprise take-off weights,
cruise flight level, cost index, center of gravity, flight plan, crew entered restrictions
and weather data. In managed mode the A/C follows the vertical profile and will
meet speed and altitude restrictions.
Flight Phases
The vertical flight plan is divided into successive flight phases which sequence
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upon specific conditions. For each flight phase, the FMGC computes an optimum
speed or mach profile as a function of the vertical F-PLN data and performance
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criteria. Speed profile and flight phase are directly linked together.
Flight Optimization
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The optimization function in the FM computes the following items:
• Optimum target speeds for climb, cruise and descent called ECON SPD /
MACH.
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• Optimum FL for information purposes.
• Optimum descent path from CRZ FL down to the destination runway.
The optimum target speed computed by the FMGC is based on following inputs:
• Cost Index (Cl).
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• Cruise flight level (CRZ FL).
• Grossweight, Grossweight CG, and Fuel Data.
• Wind, Temperature, and Tropopause altitude.
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22-70-17
Flight Management (FM) Source Switching Figure 8: Source Switching

In normal setting (FM normal operation), each PFD and ND, via each related Dis-
play Management Computer (DMC), displays EFIS data from the onside Flight
Management (FM) part.
If an FM has failed, a white "OPP FMGC IN PROCESS" message is displayed in
the corresponding MCDU scratchpad showing an automatic switching to FM sin-
gle operation.
The PFD display remains operational.
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The ND display also remains operational provided the selected range and mode
is identical on both NDs.
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In other cases, a red "MAP NOT AVAIL" message is displayed on the correspond-
ing ND, with an amber "SELECT OFFSIDE RNG/ MODE" request.
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MCDU Failure
If a Multipurpose Control and Display Unit (MCDU) failure occurs on side 1 or 2,
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as long as the transmitting FM is healthy, the transmission to the EFIS continues
despite the loss of this MCDU.
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22-70-18
Database Loading During the operation, the two databases are loaded.
The operation must be performed independently for each FMGC.
General The database loading can also be used during maintenance operations as it ena-
Every 28 days, a new navigation database must be loaded into each Flight Man- bles some Flight Management (FM) problems to be solved (for example, missing
agement and Guidance Computer (FMGC) with the help of a portable floppy disk information on MCDU FM pages).
data loader. The basic loading (with the portable floppy disk data loader) can be performed into
In fact, the floppy disk received by the company contains 2 navigation databases: either FMGC 1 or FMGC 2.
One corresponds to the present period of 28 days and the other to the next period. Do the database loading procedure again with the second FMGS.
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Figure 9: Loading Operation
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22-70-19
Crossloading Description This may occur:

The crossloading allows an FMGC to transfer its valid navigation database to the • if flight phase transitions from PREFLIGHT or DONE to another phase occur
other FMGC through the crosstalk busses by simple MCDU selection. while crossload is in process,
• following a failed or incomplete database loading operation.
The objective of the crossloading is:
• to reduce loading time for periodic updating of navigation database. Figure 10: Crossloading Description
• to avoid the use of a portable data loader in case of replacement of an FMGC.
The crossloading is initiated from either MCDU 1 or MCDU 2 (depending on which
FMGC contains the valid navigation database), via the ACTIVATE CROSSLOAD
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prompt on the AIRCRAFT STATUS page.
The ACTIVATE CROSSLOAD prompt is displayed when the following is true:
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• the active flight phase is either PREFLIGHT or DONE,
• the FMGCs work in independent operation, meaning that the navigation data-
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base loaded in one FMGC is different from the other one.
Crossloading Operation
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Pressing the line select key associated to the ACTIVATE CROSSLOAD prompt
identifies the transmitting FMGC.
In this example, the transmitting FMGC is FMGC 1.
The CONFIRM CROSSLOAD prompt is displayed on the AIRCRAFT STATUS
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page of MCDU 1 and the AIRCRAFT STATUS PAGE of MCDU 2 is blanked.
As soon as the CONFIRM CROSSLOAD prompt is selected, the crossloading be-
gins.
While crossload is in process, the current percentage of crossload completion is
displayed on both MCDUs.
Upon successful completion of the crossload, both MCDUs revert to the AIR-
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CRAFT STATUS page.
The CROSSLOAD COMPLETE message is displayed in the scratchpad of each
MCDU.
The crossload may be unsuccessful.
The CROSSLOAD ABORTED message is then displayed in the scratchpad of
each MCDU and the NAV DATABASE LOAD INCOMPLETE message is dis-
played on the MCDU associated to the receiving FMGC
(in this example, MCDU 2).

22-70-20
Figure 11: Loader Connection
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22-70-21
FMGS Warnings It has an effect on the altitude window of the PFD and can trigger the C- chord au-
ral warning.
Altitude Alert Altitude alert is inhibited by glide slope capture.
The altitude alert takes into account the difference between the aircraft altitude Altitude alert is cancelled by turning the FCU altitude knob, or by setting the land-
and the reference altitude selected on the FCU. ing gear lever to DOWN with slats extended or when the landing gear is down-
locked.
Figure 12: Altitude Alert/ Decision (DH)
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22-70-22
Decision Height (DH) X is equal to 5ft if DH is less than 90ft.

This warning corresponds to an audio call out by a synthetic voice, depending on "HUNDRED ABOVE" and/ or "MINIMUM" warnings can be inhibited by pin pro-
the aircraft radio altitude and the Decision Height (DH). gramming.
X is equal to 15ft if DH is greater or equal to 90ft.
Figure 13: Decision Height (DH)
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22-70-23
Autoland – G/S TRK or LAND TRK mode is engaged and G/S deviation exceeds 1 dot
The AUTOLAND red warning informs the pilot that, depending on the procedures, and 100ft < RH < 1000ft.
he has to perform a go- around or a manual landing. • Landing capability downgrading
This warning can only be activated in LAND mode with at least one autopilot en- – A triple click aural warning is generated in the event of landing capability
gaged. downgrade.
– Below 100ft RH with LAND mode engaged, CAT3 DUAL, CAT3 SINGLE
The AUTOLAND red warning is triggered below 200ft in LAND mode in the follow- downgrading is inhibited until LAND mode and/or both APs are disengaged.
ing cases:
• Dual LOC and/or G/S receiver failure
• Both AP OFF below 200ft RA.
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– Provided ILS is selected on the EFIS control panel, red LOC and G/S flags
• LOC excessive deviation (1/ 4 dot above 15ft RA) or GLIDE excessive devia-
are displayed on the PFD and ND ROSE ILS. LOC and G/S scales are re-
tion (1 dot above 100ft RA). moved from the PFD.
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LOC and GLIDE scales flash on the PFD.
– If LOC and G/S modes and at least one AP/FD are engaged at the time of
• Loss of LOC signal above 15ft or loss of GLIDE signal above 100ft. dual receiver failure, the AP disengages automatically and the FD reverts
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The FD bars flash on the PFD. The LAND mode remains engaged. to HDG-V/S or TRK-FPA basic modes.
A triple click aural warning is generated in the event of landing capacity downgrad- • LOC and/or G/S transmitter failure (when captured)
ing. – The corresponding index is lost.
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The warning is cancelled by LOC mode or AP disengagement or by performing a – The LOC and G/S scales flash.
go- around. – The corresponding FD bars flash.
A warning test can be performed by pressing the Captain or the First Officer – LOC and G/S modes remain engaged.
AUTOLAND pushbutton. –
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–
Warnings
• AUTOLAND red warning Figure 14: FMGS Warnings-Autoland
This warning is triggered if the A/C is below 200 ft in LAND and FLARE mode
and either of following events occur:
– Loss or disengagement of both AP
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– Excessive beam deviation occurs.
– Failure of LOC or G/S receiver.
– Loss of LOC signal above 15ft or loss of G/S signal above 100 ft (transmitter
or receiver failure).
– Difference between both radio altimeters > 15 ft.
• Excessive beam deviation warning
Indicated by a flashing LOC and G/S scales on the PFD and ND ROSE ILS
whenever:
– LOC TRK or LAND TRK mode is engaged and LOC deviation exceeds 1/4
dot and 15ft < RH < 1000ft.

22-70-24
Figure 15: FMGS Warnings
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22-70-25
FMA Description Each of the five zones has three lines:

Line 1 gives active modes.
Information about modes and engagement status of guidance functions, plus
some specific messages, are displayed on the Flight Mode Annunciator located at Line 2 gives armed modes.
the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is di- Specific A/THR messages are written in zone 1.
vided into five zones: Advisory messages appear in line 3 of zones 2 and 3.
• ZONE 1: A/THR information,
Frequent reference to the FMA indications, which are driven by the master FMGC,
• ZONE 2: vertical AP/FD modes, as well as a thorough understanding of all status, armed and engaged annuncia-
• ZONE 3: lateral AP/FD modes, tions, are essential for the successful operation of the autoflight system.
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• ZONE 4: landing categories,
• ZONE 5: engagement status of guidance functions.
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Figure 16: PFD, Flight Mode Annunciator (FMA)
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22-70-26
A318/A319/A320/A321 22-80 AFS Components
22-80 AFS Components
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22-80-1
Flight Control Unit

General
This description only deals with the central part of the Flight Control Unit (FCU).
In general, the FCU provides the short term interface between the crew and the
Flight Management and Guidance System.
The FCU is the main interface to engage functions and guidance modes and to
select parameters.
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In fact, there is one FCU PANEL which controls two identical processing
channels: FCU 1 and FCU 2.
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Only one channel is active at a time, the other is in standby. If both channels fail,
all FCU controls are inoperative: AUTOTHRUST, AP/ FD 1 and AP/ FD 2 are not
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available.
Display
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Here are listed some examples of function engagement, selection of required
guidance modes and flight parameters.
The FCU allows:
• engagement of autopilots, Flight Directors and autothrust,
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• selection of guidance modes; e. g. heading, Vertical Speed or track, Flight Path
Angle,
• selection and display of the various guidance targets whenever a manual se-
lection is required (SPD - HDG - TRK - V/ S - FPA - ALT).
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22-80-2
Figure 1: General Display
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22-80-3
Speed/ Mach Reference Control Knob The appropriate indication (SPD or MACH) is then displayed.
The speed/ Mach reference control knob can be pushed or pulled. It is spring-
loaded to neutral. It can also be turned.
Pulled
When pulled, the FMGC uses a selected reference speed which is displayed on
the FCU. The associated MANAGED SPD/ MACH DOT light is off.
• If the speed window was previously dashed, the value which appears is gen-
erally the last managed reference speed.
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• If not, there is no change in the window.
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Turned
When turned, it changes the displayed speed.
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• If a speed was previously displayed, the selected reference speed is modified.
• If the speed window was previously dashed, the first click changes the dashes
into the managed reference speed. When turned more, this value changes.
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If the knob is not pulled within 45 seconds the display reverts to dashes.
Pushed
When pushed, dashes are displayed and the associated MANAGED SPD/ MACH
DOT light comes on.
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The FMGC uses a managed reference speed.
• If dashes are displayed, there is no change.
• If a speed was previously displayed, dashes appear and the light comes on.
The reference becomes a managed speed.
For Take- Off, Go- Around and expedite, the FMGS automatically uses
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memorized speeds such as V2, VAPP and Green dot.
Dashes are displayed and the light is on.
Speed/ Mach Switching

The speed/ Mach pushbutton is only active when a value is displayed in the speed
window.
In all cases, the speed/ Mach switching is automatic.
The pilot can only perform the switching using the speed/ Mach pushbutton when
the reference is selected.

22-80-4
Figure 2: Speed/Mach Reference Control Knob-Speed/Mach Switching
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22-80-5
Heading/ Track Lateral Control Knob

The lateral control knob can be pushed or pulled. It is spring- loaded to neutral. It
can also be turned.
The LAT window displays a value when heading or track mode is active or when
a heading or track preset has been performed. It is dashed in all other cases.
The light is on when a managed lateral mode is armed (e. g. NAV, RWY, LAND...)
Pulled
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When pulled, heading or track mode engages with a reference displayed on the
FCU. The associated light is off.
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• If the LAT window was previously dashed, the value which appears is the
present heading or track.
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• If not, there is no change in the window.
Turned
When turned, it changes the displayed heading or track.
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• If a heading or track was previously displayed, the selected reference is mod-
ified.
• If the LAT window was previously dashed, the first click changes the dashes
into the present A/ C heading or track. When turned more, the value changes.
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If the knob is not pulled within 45 seconds the display reverts to dashes.
Pushed
When pushed, the navigation mode is armed.
During the arming phase, the heading or track is displayed until interception of the
flight plan.
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Then, dashes will replace the heading or track.
During the arming and active phases, the light is on.

22-80-6
Figure 3: Heading/Track Lateral Control Knob
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22-80-7
Altitude Selector Knob

The outer knob has 2 selectable positions, 100 feet and 1000 feet.
The inner knob sets the altitude in the FCU altitude window with increments de-
pending on the outer knob position (100 or 1000).
The inner knob can be pushed or pulled and is spring- loaded to neutral. It can also
be turned.
Pulled
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When pulled, open climb or open descent mode engages if the displayed altitude
is different from the present aircraft altitude. The level change light is off.
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Aircraft immediately climbs (or descends) towards the selected altitude.
Turned
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When turned, the displayed altitude changes by thousands or hundreds feet, de-
pending on the outer knob selection.
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The selected altitude changes.
Pushed
When pushed, climb or descent mode engages if the displayed altitude (in the
FCU) is different from the present aircraft altitude. The level change is managed
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and the level change light is on.
The ALT window always displays a target value selected by the crew. The
window is never dashed.
Metric Altitude Pushbutton

This METRIC ALT pushbutton is used to display the FCU altitude target in meters
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on the lower ECAM display unit.
Note that the altitude target, on the FCU, is always in feet.

22-80-8
Figure 4: Altitude Selector Knob/Metric Altitude Pushbutton
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22-80-9
Vertical Speed/ Flight Path Angle Control Knob

The Vertical Speed/ Flight Path Angle control knob can be pushed or pulled. It is
spring- loaded to neutral. It can also be turned.
Pulled
When pulled, Vertical Speed or Flight Path Angle mode engages with a reference
displayed on the FCU. The level change light is off.
If the associated window was previously dashed, the value which appears is the
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present Vertical Speed or Flight Path Angle.
The range are:
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• between -9. 9 ° and +9. 9 ° for FPA,
• between -60 and +60 hundreds of feet per minute (+/- 6000 ft/ min) for V/ S.
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Turned
When turned, it changes the displayed Vertical Speed (or FLight Path Angle).
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If the associated window was previously dashed, the first click changes the dash-
es into the present A/ C V/ S or FPA. When turned more, the value changes.
If the knob is not pulled within 45 seconds, the display reverts to dashes.
Pushed
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Pushing the V/ S/ FPA rotary knob will command an immediate level off by engag-
ing the V/ S/ FPA mode with a zero target as diplayed in the FCU window. FMA
annunciation will turn to ALT green when levelled off.
Any new setting of a V/ S or FPA (selector turned) will lead to A/ C movement ac-
cordingly.
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Heading- V/ S/ Track- FPA Switching Pushbutton
This pushbutton allows selection of heading and Vertical Speed or track and Flight
Path Angle modes.
If any of the modes (HDG, V/ S, TRK, FPA) are active, pressing the pushbutton
changes the mode(s) into the corresponding one(s) (HDG TRK and V/ S FPA).
Pressing the pushbutton, changes the HDG V/ S into TRK FPA on the center of
the FCU and vice versa.
Note that the flight director symbology on the PFD changes and the flight path vec-
tor and the flight path director appears.

22-80-10
Figure 5: V/S-FPA Control Knob / HDG-V/S / Track-FPA Switching PB
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22-80-11
Autopilot 1 & 2 Engagement Pushbuttons

The autopilot 1 or 2 can be engaged five seconds after lift off, by pressing the re-
lated pushbutton.
• PRESSED ON: Autopilot engagement is confirmed by the three green bars
coming on.
• PRESSED OFF: The related autopilot disengages.
Autothrust Engagement Pushbutton
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When pressed on, the A/ THR pushbutton manually engages the autothrust func-
tion, provided the aircraft is not on the ground with the engines running.
• PRESSED ON: Autothrust engagement is confirmed by the three green bars
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coming on.
On ground, autothrust is automatically engaged when take- off is initiated
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with the thrust levers.
• PRESSED OFF: The autothrust function disengages.
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22-80-12
Figure 6: AP 1&2, A/THR Expedite, Approach, Localizer Engagement PB
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22-80-13
MCDU Classic Description The keyboard & Alphanumeric keys

Pressing an alphanumeric key (O through 9, A through Z, . (full point), + (plus), -
The Multipurpose Control and Display Unit (MCDU) is the pilot interface with the (minus) and / (slash)) enters that character into the scratchpad of the MCDU.
Flight Management function of the Flight Management and Guidance Computer. Mode keys
It is also used as an interface with other aircraft systems. The MCDU is mainly
used for long term actions such as flight plan construction, flight plan monitoring Pressing a mode key causes a new MCDU page to be displayed and allows ac-
and revision. At power up, the MCDU communicates in priority with the FMGC’s. cess to certain functions. The available mode keys are:
• AIRPORT, F-PLN, DIR, PROG, PERF, INIT, DATA, RAD NAV (Radio Naviga-
MCDU Front Panel tion), FUEL PRED (Fuel Prediction), SEC F-PLN (Secondary flight plan),
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The MCDU display contains 14 lines, each having 24 characters. Of these 14 MCDU MENU (multi-purpose key), ATC COMM (optional Air Traffic Control
lines, the top line (line 1) is normally used as a title line or to display data to which mode key for datalink communication).
the pilot does not have access. The bottom line (line 14) is the scratchpad line and
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is used by the pilot to alter the data in the data fields. The scratchpad is limited to Function Keys
a maximum of 22 characters. The function keys are described below:
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Lines 2 through 13 are data lines arranged into six pairs (lines 2-3, 4 -5, 6-7, 8-9, • NEXT PAGE = causes horizontal slewing to occur. (Slew up) = causes upward
10-11, 12-13). Each pair of lines has a label line (the top of the two lines) and a vertical slewing to occur. (Slew down) = causes downward vertical slewing to
data line. The data lines are adjacent to the line select keys, and the label line is occur. CLR = allows clearing of scratchpad and data fields. Delta (OVFY) = en-
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just above the data line. The line pairs are referenced by line select keys as fol- ters a Delta into the scratchpad.
lows:
Front Panel Annunciators
Reference CRT lines
There are three annunciators located on the lower part of the MCDU.
1L - 1R 2-3
The MCDU MENU annunciator comes on white if a system linked to the MCDU,
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2L - 2R 4-5 requests the display.
3L - 3R 6-7 The FMGC annuciator comes on white to alert the crew that the FMGC has an im-
4L - 4R 8-9 portant message to display while the MCDU is linked to another system. In this
case, any key can be pressed to return to the Flight Management related display.
5L - 5R 10 - 11
The FAIL annuciator comes on amber in case of a MCDU failure.
6L - 6R 12 - 13
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The line select keys allow entry of data into a field and access to a data or a func- Brightness Knob (BRT)
tion identified by that field. Actions are identified by symbols such as: The BRT knob allows brightness adjustment of the screen. This knob does not
permit the MCDU to be switched off.
< (withe) New page called by pressing the adjacent LSK.
* (amber) FMGS function activation.
[] (cyan) May be inserted in this line.
 (cyan) To activate or select data.

22-80-14
Data Entry Figure 8: Classic MCDU

To enter any data into the FMGC, the pilot must first write the data onto the
scratchpad using the alphanumeric keyboard. The data are then inserted into the
suitable data field by pressing the corresponding Line Select Key. When the Line
Select Key is pressed, the FMGC checks the data for format and acceptability. If
data is not accepted, a specific message appears in white on the scratchpad:
FORMAT ERROR or NOT IN DATABASE or NOT ALLOWED or ENTRY OUT OF
RANGE.
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Data entry in amber boxes is mandatory and white dashed lines indicate that data
will be calculated and displayed by the FMGC when it has enough information to
do so.
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Color Mode
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Titles, comments, dashes, symbols and minor messages are displayed in white.
Non modifiable data or active data are displayed in green.
The modifiable data and selectable data are displayed in cyan.
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Mandatory data, boxes, required pilot actions and important messages are dis-
played in amber.
The maximum recommended Flight Level is indicated in magenta.
Data associated to the flight plan constraints are also indicated in magenta.
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Figure 7: MCDU Color Mode
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22-80-15
MCDU Enhanced Description • one spare key.
MCDU Front Panel Front Panel Annunciators

The MCDU display contains 14 lines, each having 24 characters. Of these 14 There are three illuminable annunciators on the MCDU front panel:
lines, the top line (line 1) is normally used as a title line or to display data to which • FAIL: This annunciator comes on (amber) when the MCDU has failed.
the pilot does not have access. The bottom line (line 14) is the scratchpad line and • MCDU MENU: This annunciator comes on (white) when a system linked to the
is used by the pilot to alter the data in the data fields. MCDU requests the display
Lines 2 through 13 are data lines arranged into six pairs (lines 2-3, 4 -5, 6-7, 8-9, • FM: This annunciator comes on when an FM page is not displayed.
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10-11, 12-13). Each pair of lines has a label line (the top of the two lines) and a
data line. The data lines are adjacent to the line select keys, and the label line is BRT/DIM Keys
just above the data line. The line pairs are referenced by line select keys like on The BRT/DIM keys allows brightness adjustment of the screen. The fully decreas-
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the classic MCDU. ing of the brightness switches off the MCDU. (Reset)
The line select keys allow entry of data into a field and access to a data or a func-
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tion identified by that field.
Top Panel Annunciators
There are five illuminable annunciators across the top of the MCDU front panel of
The Keyboard which one is spare and not utilized. The spare annunciator is unlabeled but it con-
tains an amber light.
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Pressing an alphanumeric key (O through 9, A through Z, . (full point), + (plus), -
(minus) and / (slash)) enters that character into the scratchpad of the MCDU. • FM1 and FM2. The FM failure annunciators at the top of the MCDU indicate
when a FM failure occurs. The FM1 failure light on MCDU1 and/or MCDU2
Mode Keys comes on (amber) if FM1 is the selected FM, the MCDU BRT knob is at ON
Pressing a mode key causes a new MCDU page to be displayed and allows ac- and the FM1 subsystem identifier word (label 172) is not received for three sec-
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cess to certain functions. The available mode keys are: onds by the MCDU. Likewise, the FM2 failure light on MCDU1 and /or MCDU2
comes on (amber) if FM2 is the selected FM, the MCDU BRT knob is at ON
• AIRPORT, F-PLN, DIR, PROG, PERF, INIT, DATA, RAD NAV (Radio Naviga- and the FM2 subsystem identifier word is not received for three seconds by the
tion), FUEL PRED (Fuel Prediction), SEC F-PLN (Secondary flight plan), MCDU. The corresponding FM failure annunciator on MCDU3 comes on only
(FMGS mode keys), MCDU MENU (multi-purpose key), ATC COMM (optional
if MCDU3 operates as a backup to MCDU1 or MCDU2. It comes on only in the
Air Traffic Control mode key for datalink communication), Spare key context of the failed MCDU selected FM.
Function Keys Additionally, a MCDU never has both its FM failure annunciators on. The FM fail-
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The function keys are described below: ure annunciators are off when an identifier word is received from the appropriate
FM.
• (Right arrow)= causes horizontal forward page slewing to occur when allowed
(also called "Next Page"). • RDY. This annunciator comes on (green) when the MCDU passes its long-term
power up or power off reset test after its BRT knob is turned to OFF.
• (Left arrow)= causes horizontal backward page slewing to occur when allowed
(also called "Previous Page"). • IND. This annunciator comes on (amber) when the selected FM detects an in-
dependent operation (loss of dual mode) while both FMs are healthy. If either
• (Slew up) = causes upward vertical slewing to occur. FM is failed, the annunciator is not on, regardless of the state of the intersystem
• (Slew down) = causes downward vertical slewing to occur. bus.
• CLR = allows clearing of scratchpad and data fields.
• Delta (OVFY) = enters a Delta into the scratchpad.

22-80-16
Figure 9: Enhanced MCDU
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22-80-17
Figure 10: Enhanced MCDU Comparison
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22-80-18
FMA Description Each of the five zones has three lines:

Line 1 gives active modes.
General Line 2 gives armed modes.
Information about modes and engagement status of guidance functions, plus
Specific A/ THR messages are written in zone 1.
some specific messages, are displayed on the Flight Mode Annunciator located at
the top of each Primary Flight Display. The Flight Mode Annunciator (FMA) is di- Advisory messages appear in line 3 of zones 2 and 3.
vided into five zones: Frequent reference to the FMA indications, which are driven by the master FMGC,
• ZONE 1: A/ THR information, as well as a thorough understanding of all status, armed and engaged annuncia-
tions, are essential for the successful operation of the autoflight system.
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• ZONE 2: vertical API FD modes,
• ZONE 3: lateral API FD modes,
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• ZONE 4: landing categories,
• ZONE 5: engagement status of guidance functions.
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Figure 11: FMA Description
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22-80-19
Figure 12: AFS Components Location
A
SPD HDG LAT ALT LVL/CH
HDG V/S
CSTR WPT VOR D NDB ARPT ARPT NDB VOR D WPT CSTR
TRK FPA
BARO BARO
ROSE NAV 40 40 ROSE NAV
ARC 20 80 100 1000 UP 20 60 VOR ARC
VOR HDG V/S
TRK FPA PUSH in Hg hPa
in Hg hPa
ILS PLAN 10 160 SPD METRIC TO 10 160 ILS PLAN
MACH ALT LEVEL
PULL 320 AP1 AP2 OFF 320 PULL
STD STD
1 2 DN 1 2
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ADF VOR ADF VOR ADF VOR ADF VOR
FD ILS LOC A/THR APPR ILS FD
OFF OFF OFF OFF
3CA
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C
AFT ELECTRONICS RACK 80VU
1CA2 1CC2 1CC1 1CA1
82
VU
FMGC2 FAC2 FAC1 FMGC1

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B B

BRT
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84 RAD FUEL SEC MCDU
VU 83VU F-PLN
NAV PRED F-PLN MENU
AIR
PORT A B C D E
NEXT
F PAGE F G H I J M
86 A C
VU 85VU I
1 2 3
D
L K L M N O U
F M
M E
G
C
4 5 6 P Q R S T N
U
7 8 9 U V W X Y
88VU 87VU 0 Z DVFY
CLR

22-80-20
A318/A319/A320/A321 22-90 Fault Isolation and Tests
22-90 Fault Isolation and Tests
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22-90-1
AFS Maintenance System The failure detection is triggered by specific events listed in the maintenance man-
ual.
General Example of FG CMD triggering event: ILS own fail.
The Auto Flight System (AFS) is a type 1 system, able to maintain a two- way com- The failure localization corresponds to an analysis processed to identify the origin
munication with the Centralized Fault Display Interface Unit (CFDIU). of the failure.
The line maintenance of the AFS is based on the use of the Fault Isolation and FAC/ FM/ FG BITE
Detection System (FIDS) active in the FAC 1 and of the Built In Test Equipment
(BITEs) located in the various AFS computers. As the FAC and FG have a BITE in the command (CMD) and the monitor (MON)
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sides, the fault analysis is generally made in each side and a synthesis is made in
Access to the fault data is made through the MCDUs via the CFDIU. the command side.
Like for other systems, the CFDIU works in NORMAL mode and MENU mode
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Each BITE memorizes the result of the analysis, the failure context, the flight leg
(See ATA 31- CFDS). number, the time and date of each given failure.
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FIDS Then the BITE sends the result of the analysis, with a maximum of two suspected
Line Replaceable Units in order of probability, to the FIDS.
The FIDS is a card physically located in each FAC. Both FACs are interchangea-
ble, but only the FAC 1 FIDS is active due to the side 1 signal. FCU BITE
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The FIDS is used as a system BITE to consent rate maintenance information. Each FCU BITE computes the maintenance status of its related part and perma-
The FIDS is linked in acquisition and reception to the CFDIU and is connected to nently sends this maintenance data to the FG command part.
the BITEs of the various AFS computers. It receives commands from the CFDIU,
interprets these commands and transfers them, if applicable, to the various BITEs
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concerned.
It receives malfunction reports from the BITEs, manages these reports, and, if ap-
plicable, consolidates the BITE diagnosis (Occurence, correlation,...) and gener-
ates a fault message which is sent to the CFDIU.
If the FIDS fails, the BITEs continue to work and the results can be read in the
shop or after FAC 1 change.
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The NORMAL mode function is the same as in other systems.
In addition to the usual system report functions, the MENU mode enables access
to GROUND SCAN, AFS TEST and LAND TEST.
BITEs
According to its internal architecture, each AFS Line Replaceable Unit has one or
several BITEs.
The basic purpose of a BITE is to detect, isolate, memorize failures (FCU and
MCDU BITEs only perform the detection task).

22-90-2
Figure 1: FAC/ FM/ FG BITE/ FCU BITE
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22-90-3
MCDU BITE • the FAIL annunciator comes on and the display is blank,
The MCDU performs tests on its processor, memory and display unit. • the MCDU FAIL output discrete is set and sent to FG 1 and FG 2 command
parts.
If a failure is found by the MCDU BITE:
Figure 2: MCDU BITE
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22-90-4
Ground Scan • to check an AFS Line Replaceable Unit before removal,

The GROUND REPORT function displays failures recorded in the ground area of • to check an AFS Line Replaceable Unit after installation,
the FIDS memory. • to get trouble- shooting data (even if t he test is OK).
The PRESENT FAILURE SCAN function is used to isolate failures present when
the function is selected.
LAND Test
The PROGRAM page is used by the manufacturer for development purposes. The LAND TEST enables to test the availability of the LAND mode and equipment
required to obtain CAT 3.
AFS Test There are several successive pages in which actions, checks and answers are re-
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quested from maintenance.
An AFS TEST is performed:
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Figure 3: Ground Scan, AFS Test, Land Test
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22-90-5
Safety Tests
After long term power interruption, computers and control units of the AFS perform
safety tests also called power- up tests.
These tests are only performed on ground, except for the FCU which can perform
safety tests on ground or in flight.
During these tests, no action should be per formed on the system.
If a unit does not pass the safety test, the unit is declared failed and is unusable
and an ECAM message is displayed on the STATUS page.
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The recommended conditions to perform safety test are:
• aircraft on ground, engines stopped, hydraulic power (G/Y) for FAC only,
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• pull the Circuit Breaker (C/B) of the involved computer (Both C/Bs for
FCU),
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• wait 15 seconds (7 minutes for FCU), then push the C/B of the involved
computer,
• wait 1 minute for safety test execution.
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Procedure
This AFS maintenance procedure has to be followed in the event of a pilot report
concerning the AFS.
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22-90-6
Figure 4: Safety Tests & Procedure
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22-90-7
FMGC General The reading of the BITE contents of the FMGC through the GROUND REPORT
function gives the faulty component.
The Flight Management and Guidance Computer performs several tests to isolate
any system failure or failed component. This is a class 1 failure.
The tests performed by the FMGC are:
• Power up test
• MCDU test
• IN Operation test.
As for the FMGC itself, its BITE is also split into two parts, one for the FM function
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and the other for the FG function.
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Power Up Test
The power up test starts automatically at power up provided that the aircraft is on
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the ground with engines stopped. It will be initiated too if the computer power sup-
ply has been cut off for more than four seconds under the same conditions.
In all cases the duration of the power up test is 120 seconds and only the FMGC
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is tested.
Independently the FCU and the MCDU have their own power up test (own condi-
tions) which last respectively 10 and 45 seconds.
Once the power up test has been initialized, the following cockpit repercussions
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occur:
• On the ECAM status page:
The AP1(2) INOP message is displayed amber and disappears.
• On the FCU:
The AP1(2) pushbutton and A/THR pushbutton flash once and triple click
sounds.
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• On the PFD1(2): FD1(2) is displayed on the FMA engagement status zone and
boxed during 10 seconds.
During aircraft power up test, in case of failure, here is an example of what can
happen on the ECAM.
On the F/O PFD, FD2 is no more displayed and FD1 appears.
The power up test is not OK. You have to dialog with the FMGC through the CFDS
in order to get more information about the failure.

22-90-8
Figure 5: FMGC Test Logic
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22-90-9
MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground with engines stopped. The validity of all components can be checked.
All the MCDU test requests to the FM are send through the FIDS (FAC1) and FG
BITE.
In return FM failure detection is transmitted to the MCDU through the same way.
These tests are initiated from the MCDU.
• AFS TEST used for:
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– Confirmation of an AFS LRU failure before removal.
– Check of a correct installation and operation of a new AFS LRU.
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– Extraction of the status of AFS computer peripheral discretes from ARINC
input messages (SSM, non refresh and parity).
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• LAND TEST:
– This test enables to check availability of LAND MODE, equipment and wir-
ings required to obtain CAT Ill.
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• GROUND SCAN: (Dealt in AFS “CFDS SPECIFIC PAGE PRESENTATION”
documentation)
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
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Here is an example of report given by the FG BITE during the AFS/TEST.
This is a class 1 failure (level 1).
In Operation Test
The in operation test is a cyclic test automatically performed when the system op-
erates.
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During in operation test, the validity of all components are checked except FWC1
and FWC2.
The pilot reports:
“During Approach phase, loss of CAT Ill DUAL CAPABILITY”.
Here is the message given by the FM BITE in the LAST LEG REPORT.
This is a class 1 failure.

22-90-10
Figure 6: In Operation Test
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22-90-11
Figure 7: Tested Components FM
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22-90-12
Figure 8: Tested Components FG
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22-90-13
FAC General
The Flight Augmentation Computer performs several tests to isolate any system
failure or failed component.
The tests performed by the FAC are:
• Power up test,
• MCDU test,
• In Operation test.
The line maintenance of the AFS is based on the use of the fault isolation and De-
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tection System (FIDS). The FIDS card is physically located in each FAC, only the
card located In the FAC 1 being activated.
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FlDS
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The Fault Isolation and Detection System serves as the SYSTEM BITE.
It is connected to the CFDIU and to the BITEs of the various AFS computers.
The FIDS receives command signals from the CFDIU, Interprets and transfers
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them, if applicable, to the various BITEs concerned (both FACs, both FMGCs,
MCDUs, FCU).
It receives malfunction reports from the BITEs, manages these reports (including
memorization of failures in its memory), and, if applicable, consolidates the BITE
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diagnosis and generates a fault message which is sent to the CFDIU.
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22-90-14
Figure 9: FAC Test Logic
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22-90-15
Power Up Test Figure 10: FAC Power Up Test
Electrical Power Up Test

The electrical power up test starts automatically at power up provided that the air-
craft is on the ground and with engines stopped.
This power up test will be initiated too if the computer power supply has been cut
off for more than 4 seconds under the same conditions.
Its duration is 90 seconds and the components tested are: FAC 1(2), rudder trim
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actuator, Rudder Travel Limiting actuator, yaw damper actuator 1(2).
Once the power up test has been initialized, the following cockpit repercussions
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occur:
• On the ECAM warning page:
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– AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2) mes-
sages are displayed twice.
– AUTO FLT YAW DAMPER 1(2) message is displayed once.
– AUTO FLT RUDDER TRIM 1(2) and AUT FLT RUD TRAV LIM 1(2) mes-
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sagesare displayed once.
• On the FLT CTL panel:
– The FAULT legend of FAC 1(2) pushbutton switch flashes and single chime
sounds.
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During aircraft power up, in case of failure, here is an example of what can happen
on the ECAM.
On the FLT CTL panel, the FAULT legend of FAC 1(2) pushbutton switch is on.
The power up test is not OK. You have to dialog with the FIDS through the CFDS
in order to get more information about the failure.
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The reading of the FIDS memory through the GROUND REPORT function gives
the faulty component.
Yaw Damper Power Loop Power Up Test

The yaw damper power loop power up test starts automatically at power up pro-
vided that the aircraft is on the ground and hydraulically energized.
This power up test will be performed only if the electrical power up test is correct.
Its duration is 5 seconds and the component tested is: Yaw damper actuator 1(2).

22-90-16
MCDU Test
Each test request made from the MCDU is accepted only if the aircraft is on the
ground and with engines stopped.
All components are tested provided the three MCDU tests (AFS TEST, GROUND
SCAN and WINDSHEAR TEST) are performed.
Test selection on the MCDU causes transmission by the FIDS of a test request to
the BITEs. The FIDS generates the different pages to be displayed on the MCDU
and dialogs with the BITEs to perform the test.
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These tests, involving fault detection at the level of the FAC BITE, can be initiated
from the MCDU.
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• AFS TEST is used for:
– Confirmation of an AFS LRU failure before removal.
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– Check of a correct installation and operation of a new AFS LRU.
– Extraction of the status of AFS computer peripheral discretes from ARINC-
Input messages (SSM, non refresh and parity).
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• GROUND SCAN and WINDSHEAR TEST
Suppose that the AFS test has been performed on the MCDU.
It was not OK.
Here is an example of report given by the FAC BITE during this test.
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In Operation Test
The In Operation test is a cyclic test automatically performed when the system op-
erates.
During In Operation test, all components are tested, except FAC 1/2 pushbutton
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switches.
The pilot reports:
“Rudder Travel Limiting 2 has been lost”.
Here is the message given by the FAC BITE in the LAST LEG REPORT.

22-90-17
Figure 11: MCDU/ In Operation Test
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22-90-18
Figure 12: Tested Components FAC
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22-90-19
Figure 13: Tested Components FAC
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22-90-20
Figure 14: E/WD Failure Titles
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22-90-21
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22-90-22
A318/A319/A320/A321 22-99 CFDS
22-99 CFDS
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22-99-1
A318/A319/A320/A321 22-99 CFDS
CFDS Specific Page Presentation

Last Leg Report
The philosophy of the LAST LEG REPORT is the same as the one described in
ATA chapter 31 ("CFDS REPORT"), but additional information is presented:
• FAIL NO: Number of presented fault. This counter is reset at the start of each
flight.
• OCCURRENCE: Number of times the same failure occurs within the same
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flight.
• ISSUED BY: Designates the computer which detected the fault. By selecting
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this function you have access to the primary data of the analysis (TROUBLE
SHOOTING DATA page). The information presented on this page is the same
as that accessible by selecting the TROUBLE SHOOTING DATA function from
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the AFS MAIN MENU page.
The last fault presented occurred first during the last flight (FAIL NO 01).
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22-99-2
A318/A319/A320/A321 22-99 CFDS
Figure 1: Last Leg Report
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22-99-3
A318/A319/A320/A321 22-99 CFDS
Previous Legs Report

The philosophy of the PREVIOUS LEGS REPORT is the same as the one de-
scribed in ATA chapter 31 ("CFDS REPORT"), and additional information present-
ed is identical to that presented in the LAST LEG REPORT.
Trouble Shooting Data

From the AFS/TROUBLE SHOOTING BITE SELECTION page generated by the
Fault Isolation and Detection System (FIDS) you can select the BITE that you wish
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to examine.
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• FAC: Flight Augmentation Computer.
• FG: Flight Guidance.
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• FM: Flight Management.
• COM: Command side.
• MON: Monitor side.
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When the BITE has been selected, the Fault Isolation and Detection System
(FIDS) presents the content of the memories of this BITE starting by the most re-
cent fault.
This content gives a CFDS level 3 information (engineering maintenance).
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If other faults exist, they are accessible by pushing the NEXT PAGE key on the
MCDU.
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22-99-4
A318/A319/A320/A321 22-99 CFDS
Figure 2: Previous Legs Report
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22-99-5
A318/A319/A320/A321 22-99 CFDS
Fault Isolation Exercise Figure 3: Event Number Table of FAC and FMGC
Basically we have to start with an Last Leg Report. EVENT FAC FG FM
The way to reach more information (Trouble Shooting Data) is described under TEST REQUEST
1 LRU TEST REQUEST LRU TEST
Last Leg Report.
Here is an AFS fault detected by FAC1 COM port. 2 FAC INTERNAL FAIL COMPUTERFAULT 185 HARDWARE FAIL
Let’s see the result of analysis in an example: 3 Y/D FAULT : I/O HARDWARE FAIL
Event 5 see Fig Event Number Table 4 RUDDER TRIM FAIL A/P FAULT SOFTWARE FAIL
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5 RUDDER TRAV. LIMIT FAIL A/THR FAULT LRU FAIL
COM (Lane) 6305, hexadecimal see Fig. Decoding Table
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6 SENSOR FAULT FD FAULT PWR UP FAIL
Snapshot datas W1 - W5 (for engineering maintenance)
: CAPABILITY
FM / FG MONIT. FAIL
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7
DOWNGRADING
9 : SENSOR FAULT
(ADIRU, RA, FAC...) :
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Figure 4: Last Leg Report
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22-99-6
A318/A319/A320/A321 22-99 CFDS
Figure 5: Rudder Travel Limiting System Functional Diagram
ACQUISITION COMPUTATION POWER
RTL VRCOM
RTL MONITG 26VAC
RTL VXCOM
C2
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ADC OWN
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ADC 3 COMP
RTL RVDT
VC LAWS LIMITS
ADC OPP UNIT
2 BY 2
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RETURN TO
LOW SPEEDS
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POSITION
C1
SOFT HARD COM
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RTL MONITG 26VAC RTL VRCOM
C1
RTL VXCOM
C2
LOGIC
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ADIRS OWN RETURN TO
ADIRS 3 LAWS LIMITS RTL LOW SPEEDS
IMAGE POSITION
MON
FAC

22-99-7
A318/A319/A320/A321 22-99 CFDS
Ground Scan
Ground Report
The GROUND REPORT function enables the failures recorded in the ground area
of the FIDS memory to be displayed.
Two types of content can be displayed:
• Normally, only the internal failures that occured on ground.
• Or all internal and external failures found after selection of the PRESENT FAIL-
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URES SCAN function.
The content of this ground area is also erased during computer power up and en-
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gine start.
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• The ground area of the FIDS memory has the capacity to store the 3
most recent failures, the others being eliminated.
• The option and the information displayed are similar to the LAST LEG
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REPORT.
Present Failure Scan

The philosophy of the PRESENT FAILURE SCAN function is the same as the one
describe about GROUND SCANNING in ATA chapter 31 ("CFDS reports"), but re-
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sults are presented in a different way (same as LAST LEG REPORT page).
The scan runs during 40 seconds, then the messages are displayed on the
GROUND REPORT page. A maximum of three failures, internal or external,
present at that time can be displayed.
Each processor (example: FMGC1 COM) can announce one failure only (the fail-
ure with the highest priority).
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If 2 failures are present at same time No1 has to be solved first in order to an-
nounce No2 in a second PRESENT FAILURES SCAN report.
The PRESENT FAILURE SCAN function erases the ground contexts previ-
ously recorded, so it is highly recommended to display it by using first the
GROUND REPORT function.
Program
The three report options are not available for the operators. Only the manufacturer
can use them through an access code for development purposes.
The AFS/ PROGRAM page is independent from the ground scan function.

22-99-8
A318/A319/A320/A321 22-99 CFDS
Figure 6: Ground Scan
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22-99-9
A318/A319/A320/A321 22-99 CFDS
Windshear Test • Visual and aural indications of the WINDSHEAR warning (red WINDSHEAR
legend displayed on PFDs and WINDSHEAR three times announcement gen-
This test checks that the system transmits and presents:
erated by the FWC).
• Messages to indicate the loss of the function (WINDSHEAR DET FAULT on
the upper ECAM display).
Figure 7: Windshear Test
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22-99-10
A318/A319/A320/A321 22-99 CFDS
AFS Test Land Test

An AFS TEST is performed: The LAND TEST enables to test the availability of the LAND mode and equipment
• to check an AFS Line Replaceable Unit before removal, required to obtain CAT 3.
• to check an AFS Line Replaceable Unit after installation, There are several successive pages in which actions, checks and answers are re-
• to get trouble- shooting data (even if the test is OK). quested from maintenance.
Figure 8: AFS Test
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AFS / TEST REPORT AFS / TEST REPORT
AFS
AFS TEST IS RUNNING
MAIN MENU
LEG DATE UTC LEG DATE UTC
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-00 YYY / XX XXHXX - 00 JUL/16 21H15
FAC1: WAIT
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FAC2: WAIT
ATA : 22-83-34
FMGC1: WAIT
FMGC1
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< AFS TEST FMGC2: WAIT ISSUED BY : FMGC1 MON
RETURN PRINT
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(AFTER 40 SECONDS)
AFS / TEST REPORT AFS / TEST REPORT AFS / TEST REPORT

AFS TEST COMPLETED AFS TEST COMPLETED TROUBLE SHOOTING DATA
LEG DATE UTC LEG DATE UTC LEG DATA UTC
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-00 YYY / XX XXHXX -00 YYY / XX XXHXX - 00 JUL 16 21H15
< FAC1: PASS < FAC1: PASS ISSUED BY : FMGC1 MON
- - - RESULTS OF ANALYSIS - - -
< FAC2: PASS < FAC2: PASS EVENT COM MON C/M
1 0000 0011 0000
< FMGC1: PASS < FMGC1: PRESS LINE KEY - - - - - - - -SNAPSHOT- - - - - - - -
W1 W2 W3 W4 W5
< FMGC2: PASS < FMGC2: PASS 0671 1067 EA47 FEFC 0003
< RETURN PRINT > < RETURN PRINT > RETURN PRINT

22-99-11
A318/A319/A320/A321 22-99 CFDS
Land Test Description AP1 and 2 pushbuttons, located on the FCU, must be set to ON to check the dis-
play of the landing categories. The information, displayed on the Flight Mode An-
General nunciator (FMA) section of the MCDU, must be compared with the information that
The purpose of this test is to check the capability of the involved systems to per- is expected on the
form a CAT3 fail operational automatic landing. This test is available on the AFS FMA (PFD). If you answer "YES", the CAT3 DUAL display is checked. When
MENU page, obtained from the SYSTEM REPORT/ TEST page. This test checks ELAC1 and FAC1 are no longer supplied, the "triple click" aural warning must be
for possible category downgrading (CAT3 SINGLE, CAT2). By disengaging the generated. The information, displayed on the Flight Mode Annunciator (FMA) sec-
functions, the disconnections are tested with their associated warnings and cate- tion of the MCDU, must be compared with the information that is expected on the
gory information on the Flight Mode Annunciator (FMA) of the Primary Flight Dis- FMA (PFD). If you answer "YES", the CAT3 SINGLE display is checked. ELAC1
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play (PFD). There are several successive pages in which actions, checks and must be again supplied. ELAC1 must be supplied again and ELAC2 must be
answers are requested from maintenance people. The principle is to trigger a switched off. The A/ THR must be disengaged by pressing the instinctive discon-
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BITE analysis if the operator has pushed the line select key adjacent to the indi- nect switches. The information, displayed on the Flight Mode Annunciator (FMA)
cation related to the fault detection and then to build a fault report and to display section of the MCDU, must be compared with the information that is expected on
it. If there is no fault detection, the test is finally declared "OK" at the last action. the FMA (PFD). If you answer "YES", the CAT2 display is checked. AP must be
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The LAND TEST activation is possible without specific tools, on ground, engines disengaged and the AUTOLAND warning lights flash and the "cavalry charge" au-
stopped, after selection on the MCDU of the line select key adjacent to the "LAND ral warning is generated. The test is in progress for 20 seconds. When the test is
TEST" indication. The LAND TEST can be stopped at any time, by pressing the finished, the page "TEST OK" is displayed.
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line select key adjacent to the "RETURN" indication. In that case, the TEST
CLOSE- UP page is displayed in order to end correctly the test before returning to Anomaly Detection
the AFS main menu. When an anomaly is detected, a fault report is displayed.
Test OK To obtain details about this anomaly, you have to select the line select key corre-
sponding to a class number.
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In this topic, the LAND TEST is presented, step by step, until the "TEST OK" page
is displayed. The "RETURN" option is always available by pressing the corre- A print of this trouble shooting data may be done by pressing the line select key
sponding line select key. The actions, to be performed before starting the test, are next to the "PRINT" indication.
listed on the MCDU. The ADIRUs are set to NAV position on the ADIRS CDU. The
present position must be entered on the opposite MCDU. You must wait for the IR
alignment before starting the test. You have to confirm the start of the test. All the
thrust levers must be set to MCT detent. The APs must be disengaged by means
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of the takeover and priority pushbutton switches located on the side sticks. The
FDs must be disengaged. The BLUE, GREEN and YELLOW hydraulic pressures
must be available. All FADEC ground power pushbuttons must be set to ON. CAU-
TION: Don’t forget to set all FADEC ground power pushbuttons to OFF at the end
of this test. The Radio Management Panel (RMP) NAV switches must be set to
OFF position. The RAD NAV page must be displayed on the opposite MCDU. The
ILS frequency (109.9 MHz) and the ILS course (060) must be entered on the op-
posite MCDU. The STATUS page must be selected and displayed on the ECAM.
In case of right answer, you select the related line select key, "YES", if not, you
select the line select key adjacent to "NO". FD1 and 2, ILS1 and 2, A/ THR, APPR,

22-99-12
A318/A319/A320/A321 22-99 CFDS
Figure 9: Land Test 1/2

NEXT
PAGE
<
<
<
< >
< >
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< < *
< > 1
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< * < *
1
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NEXT
PAGE
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<
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< * < >
< > 1 < > 1

< * < * RETURN TO PHASE AT WHICH
NEXT "NO" KEY WAS SELECTED
PAGE
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< > 1 < > 1

< * < * < * < >

22-99-13
A318/A319/A320/A321 22-99 CFDS
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22-99-14
Training Manual Study Questions
A318/A319/A320/A321 Auto Flight
22-Study Questions
22-00 General 4. Name all tasks of each sub-unit:
FM:
1. Name the computers belonging to the AFS:
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FG:
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2. Name all control-panels who are associated with the AFS:
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5. Name all tasks of the FAC:
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3. Which two sub-units contain the FMGC?
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6. Which units get signals from FMGC?
Jan11/Technical Training For training purposes only

Study Questions 22-1
7. Which units get signals from FAC? 10.Is it possible to engage the autopilot when the aircraft is on ground?
8. Explain the control-principle of aircraft control:
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11.What’s the meaning of the Flight Director (FD) system.?
MANUAL:
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AUTOMATIC:
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12.How are the autopilot steering outputs applied to?
MANAGED (Longterm): Aileron:
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Spoilers:
SELECTED (Shortterm): Elevators:
Rudder:
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Nose Wheels:
22-10 AP/FD
9. What’s the purpose of the AP-System? 13.In which flightmode is it possible to engage both autopilots?

14.What happens with the sidesticks and pedals when the autopilot is engaged? 18.How to change the FD-bars to flight path director display? What does it show?
19.The three types of information on the FMA show:
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15.What happens if the pilot uses sidesticks or pedals when the autopilot is en-
gaged?
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16.What triggers both red AUTOLAND lights at the glareshield panel? 22-30 Autothrust (A/THR)
20.What is the purpose of the Automatic Thrust System (A/THR)?
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17.Aircraft on ground. How do you engage the flightdirector? When become the
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bars active (visible)? 21.Name all stops and detents of the thrustlevers:
FD off:
FD engaged not active:
FD engaged active:

22.When does the A/THR engage automatically? 27.The thrust target computed by FMGC is routed through the FCU. Why?
28.What happens, if the pilot presses the instinctive disconnect button for more
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than 15 seconds during a flight?
23.Which computer calculates the thrust limit?
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24.How will the computed thrust target be applied to the engines? Do the
thrustlevers automatically move according to the desired thrust? 29.“A-FLOOR” is shown at the FMA’s. What does this mean?
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25.Between which positions the A/THR will control the engine thrust?
22-60 Flight Augmentation
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Both engine running:
30.Explain the different yaw functions and what is the meaning of them?
Single engine operation:
26.Which thrust lever position must be manually selected by the crew for every
flight?

31.Which other functions belong to the Flight Augmentation System? 37.How is a FAC fault indicated and how to switch it off?
38.Explain the FLIGHT ENVELOPE function.
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32.The yaw damper functions are:
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33.The rudder trim function is: 39.Explain WINDSHEAR function.
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34.Rudder travel limitation means:
40.Explain the LOW ENERGY warning.

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35.The autopilot is not engaged, which unit does normally the yaw damping?
36.In which flight phases will the FMGC control the rudder?

22-70 FMS 45.Which units are fed by FMS data?
41.What’s the meaning of a Flight Plan?
46.What is shown at the POSITION MONITOR page?
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42.GPS position data is used in the IRS system. Explain why?
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47.Which radios are tuned by the FMS?
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43.Which databases belong to the FMS? Which must be updated every 28 days?
How do you upload new data?
48.The green NAV light at both RMP’s illuminates. Is autotune still possible?
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44.Which data are required to initialized a flightplan?

49.What is shown on the A/C STATUS page? What can be altered by the crew? 53.The AFS TEST is used for:
50.Is the CPU who calculates the FMS flight path, the same as for flight-guidance?
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54.The LAND TEST confirms that:
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51.Can the FMS channel of the FMGC be separatly tested?
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55.How and where is a FCU fault indicated?
22-90 Fault Isolations and Test

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52.Which subsystem of which computer is responsible for the fault isolation?
56.What points do you have to consider, when reseting a software hang-up of the
FCU?
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57.How long takes the power up test of the FMGC?

22-99 CFDS
58.Name all options you can get via CFDS AFS menu?
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59.Trouble shooting data shows:
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60.Ground scan means:
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Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Level III

22 Auto Flight Flight Director Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Jan11/Technical Training for training purposes only

A/THR Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FMA Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

22-60 Flight Augmentation 22-80 AFS Components

Jan11/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

22-00 General The pilot has an important monitoring role.

Aug 12/Technical Training for training purposes only

Figure 1: AFS Design Philosophy

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Figure 2: AFS Presentation

Aug 12/Technical Training for training purposes only

FAC General Flight Envelope Protection

Aug 12/Technical Training for training purposes only

Figure 3: FAC General

Aug 12/Technical Training for training purposes only

FCU (Control Part)

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Figure 4: FMGC General

Aug 12/Technical Training for training purposes only

AP MCDUs (Display Part)

Aug 12/Technical Training for training purposes only

Autopilot Presentation Cruise

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Flight Director Presentation

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Figure 7: Autothrust Disconnection

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Figure 8: Basic Operational Principles

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

CFDS TAKE OFF

DIR PROG PERF INIT DATA

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Figure 11: PFD & ND

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Figure 12: Thrust Levers & Rudder Pedals

Aug 12/Technical Training for training purposes only

Figure 13: Resets

Aug 12/Technical Training for training purposes only

RMP Attention Getters

Aug 12/Technical Training for training purposes only

AFS Maintenance System FAC/FM/FG BITE

Aug 12/Technical Training for training purposes only

Figure 15: MCDU Bite

Aug 12/Technical Training for training purposes only

Ground Scan • to check an AFS LRU before removal,

Aug 12/Technical Training for training purposes only

Figure 17: FMGC FAC Interface

Aug 12/Technical Training for training purposes only

Aug 12/Technical Training for training purposes only

Jan10/Technical Training for training purposes only

Jan10/Technical Training for training purposes only